Pneumatic tubes transit (PTT): a system that propels cylindrical containers through networks of tubes towards a chosen destination using compressed air or by partial vacuum [‘Pneumatic tubes’, Wikipedia, http://www.wikipedia.org]
PTT, “Whoosh✱ and Go!” technology, the 19th century’s version of “Tap and Go!” Jason Farman has described the application of pneumatic tubes to postal services in the 19th century as “the instant messaging systems of their day”. According to Farman, being able to use pneumatic post to communicate, gave people in the nineteenth and twentieth centuries an “instant connexion”…pneumatic post meant that they were able to “keep in touch all day long”⊡. Moreover people saw the pneumatic tubes’ facility to deliver articles rapidly as “a symbol of modernity” [‘Pneumatic tubes: the instant messaging technology that transformed the world’, James Farman, interview with ABC Australia, 13-Jun-2018].
Sketch of AE Beach’s pneumatic transit tunnel
America’s first pneumatic-powered subway
American entrepreneurs were following developments in pneumatic tube transport in Europe in the second half of the 19th century and were keen to move into the field. It fell to inventor and publisher of the magazine Scientific American Alfred Ely Beach to lead the way. Beach was less interested in the postal service than in moving people. In 1867 he trialled the first subway passenger service, later named the Beach Pneumatic Transit, in New York City. Initially the service was popular with the public, but Beach experienced opposition from Tammany Hall♉ and its notorious head ‘Boss’ Tweed, and from other vested business interests. Beach got round opposition by flagging that he would also construct a pneumatic tube to cart mail underground around NYC. Unfortunately Beach ran into both technical difficulties and funding issues (exacerbated by the financial crisis of 1873) and the project to extend the subway was stillborn.
PPT system despatch point (Washington DC, early 1940s)
Manhattan mail transfer – the eastern seaboard subway
It wasn’t until 1893 that an urban mail service in the US introduced the PTT system, and this was in Philadelphia (beating New York by four years). The New York City system linked the General Post Office with 22 other post offices covering an area of 27 miles. At its optimal level of output, five capsules each containing around 500 letters could be despatched in a minute (one every 12 seconds travelling at 30-35 mph). A government estimate in the day put the total transmitted by tube at 20,000 letters per day![‘The Pneumatic Mail Tubes: New York’s Hidden Highway And Its Development’ (Robert A Cohen, Aug 1999), www.about.usps.com]. Several other American cities followed Philadelphia and New York in establishing underground mail networks – Boston, Brooklyn (a separate entity to New York before the construction of the Brooklyn Bridge), Chicago and St. Louis.
Manhattan pneumatic mail route
Despite the clear advantage PPT had in speed of delivery over conventional mail despatch, it did not make the hand-delivered mail system redundant. At its zenith in New York PPT never accounted for more than about one-third of the Post Office’s total mail delivery. Other cities in the US were similar although Boston reached about 50 per cent at its maximum output!) [Cohen].
PPT systems, limitations and drawbacks
By the early 20th century the cost for US service providers using the pneumatic tube system had become prohibitive. By 1918 the Post Office was forking out $US17,000 per mile per year [‘Underground Mail Road: Modern Plan for All-but-forgotten Delivery System’, (Robin Pogrebin), New York Times, 07-May-2001]. In addition to cost there were other flaws in tubal delivery that made it impractical. Many mail items were too large and bulky to fit into the tube carriers, and when they did fit, the system was far from seamless. It took critical time to unload heavy items at the receiving end and sometimes the system would clog up during periods of high traffic (requiring delays in the delivery process while workers located the obstructing parcel and dug up the street to get to it) [‘Pneumatic Tubes’, Dead Media Archive, (NYU – Dept of Media, Culture and Communication), www.cultureandcommunication.org].
