Showing posts with label Bridges. Show all posts
Showing posts with label Bridges. Show all posts

Saturday, January 14, 2023

Bridge at Gilbert's Ford, Middle Creek, Yinnar

Carlo Catani was involved with the construction of many bridges in the State and he had a small role in the eventual building of a bridge across Middle Creek at Gilbert's Ford in Yinnar, in Gippsland. 

The community had been agitating for this bridge for some time as the ford was dangerous. In 1898 the Morwell Council had applied for money for the bridge but had been unsuccessful (1). 

A report in the Morwell Advertiser in August 1899 noted the danger the ford presented -
On Tuesday evening, last week, Mr. J. Cahill, of Jumbuck, and a man who was working for him, narrowly escaped being drowned. It appears they were returning from work both mounted on a heavy draught horse. All went well till they reached Gilbert's Ford across Middle Creek, which, in consequence of the recent heavy rains, was running a banker. At one side of the ford a large log is lying in the creek and the force of the water running underneath has excavated a large hole, and whilst crossing the ford the horse Cahill and his man were riding, fell into the hole and threw both men over the log into the current. Cahill, with much difficulty, managed to reach the bank in an exhausted state, after being carried down the stream about three chains. His man, however, was carried about eight 
chains down, and just when he thought it was "all up," or rather "all down" with him, he managed to lay hold of some support and eventually reached the bank in safety, but exhausted and bruised. This is the same spot where Mr. W. Tulloch met with an accident about two years ago, when his horse and hearse were stranded in the creek, the former being drowned whilst the latter remained under water for two days. Other accidents have also occurred at the same place, and it is quite evident a bridge is urgently required to replace the ford, which is very dangerous, and most unsafe for crossing when the creek is high, and it is to be hoped the local shire council will consider the matter at an early date and get their engineer to report on the matter before any lives are lost
(2).

In July 1900, it was reported that for some time past the local council have been endeavouring to impress upon the Public Works Department the urgent necessity of having a bridge erected at Gilbert's ford, and other necessary work carried out immediately, and brought such pressure to bear, that Messrs Catani, engineer for Public Works, and Reed, Surveyor-General, visited Morwell yesterday (3). 


Morwell, c. 1890 - it would have looked much the same when Carlo visited in July 1900
Photographer: W.H. Ferguson. State Library of Victoria Image H85.162/2

The Morwell Advertiser reported on this visit of Carlo and Joseph Reed, and started with a description of Gilbert's Ford -
"Gilbert's ford" is becoming quite famous, and if its whole history was written it would certainly be interesting as well as exciting, and if a verbatim report of what Mr. Bryson and others have said regarding it was included, its history would be most thrilling. This ford, known as Gilbert's, is one across Middle Creek, between Messrs Walker's and Bryson's properties, and directly in front of Mr A. Gilbert's gate, about ten miles from Morwell, and five from Yinnar. When the creek is in a normal state the water at the ford is about half a chain in width and shallow, but being at the foot of a range of hills the water comes down in a body after heavy rain, and in the space of an hour or two the water will rise from a depth of 18 inches to nearly as many feet, making it quite impassable for traffic, and in consequence suppliers to the Middle Creek creamery have been unable to deliver their milk for several days, being completely cut  off.

The report continues -
The matter was repeatedly brought under the notice of the local shire council who recognised that a bridge was necessary. Steps were taken to have the work placed among the first and most urgent works so be carried out under the Special Grant, but for some reason or other the Public Works department "wiped it out." The people interested were naturally much disappointed whilst the council were indignant and eventually brought such pressure to bear that Mr. Catani, engineer for public works and Mr. Reid, Surveyor-general, visited Morwell on Thursday last week, and in company with the council, were driven out to the ford in P. Dunbar's drag (4). 

Because this is a blog devoted to Carlo, I will reproduce some more of the report, which mentions him by name, even though it is not strictly relevant to this story - 
Messrs Catani and Reid arrived by the mid-day train, and at 1 o'clock a start was made for the ford. The route taken was along the ridge to the Hazelwood Cemetery, where a road to the left leading to Billy's Creek was taken. The visitors were so taken up with maps, plans, etc, that they did not notice the scenery whilst travelling along the ridge. They, however, "pricked up their ears" when they reached Mac's flats. The road between Macmillans' properties is in a bad state and Mr. Catani remarked that poor land made the best roads. They then began to admire the flats and made several inquiries as to what would be a fair rental. Someone mentioned there was a rumor that the flats were to be cut up into small holdings and the land would be worth something between 10s and £1 per acre, Mr. Catani referred to rents that were paid in the Western district, and thought anything under £1 would not be out of the way. One councillor remarked that he was getting 12/9 an acre rent for similar land. 

Mr. Catani drew attention to the fact that the banks of the creek were higher than the land a couple of chain away. This was accounted for by the wash in flood time remaining on the bank, and a councillor stated that by putting sand-bags in the creek, the whole of the adjacent flats could be irrigated. Soon after, a farm house was passed, and Mr. Catani said "I'll bet you that is a rented place, you can always tell them. Buildings are allowed to go to wreck and other matters neglected." A councillor said Mr. Catani was correct, and that the place was let (5).

When the party arrived at the ford - Mr. Catani was not long in "grasping the situation," and as soon as he saw the place said "you shall have a bridge here," and then pointed out the spot where the bridge should be placed. Of course this satisfied the council, and Mr. Gilbert's satisfaction was likewise expressed upon his face (6). The party then continued on to Yinnar  for other inspections and then Carlo and Mr Reed boarded the train at Yinnar, which took them to Morwell, from where they returned to Melbourne, 

You would think the recommendation for the bridge by Carlo, Chief Engineer of the Public Works Department, would be enough for the work to be funded and started immediately, however in October 1899, members of the community had to bring the matter up with the Council again and it was reported that Messrs A. Gilbert, Bryson, Heesom and Walker waited on the council in connection with having a bridge erected across Middle Creek, at the place known as Gilbert's Ford (7). 

Or as the Morwell Advertiser reported the summer came and went and so did winter, during which the same old trouble had to be faced by the residents. When the last allocation was applied for it was placed on the list as one of the most urgent, but the recommendation of the council was simply ignored and when the list was returned "Gilbert's bridge" was not among the works to be carried out (8). 

In October 1901 a deputation from the Morwell Shire met with the Minister for Public Works and they represented the case in such an able and forcible manner that, we are glad to learn, it had the desired effect, and money has now been set aside for the erection of bridge referred to (9). The money became available in early 1902 (10). 


