Brickfield Hill: From ‘Brickopolis‘ to Centre of a Sydney Retailing Dynasty

Built Environment, Inter-ethnic relations, Local history, Retailing history

Sydney is chock full of locality names—names like Taverners Hill, Clifton Gardens, Pearces Corner, Tom Ugly’s Point, Russell Lea, Camp Cove, Tumble Down Dick, Bushrangers Hill, Brush Farm, Strawberry Hills, Charing Cross, etc—places on or off the map not big enough or important enough to warrant the status of ‘suburb’ in their own right.

‘Plan de la Ville de Sydney’ (Lesueur’s Map, 1802) (Source: State Library, NSW)

One of the earliest in the Sydney colony with an interesting back story is Brickfield Hill. Located on indigenous Gadigal country at the south end of the CBD, Brickfield Hill is a loosely-demarcated area with a small hill, the place where the early colony’s clay was sourced for the making of bricks and tiles…bricks plus a hill, hence the name “Brickfield Hill”. This endeavour started virtually from year one of the European takeover of the Great South Land…the First Fleet in 1788 included  convicts with brick-making experience – James Bloodworth, the most significant of them was to prove invaluable to the embryonic settlement’s progress. With only makeshift accommodation in the form of canvas tents, the construction of more secure and permanent housing was of the highest priority. Bloodworth was immediately appointed master brick-maker for the Port Jackson colony by Governor Phillip, assigned labourers and tasked with the job of manufacturing 30,000 tiles per month [Ringer, Ron, Bricks, Dictionary of Sydney, 2008, http://dictionary of Sydney.org/entry/bricksviewed 19 Nov 2020 ; ‘Brickfield Hill’, www.kathyprokhovik.com), 06-May-2018].

The public brickfield on the ‘Hill’ became such a hub of activity that in 1799 it was described as “a suburb of the town of Sydney … within a few yards of the main road” (George Street) [‘Bricks and Nails: Building Materials as Criteria for Dating in Sydney and Environs from 1788’, Robert Victor Johannes Varman, (Unpublished PhD thesis from the University of Sydney, Sept. 1993), www.ses.library.usyd.edu.au].

Brickfield Hill, George Street (Photo: JR Clarke / State Library, NSW)

By 1804 there were 72 houses within the village of Brickfield Hill, but it wasn’t the most salubrious part of Sydney to live…that part of George Street was “infamous for its steep, dangerous and dusty road” (Varman). The “exceedingly unpleasant” place, “covered by a filthy brown haze and choking dust storms of windy days” the southerlies that swept along the street were given the name the ‘Brickfielder’ [“Brickaholic’s tales behind the history of Sydney’s ‘golden mile’”, (John Huxley), Sydney Morning Herald, 26-Sep-2008, www.smh.com.au]. By 1840 the public brickfields had become a blot on the landscape…the dusty brick pits and polluting kilns were not conducive to the increasing residential composition of the village. Its dingy, seedy taverns were dens of crime and rampant practices of bestial cruelty. In 1841 the government ended the brick industry in the locality. In it’s place small brick-making concerns in private hands fanned out in directions south and west to suburbs such as Newtown, Camperdown, Pyrmont, Glebe and to St Peters which eventually emerged as the premier site for brick-making in Sydney. Merchant stores, warehouses and more housing (leading to slum conditions) helped fill the void in Brickfield Hill (Varman).

(Source: SL – NSW)

Gradient was a sizeable issue in Brickfield Hill in the early period … the steeply sloping terrain along that section of George Street impeded the transport of heavily-laden carts. During the 1830s the authorities finally addressed this. A colonial earth-moving project succeeded in reducing the gradient between Bathurst and Liverpool Streets to a more gradual and manageable slope [‘Brickfield Hill (1) – The Hill’, Sydney Eye, www.sydneyeye.blogspot.com/].

At the beginning of the 20th century Brickfield Hill achieved the kudos of an altogether different association as the new home of one of Sydney’s early retail giants. In 1905 Anthony Hordern and Sons opened its “Palace Emporium” on the site, their mega-department store rose up on the ‘Hill’ – six stories high and comprising 21 hectares of retail space. At its zenith Hordern’s Brickfield Hill emporium was reputedly the largest department store in the world. [‘Brickfield Hill’, Wikipedia, http://en.m.wikipedia.org].