A maze of tubing
In addition to cost, other early 20th century factors that prompted the decline of the pneumatic post in America include the growing volume of mail, limited system capacities, and the belief that the advent of the automobile made the tubes “practically obsolete” [Annual Report of the Postmaster General, (Washington DC: Government Printing Office, 1918. pp. 19–22. Retrieved 8 June 2015, cited in ‘Pneumatic tube mail in New York City’, Wikipedia, http://www.en.m.wikipedia.org].
Pneumatic tube systems tend to work better on a smaller, more localised, scale – as evident in the type of enterprises and institutions that productively employ the pneumatic tube technology today (as outlined in the PostScript following)…they are also more effective (and more economical) over shorter distances, such as encompassing a single city only.
PostScript: Pneumatic tubes in the contemporary world
In the age of fiberoptics and the internet, it might be thought that there is no place for old technologies like PTT. But pneumatic tube systems today still play a vital function in the everyday workings of organisations and institutions including banks, hospitals, supermarkets, department stores, libraries and other public utilities♮.
Technology watchers have hinted at the possibility of a Renaissance of pneumatic technology. Jacob Aron has made the perceptive point that even in an age where online communication is paramount, there is still the physical necessity of transporting goods by road. This is where pneumatic tube networks have a competitive edge…Aron poses the question: “can tubes be (a) more efficient and greener” way of delivery❂ [‘Newmatics: antique tubular messaging returns’, (J Aron) New Scientist, 13-Aug-2013, www.newscientist.com]
Roosevelt Is: narrow stretch of land 3.2km long in NY’s East River
Many areas of society unrelated to postal systems currently use PTT…on Roosevelt Island (NYC) the locals have used pneumatic tubes to dispose of its garbage since 1975 (something similar has been proposed for Manhattan to tackle its mountains of trash) [‘Proposal maps out pneumatic tubes system to take out New York’s trash’, (Dante D’Orazio), The Verge, 24-Sep-2013, www.theverge.com].
Many hospitals rely on networks of tubes for their internal communications – the prestigious Stanford Hospital in California uses the technology to move blood, lab samples and medicine around the facility. Pneumatic tubes systems today are of course computer-driven and much more complex, Stanford Hospital’s network contains 124 stations. Future applications for PTT continue to be visualised…entrepreneur/inventor Elon Musk has proposed that his pneumatic-powered ‘Hyperloop’ will be capable of transporting passengers in a pod between cities at 800 mph [‘Underground Mail’, (2017), www.computerimages.com/musings].
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✱ the sound the pneumatically propelled mail capsules made when they went down the shute
⊡ a characterisation very familiar to today’s social media dominated world
♉ the Democratic Party political machine which had a stranglehold on NYC politics at the time
♮ such as the Library of Congress (US) and the Russian State Library in Moscow. The ongoing utility of pneumatic networks contrasts with the bad wrap pneumatic tube systems have received from writers of fiction over the years, eg, works such as 1984 and the movie Brazil have tended to equate them with “creaking, bureaucratic dystopias” [Jacob Aron]
❂ although the other x-factor player here is 3D-printing – if it realises its full commercial potential it would tick those same boxes with perhaps greater utility
In this modern world of 24/7 online global communications and instant messaging systems, it is interesting to take a look at an earlier age’s emerging technology which had the objective of fast-tracking communications between people in different parts of rapidly modernising cities. This novel way of moving mail around drew on the subterranean reaches of urban centres to create channels for transporting them.
Wm Murdoch
It started with the London Stock Exchange in the 1850s…traders trying to buy and sell at the most propitious times of the trading day relied on telegraphs to communicate quickly with their people. The problem at the time was that telegraphs were regularly subjected to delays and hold-ups. A swifter way to communicate was needed for business success, and the technology to do so already existed in Scottish engineer William Murdoch‘s invention of the pneumatic tube in the 1830s.