Middle Creek in flood, June 11, 1909. Photographer: Martin Walker.
Image: Gippsland and Regional Studies Collection, Federation University

A tender was advertised in February that year for a Timber Pile Bridge at Gilbert's, Middle Creek. It was re-advertised  in March (11) and the bridge was built, but I have no information about when it was constructed.  

Sadly, in June 1909 in the worst floods in 16 years, four bridges on Middle Creek, including the one at Gilbert's Ford was washed away (12). The community not only lost their bridges but the old ford, used before the bridge was erected, is covered with debris, and the Messrs Gilbert Bros., and others on the same side have to go by way of Whitelaw's Track to reach Yinnar (13). The ford was eventually cleared, but it does not appear that the road bridge was rebuilt.  


Debris in Middle Creek after the June 1909 flood. Photographer: Martin Walker.
Image: Gippsland and Regional Studies Collection, Federation University


However, in 1917 the Morwell Shire Engineer prepared specifications, etc.for a timber foot bridge over the Middle Creek, near Gilbert's Ford (14). Fifteen years later, in November 1932, the Council moved a motion that an application be made to the Country Roads Board for  a grant for a bridge with concrete piers and timber top  to be erected at the ford (15); in March 1934, a motion at a Council meeting was moved to ask the Country Roads Board to inspect the proposed bridge site across Middle Creek now known as Gilbert's ford (16)

A year later, in  March 1935, the Council received a letter from James Gamble and A. C. Gilbert asking for a bridge at the Middle Creek Ford owing to danger and inconvenience, also asking for repairs to footbridge (17).  This was referred to Country Roads Board (CRB) and they responding promising an inspection of Gilbert's Ford. The visit was reported in May 1935 and the visit produced the good news that they [the CRB] were prepared to allocate portion of the money for a bridge, provided the Council and the settlers contribute portion of the cost (18). In the June the CRB approved the plans and specifications for the bridge and gave the Council permission to commence the works (19). 

Again  I have no information as to when the bridge was opened, but the local residents must have been overjoyed to once again have a bridge at Gilbert's Ford. There is a small reserve near the bridge, originally called Yinnar South Reserve, but now known as Martin Walker Reserve. Martin Walker was a farmer at Yinnar South and a Morwell Shire Councillor for many years from 1924 until the 1970s. He died in 1977, aged 85.  He was also a photographer and some of his photographs are at the State Library and some at the Gippsland and Regional Studies collection at Federation University at Churchill. Two are shown in this post. (20). 

Acknowledgment - The photographs by Martin Walker in this post were found on the Gippsland History Facebook page, see here, posted by the Friends of the Gippsland and Regional Studies Collection Facebook group, see here. The information on Martin Walker was also from the Gippsland History Facebook page, see footnote 20. 

Trove list - I have created a list of newspaper articles on the bridge at Gilbert's Ford, access it here

Footnotes 
(1) Morwell Advertiser, January 10, 1902, see here
(2) Morwell Advertiser, August 25, 1899, see here
(3) Morwell Advertiser, July 27, 1900, see here.
(4) Morwell Advertiser, August 3, 1900, see here.
(5) Ibid
(6) Ibid
(7) Morwell Advertiser, October 13, 1899, see here
(8) Morwell Advertiser, January 10, 1902, see here
(9) Ibid
(10) Ibid
(11) Morwell Advertiser, February 14, 1902, see here;  Morwell Advertiser, March 21, 1902, see here
(12) Morwell Advertiser, June 18, 1909, see here
(13) Ibid
(14) Gippsland and Mirboo Times, April 5, 1917, see here
(15) Morwell Advertiser, November 17, 1932, see here
(16) Morwell Advertiser, March 22, 1934, see here.
(17) Morwell Advertiser, March 21, 1935, see here
(18) Morwell Advertiser, May 23, 1935, see here
(19) Morwell Advertiser, June 20, 1935, see here.
(20) Information on Martin Walker from a post on the Gippsland History Facebook site, by Helen Martin, posted April 14, 2020. 

Monday, December 19, 2022

Carlo and the bridge over the Glenelg River at Casterton

In October 1897, The Argus reported that
Application having been made by the Glenelg Shire Council to the Public Works department for a subsidy towards the erection of a new bridge over the Glenelg at Casterton, Mr Catani, chief engineer to the department, inspected the bridge on Tuesday morning, in company with the president and engineer of the Glenelg shire. The traffic over the bridge is of intercolonial importance. The old bridge has been condemned for heavy traffic for some time past. The estimated cost of a new bridge is about £1800. (1). 

The next day The Age also reported on the matter - 
Mr. Catani, engineer of roads and bridges connected with the Public Works department, visited Casterton to-day for the purpose of making an official inspection of the bridge over the Glenelg which it is proposed to replace this season by a new structure. Plans recently prepared by the shire engineer were submitted to Mr. Catani, who seemed impressed with the urgent need for the work. The patching up of the old bridge has been going on for years, and for some time past it has been regarded as so insecure that notice boards have been posted on each end warning carriers against crossing with loads exceeding four tons. (2). 

At the Glenelg Shire Council meeting of November 19, 1897, the motion was passed to call for tenders for the new bridge (3) and at the December meeting it was reported that five tenders were received...and that of Burgess and Sons, of Digby, £1135, was accepted (4). 

A month later in January 1898 the Shire Engineer, William Henry Scott (5) reported to the Council meeting that -
A consignment of piles for the new bridge at Casterton had been delivered, and it was expected that work would be commenced within about 10 days (6). The Age noted that on February 14,  the first pile of the new bridge over the Glenelg River at Casterton was driven today by the contractors, Messrs. Burgess and Sons. (7).

In mid-April, the Hamilton Spectator, had this update the contractor for the new bridge over the Glenelg is making fair progress, but is hampered by the difficultly of obtaining the necessary teams to deliver the big timber. The long drought has helped them considerably, and the hope to have the heaviest portion of the work completed before the river begins to run (8).

The bridge was completed towards the end of June and officially opened on July 7, 1898 by the wife of the Shire Engineer, Mrs Scott and after the opening ceremony the President will entertain his colleagues and the contractors at a dinner at Mrs. Schofields hotel (9)The Weekly Times reported that a public demonstration was held to celebrate the event (10)by which I presume they mean a celebration and not a protest.