In its post-department store life the Hordern building’s vast “rabbit-warren” network of rooms and corridors was home to the Business School of the NSW Institute of Technology until the 1980s. Acquired by Malaysian property developer Ipoh Garden Development in 1985, it was demolished the following year amid considerable controversy to make way for the World Square complex [‘Anthony Hordern & Sons’, www.wikiwand.com].

With the leveling of Hordern’s Palace Emporium building and the earlier closure of the Brickfield Hill post office, Brickfield Hill’s long existence as an identifiable locality in Sydney’s CBD was consigned to the past.

PostScript: The Hordern story
From humble beginnings as a King Street (Sydney) drapery shop in 1823, Hordern and Sons built up an Australian retail empire.  After a stint in Melbourne retailing, Anthony Hordern (Senior) built his first Sydney emporium in Chinatown (Haymarket). The AH showcase, opened in 1905 to replace the fire-destroyed Haymarket emporium, was the new Palace Emporium (AKA the “Senior Store”). The Brickfield Hill retail ”super-store“—with a main entrance of imported Italian marble—later diversified its commercial activities to include a branch of the Commonwealth Bank, tea rooms, a post and parcel office, rest rooms, public phone booths and a Thomas Cook travel agency. Expansion of the business occurred from the Fifties with new Hordern & Sons stores opening in Canberra, Wollongong, West Ryde and Mid-City Pitt Street.  By the late 1960s Anthony Hordern & Sons was massively losing business to suburban malls and to city competitors…it’s retail empire crumbling, the Brickfield Hill flagship was acquired by Waltons Ltd. In early 1973 the doors of the iconic retailer, once lauded as a “colossal business premises”, closed for good. (Wikiwand entry).

🔽 (Caroline Simpson Library & Research Collection. Sydney Living Museums. [TC 658.871 HOR/54]) 

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roughly covering the area from Sydney Town Hall (Bathurst Street) to Central Station, skirting the present-day locales and suburbs of Haymarket and Surry Hills

which then stayed as a gigantic hole In the ground for 18 years until World Square was completed in 2004

⊱⊰⊱

Germania: From Nazi Showcase Airport to the People’s “Symbol der Freiheit”

Aviation history, Built Environment, Heritage & Conservation, Regional History

Few places in Germany and Berlin have experienced the journey of change and transition that Tempelhof Airport (Flughafen Berlin-Tempelhof) has. The Nazis commenced the construction of its colossal showcase airport in 1936 on the site of a pre-existing (Weimar Republic-built) airport. Even in its pre-airport days, it’s land use had a nexus with aviation – from 1887 it was home to a balloon detachment of the Prussian Army.

 der Berliner Garnison

Prior to it becoming an airport in the 1920s Tempelhof Field was used primarily as a military parade ground, and in addition it played an early role in the development of Berlin football (the pioneering BFC Fortuna club). It’s next brush with aeronautical endeavour came in 1909 when US aviator Orville Wright took the brothers’ bi-plane, the ‘Wright Flyer’, for a spin around the field.

A mega-scale marvel of civil engineering
Built on a scale to be in synch with the values of strength and power projected by the rest of Hitler’s Germania building ‘Fantasia’^^, Tempelhof—the name derives from it having originally been land occupied by the medieval Order of Knights Templars—was an “icon of Nazi architecture: (with a complex of) huge austere buildings in totalitarian style (in the shape of a quadrant up to 1.2 km in length), replete with imposing imperial eagles made from stone” [‘Berlin: A historic airport reinvents itself’, (Eric Johnson), Julius Bär, 28-May-2019, www.juliusbar.com]. Designed for the Führer by Ernst Sagebiel, the out of all proportion complex boasted 9,000 rooms, multiple entrance doors, reliefs and sculptures including a giant aluminium eagle head.

Located just four kilometres south of Berlin’s central Tiergarten, the Nazi airport was notably innovative in its day – eg, separate levels for passengers and luggage; windows spanning the floor-to-ceiling to convey as much light as possible inside the terminal [‘The story of Berlin’s WWII Tempelhof Airport which is now Germany’s largest refugee shelter’, (Sam Shead), The Independent, 20-Jun-2017, www.independent.co.uk].