Enter J Latimer Clark, an electrical engineer, with a patent “for conveying letters or parcels between places by the pressure of air and vacuum”. Clark’s delivery system powered by compressed and depressed air was implemented to connect the London Stock Exchange with the HQs of the Electrical Telegraph Company through a 660-foot long pneumatic tube. By the 1860s the stock exchanges in Berlin and Paris had followed London’s lead. Postal services for both commercial and personal transmittances were a natural fit for the pneumatic tube. Liverpool, Manchester, Birmingham and Dublin got their own networks, whilst on the Continent, Berlin’s Rohrpost was introduced in 1865 and Paris went public with Poste Pneumatique in 1879. Other cities got in on pneumatic post and the practice spread to places as far away as Melbourne and Buenos Aires, and most anywhere in between.
The London pneumatic tube mail train at its formative stage!
London Pneumatic Despatch Company
In 1859 Latimer Clark with Thomas Webster Rammell put forward a proposal for an underground tube network in Central London. The city’s General Post Office was chosen as the nucleus of the network because it was “the routing hub of the whole country’s” transport system [Julian Stray]. The two engineers with cashed-up and influential backers formed the London Pneumatic Despatch Company to build a large-scale, underground pneumatic railway✱ with the purpose of transporting mail bags and small parcels on railcars through tunnels. At first LPDC’s prospects of success looked promising, but several developments and reversals (a financial crisis in 1866, logistics problems, technical drawbacks, and the Post Office getting cold feet over the project) saw the Company fold and its operations close in the 1870s [‘London’s Lost Pneumatic Railway: The World’s 2nd Oldest Underground’, (Long Branch Mike, 12-Apr-2015), Reconnections London Transport and Beyond, www.londonreconnections.com].
(Photo: Science Photo Library)
Despite its failures LPDC’s underground railway did capture the public’s imagination and inspired other imitators. There were experiments elsewhere in the 1860s to try to establish a viable pneumatic train network – at Croydon, Devon and Dublin. Ultimately though, for a variety of reasons, these came to nothing [‘London’s Victorian Hyperloop: the forgotten pneumatic railway beneath the capital’s streets’, New Statesman, 18-Dec-2013,www.newstatesman.com].
Capsule [National Postal Museum (Smithsonian)
The principles of “blow and suck”
The pneumatic post services of the day used pressure and air vacuums to transmit mail through a network of tubes. The process went like this: people wanting to expedite the delivery of an important document would take it to the post office where it would be rolled up and placed inside a metal or aluminium capsule. A postal clerk (in New York these employees were known as ‘rocketeers’) would drop the capsule into a hatch which corresponded to the marked lane for its intended destination…by pressing a button the capsule was transported by compressed air through a network of tubes beneath the pavement. Air from the transmitting end blew the capsule in a forward direction along the tubes. At the receiving end of the line a machine would suck the propelled capsule towards it (in the same way the suction of a vacuum cleaner functions!).
A cutting edge over conventional 19th century delivery modes
Using pneumatic power to transport letters (subterranean mail) and other items had readily apparent advantages in its unfettered immediacy…the reliance on horse-drawn vehicles and messengers on bicycles meant that delivery was impeded by the ever-increasingly congested streets of burgeoning cities, pneumatic post transported underground had no such obstacles and delivery was infinitely faster!