The Casteron Bridge, the plans of which had been approved by Carlo Catani.
The building is the Bridge Inn, there is more about this hotel, below.
Photographer: Rose Stereographic Co. State Library of Victoria Image H32492/2820

In 1918, the bridge was twenty years old and it was re-decked -
The work of re-decking the bridge over the Glenelg at Casterton, which had been in progress for about five weeks, was completed yesterday. The re-decking of the bridge involved the taking up of 2,000 feet of old timber, and replacing it with a like quantity of now stringy bark planks 8in. x 4½in., and the work of removal and replacing was necessarily delayed through it being carried on with-out interruption of traffic over the bridge, which on the contrary frequently interrupted the re-decking operations. An excellent job has been made, by the men engaged, with Mr J. Davis as foreman, acting under supervision of the Shire Engineer (Mr F. A. Wilson), and it is gratifying to learn that it was found in connection with the re-decking work, that the beams, piles, and other wood-work of the main structure were thoroughly sound, and apparently in as good condition as when the bridge was erected nearly 20 years ago, under, direction of a former Shire Engineer, Mr W. H. Scott. The new deck provides smooth going for traffic, and it is expected that it will, like its predecessor, stand for about 20 year's wear. The cost has not yet been fully computed, but is expected to be below the Engineer's estimate.(11).

This was the third bridge over the Gleneng River at Casterton - the first one was a low-level structure, known as Kirby's bridge, built in the 1850s. The second bridge was built in 1867, a high-level bridge down stream from Kirby's Bridge. The 1898 bridge was replaced in1937 by a concrete bridge, opened by the Governor of Victoria, Lord Huntingford, on December 2, 1937. On the same day, Lady Huntingfield opened the remodelled Hospital at Casterton (12).

On a side note - the photograph, above, shows Mohr's Bridge Inn. Samuel and Myrtle Isabel Mohr are both listed in the Electoral rolls at Casterton as hotelkeepers from 1914 until 1919. In October 1919, the Bridge Inn closed as it had been deprived of its license at a Licences Reduction Board hearing, because it was considered not necessary for the convenience of the public or the requirements of the locality (13).  The owner was compensated £735 and the licensee £150. The building was reported to have been sold for removal (14). As a matter of interest the Hamilton Spectator reported in July 1898 - The will of James Doyle, late of Carapook, farmer, has been filed. The estate is valued at £8641, which is left to the widow for life, and to be distributed amongst the children subsequently. There is a special clause in the will instructing his executors to sell his property, the Bridge Inn at Casterton, as he did not wish any of his children to engage in the trade of a publican (15). 

And so ends the story of the only connection I can find between Carlo and the town of Casterton.


Trove list - I have created a list of articles on the 1897 bridge at Casterton and the Bridge Inn, access it here

Footnotes
(1) The Argus, October 20, 1897, see here.
(2) The Age, October 21, 1897, see here.
(3) Hamilton Spectator, November 20, 1897, see here.
(4) The Age, December 17, 1897, see here.
(5) William Henry Scott, Glenelg Shire Engineer from March 1892 until June 1909.  His wife, who officially opened the bridge was Marion Louisa Balfour Scott (nee Wilson). After leaving Casterton they moved to Gisborne Street in Elsternwick. William died August 14, 1919 aged 80 and Marion died October 20, 1924 aged 82.They are buried at Brighton Cemetery. 
Information about his service at the Glenelg Shire from Shire of Glenelg Centenary 1863-1963:One hundred years of progress (Glenelg Shire, 1963)
(6) Hamilton Spectator, January 20, 1898, see here.
(7) The Age, February 15, 1898, see here.
(8) Hamilton Spectator, April 19, 1898, see here.
(9) Hamilton Spectator, June 30, 1898, see here.
(10) Weekly Times, July 16, 1898, see here.
(11) Casteron News, January 17, 1918, see here.
(12) Information of the earlier bridges is from  Shire of Glenelg Centenary 1863-1963:One hundred years of progress (Glenelg Shire, 1963), p. 19.
Report of the opening of the 1937 and the visit of Lord and Lady Huntingfield to Casterton is from The Argus, December 3, 1937, see here.
(13) The Age, March 18, 1919, see here
(14) The Age, October 2, 1919, see here.
(15) Hamilton Spectator, July 12, 1898, see here.

Saturday, July 30, 2022

Carlo and the Princes Bridge, Melbourne

Princes Bridge, over the Yarra River at Swanston Street, was officially opened on October 4, 1888. The Public Works Department engineer involved with the project was Frederick Hynes and the assistant engineer was Carlo Catani. Frederick Margarson Hynes, was born February 23, 1842 and joined the Civil Service on July 21, 1873, having previously worked for the Great Indian Peninsular Railway Company.   His official role at the time of the bridge opening was Engineer for Roads, Bridges, Harbours, Jetties and Coast Works. Frederick died at the young age of 49 on January 1, 1892 and in November of the same year, Carlo was appointed to his role (1).



The new Princes Bridge, c. 1887-1888. Photographer: Charles Rudd.
State Library of Victoria Image H2018.282/30

This post looks at the opening of the bridge as presented by articles in The Argus, The Age and The Herald.

The Argus reported on the opening -
The new Prince's bridge was formally opened for traffic at noon yesterday by Mr. J. Nimmo, M.L.A., the Commissioner of Public Works, in the presence of a large gathering of spectators, including the mayors and councillors of the municipalities which have contributed to the cost of the structure - Melbourne, South Melbourne, Prahran, St Kilda, Brighton, Malvern, Caulfield, und Moorabbin - representatives of the tramways trust, and officers of the Public Works department. The proceedings were brief and formal, the municipal representatives passed over the bridge in open carriages, after which Mr. Nimmo declared it to be open for traffic, and congratulated the majors and councillors on the successful completion of the structure, which was a credit to all concerned - the Government and the municipalities who had provided the means, the designer, the contractor, the workmen, and the officers of the Public Works department.

The Commissioner of Public Works afterwards entertained the municipal representatives and a large party at luncheon in the supper room of the Melbourne Town hall. There were about 100 present. Mr Nimmo presided, and on his right were the Mayor of Melbourne (Alderman Benjamin), Mr W. Westgarth, Mr Bent, M. L. A.,(mayor of Brighton and president of the shire of Moorabbin), Mr. D. Munro (2) (the contractor for the bridge), Mr. Munro, sen., and Mr E. G Fitzgibbon (town clerk of Melbourne), on the left of the host were the mayor of South Melbourne (Mr T. Smith), the mayor of Prahran (Mr. H. Osment), the mayor of St. Kilda (Mr S.E. Jeans), the president of the shire of Malvern (Mr A. E. Clarke), and the president of the shire of Caulfield (Mr J. Ballantyne). The engineer who designed the bridge, John Henry Grainger, of Jenkins & Grainger (3) was not present.