The vast and cavernous main hall
(Tempelhof Projekt GmbH,www.thf-Berlin.de)

Tempelhof Airport was only ever 80% completed (constructed halted in 1939 with the outbreak of war), and ironically, never used by the Nazis as an airport (they continued to use the original terminal for flights). Instead, the regime used it for armament production and storage, and during the war it served as a prison and a forced-labour plane assembly factory [‘A brief history of Tempelhofer Feld’, (Ian Farrell), Slow Travel Berlin, www.slowtravelberlin.com].

Cold War Tempelhof
After WWII the airport was placed under the jurisdiction of the occupying American forces (under the term of the Potsdam Agreement which formally divided Berlin into four distinct occupation sectors). The airport played a key role in the Berlin Airlift (1948/49) and throughout the Cold War was the main terminal used by the US military to enter West Berlin. To increase Tempelhof’s civil aviation capacity US engineers constructed new runways. With the fall of the Berlin Wall in 1989 and German reunification, the American military presence in Berlin wound up (formally deactivated in 1994). Tempelhof continued to be used as a commercial airport but increasingly it was being used primarily for small commuter flights to and from regional destinations [‘Berlin Tempelhof Airport’, Wikipedia, http://en.m.wikipedia.org].

(Photo: www.urban75.org/)

A post-aviation future space
In 2008 Tempelhof, partly derelict, was discontinued as an airport. Berliners were polled about its future with the majority wanting to keep it free from redevelopment, a free space for the community. Accordingly, the land was given over to public use. Once a symbol of Nazi brutalist architecture, today its grounds are open to the citizenry as an expression of their freedom. The place is regularly a hive of multi-purpose activity, Berliners engaging in a range of leisure, exercise and cultural pursuits – jogging, cycling, roller-blading, skateboarding, kite-flying, picnicking, trade and art fairs, musical events, etc…the former airport has also been used as film locations (eg, The Bourne Supremacy, Hunger Games) and even as the venue for Formula E motor-racing.

⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅⑅
^^ see the previous post, ‘Germania: Mega-City Stillborn: Hitler’s Utopian Architectural Dream’

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the terminal is 300,000 square metres including hangar space, with an inner, 306- hectare airfield (Tempelhofer Feld)

“the mother of all modern airports” (British architect Norman Foster)

at other times it has been a shelter for refugees

Germania, Mega-City Stillborn: Hitler’s Utopian Architectural Dream we

Built Environment, International Relations, Regional History, Society & Culture

In Robert Harris’ speculative novel Fatherland—a “what if”/alternative view of postwar European history set in 1964—Adolf Hitler is very much alive, having won the Second World War. Through his “Greater German Reich” the Führer rules an empire stretching from “the Low Countries to the Urals” with Britain reduced to a not-very-significant client state. In the novel’s counterfactual narrative Hitler’s architect Albert Speer has completed part of Hitler’s grand building project for Berlin – including the 120m high “Triumphal Arch” and the “Great Hall of the Reich” (the “largest building in the world”). We know that none of the above scenario came to fruition, but we do know from history that part of Hitler’s plans post-victory (if he won) was to radically transform the shape and appearance of his capital city Berlin.

Weltreich or Europareich?
Under a future German empire, Berlin, to be known as Germania, would be the showcase capital. Historians are divided over whether the Nazis’ ultimate goal was global dominance (Weltherrschaft)—in which case Germania would be Hitler’s Welthauptstadt (‘world capital’)—or was more limited in its objective, intent on creating a European-wide reich only (as posited by AJP Taylor et al). Either way, Hitler’s imperial capital was to be built on a monumental scale and grandeur which reflected the “1,000-Year Reich” and its stellar story of military conquests and expansion – in effect a theatrical showcase for the regime [‘Story of cities #22: how Hitler’s plans for Germania would have torn Berlin apart’, (Kate Connolly), The Guardian, 14-Apr-2016, www.theguardian.com].