Parisian Poste Pneumatique network (Musée de La Poste)
Paris: Poste Pneumatique
Paris, as much as any modern metropolis, wholeheartedly embraced pneumatic tube transportation from the get-go! By the 1930s, when the service was at its peak, Paris had some 466 kilometres of pneumatic tubes. Cost was and remained an issue though…in 1975 the cost of sending one pneu☯ in Paris was eight-times that of having a posted letter delivered. As the 20th century rolled on patronage of the pneumatic post system dwindled, in 1984 Poste Pneumatique closed down for good! It’s inevitable demise was a combination of the service’s high cost and the superiority of newer communications technology (fax, telex) which made it obsolete [‘Pneumatic tubes and how mail was moved in Paris for more than a century’, Larry Rosenblum, (World Stamps), 02-Oct-2016, www.linns.com]
Prague PTT engine room
Bohemian Express Post: Prague’s pneumatic post system
Prague’s pneumatic post is the only surviving post system of this kind still intact in the world. It entered service in the Czech capital in 1889, the fifth in the world to be connected, after London, Vienna, Berlin and Paris. The Prague system operated from a central point, the main post office in Wenceslas Námêstí, and conveyed letters, documents and information to other post offices in the city, to government offices, to banks and to other important institutions. It started with the despatch of mainly telegrams, later telexes were sent through this medium. The city network of tubes covered a radius of 60km. Around 1970 a test was done of its speed of service vis-vís an on-road messenger delivery service. The pneumatic tubes won, delivering a capsule of 50 telegrams to Prague Castle in eight minutes✾ [‘Pneumatic Post System in Prague’ (Jakob Serÿch, June 2004), http://www.capsu.org/features/pneumatic_tube_system_in_prague.html]. In the 1990s Prague pneumatic post was despatching up to 10,000 documents a day! Unfortunately the European floods of 2002 put paid to the Czech pneumatic postal service, Telefonica decided the repairs needed to the tubes was too costly and in 2012 sold the system to Czech software entrepreneur Zsenêk Dražil, an enthusiast of old technologies. Dražil’s ultimate plans for the service are still unclear, but he has hinted at the tourism possibility of it being opened up to the public as a “national technical monument” [‘Radio Praha ❘ in English’, (Daniela Lazarová, Czech Radio, 11-Oct-2003 and Jan Richer, ‘New Owner Promises Bright Future for World’s Largest Pneumatic Post System’ Czech Radio, 08-Aug-2012)].
PostScript: A sample of anecdotal stories associated with pneumatic tube systems
Stories abound about the unauthorised and unorthodox uses of the pneumatic tube networks in different countries by postal workers. Its a trait of human nature that employees in the familiarity of their work environs are known to “push the envelope” and try to get away with things wherever they possibly can, and this sphere of work was no different. Staff of the Prague pneumatic tube system for instance (according to some of the stories told) were known to use it to send sausages and bread rolls to each other! Similarly in New York it was an open secret that post office workers on Manhattan used the system to receive their daily lunch orders from a well-known Bronx sandwich shop…the shop would dispatch the lunches via the tubes from the Bronx PO to the Manhattan PO! The pneumatic tubes were also sometimes utilised to play jokes on staff at another PO, eg, live mice sent through the tubes to get a predictable reaction from the startled female employees receiving the canisters at the other end; a live tortoise-shell cat returned in the same mail bag in which it had been sent, and so on.
Receiving point with collection trays
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✱ the world’s second underground railway after the limited line from Paddington to Farringdon opened in 1863
☯ an item sent by pneumatic post in France was known as a pneu
✾ a similar test was conducted earlier on the New York PTT system where the underground tube delivery easily eclipsed a motor vehicle delivery which had to contend with heavy Manhattan traffic
In December 1941 a Pennsylvanian dentist on holidays in New Mexico, was enjoying exploring the famous caves of Carlsbad Caverns. Dr Lytle S Adams was very impressed by the activity of about a million bats flying around in the dark in the caverns that were their home. He was still vacationing at Carlsbad on the evening of the 7th when news came through about the surprise Japanese bombing of Pearl Harbour. Adams, like every patriotic American was shocked and appalled at the attack, but unlike most every other private citizen, Adams decided, more or less immediately, to actually do something about it.
The small town dentist from Irwin, Pa. devised a plan of action…within one month he submitted a seemingly preposterous proposal to the White House – Adams proposed using bats as flying incendiaries to hit back at Japan in its own cities! An apparently hare-brained notion like this from a suburban dentist could normally be expected to receive short shrift from bureaucrats and military authorities, but Dr Adams had some special connections, he was a friend of the First Lady, Eleanor Roosevelt. This guaranteed Adams’ proposal would get a good official hearing from the Military, and eventually (through a recommendation from leading zoologist Donald Griffin) the approval of President Roosevelt.
