The Green Book for the Black Traveller: Coping in a Segregated America

Popular Culture, Regional History, Social History, Society & Culture

❛❛Life is all right in America,
If you are all-white in America
❜❜
~ Stephen Sondheim, West Side Story

❛❛Travel is fatal to prejudice❜❜ – Mark Twain (inscription on the cover of the 1949 edition of ‘The Green Book’)

“Carry your Green Book with you … you may need it!” (the publication’s motto)

An earlier (and subsequently) a rival publication from the US Black community

imageIn the early 1930s an African-American postal employee from New York, Victor Hugo Green, came up with the idea of producing a book for Black Americans to guide them in travelling safely around their own country. Green got some inspiration from the Jewish-American press which for several years had been publishing travel guides for its community’s travellers, and from earlier, embryonic and less successful efforts to service the African-American community (eg, the Negro Business Directories from the early 20th century)[1].

In the 1930s, with the era of “Jim Crow” segregation still very much alive, the experience of Black Americans migrating or travelling around the United States was a very precarious and outright dangerous activity. The notorious white-only “Sundown towns”* were in force, not just in the South but right across the country. The open and legally sanctioned discrimination practiced against Black people in their everyday domestic lives extended to their travel experiences. Victor Green understood that the emerging Black middle class aspired (like all other Americans) to car ownership which held the tantalising promise of individual freedom. For African-Americans, having your own vehicle was the means of escaping a degrading reliance on segregated public transport[2].

American auto dreams!
The project like many entrepreneurial dreams started small, The mailman-cum-entrepreneur Green initially focused his efforts on helping African-American motorists and travellers locate businesses (lodgings, restaurants and other food outlets and fuel stations) in the greater New York metropolitan area that would accept their custom. As the business grew (with assistance from the US Travel Bureau) Green expanded his guide to the rest of the US, and to Alaska, Bermuda and parts of Canada and Mexico. The Green Book’s aim was to help Black and Coloured travellers chart a safe path through a segregated America by pinpointing exactly where on route they could stop and get the services they required to make the trip a happy and pleasant one.

In 1947 Green retired from the New Jersey Postal Service, and together with his wife Alma, started their own travel agency in Harlem. International editions of the book followed with the firm also handling air travel business for the Black community. The Green Book gradually added extra service providers including drug stores, barbers and hairdressers, tailors, salons, garages, nightclubs, taverns, liquor stores and doctors’ offices.

According to the civil rights leader, Julian Bond, Green used his network of contacts in the Postal Workers Union to ascertain where Black visitors would be welcome[3]. Early on, Green visited the locations he would include in his Green Book to check them out personally, but when the book took on a national (and international) focus this became impractical[4]. Aside from hotels and motels, other accommodation options advertised in the Green Book included “tourist homes” (the private residences of African-Americans made available to travellers) and the Harvey House hospitality chain[5].

The Green Book, or to give it its full title, The Negro Motorist Green-Book (later called The Negro Travelers’ Green Book), had its debut edition in 1936 with a green-coloured cover. Green’s intention for the book was to equip Black travellers with the information to avoid the pitfalls, the very real dangers and manifold inconveniences of travelling across a landscape still largely hostile to their race. People could use the Green Book as a vade mecum to find African-American friendly services and hospitable havens on their journeys. It gave travellers the assurance that they could travel with dignity, and not have to suffer the ignominy of being constantly turned away and put down by racist accommodation providers. Green in fact advertised his book as making it possible to have a “vacation without humiliation”.


1949 Negro Motorists’ Green Book

The Green Book circulation was initially 15,000 copies a year. It was sold in the first instance by mail order through participating Black businesses, and later via Esso gas stations[6]. The cost of the 1936 edition was a Depression-conscious 25 cents, rising to $1.95 by 1960. Some Black enterprises, especially newspapers, eventually sponsored the book, as did Esso, whose gas stations had an unusually high number of Black franchisees in this period … this was reflected in its prominent place in the Green Book’s list of friendly businesses. According to historian Gretchen Sorin, under an agreement with Standard Oil, Esso service stations were selling two million copies of the Green Book annually by 1962[7].