Nazi utopia  
Showing off Germania to the world for the Führer was all about one-upping the capitalist West. Immense buildings symbolising the strength and power of Nazism convey a message of intimidation, a declaration that Hitler’s Germany could match and exceed the great metropolises like New York, Paris and London. Accordingly, the Hamburg suspension bridge had to be on a grander scale than its model in San Francisco, the constructed East-West Axis in Berlin had to outdo the massive Avenida 9 de Julio in Buenos Aires [Thies, Jochen, ‘Hitler’s European Building Programme’,  Journal of Contemporary History, July 1, 1978, http://doi.org/10.1177/002200947801300301].

Hitler & Speer: (Source: www.mirror.co.uk)

The architect/dictator
Hitler put Speer in charge of the massive project but always fancying himself as having the sensibility of an architect, Hitler retained a deep interest in its progress. Rejecting all forms of modernism Hitler’s architectural preferences were rooted in the past – “Rome was his historical model and neoclassical architecture was his guiding aesthetic” [Meng, M. (2013). Central European History. 46 (3), 672-674. Retrieved October 24, 2020, from http://www.jstor.org/stable/43280636]. The Germania building projects writ on a gargantuan scale, were an unmistakable statement, a means for the dictatorship “to secure (its) place in history and immortalise (itself) and (its) ideas through (its) architecture [Colin Philpott, Relics of the Reich: The Buildings the Nazis Left Behind, (2016)].

(Source: http://the-man-in-the-high-castle.fandom.com/wiki/)

On the Germania drawing board
Taking pride of place, the architectural centrepiece of the Germania blueprint, was the Volkshalle (‘People’s Hall), a staggeringly large edifice inspired by the Pantheon in Rome—a dome 290m high and 250m in diameter—which had it been completed would have been the largest enclosed space on Earth, capable of holding up to 180,000 people. Linking with the Volkshalle via an underground passageway similar to a Roman cryptoporticus was to be the palace of Hitler (Führerpalast). The monolithic domed People’s Hall would have dwarfed and obscured the close-by, existing structures, the Reichstag and the Brandenburg Gate.

Among a host of other uncompleted buildings in Germania was the Triumphal Arch (Trumpfbogen), at over 100m high three times the size of the iconic arch in Paris it was modelled on. Hitler’s utopian Berlin metropolis was scheduled for completion in 1950, the onset of war however delayed construction which then ceased for good after the Wehrmacht suffered serious setbacks on the Russian Front in 1943 [‘Hitler’s World: The Post War Plan’, (Documentary, UKTV/SBS, 2020]. The Nazis planned thousands of kilometres of networks of motorways spanning the expanding empire (linking Germania with the Kremlin, Calais to Warsaw, Klagenfurt to Trondheim, etc). These too remained unrealised under the Third Reich (Thies). Another project reduced to a pipe dream was the Prachtallee (Avenue of Splendours), a north-south boulevard which was intended to bisect the East-West Axis.

Model of ‘Germania’

Costing Germania
The projected cost of all the regime’s building projects has been estimated at in excess of 100 billion Reichsmarks (Thies). But for the Nazis, how to bankroll a building venture of such Brobdingnagian proportions, was not a major concern. Their reasoning was that once victory was attained, the conquered nations would provide all of the labour and materials necessary for the construction projects (Connolly).

A slave-built Germania
German historian Jochen Thies’ pioneering study, Hitler’s Plans for World Domination: Nazi Architecture and Ultimate War Aims’ (English translation 2012), argues that as well as reintroducing the architectural solutions of  antiquity for its mega-city, the Nazi elite sought to replicate “the society and economy of that time, i.e. a slave-owning society”, as the basis for Hitler’s “fantasy world capital” (Thies). For a venture of such scale the program firstly needed ein großer Raum (a large space), requiring thousands of ordinary Germans, both Jews and Gentile, to be forcibly evicted from their homes which were then bulldozed. Concentration camps were established deliberately close to granite and marble quarries to facilitate the building projects…in proximity to Berlin, the Nazis used Jewish prisoners at Sachsenhausen concentration camp (Oranienburg) for the slave and forced labour force [‘Inside Germania: Hitler’s massive Nazi utopia that never came to be’, Urban Planning’, (Chris Weller), Business Insider, 24-Dec-2015, www.businessinsider.com].