The right bat for the operation
Adams reasoned that radar-guided “bat bombs” would wreak havoc when dropped on Japanese cities because the buildings and other structures were made largely of wood, bamboo and paper. The idea you would think, to most reasonable ears, would sound ‘batty’! Adams however can’t be accused of not doing his homework…he researched the subject of bats extensively, eventually selecting the Mexican or Brazilian Free-tailed Bat (Tadarida Brasiliensis), highly prevalent in the southern regions of the US, as the optimal candidate for the task.
Mexican F-tailed Bat-cave, Carlsbad
What made the Mexican bat an attractive choice to Adams and his team of field naturalists (and to the NDRC – National Defense Research Committee) was that it weighed only ⅓ of an ounce, but could carry three-times its weight (one ounce!) Other biological factors in favour of using bats as carriers was that they occurred in large numbers, their proclivity towards hibernation and dormancy meant that they didn’t require food or maintenance, and their capacity to fly in darkness and locate dark, secluded niches to hide in during daylight [‘Bat Bomb Video’, www.wizscience.com].
Destruction by weaponised bats – the theory
The US Military embraced Adams’ idea and developed a strategy to weaponise the bats: attaching micro-incendiary devices to thousands of captured bats…the Pentagon boffins devised canisters (each had compartments housing up to 1,000 hibernating bats) to transport the bats in. B-24 Bombers would release the canisters over Japanese industrial cities initially in the Osaka Bay area of Honshu at 1000 feet. The casings would break apart at high altitude, the now awake bats would scatter and roost in dark recesses of buildings all over the city. The bats, attached to the micro-bombs by surgical clips and some string, would bite through the string and fly off. The time-activated explosives would then cause countless fires to break out all over the targeted city [Anders Clark, ‘NAPALM BATS: the Bat Bomb!’, 3-Mar-2015, Disciplines of Flight, www.disciplesofflight.com].
B-27 Liberator flying over Carlsbad National Park
Bat bomb trial-and-error
The Military labelled the bat bombs Project X-Ray and soon got down to testing Adam’s secret weapon. The first bat test the Army conducted was in May 1943 in California. Several thousand bats collected from New Mexico were induced into hibernation and then dropped from a refrigerated aircraft using dummy bombs. Unfortunately things did not go to plan…many of the bats didn’t wake from their hibernation and merely crash-landed on California soil, while only some of them managed to fly away. The attrition rate for the Army’s test bats was accordingly high. Altogether over the Project’s lifespan around 6,000 bats were used in the Bat Bomb tests (about 3,500 of these were collected from the Carlsbad Caverns) [CV Glines, ‘The Bat Bombers’, Air Force, Oct 1990, 73(10); Clark, op.cit.]
1943: Army Bat Bomb test goes haywire!
The location got changed to an Army auxiliary airfield near Carlsbad (easier access to the seemingly inexhaustible supply of bats from the caverns). Eventually the Army loaded the bats with explosives to trial some live runs. Again the bats performed erratically as glide missile pilots but this time with unintended and negative results…an Army aircraft hangar caught fire, as did a car belonging to an Army general [Clark, op.cit.]. Disillusioned by the reverses, the Army hand-balled the Project on to the Navy and Marine corps.
The Marines and the Japanese Village
The Marine corps in particular took on the renamed “Project X-Ray” with some enthusiasm…after several encouraging tests the test site was moved to the Dugway Proving Grounds in Utah, where a mocked-up Japanese Village had been created in 1943✱. The Dugway tests went better than the earlier ones, according to the testers “a reasonable number of fires” were successfully ignited, and a NDRC observer present commented that “It was concluded that X-Ray is an effective weapon”.