At the luncheon Mr Nimmo read a detailed report, which was provided to the Press, on the history of the bridge and it included the following information - The cost of the bridge is contributed as follows :- The Government, one third ; City Council of Melbourne, one third ; City of South Melbourne, £10,000 ; City of Prahran, £10,000 ; Borough of St Kilda, £10,000 ; Shire of Malvern, £2,500 ; Borough of Brighton, £2,000 ; Shire of Caulfield, £2,000 ; Shire of Moorabbin £1, 000.

The report also listed the names of the officers of the Public Works department who have been engaged on the works of the new Prince's bridge are as appended: - W. H. Steel, inspector-general ; W. Finlay, superintending officer ; F.M. Hynes, engineer ; C. Catani, assistant engineer ; J. Bell, inspector masonry, killed by falling into the coffer-dam in August 1887 (4) ; J. Bowman, inspector of masonry ; D.E. Spence, inspector of iron works ; J. Middleton, assistant Inspector of iron works.


Princes Bridge over the Yarra, undated.
State Library of Victoria Image H141992. SLV have this incorrectly dated as c. 1885.


There were a number of toasts including one to Mr Munro. The Age reported his response - 
Mr. David Munro, in replying, said the work had been well carried out, and had proved 
financially satisfactory to his firm, though he had encountered many difficulties at first. Finding a combination of quarrymen against him, he had secured quarries of his own, and finding that the Railway department had not sufficient rolling stock, he had purchased about 150 trucks from the South Australian Government and from other places outside the colony. He had found much trouble in getting granite blocks of the size he had required, and had procured them from Harcourt, beyond Castlemaine. He now found that there was a large supply of granite within 12½ miles of Melbourne and he strongly recommended its use. He thanked the company for drinking to his health, and he expressed his obligations to the officers of the Public Works department for the courtesy they had shown him, and for the assistance they had given him in carrying out the work.

Mr Munro, senior also responded to the toast. The Age reported that that he remarked that  that the work of the bridge was as well executed as it possibly could be by the hand of man. The Argus reported that he said -  
As an old mechanic he could testify to the excellence of the materials and workmanship in the construction of the new Prince's bridge. The erection of the bridge had involved the establishment of workshops extending over seven acres, and fitted with the best appliances that could possibly be secured.


Princes Bridge, Melbourne, c. 1890s.  Photographer: William H. Cooper. 
State Library of Victoria Image H90.132/5

The bulk of the reports in The Argus and The Age consisted of a political speeches and a detailed history of the planning and construction of the bridge, which took ten years. The report, is an interesting look at the process and the number of Government bodies involved with the works. This is from The Argus  - 
On the 22nd July 1878 the City Council of Melbourne passed a resolution, undertaking to be liable for one third of the cost of a new bridge, in the line of Swanston street. On the 9th August, 1878, at a deputation to the Government on the subject, the City council was informed that the Government would also contribute one-third, and provision was made on the Estimates for £350 for competitive designs of the new bridge. On the 12th Feb, 1879 the Inspector-General of Public Works recommended that the position, lines and width of the river at the site of the bridge should be decided on before the plans of the bridge were prepared. 

On the 3rd April, 1879 at the urgent request of the Mayor of Melbourne, the Minister of Public Works decided that competitive designs be invited at once, leaving the width of river and the position of bridge to the judgment of the competitors. On the 8th April, 1879, competitive designs for a new bridge, over the Yarra in line of Swanston street were invited to be sent in by the 17th June, the author of the first approved design to receive a premium of £200 and the author of the second £100.

In July 1879 a board was appointed to select the two best designs, consisting of Messrs J. H. Patterson, M L.A , Minister of Public Works (chairman) ; Joseph Storey, M. L. A., Major of Melbourne ; John Holtom, city councillor of Melbourne; John Boyd, mayor of Emerald Hill ; W. H. Steel inspector general of Public Works ; and Edward Turner, engineer of roads and bridges, Public Works department. On the 1st August, 1879, the board awarded that the designs bearing the mottos " Premier " and "Albert Edward" were the first and second respectively, and on opening the letters bearing these mottoes the first bore the names of Messrs. Jenkins and Grainger, and the second those of Messrs Temperley Edwards and A. M. Henderson (5).

On the 21st July 1879, the Inspector-general of Public Works represented that the measures for improving the river and removing the Falls reef (6) so as to give relief from floods, should precede or be included in the scheme for the new bridge, and it was decided to refer the question to a professional board, so as to have the width, depth, and lines of the river, and also the site of the new bridge definitely fixed. This board (usually termed the bridge board) was formed in May, 1880, and consisted of Messrs W. H. Steel, inspector general of Public Works (chairman) ; T. Higinbotham, engineer-in-chief of Railways ; W. Elsdon, engineer Railway department ; Joseph Brady, engineer Harbour Trust ; John Nimmo, M.L.A., ; A. K. Smith, M.L.A., ; W. C. Watts, city surveyor, Melbourne  and Sydney Smith, town surveyor, Emerald-hill ; with Mr E.G. Fitzgibbon as hon. secretary. 

On the 3rd September, 1880, the board reported, giving the definite width, depth and lines for the river, advised the removal of the reefs, fixed the site of the new bridge, and recommended that the bridge be gone on with. On the 16th September, 1880, the Minister of Public works directed that the bridge be proceeded with in accordance with the report. On the 20th October, 1880, as the engineer-in-chief of railways asked that additional width be given to Flinders-street station ground over that afforded by the lines recommended by the board, the Minister asked the board to meet and consider the question ; and on the 10th December, 1880, the board reported to the effect that if the Government considered the additional ground worth the cost that would be entailed there was no objection. On the 19th January, 1881, the new line of the north side of the river, as desired by the Railway department was therefore adopted. In the condition of competition it was provided that the author of the first design might be requested to prepare the working drawings of the bridge, and Mr. J.H. Grainger, having represented that such design was prepared by himself, applied to be entrusted with their preparation, and that was accorded to on March 10, 1881.