Germania – a Nazi utopia to see but a nightmarish dystopia to live in
The plan if it had been realised would have seen huge swathes of the city torn down to make way for the mega-construction mania. With a multiplicity of ring-roads, tunnels and autobahns, Germania would have been pedestrian-unfriendly, lacking in amenities for city-dwellers, sterile, not green (outside of the grand stadium there was no parks or major transit lines)…a city almost completely bereft of human dimension – what was once an attractive living space would have disappeared under the Third Reich’s urban planning imperatives (Roger Moorhouse in Weller).

Nuremberg: Macht des dritten Reiches (Source: The Art Newspaper)

Of course Berlin wasn’t the only city in the German Reich singled out to get an extreme physical makeover. Four other cities were also awarded special Führer City Status and earmarked for the same grandiose Nazi treatment – Linz (where Hitler grew up), Hamburg, Munich and Nuremberg. The last city, made famous for holding the mass Nuremberg party rallies, its Zeppelin Field Grandstand, now a racetrack, had a capacity for up to 150,000 party faithfuls.

Endnote: A neo-German city on the Vistula
The newly acquired lands of the empire were also subjected to the NSDAP urban transformation template. Warsaw was to be rebuilt as a new German city (the Pabst Plan) – a living space for a select number of ‘Ayran’ Germans, while its more numerous, “non-Ayran” Polish residents were to be shepherded into a camp across the River Vistula, a separate but handily located slave labour force for the ‘renewal’ (i.e. rebuild) of Warsaw…had the Pabst Plan proceeded historic Polish culture in the city would have been obliterated in the upheaval (‘Hitler’s World: The Post War Plan’).

𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪𝄪

 

‘Germania’ was the name ascribed to the lands of the Germanic peoples in Ancient Roman times

Hitler had always been intrinsically interested in architecture, back in his Linz days the failed artist had been advised to take up architecture instead

the same applies to art, Hitler rejected the modern movements like Cubism, Surrealism and Dada, labelling them “degenerate art”

also known as the Große Halle, the ‘great hall’

leading to a housing crisis in Berlin, aggravated by some over-zealous officials who destroyed houses prematurely and unnecessarily, simply in the hope of earning the Führer’s approval (Thies)

as demands for labour intensified, the Nazis widened the pool of forced labour to include PoWs and anyone deemed deviant by the state, ie, beggars, itinerants, Gypsies, leftists, homosexuals  (Connolly)

Pabst was the Nazis’ chief architect for Warsaw

Sydney’s Bridge Street, but Where is the Bridge?★

Built Environment, Heritage & Conservation, Local history, Social History, Town planning

Bridge Street in the city is one of Sydney’s oldest streets dating back to the formative days of the colony. Where Bridge Street is today, 500 metres south of the Circular Quay railway station and ferry terminus, was the site of the first bridge in the Port Jackson settlement. It was a simple log construction, erected in October 1788 just months after the colony was founded, and allowing passage over the Tank Stream, the source of Sydney’s main fresh water supply in the early days.

After several timber bridges came and went, they eventually put up a more substantial (supposedly ‘permanent’) stone bridge in its place (near the corner of Bridge and Pitt Streets), which also had to be replaced owing to it being considerably less substantial than first thought and not permanent at all◵. Bridge Street at that time was called Governors Row as it housed the colony’s first seat of government and the governor’s residence (on the corner of Phillip Street). A commemorative stone on the site (now housing the Museum of Sydney) marks the historic location.

An early painting of the city (a facsimile of which can be viewed on a wall in The Rocks) shows Governors Row (Bridge Street) extending all the way from the water at Darling Harbour up the hill to the first Government House.

Governors Row became Bridge Street when Lachlan Macquarie took over the colony’s governorship in 1810 and initiated a renaming project of Sydney’s streets as part of his reform program. In 1846 Bridge Street was extended up to Macquarie Street and Government House was relocated to its present location as a domain within the Botanic Gardens.

Lower Bridge Street: Residential to Commercial

Early on, the lower part of Bridge Street contained many fine houses, but these were gradually replaced by the head offices of shipping and trading companies because of the advantage of being close to the harbour.

Upper Bridge St: Chock-full of Heritage sites

From the mid 19th to the early 20th century construction in the upper part of Bridge Street formed the architectural character that distinguishes it today. A series of government buildings—grand in scale and elegance and richly elaborate—were built using sandstone quarried from nearby Pyrmont.