Dugway Proving Grounds, Utah
Tests at the Dugway, Utah, site continued in 1944 with the Marine corps believing that the Bat Bomb Project could be deployed against Japan by mid-1945. The Navy hierarchy however was unhappy at the prospect of a delay of another twelve months-plus and canned the project altogether. The US subsequently focused on bringing the atomic bomb to a state of readiness, and the outcome of those efforts altered the course of both the war and of postwar history.
Dentist-inventor Adams was extremely disappointed when the Military pulled the plug on the project. Adams maintained that what happened with the atomic devastation of Hiroshima and Nagasaki could have been avoided if the US had stuck with his bat-delivered bombings: (would have caused) “thousands of fires breaking out simultaneously … Japan could have been devastated, yet with small loss of life” [‘Top Secret WWII Bat and Bird Bomber Program’, 6-Dec-2006, www.historynet.com].
PostScript: Project Pigeon, BF Skinner’s birds of war
Before the idea of bat-bombing Japan briefly captured the imagination of the US defence establishment, serious consideration had already been given to weaponising pigeons to be used in warfare! The notion was first mooted by influential, pioneering US behavioural psychologist Burrhus Frederic Skinner in 1939. Skinner believed that the humble feral street pigeon, Columba livia domestica, had the innate attributes (excellent vision and extraordinary manoeuvrability) to be trained to guide glide missiles. The behaviourist utilised his technique of operant conditioning to train the birds by rewarding them for pecking a moving image on a screen which accurately steered the missile they were piloting towards their intended target✫ (and unfortunately also towards their own destruction!)
BF Skinner’s pigeons of war
Skinner got some backing from business and the NDRC for Project Pigeon (as it was called), and he was able to demonstrate success with trained pigeons, however the government/military was never more than at best lukewarm on the Project…ultimately by 1944 the Military abandoned the Pigeon Missile because of concern that its continuation would divert crucial funds away from the “main game”, the construction of an atomic bomb. In 1948 the Navy revived the Project, now renamed Project Orcon but in 1953 it was dumped for good when the superiority of electronic guidance systems was established [Joseph Stromberg, ‘B.F. Skinner’s Pigeon-Guided Rocket’, The Smithsonian, 18-Aug-2011, www.smithsonianmag.com; ‘Project Pigeon’, https://en.m.wikipedia.org/wiki/Project_Pigeon].
Footnote: the US Military’s experiments on bats and pigeons were classified and conducted covertly under a wartime information blackout. They would not of course have been condoned by the American Humane Society (for the welfare of animals) had the organisation known of them.
▦ See also related blog JUNE 2017 on USA/Japan conflict in World War II: Project Fu-Go: Japan’s Pacific War Balloon Counter-Offensive
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✱ two mock-up enemy villages were constructed on this same site side-by-side, a Japanese one and a German one
✫ Skinner, also an inventor, devised a nose cone (attached to a explosives warhead) in which up to three pigeons could perch and pilot the missile’s trajectory
On the tranquil foreshore of the Parramatta River near Abbotsford Point, some five kilometres by ferry from Sydney’s Circular Quay, sits a quiet, out-of-the-way park named Quarantine Reserve. The significance of its name relates to a unique and interesting connection it has with “four-legged immigrants” to this country…for three score-plus years (ca.1917-80) it was the quarantine station for all of Sydney’s (and New South Wales’) incoming animals from overseas. The station was located on a bluff which gently slopes down to the river at the quaintly named Hen and Chicken Bay. Prior to the animal quarantine station coming to Abbotsford, incoming animals were quarantined at Bradley’s Head on the other side of the harbour – in 1916 the site became the location for the city’s Taronga Park Zoo (hence the move to Hen and Chicken Bay in 1917).
⤴ The cow sheds on the bay side⤴ What remains of the cattle stables today⤴ As they once appeared during the station’s heyday!