1956 Negro Motorists’ Green Book

The 1956 edition – whose cover bizarrely featured two unmistakably fair-haired, white motorists(!?!) – made the assertion “Assured Protection for the Negro Traveler”, and it did offer Black travellers some element of choice, where hitherto going to an unfamiliar town was a total lottery. In 1955 in Albuquerque, New Mexico, only about six motels out of 100-plus on Route 66 took Blacks – so without a copy of Green’s road trip companion with them travellers could be faced with a long, frustrating and demoralising series of fruitless enquiries[8].

Ernest Green (a member of the defiantly brave band of schoolchildren known as the “Little Rock Nine” which ran the gauntlet of racist bullies at the first desegregated school in the South in 1957) used the Green Book in the 1950s to travel the 1,600km from Arkansas to Virginia. Green, no relation to publisher Victor, later described the book as “one of the survival tools of segregated life”[9]. Other accolades for the Green Book followed … “A credit to the Negro race” (William Smith); “The Bible of Black Travel”.

Undeniably, the book’s popularity for nearly 30 years (spawning imitators as well) is testimony to how appreciated it was by ordinary African-Americans … the practical guidebook was invaluable to travellers by minimising or avoiding inconvenience, embarrassment and harassment whilst on trips and vacations around the US.

Victor Green died in 1960 however his family kept the Green Book going until 1966. Rebranding was tried with the word ‘Negro’ dropped from the title to try to widen the publication’s appeal, but with the implementation of the landmark Civil Rights Act in 1964 and the outlawing of racial discrimination in public housing, it’s relevance to 1960s America had dwindled away.

.

Victor Hugo Green
When the resourceful Mr Green published the inaugural Green Book in 1936, he wrote in the preface that he looked forward to the day when “this guide will not have to be published”. That day was a long time happening (sadly not in Victor’s lifetime) … but it did come.

Footnote: In the decades after the publication folded, the story of the Green Books slipped more or less completely out of the public consciousness. It was only by happenstance that it resurfaced after playwright Calvin A Ramsey met an elderly traveller in the South in 2001 who asked him where he could get a “Green Book”. Curiosity aroused, Ramsey did some background research and eventually wrote two books – a children’s story and a play – on the topic. Since then revived interest in the Green Books has amounted to a bit of a ‘Renaissance’ … there has been the Schomburg Center’s GB digitization project (‘Revisiting a Jim Crow Era Guide for Traveling While Black’), the National Parks Service Route 66 Corridor Preservation Project, as well as numerous recent articles, blogs, museum exhibitions, documentaries (including Ric Burns’ current Driving While Black project) and podcasts, all on the Green Books[10].

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* so called because visiting Blacks were systematically warned to be out of town “by sundown” or risk violent reprisals from the local white population. This phenomenon was by no means restricted to backwater redneck, hick towns. Sundown towns included large suburbs such as Warren, Michigan (pop. 180,000), Levittown, New York (80,000) and Glendale, California (60,000).

[1] K Kelly, ‘The Green Book. The First Travel Guide for African-Americans Dates to the 1930s’, Huffington Post, 8 Mar 2014
[2] ibid. Although car ownership was liberating for African-Americans it did lead to other problems such as racial profiling by police (deliberate targeting, harassment and random arrest on suspicion of Black drivers on the street) … still very much a threat to the civil liberties of the African-American community today, T Owen, ‘Driving While Black: Cops Target Minority Drivers in this Mostly White New Jersey Town’, 11-Apr 2016, (Vice News) www.news.vice.com
[3] ‘ “Green Book” Helped African-Americans Travel Safely’, Talk of the Nation, 15-Sep 2010, www.npr.org
[4] C Taylor, ‘The Negro Motorist Green Book’, www.taylormadeculture.com
[5] C McGee, ‘The Open Road Wasn’t Quite Open to All’, New York Times, 22-Aug 2010
[6] Kelly, op.cit
[7] McGee, op.cit. Sorin, cited in J Driskell, ‘An Atlas of self-reliance: The Negro Motorist’s Green Book (1937-1964), 30-Jul 2015, www.americanhistory.si.edu
[8] ‘The Green Book Video Transcript – Route 66’, www.ncptt.nps.gov
[9] E Lacey-Bordeaux & W Drash, ‘Travel Guide helped African-Americans navigate tricky times’, 25-Feb 2012, www.edition.cnn.com
[10] See ‘Mapping the Green Book’, (MGB production blog), www.mappingthegreenbook.tumblr.com

Bratislava’s League of Congenial Recreational Drinkers

Regional History, Travel

Our coach took the M3 expressway from Budapest to Bratislava. Most of the roadway between the two Central European capitals was a vista of seemingly endless fields of Van Gogh-like sunflowers. When we got to the Slovakian border we were able to seamlessly cross over thanks to both countries being EU signees of the Schengen Agreement … no vehicle stops, no passport checks, etc. Fast-forward just six months, there would no such easy passage for Syrian asylum seekers trying to make it to refugee-friendly Germany.