On the 22nd November 1881, the plans were completed by Mr. Grainger. on the 26th January, 1882, the plans were forwarded to the City Council and approved, and afterwards forwarded to Emerald-hill Council. On 19th May, 1882, the Minister of Public Works asked the board to again meet and report, as it was stated that the views of the Railway department as to the extent of ground required for station purposes had now been modified. In May 1882 Messrs R. Watson, W.H. Greene, A.J. Skene,and W. Cain were added to the board, as Messrs T. Higinbotham and A.K. Smith had died, and Mr W.Eldson had resigned. On the 30th May, 1882, the board, after ascertaining the views of the Railway department, reported and recommended that the original line of river and site of bridge referred to in the report of 3rd September 1880, should be adhered to. On the 8th August, 1882, the board again reported, fixing the gradient for the north approach to the bridge so as to give head-way for the railway traffic under the structure.

The above reports were approved, and Mr. Grainger was directed to make the necessary alterations to the plans of the bridge consequent on the change of the site. On the 18th August, 1882, at the request of the City Council, a roadway 24ft wide was provided for on the south bank of the river, and granite of bluestone was substituted for Stawell stone in the facework masonry of the bridge. Tenders were invited for the new bridge, exclusive of the south approach, on 21st March 1883, and the tenders were opened on June 7, 1883. The lowest, £128,000 was not accepted, being considered too high. On the 9th August, 1883, Mr Grainger received the balance of his commission for the preparation of the plans of the bridge, and his connection with the department and the work of the bridge then terminated.

On the 31st August, 1883, it was reported by the inspector-general that, in view of the occurrence of a flood while the piers of the new bridge were being built, it was necessary that a temporary bridge be erected and the old Prince's bridge removed, so that an outlet might be had by removing part of the roof under the old bridge. This was approved by the Minister of Public Works on October 12, 1883, and tenders were invited for the erection of a temporary timber bridge and the removal of old Prince's. These tenders were opened on November 1, 1883, and the contract was taken by Mr W. Halliday for £6,695, and was completed about August 1, 1884. The year 1884 and the early part of 1885 appear to have been occupied in negotiations between Mr. Deakin, Minister of Public Works, and the various local bodies south of the Yarra, with reference to the amounts to be contributed by them towards the remaining one-third of the cost of the bridge. 

It was decided that when fresh tenders were invited the work should include the south embankment, and the widening and deepening of the rivers adjacent to the bridge. The preparation of the plans of the south embankment, the widening and deepening of the rivers, and the modifications of the plans of the bridge rendered necessary by the cable tramway passing over it, were now entrusted to Mr. F.M. Hynes, C.E., of the Public Works department. On the 29th May, 1885, tenders for the new bridge were invited, and the tenders were opened on the 27th August 1885, the lowest being that of Mr. David Munro for £136,998. The contract was signed on November 16, 1885.


Reports of the opening - The Argus, October 5, 1888, see here; The Age,  October 5, 1888, see here and the Herald October 4, 1888, see here.

Some of the people involved with the project and other footnotes
(1)  Frederick Hynes - Statistical Register of the Colony of Victoria, 1890, see here and The Argus, January 2, 1892, see here

'
Carlo appointed Engineer for Roads, Bridges, Harbors, Jetties and Coast works to
replace the late Frederick Hynes.
Victoria Government Gazette November 25, 1892, p. 4340.

(2) Contractor - David Munro (1844-1898). Read his Australian Dictionary of Biography entry, by Michael Cannon, here.
(3) Bridge designer - John Harry Grainger (1854-1917) - read his Victorian Collections story, here. the story also has images of the bridge design and decoration. Jenkins and Grainger - J. S. Jenkins - he was an architect and surveyor and in partnership with Grainger for a time, but the Princes Bridge design is considered to be Graingers. John Shanks Jenkins  died March 19, 1913 aged 78 at his home 546 Swan Street, Richmond. An obituary said that he was one of the oldest municipal engineers in Victoria and was a councillor and ex-Mayor of Richmond.  His daughter, Constance, was an artist - read about her, here. [Source - death notice The Argus, March 22 1913 see here; obituary The Argus, March 22, 1913, see here.]
(4) John Bell - masonry inspector -  the man who fell into the coffer dam. He sadly died on August 17, 1887 two days after the fall. Mr Bell, aged 54,  had been the inspector of government works at Queenscliffe and his obituary said that his happy genial manner made him many friends.  [Source - Obituary - Queenscliffe Sentinel, August 20 1887, see here; death notice - The Argus, August 18, 1887, see here]
(5) Temperley, Edwards and A. M. Henderson - the runners-up in the design competition. They are listed as - J. R. Temperley, George H. Edwards and A.M. Henderson - in the Weekly Times August 9, 1879, see here.  
John Ridley Temperley. He was a mechanical and hydraulic engineer and joined up with George Edwards in 1879. In 1885 involved with a  friend in the invention of the Brennan torpedo; and in 1898 granted a patent for  Improvements in apparatus for raising, lowering, and conveying for transporting loads. [Kyneton Observer, July 17, 1879, see here; Geelong Advertiser, June 5 1885, see here; Australasian August 13, 1887, see here; Australian Town & Country Journal, August 6 1898, see here.]
George H. Edwards, architect and surveyor.  The Kyneton Observer article referred to above notes - We learn that Mr Geo. H. Edwards C. E. and Architect, late of Kyneton, has joined Mr J. R. Temperley, C. E. also of Kyneton, in his business in Melbourne. The firm is now practising under the style of Temperley and Edwards, Architects, Engineers, and Surveyors, at their new offices, Colonial Chambers, Collins-street west, Melbourne. Mr Edwards is well known here as an architect, and also in connection with the great iron bridge across the River Murray, at Echuca, having executed the design and superintended its erection under Mr W. B. Greene, C. E. We understand Mr Edwards has had extensive experience as architect and engineer, in Europe and the colonies, and has earned a reputation for good and economical instruction. Mr Temperley has for some years been successful as a mechanical and hydraulic engineer, and has recently been engaged in carrying out extensions of water supply, &c., at Echuca and elsewhere. Edwards sued the Richmond Council in 1883 over money he said he was owed for professional services in regard to Richmond Park bridge (see here
Anketell Matthew Henderson, C.E., F.R.V.I.A.,  lecturer of Architecture at Melbourne University and President of the Royal Victorian Institute of Architects.  He died November 15, 1922, aged 69.  Read his obituary in The Argus November 16, 1922, here.
(6) Falls Reef was located in the Yarra River, near Queens Bridge (end of Market Street). They were removed in 1883 - 1885, under the advice of Sir John Coode. See articles in The Argus of May 24, 1883, here and December 3, 1884, here.