Today, the animals and their rustic ambience are long gone, as is the medical equipment, the various machinery, domestic utensils, etc, but a good representation of the original property’s holdings remain, albeit in diminished condition. As you stroll through the green reserve whose name commemorates the vital role it once played in safeguarding domestic health from animal contamination, several animal enclosures are jotted across the landscape. In the centre of the reserve are two adjoining cattle stables comprising 24 separate stalls each with troughs, the doors were removed at either ends of the buildings long ago and quite a few of the panels have been vandalised or pulled out altogether. On the day I visited, the stalls had colourful balloons and ribbons appended to them, it was hosting a children’s birthday party! Next to the stables and connecting with them is the site of the cattle yard itself, now a vacant, grassless square.
⤴ The QS piggery
Just across and down the hill from the cow stables is a small faded green building with a worse-for-wear tin roof, this once functioned as a piggery…the pig pens contained food troughs and runs to allow the unfortunate porcine creatures some (very limited) mobility of movement✲. To the east of the cattle stables on the boundary of the reserve are the horse stables (10 in number). Over the years of the facility’s operation prominent international racehorses worth thousands of pounds (and later dollars) were detained here during their periods of quarantine.
⤴ What’s left of the two remaining dog kennels after a large tree fell on them
The enclosures for humans’ most favourite domestic animals (cats and dogs) have fared less well over the passage of time. The station’s dog kennels, numbered 83 when they were rebuilt in the 1950s on the side closest to the Bay, but now only two kennels remain! Even less fortunate for feline enthusiasts, the cattery has disappeared altogether! The same for the sheep runs (not really sure why in the 20th century there would still have been a need to import sheep into NSW – unless perhaps they were unusual, specialist breeds?)
⤴ QS incinerator – manifestly not one designed by Walter Burly Griffin!
A few of the quarantine station’s auxiliary buildings have also survived – including apparently a “dog’s kitchen”, a second kitchen where vegetables were cut up for the pigs, a storage block (the feed store) and a maintenance workshop. Also surviving near the eastern edge of the reserve is a rather unprepossessing structure, a scarred, sombre looking incinerator. Carcasses and animal excreta were disposed of here, although some dead animals were buried on the site including possibly a giraffe (unsubstantiated, could be a legendary urban anecdote?). At the Spring Street entrance to the quarantine reserve is the former caretaker’s cottage.
⤴ On-site info display contains a picture of ‘Hexham’
The Hen and Chicken Bay site before the quarantine station
Prior to the 2.8 hectare site being acquired by the Commonwealth Government in 1916 for the quarantine station❧, the site was occupied by the Hexham Estate with its residential landmark, ‘Hexham’, an 1880s Italianate Victorian property (originally the house was called ‘Emmaville’ by the Bell family, and later ‘Blanchlands’ by the succeeding owner, surveyor John Loxton). Around 1900 the estate was acquired by Lewy Pattison, a director of the early pharmacy chain Soul Pattison & Co. In 1982 ‘Hexham’ (located in Checkley Street on the northern fringe of the Reserve) was demolished after a fire severely damaged the property.
‘Hexham‘ ⤵
Animal quarantine station: postwar to 1980
The quarantine station operated until World War Two when it was temporarily closed because of restrictions on animal imports during the war, and reused by the military for storage purposes. Its reopening in 1945 was vocally opposed by residents in the surrounding Abbotsford streets who had long suffered the undesirable effects of the station’s proximity to them – their senses regularly assailed by the smell, the noise and the pollution (from the incinerator burnings).
In the ensuing years there were ongoing objections from residents and Council – in 1971 the local Commonwealth MP raised a request from Drummoyne Municipal Council about the prospect of the Commonwealth transferring the land to the jurisdiction of NSW Government so that the site could be converted into parkland. Despite the unpopularity with locals, it wasn’t until the late 1970s that a decision was made to move the animals out to a remoter site in Sydney’s outer west, Wallgrove. In 1980 the Abbotsford station was closed for good, and the following year it was turned into a park to commemorate the quarantine station’s historic role.