We parked up the hill near the tramlines and walked down the ancient looking steps to the Town. Old Bratislava was composed of a “rabbit warren” of roughly cobbled lanes and narrow streets leading directly or less directly to the town square. The first thing that caught my eye (near the under-road tunnel) was a smoking salon, decked out with comfy chairs much like a cafe (actually it might be characterised as a “smoking cafe with coffee optional”). I was bit surprised to find this establishment here, only because I’d heard from a Slovak acquaintance in Australia that smoking parlour shops had been outlawed in Slovakian cities, but here it was, couples happily chugging away at the weed in relaxing surroundings. Mind you, they were lots of other public places anyway that you could freely smoke anywhere in the town (so a shop specialising in smoking seemed a bit superfluous to this outsider!).

Street upon street packed with outdoor beer taverns

It was very hot on the day we visited (about 35-36 degrees), so most of the locals were content to sit round drinking their pivo of choice in the numerous bars (vyčapy) all over the old town. One of the cobblestone street in particular was a kind of “booze bingers’ alley”, wall-to-wall liquor swilling outlets strung out along a dark, dingy bar strip.

One especially popular bar (called, what else? … “the Dubliner”) had the right idea in the heat, it had affixed a sprinkler system of sorts to the underside of the shop awning allowing the sweltering patrons the relief of jets of soft droplets of water whilst they were imbibing. Budapest had a similar thing … a number of Váci utca restaurants were equipped with fans blowing gentle mists of cold vapour (perfumed?) on to diners.

Cultural pointer: Beer drinking du jour is the norm in Bratislava – and cheaper than H2o I found out! … when finally we were driven inside one of the bars by the unrelenting heat, the spring water I ordered cost me €1.80 whereas the half-litre of beer my companions both had cost them a mere €1.20 each!?!

From Bratislava’s central square, tourists can explore the town on a dinky toy train (in keeping with the ‘Lilliputian’ scale of the Slovakian capital). Many of Bratislava’s public buildings seemed a little tired, in need of a facelift or a paint job – or both.

Among the locals, especially the younger women, I noticed a high percentage of blonds (very much in line with what I observed in the Czech Republic). Amusingly one stopped me in the street to ask me, in animated Slovakian, for directions! I am getting used to being mistook for a local but it still bemuses me why.

Bratislavsky hrad from Staré Mêsto Bratislavsky Hrad from Staré Mêsto

On the north side of the Danube (about 15 minutes walk from the Old Town) is what is probably the city’s most impressive historic structure, the formidable Bratislava Castle (Bratislavsky hrad). The original castle dates from the early 10th century and has passed through the hands of Moravian, Hungarian, Czech and Slovakian rulers. Its historical strategic importance lies in its elevated location on the fringe of the vast Carpathian Mountains.

Footnote: Tiny Slovakia cf. Even Tinier Slovenia
We visitors to Europe from the other side of the world get these two small Central/Southern European republics mixed up so often (no excuses though once you have actually visited each one!). I can only imagine how frustrating this must be to the Slovaks and Slovenes themselves … especially as both peoples long existed as subordinate ethnic identities in their respective, larger former states before finally freeing themselves from the shadow of numerically larger ethnic groups.

CK – a Nano-sized Medieval Bohemian Town

Regional History, Travel

“Czechy Crumbly”, well not exactly, but that’s what I thought the name of this place sounded like when I first heard it was on the itinerary of our trip to the Czech Republic. This small town 170km south of the Czech capital isn’t exactly crumbling but it is very old … and exceedingly picturesque. The combination of its beauty, charm and size has led many visitors to describe it as a miniature version of Prague.

CK: Zámek Krummau
The 13th century Gothic castle (Zámek), on the left bank of the Vltava River, is the magnet for most visitors to Český Krumlov (or Krumlaw). The castle is a long complex of buildings (40+), courtyards (5!) & 10ha of Baroque gardens, its entirety stretches from a lower point near an old part of the city (Latran) through the Red Gate up to the upper castle. As you would imagine with a grand structure so historically significant, the castle has the customary UNESCO accreditation.