Treasury and Audit Office building (1849-51)

Corner of Macquarie and Bridge Sts. Architect: Mortimer Lewis. During the NSW gold rush shipments of gold were stored here. Today the building with a high vertical extension added is the huge, 580-room Intercontinental Hotel with a section housing the Sydney annex of Southern Cross University.

Chief Secretarys Office (1869)

Victorian Italianate building directly opposite the Treasury building. Architect: James Barnet. Equally impressive sandstone block. One of the most aesthetically endearing features are the five carved figures of women on the corner of the facade. The megasized building block wraps around into the western corner Phillip Street.

Department of Education (1914) and Lands Department (1877-90) buildings

These two havens of state bureaucrats, further down Bridge St, round out the classical sandstone quartet. The Lands Dept block, built to the design of James Barnet, is a Classical Revival style building. Like many of the public buildings of the era it’s built from Pyrmont sandstone. The Education building (Architect: George McRae) is of a later architectural trend reflecting the popular Beaux-Arts fashion.

Commercial buildings dominate the lower end of Bridge St. The Royal Exchange Building (1967) at № 21 Bridge St stands on the original site of the Royal Exchange building (1857) – the first home of the Sydney Stock Exchange. Numerically next to the REB (at № 17-19) is the Singapore Airlines House (1925), an elegant example of the Commercial Palazzo style of architecture.

Perhaps the standout architectural piece of the lower commercial sector is the old Burns Philip and Co head office building (1898-1901) close to George Street, with its elaborate sandstone and brick Neo-Romanesque facade. Architect: Arthur Anderson. Burns Philip were big players in the Australian shipping and trading business. Originally, a convict lumber yard sat on this site.

The pick of the rest of the commercial buildings for compact elegance are probably the brace of adjoining buildings, № 4 Cliveden and № 6, (across the road from BP&Co). The street’s first commercial high-rise building, constructed 1913 in the Federation Free Classical style. Next door to the left of Cliveden is Anchor House (1960), for many years the HQs of the NSW Liberal Party. The site in the early Colonial period contained a female orphan’s asylum which later relocated to a site in Parramatta (now part of a Western Sydney University campus).

Postscript: Macquarie Place

Halfway up Bridge Street, making a refreshing break of greenery from all the high monolithic buildings dominating the streetscape, is Macquarie Place. A diminutive triangular park which in colonial times was part of the governor’s garden. The park which now backs on to a trendy bar frequented by big-end-of-town ‘suits’ contains some gear salvaged from the First Fleet (anchor and cannon of HMS Sirius). A feature of interest of the park for passionate monarchists are two plane trees planted by the Royal duo Liz and Phil back in 1954 (now very tall and expansive).Macquarie Place as it was in the early colonial period, unrecognisable today (Source: http://dictionaryofsydney.org/)

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◵ the bridge was finally demolished in the 1840s when the Tank Stream got channelled into an underground tunnel where it remains, what’s left of it that is

⍟ previously the Colonial Secretary’s Office

The genesis of this piece resides in my curiosity about the street name’s origin. The first association anyone has with Sydney, especially the city itself (ie, the CBD), is the Harbour Bridge. The city is the Harbour Bridge! It’s part of its lifeblood. So I guess I’d always just took it for granted that the street was named in honour of THE Bridge and thought no more about it. Then one day I was casually flicking through the pages of a 1922 Sydney street directory —as you do—when I had the (mini) eureka moment, Bridge Street was listed, it was there on the map, a good ten years before the Harbour Bridge made its debut! That set me off searching for what actually lay behind the naming of the street.

Reference sites consulted:

‘The History of Sydney: Early Colonial History 1790-1809’, (Visit Sydney),

http://www.visitsydneyaustralia.com.au/history-6-early-col.html

‘Bridge Street Heritage Walk’, Pocket Oz Travel and Information Guide – Sydney (Visit Sydney),

http://www.visitsydneyaustralia.com.au/bridge-street.html

‘Bridge Street’, Dictionary of Sydney, http://dictionaryofsydney.org

‘Bridge Street, Sydney’, Wikipedia, http://en.m.wikipedia.org/