(Image source: Pinterest)
PostScript: Abbotsford’s and Nestlé’s grand mansion
Not far from the Quarantine Reserve sits an extraordinarily impressive mansion looking out on Abbotsford Bay. Fortunately this house, unlike ‘Hexham’ is still extant! Abbotsford House (situated on the Chiswick side of the suburb) has a similar heritage to ‘Hexham’, built for doctor and politician Sir Arthur Renwick around 1877-1878◘. If you approach the Victorian mansion from the waterfront reserve it is an imposing and most impressive sight, set in extensive grounds which abuts Wire Mill Park…bayside access to the palatial mansion is cut off by a artificially constructed canal running horizontally, giving the property a water frontage. The facade itself is a wonderful symmetrical design, a tour de force of dazzling architectural features (two storey front verandahs, imposing towers with tented roofs, elliptical arches and plastered columns, elegant steps and spired cupolas). Two plaster lions guard the front entrance with strategically placed classical sculptures decorating the lawns✧. “House of Nestlé” 1937 (Photo: RAHS – Adastra Aerial Photo Collection)
⤴ Abbotsford House
After Renwick was forced to relinquish the property in 1903 because of financial debts, it was bought by one of the principals of the Grace Brothers department stores. Then, just after World War I ‘Abbotsford House’ was acquired by the Nestlé company (operating at this time as the Anglo-Swiss Condensed Milk Co). Nestlé built a factory on the estate site which manufactured chocolate and the drink ‘Milo’, whilst the mansion itself served as the administrative centre of the business. The factory closed in 1991 and the whole estate was duly incorporated into a new medium-density housing complex (Abbotsford Cove).
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✲ seldom ever used apparently because of fear of an outbreak of “Swine Fever”
❧ prior to the Abbotsford location, the Sydney Quarantine Station was apparently situated on the other side of Sydney Harbour at Bradley’s Head, and was required to move because what became known as Taronga Park Zoo was established on Bradley’s Head in 1916
◘ the name of Abbotsford House’s architect doesn’t appear to be recorded anywhere
✧ Abbotsford House which gave the suburb its name, derives from ‘Abbotsford’, classics author Sir Walter Scott’s home in Scotland
Abbotsford Quarantine Station (1917-1980)
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Latitude -33.8483 Longitude 151.1228
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Publications consulted: Canada Bay Connections, (City of Canada Bay), www.canadabayconnections.com
‘Abbotsford Quarantine Station’, 04-DEC-2015, www.historyofsydney.com.au
‘Top 10 Facts About Abbotsford, Sydney’, (Canada Bay Club), www.canadabayclub.com.au
‘Abbotsford House’, (Office of Environment & Heritage), www.environment.nsw.gov.au
PTT, “Whoosh✱ and Go!” technology, the 19th century’s version of “Tap and Go!”
Sketch of AE Beach’s pneumatic transit tunnel
PPT system despatch point (Washington DC, early 1940s)
Manhattan pneumatic mail route
A maze of tubingRoosevelt Is: narrow stretch of land 3.2km long in NY’s East River
(Photo: Science Photo Library)
Dentist-inventor Adams was extremely disappointed when the Military pulled the plug on the project. Adams maintained that what happened with the atomic devastation of Hiroshima and Nagasaki could have been avoided if the US had stuck with his bat-delivered bombings: (would have caused) “thousands of fires breaking out simultaneously … Japan could have been devastated, yet with small loss of life” [‘Top Secret WWII Bat and Bird Bomber Program’, 6-Dec-2006, www.historynet.com].
⤴ What’s left of the two remaining dog kennels after a large tree fell on them
“House of Nestlé” 1937 (Photo: RAHS – Adastra Aerial Photo Collection)