Most visitors pay to clamber up the 162 steps of the Castle Tower staircase to glimpse the commanding, 360 degree-views of CK. Gazing east across the river you can see the orangey-yellow terracotta roofs of the Inner Town (Centrum). The Inner Town sits on a curved nub of land which follows the contours of the winding river and offers a smorgasbord of quaint medieval buildings.

Below the walkway and the Castle Tower (Zámez Čnít), between the first and second courtyards, there is a bear moat with a few remaining brown bears prowling solemnly around its confines. Bears have been kept here since the days in which the city was ruled by the House of Rožmberk (Rosenberg)(Rožmberk Castle itself is some 25km south of CK).

 Cloak Bridge
Cloak Bridge
One of the most distinctive architectural features which connects the Upper Castle with the Castle Theatre is the Cloak Bridge which has apartments and a viewing platform resting on huge, stone arched foundations resembling viaducts.

Centrum has lots of cobblestoned back lanes full of cafés and bars, but something also worth visiting is the museum dedicated to the Austrian Expressionist artist Egon Schiele whose edgy, controversial figurative works earned him the ire of the socially conservative burghers of Český Krumlov during the two years he lived in the city (just before WWI).

CK – the rivers runs through it!
CK is a pleasant, picture postcard sort of place, stocked to the rafters with tourist trade wares. The Vltava which looked more like a stream than a river where we were, apparently has rafting listed among its visitor activities. Judging by how still and tranquil the water was, unless its about “slo-mo” rafting, the serious stuff must be a long way downstream from the city weir.

Port Jackson and Dawes Point’s Role in an 18th Century Imperial Conflict in the Pacific

Regional History

Not long ago I was doing an exploratory walk around “The Rocks” precinct, one of the first parts of Sydney Cove settled by the 1788 colonists and an area much changed since the PT (pre-tourism) days when it was a considerably less congenial and decidedly un-swanky part of town to dwell in. At Dawes Point, on the hill immediately under the southern pylons of the Harbour Bridge, I noticed an information stand next to the old battery site and erstwhile observatory which makes reference to an 18th century conflict between the empires of Britain and Spain that had an association with that very spot, Dawes Point.

image

The stand contains a timeline which includes the following short narrative:
1790 Britain fears an attack on the colony from Spain, which disputes Britain’s claim to New South Wales. Spain backs down in the dispute.

This curious snippet of information came as a surprise and prompted me to look further into this little known chapter in early Australian colonial history. I was aware of course of the French interest in New Holland (as it was known in the 18th century) with the explorations of Botany Bay by La Perouse in the 1780s, but the idea of a Spanish connection with the earliest days of European settlement in Australia was completely new to me.

(Former) Officers’ Quarters, Dawes Pt ⬇️

Dawes Point née Maskelyne

The Dawes Point story begins with the arrival of the First Fleet in Port Jackson in 1788. Naval engineer Lt William Dawes came on the Sirius as the colony’s astronomer with orders to construct an observatory, optimally located on a narrow promontory near Sydney Cove. Dawes named the point (which now bears his name) Point Maskelyne after the then Astronomer Royal at Greenwich, London. The peninsula Dawes chose in 1788 for the designated lookout had been home to the local, indigenous Cadigal clan for 1000s of years and known to them as Tar-ra.

http://www.7dayadventurer.com/wp-content/uploads/2016/04/image-28.jpg”> Dawes Point, Sydney Cove[/caption
In addition to an observatory, Point Maskelyne/Dawes Point was soon put to use as a powder magazine✽, a cemetery and it’s most substantial role, as a defence battery – in fact the first line of defence for the colony against the enemies of the British Empire. The original battery was pretty rudimentary but the fortifications were strengthened in 1819 by Francis Greenway utilising the plentiful supply of local sandstone. Greenway’s formidable castle-like structure was actually more impressive in appearance than in reality … the famous colonial architect constructed a kind of faux castle that was mainly just facade! [Johnson 2003].