Tuesday, March 8, 2022

The Bridge over the Murray River at Koondrook-Barham

The communities of Koondrook and Barham had been agitating for a bridge across the Murray River between the two towns from as early as 1892 when the local member, James McColl,  raised the issue in the Victorian Parliament (1). There was a punt which serviced the towns, but it was inadequate. Over a year later, October 1893,  the Koondrook Progress Association drew up a petition to the Minister of Public Works, praying for the erection of  a bridge over the Murray at Koondrook (2). 

The issue moved slowly with more enthusiasm for the bridge from Victoria than from New South Wales but as the Murray River 'belongs' to New South Wales they were responsible for bridge construction. In March 1898, the Victorian Minister for Public Works was to present a proposal for the bridge to the Cabinet, with the cost of the bridge estimated at £7000, to be divided equally between New South Wales and Victoria (3). However, at the same time Robert Hickson, the  New South Wales Under Secretary for Public Works and Commissioner for Roads presented  a report which dismissed the need for a  bridge essentially because the main portion of the traffic is served by river while that using the crossing is almost entirely local, it does not seem to me that there would be any justification for the erection of a bridge at this place, the cost of which may be estimated approximately at £8,000 to £9000, exclusive of the approaches on the Victorian side of the river.  Hickson described the two towns as Barham, which consists of besides the residences of three officials stationed there, less than half a dozen houses, and Koondrook, which is the Victorian town, of somewhat greater pretensions (4).

In response to Hickson's report a joint meetings of the  Barham Progress Association and the Koondrook Bridge League was held. They considered the report to be inaccurate in parts. They argued that if there was a decent bridge over the Murray then traffic would increase as wool from Moulamein and the stations north of Barham would all be sent to Melbourne by road to Barham and hence by rail from Koondrook, but currently the punt owners refuse to cross any loads exceeding 6 tons in weight except at owners' risk (5).


The Koondrook-Barham Bridge, c. 1909.
Barham Bridge. State Library of Victoria Image  H90.140/1040

There was more agitation over the next few years and in June 1900 real progress was made when Victoria and New South Wales each sent an engineer to the towns to make an inspection and take evidence in connection with the construction of the proposed Koondrook-Barham bridge (6) Carlo Catani was sent from the Victorian Public Works Department and Ernest Macartney de Burgh, the  Assistant Engineer for Bridges,  from the New South Wales Department of Public Works. Carlo had previously worked with Ernest de Burgh on the Union Bridge at Albury, read about this here. The Kerang Times reported on this momentous event -
The public here at once recognised that the sister Government [N.S.W.] meant business. Mr De Burgh is the most eminent authority on bridge building in New South Wales. Of the ten bridges across the Murray he has built eight, and is thoroughly familiar with the river from Forest Hill to the South Australian border. During the past twelve years he has never superintended the construction of less than 50 bridges per year, and in some years the number was over 100. Mr Catani's reputation as an engineer is well-known in these parts. It was not surprising then that the hope which springs eternal in the human breast should rise in full tide at the advent of these distinguished officers (7).
 
The requirement for the bridge was all the more urgent because on June 5, 1900, two weeks before the arrival of the Engineers, the punt that serviced the towns sunk, as The Age reported -
The necessity of a permanent bridge across the Murray, between Barham and Koondrook, the site of which was inspected by the Minister of Public Works on a recent visit, was forcibly illustrated yesterday, when a punt, together with a valuable traction engine sank in 40 feet of water. The engine, the property of Messrs. Hackett and Wells, was being conveyed across the river from Barham, New South Wales, for log hauling at Arbuthnot's saw mills, Koondrook. Upon reaching deep water the punt, in consequence of the engine not being placed in the centre, tilted, and the engine canted over and disappeared in the river, while the punt also sprang a leak and sank. One end of the punt is visible. It is assumed that its back is broken. Fortunately, the men in charge escaped. The punt owner obtained an indemnity from the proprietors of the engine prior to attempting to cross. The obstruction is likely to endanger the river traffic. In consequence of the accident a large consignment of sheep from Riverina for the Melbourne market, intended for transmission via Koondrook, was diverted to Swan Hill. This means a serious loss to the local tramway, and there will be further instances until traffic is restored (8). 

Carlo and Mr de Burgh arrived in Kerang by train on Tuesday June 19, 1900. That night they took evidence at Kerang regarding the need for the bridge. On the Wednesday, they took the train (9) to Koondrook and inspected the proposed sites of the bridge, from both sides of the river and then took evidence at Koondrook.

What sort of evidence was presented in support of the bridge? 
The punt was unreliable - Mr Andrew O'Keefe, pastoralist and owner of Barham Station, said if there were a bridge at Barham he would entrain all his wool at Koondrook and other adjoining pastoralists would do so too. He had had five breakdowns on the punt with wool. There was no man with a valuable team who would risk the punt (10).
A bridge would open up settlement - From Mr. J. W. Chanter, stock inspector at Barham - About 160,000 acres of Crown land in the area mentioned would be made available for selection within the next three years, the lessee falling in. He considered all this would be eagerly applied for. Recently about 16,000 acres had been thrown open south of Moulamein and there was an average of 58 applicants for each block. He considered the demand would increase and the land become more valuable if a bridge were constructed. He anticipated a much closer settlement with in the next two years. The land was equal to and, in his opinion, superior to that on the Victorian side. The population of the area he referred to was about 2000. Three townships would be served by the bridge, Barham, Moulamein and Maude, in all of which there were town lots to be sold (11).
Stock Routes - Cr O'Donnell - The port of Barham had superior claims for the construction of a bridge than either Echuca or Swan hill. Drovers who came direct from Queensland and New South Wales said that the Moulamein-Koondrook stock route was the best watered, and best grassed, and 100 miles shorter (12).
Lack of a bridge impeded agricultural activities - R. J. Eagle, farmer and grazier, and secretary of the Barham Progress Association - Two seasons running he had carted his wheat to Barham a distance of 13 miles, and could not get a boat to take it away. It cost him 9d per bag for cartage 13 miles, and 6d per bag to take it across the punt to the tram. Carters would not trust their teams on the punt. If there were a bridge all the wheat to Sydney or Melbourne would go that way. If a bridge were built large areas would be put under wheat and another important industry, dairying, would flourish as the
land was suitable for it (13). 