image

Anglo-Spanish flashpoint

The incident that triggered a new crisis in 18th century Anglo-Spanish relations with ramifications for the fledgling colony in Botany Bay is known as the Nootka Sound incident. Nootka Sound was an important Spanish trading base on Vancouver Island on the North American north-west coast. In 1789 the Spanish commander at Nootka seized two British merchantmen (ships) anchored in the Sound and arrested the crews for infringing the sovereign territory of Spain. As far as Spain was concerned the British ships had unlawfully transgressed upon its imperial sphere of influence. Madrid had long claimed the entire Pacific Ocean region as a Spanish mare clausum (Legal Latin = “closed sea”). This was a double source of annoyance to the Spanish Crown with the British already earning Spain’s ire by establishing the colony in Nueva Holanda two years earlier. The Spanish claim of the Pacific as its mare clausum was based on the 1494 Papal-sanctioned Treaty of Tordesillas which allocated everything west of a meridian point drawn through the Americas to the Spanish Crown. Madrid viewed the recent British foothold on the “Great Southern Land” as a potential and very real threat to Spain’s existing Pacific colonies (Philippines, Mexico, Chile, Argentina and Peru) [King 1986; Johnson 2003].

The British colony at Port Jackson at the time was far from securely rooted. On Malaspina’s visit to Sydney in 1793 (see below), the Spaniard noted the widespread opinion within the colony that it would be closed down. Displeasure among the early fleeters were rife, many were unhappy with the deprivations and daily struggle and wanted out. London newspapers were not optimistic about Sydney’s prospects. Until the colony got on its own two legs, it was quite a close-run thing [Hall 2000].

The 1494 treaty divvying up the Americas between Spain and Portugal ⬇️

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Spain had good reason to worry about the threat Britain posed to its diverse Pacific possessions, but it was also concerned about Tsarist Russia’s imperial ambitions in the region. Russia had established settlements in Alaska which had spread south as far as California (also in Hawaii) and it appeared likely to encroach on Spain’s American territories.

Britain at the time was determined to get in on the lucrative North American fur trade (seal and especially sea otter pelts). American fur traders (and sailors on Captain Cook’s 3rd Expedition) achieved very high prices for North Pacific otter pelts in Canton (Guangzhou)[Johnson 2003]. A British trading base on the north-west Pacific coast would obviate the need to make the long haul from Calcutta to reach these rich fishing waters. The recent, successful colonisation of both Botany Bay and Norfolk Island also encouraged Britain to establish a presence at Nootka Sound [King 2010]. Accordingly the Prime Minister, William Pitt the Younger, realising that Britain had a pretty weak legal claim to the territory that was to become British Columbia, played the bluff card and belligerently demanded redress from the Spanish for ‘illegally’ holding the British crewmen and allegedly mistreating them. Parliament mobilised for war and made plans to attack the Spanish at Nootka Sound.

(Source: Pharmaceutical Journal)

The part of these developments which connected back to the Botany Bay colony is that Britain’s strategy involved using Port Jackson as a cog in the war operations. The Admiralty redirected frigates bound for New Holland to the conflict zone on the north-west coast. Governor Phillip was instructed to replenish supplies for the Nootka Sound military expedition from Sydney Cove [Gough 1980].

During the period of the war crisis there were also plans to have a small contingent of marines and convicts from Botany Bay travel to Nootka Sound on The Discovery to establish a settlement on the north-west coast [King 2010].

The recently independent United States also had commercial ships in and around Vancouver Island at the time of the Nootka Sound incident, and was an interested onlooker in the Spanish-British conflict. The American government expressed the view that in the event of war Britain would target Spanish ports on the Mississippi including New Orleans which would bring the conflict dangerously into the vicinity of US territory [Niles Weekly 1817].

Eventually, Spain backed down to the bellicose British. Negotiations followed resulting in a series of Nootka Sound Conventions. Spain acquiesced to British demands, conceding that all nations were free to navigate and fish in the Pacific, and to trade and settle on unoccupied land. The conflict’s resolution was a coup for British mercantilism and diplomacy.

There were several developments that affected the dissipation of Spain’s resolve to oppose the English incursion into the realm of “New Spain”. Madrid has anticipated support from Bourbon France, however this proved to be not forthcoming. The onset of the French Revolution in 1789 dissuaded France in its state of turbulence from embroiling itself in a war against Britain at the time. Spain found itself further isolated after Prussia and Portugal allied themselves with the British on the issue.

Dissipation of tensions

Ultimately, war between Spain and Britain was averted. By the late 1790s the growing threat to Europe was Napoléon…tensions between Britain and Spain dissolved when the two enemies became allies in the new, common fight against the über-ambitious French general.