The Koondrook-Barham Bridge.
Murray River & Bridge, Koondrook. Photographer: Rose Stereograph Co. 
State Library of Victoria Image H32492/7863

Statistics were presented at the sessions at Kerang and Koondrook by the Customs Officers at Barham and Koondrook. This was in the days before Federation when States had their own Customs Offices.  The statistics tell us a number of things - firstly that the trade was mainly from New South Wales to Victoria i.e. that the main market for the Barham farmers was Melbourne, not Sydney. Which meant that the bridge was more important for the people of Barham than the people of Koondrook. Secondly, the importance of sheep and wool to the local economy. The huge number of sheep exported through Barham to Victoria is interesting - over 90,000 sheep per annum in 1898 and 1899. 

Figures presented by Mr Chas. E. Johnson, acting Customs officer, Barham (14).  
Imports
General Goods - 1897 £7455; 1898 £5008; 1899 £4795.
Cattle - 1897 (20) £202; 1898 (80) £330; 1899 (17) £117.
Horses - 1897 (58) £848; 1898 (47) £396; 1899 (91) £897.
Sheep - 1897 (4324) £1338; 1898 (3441) £1155; 1899 (8548) £2728.
Total Value - 1897 £9823; 1898 £6979; 1899 £8537.
Exports
General Goods - 1897 £3472; 1898 £2421; 1899 £4497.
Cattle - 1897 (60) £190; 1898 (276) £1274; 1899 (652) £3260.
Horses - 1897 (31) £182; 1898 (111) £756; 1899 (158) £1152.
Sheep - 1897 (10,620) £4574; 1898 (92,453) £2897; 1899 (93,977) £41,668.
Pigs - 1897 (20) £27
Total Value - 1897 £8445; 1898 £32,563; 1899 £50,577.

Figures presented by Mr J. P. Madigan, Victorian Customs officer, Koondrook (15).
Imports
Cattle - 1897 (61) £162; 1898 (316) £1416; 1899 (726) £3937.
Horses - 1897 (15) £68; 1898 (86) £703; 1899 (152) £1130.
Sheep - 1897 (10,502) £4192; 1898 (93,118) £33,434; 1899 (96,885) £41,531.
Pigs - 1897 (20) £26; 1898 (1) £1; 1899 (2) £8.
Other imports —
(principally wool) 1897 £3555; 1898 £3588; 1899 £7386.
Total Value - 1897 £8003; 1898 £39,141; 1899 £54,093.

When the proceedings finished the Kerang Times reported that a vote of thanks to the two Engineers was moved and -
Mr De Burg (sic)  in responding said he would go carefully through the evidence and make a straightforward report to his Government. Mr Catani also responded and expressed pleasure at the straightforward way in which the evidence had been given. He thought his friend Mr De Burg by this time must be almost convinced that it was his duty to recommend his Government to return the compliment paid by the Victorian Government at Cobram and build the Barham bridge right away (16).

The bridge was approved and in December 1900 Mr de Burgh produced a sketch showing the design of the proposed bridge, with an estimate of cost, [which] has been forwarded to the Victorian Government for their convenience (17). After receiving this news from Mr de Burgh, Mr D. G. Rattray, the secretary of the Koondrook Bridge committee wrote to Mr Catani of the Public Works department, urging him to expedite the approval of design (18). However, Carlo had no control over the process and it wasn't until February 1902 that the specifications were completed and tenders could be called (19). In June 1902 it was reported that a tender from Monash and Anderson had been accepted (20). In July 1902 this letter was  sent from the Premier of Victoria to the premier of New South Wales - 
To the Hon. the Premier of New South Wales. Premier's office, Melbourne, 29th July, 1902. Sir, - In continuation of my letter No. 3422 of the 2nd inst., I have the honor to inform you that this Government concurs in the acceptance of the tender of Messrs Monash and Anderson for £9,473 14s 6d for the erection of a bridge over the Murray River at Barham and Koondrook and that it will meet progress payments as required from time to time. - I have, etc, W. H. Irvine, Premier. (21). 

But by the September still nothing had happened and it appears that the New South Wales Government had not formally accepted the tender and thus in December 1902 the tender process was re-opened. Finally, at the end of January 1903 the tender was awarded again to Monash and Anderson this time for £10,345 17s 2d (22). 

The firm of Monash and Anderson was formed in 1894 by John Monash and J.T. Noble Anderson (23). They were granted the Victorian rights to the Monier reinforced concrete construction system from Carter, Gummow & Co of Sydney and worked with them on the Anderson Street Bridge (also called the Morell Bridge). This bridge was completed in 1899 and was the first bridge in Victoria to use the Monier system. Monash and Anderson were responsible for many concrete bridges after this including the Fyansford bridge and the St Kilda Street bridge in Elwood (24). 

As you can imagine, after waiting so long for a bridge, the day the first pile was driven into the river for the new bridge was a day of celebration in the area.  It was Tuesday April 7, 1903 and the shire president (Mr. P. J. O'Donnell) drove the first pile of the Koondrook-Barham bridge across the Murray on Tuesday. A special train was run from Kerang, and a large number of leading citizens were present. Having started the pile driver from a barge in the centre of the river, Cr. O'Donnell returned to the shore where appropriate speeches were delivered and toasts honored (25).


The bridge under construction.
Kerang New Times, September 23, 1904 https://trove.nla.gov.au/newspaper/article/221079816

The bridge was not a concrete bridge it was of steel construction. The local paper, the Kerang New Times, had  a very detailed report of the bridge provided by the engineer in charge, Mr. J. R. A. Reed, C.E.  - here's an abridged version of their report, which you can read in full, here
The river at the point where the bridge is being constructed has a width of 270 feet, with high ground on each side, which obviates the necessity of any lengthy approaches. The bridge consist of two plain timber spans (each 30 ft.) at the shore ends, followed by two 104 ft. composite (wood and steel) truss spans, and a central or lift span of 58 ft. 4 in. in the centre. The shore end trusses are each carried on a group of 12 ironbark piles, strongly braced and strutted, while the trusses of the 104 ft spans and the lift span are borne on four massive cylinders filled with and bedded on concrete, which again is supported by piles driven a distance of 25 ft. into the river bed. Rising from the four cylinders are as many towers of steel which carry the appliances for raising the central span to allow the passage of the river boats, the total height of the tower and cylinders being 46 ft. 6 in. The centre, or lift span, is raised by means of a hand winch which carries the power by means of a wire rope attachment to the centre span, the weight of which is counterbalanced by leaden weights enclosed in cast iron boxes...The method of elevating is thereby rendered so simple that the span ran be raised or lowered by one man with only ordinary exertion. 