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By 1795 a weakened Spain had completely abandoned its trading post at Nootka Sound, leaving Britain free to do business in the north Pacific. Vancouver Island and the whole territory (British Columbia) eventually became a crown colony of Britain (1849).

imageMalaspina scientific and spying mission

The averting of the war crisis over Nootka Sound did not remove Spanish anxieties over the British presence in the Pacific. In 1793 a large Spanish expedition undertaking maritime scientific exploration reached the shores of Sydney harbour. Funded by the Spanish crown, the expedition had set out from Cadiz in 1789 visiting South America, the Falkland Islands, Mexico, Alaska, the Philippines, Tonga and New Zealand, in addition to the infant New South Wales colony. The catalyst for the expedition, proposed and led by Alessandro Malaspina, was the knowledge that Russia was hatching similar plans for a scientific exploration of the Pacific. The Mulovsky Expedition, as it is known, was also intended to annex the North American littoral region from Vancouver to Alaska in the name of the Russian empress. The expedition however was cancelled due to the outbreak of the Second Russo-Turkish War in 1787.

The Spanish expedition carried with it an elite collection of scientists and artists but Malaspina’s mission had a secret, political purpose as well. Madrid was anxious to learn what Britain’s real purpose was in establishing the colony in New Holland. Malaspina’s instructions were to also ascertain how advanced the Port Jackson settlement was. Malaspina respectfully courted and charmed the authorities in Sydney (Lt Gov Grose) as a cover for his spying activities during the month the frigates were anchored in the harbour. His men collected botanical specimens and other scientific knowledge and sketched drawings of the scenery and the townsfolk including the local Eora (Aboriginal) people [King 1986].

Upon his return home Malaspina reported back to the Spanish government that the New South Wales settlement was well established and warned that it posed real dangers to Spain’s Pacific possessions. Malaspina noted that Port Jackson could be used as a base for privateers to cut the colonial lines of communication between Manila and Spanish America, and to launch raids on the Peru and Chile colonies from. He concluded that Spain had no real chance of supplanting the British in Port Jackson [Olcelli 2013].

Britain’s foothold in the western Pacific was an ongoing concern for the Spanish, so much so that they considered a pre-emptive strike on the NSW colony. Proposed by José de Bustamante (military governor of Paraguay and Montevideo) and approved by King Carlos IV in the early 1790s, the Spanish scheme was to launch an 100-boat assault on Port Jackson from its base in Uruguay. The armada, armed with the new, “hot shot” cannon, ultimately did not proceed [Pearlman 2015].

PostScript: British eyes switch from Spain to France
By around the turn-of-the-century, 1800, with Spanish imperial power on the wane, Britain had much more reason to be concerned about the aggression of Napoléon in Europe … France had supplanted Spain as the focus for British security at Dawes Point and the fledgling and distant New South Wales outpost.

Dawes Pt battery ca.1875 ⬇️

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✽ the storage room still exists, located under the Harbour Bridge southern pylon, where in the formative years of the colony a secret stock of explosives was kept for use in defending the town against enemy warships [Compagnoni 2015]

References:

BM Gough, Distant Dominion: Britain and the Northwest Coast of North America, 1579-1809, (1980)
AW Johnson, ‘Showdown in the Pacific: a Remote Response to European Power Struggles in the Pacific, Dawes Point Battery, Sydney, 1791-1925’, (Sydney Harbour Authority 2003) www.sha.org/uploads/files/sha
RJ King, ‘Eora and English at Port Jackson: a Spanish View’, (1986), www.press.anu.edu.au/2016/02/articles054
RJ King, ‘George Vancouver and the Contemplated Settlement at Nootka Sound’, The Great Circle, 32(1), 2010
L Olcelli, ‘Alessandro Malaspina: an Italian-Spaniard at Port Jackson’, Sydney Journal, 4(1), 2013
J Pearlman, “Spanish plan to ‘invade’ the British colony in Australia in the 1790s with 100-vessel armada”, 26-Jan 2015, www.telegraph.co.uk
Niles Weekly Register, No 19 of Vol XII, 5 July 1817
T Compagnoni (video), ‘Gunpowder Magazine Hidden Beneath Sydney Harbour Bridge’, 07 September 2015, www.huffpost.com

Richard Hall, Sydney: An Oxford Anthology, 2000