The decking of the bridge, which is placed 6 ft. above the highest known flood level consists with the exception of the short spans at the shore ends, which is decked with red gum, of tallow wood planking. ...The material for the iron and steel work was imported in the rough from Scotland and was built by Cowley, of the Eureka Iron Works, Ballarat, and is considered by experts who have examined it as being of first-class workmanship.

The bridge is an exact counterpart of the one recently erected at Cobram, also under the supervision of Mr Reid, and is a marked advance on the Swan Hill bridge, the truss spans of which are composed entirely of timber. The lift is also much lighter and more effective in design, and the mechanism less complicated (26).

Even though Koondrook did not get their bridge until seven years after Swan Hill, theirs was better! The Swan Hill bridge had opened in 1896.

The Koondrook-Barham bridge was formally opened on Saturday October 8, 1904 by the New South Wales Minister for Public Works, Mr Lee and his Victorian counterpart, Mr Cameron. Over 1,500 people attended the ceremony with a host of politicians and government officials, including Mr Davidson, the Inspector General of Public Works. Carlo was not listed amongst the guests, but  I wonder if he was there? A special train was run from Kerang for the occasion. The officials and the town band boarded the steamer, Rothbury, at the wharf which then sailed down the river and when nearing the bridge, the central span was raised and the boat steamed through to the strains of the band and the hooraying of the bystanders (27). 


The bridge with the centre span raised for the paddle steamer, Marion, c. 1950.
Paddle steamer 'Marion' on river at Barham. Victorian Railways photographer. 
State Library of Victoria Image H91.50/1984

The Koondrook bridge, which is heritage listed,  is still in operation. Between 2012 and 2018 the New South Wales Department of Transport carried out major restoration works, including mechanical repairs to the lift span (28). 


Trove list - I have created a list of articles on the agitation for and construction of the Koondrook-Barham bridge, you can access it here.

Footnotes
(1) Kerang Times, July 29, 1892, see here.
(2) Kerang Times, October 31, 1893, see here.
(3) The Argus, March 9, 1898, see here.
(4) Kerang Times, March 22, 1898, see here.
(5) Kerang Times, March 25, 1898, see here.
(6) Kerang Times, June 19, 1900, see here.
(7) Kerang Times, June 22, 1900, p. 2 Barham bridge article, see here.
(8) The Age, June 7, 1900, see here.
(9) Train was sometimes referred to as a tram. There was a Victorian Railways line to Kerang and then from Kerang to Koondrook  a tramway being a public one, owned by the Swan Hill Shire Council with money borrowed from Government, the gauge being the same as that of the Victorian railways, according to the Kerang Times of March 25 1898, see here
(10) Kerang Times, June 22, 1900, p. 2 At the Murray article, see here.
(11) Ibid
(12) Kerang Times, June 22, 1900, p. 2 Barham bridge article, see here.
(13) Kerang Times, June 22, 1900, p. 2 At the Murray article, see here.
(14) Ibid
(15) Ibid
(16) Kerang Times, June 22, 1900, At the Murray article, p. 3 see here.  
(17) Kerang Times, December 4, 1900, see here.
(18) Ibid
(19) Kerang New Times, February 28, 1902, see here.
(20) Sydney Evening News, June 17 1902, see here.
(21) Kerang New Times, September 19, 1902, see here.
(22) No action re tender - Kerang New Times, September 19, 1902, see here; Tender re-opened - Daily Telegraph, November 15, 1902,see here;  Tender acceptance - Sydney Evening News, February 2, 1903, see here
(23) Sir John Monash (1865-1931) - read his Australian Dictionary of Biograph entry, here. Joshua Thomas Noble Anderson (1865-1949)  read his entry in the Encyclopedia of Australian Science and Innovation, here.
(24) Vines, Gary National Trust Study of Victoria’s Concrete Road Bridges - National Trust of Australia (Victoria) Funded by VicRoads and Heritage Victoria (Biosis Research Pty. Ltd, 2008 revised 2010)
(25) The Age, April 9, 1903, see here.
(26) Kerang New Times, May 13, 1904, see here.
(27) Kerang New Times, October 11 1904, see here. There is another account of the opening in the Riverina Recorder of October 12, 1904, see here.

Friday, January 28, 2022

The Union Bridge, Murray River, at Albury-Wodonga

On September 2, 1861, the Union Bridge over the Murray River between Albury and Wodonga was opened, replacing a punt. It was a day of great celebration and a procession which wound its way down the main streets of Albury to the new bridge was watched by over 1,200 spectators (1). The local newspaper the Albury Banner described the bridge -
Victoria is now united to New South Wales by one of the finest bridges in all the colonies - by the  "Union Bridge," at Albury a bridge which is most commanding in appearance, and, as to its workmanship throughout, may be regarded as - and is, in fact - one of the neatest pieces of joinery that any practical hand could wish to criticise; some of the large beams being so nicely spliced as almost to defy detection. The bridge is one hundred and fifty six feet long by thirty wide; it is supported on two piers composed of triple rows of piles, with similar abutments on either side the river: there are consequently three spans of eighty feet each from centre to centre of the piers. The superstructure is composed of three rows of trusses or framework (commonly known as the "double queen" truss), thus dividing the Bridge into two roadways. This portion of the work gives the idea of great solidity, being supported by numerous suspension bars of great strength and rigidity. Heavy American wagons passed over the Bridge, while several hundred persons were congregated upon it, and yet there was scarcely any sensible vibration (2).


View of the first Union Bridge over the Murray.  Photographer: John H. Jones.
Mr Jones, the photographer, died in 1872, so this was taken sometime between 1861 and then. 
State Library of Victoria Image H2017.75/83. Image has been cropped , this was a stereograph, see the full image here http://handle.slv.vic.gov.au/10381/4193730


This bridge served the community well for many years but eventually became unsafe and thus the Colonies of New South Wales and Victoria started working towards a solution. To this end in January 1894 Mr. Catani, Victorian Engineer of Roads and Bridges, was sent up to inspect the Union Bridge, and reported that in his opinion a comparatively small expenditure would be sufficient to make the structure safe for another four or five years. This view being altogether at variance with the opinion of the Public Works Department of the New South Wales Government, it has been decided that Mr. Davidson, Victorian Inspector-General of Public Works, should make a special visit of inspection (3).

On Saturday, February 17 1894, Mr Davidson paid a visit to Albury and inspected the bridge with the grandly named Edmund Caswell Bowyer-Smijth, the Albury District Roads Engineer (4). Mr Davidson admitted the bridge was in a unsafe condition and also admitted  that 30 years was the lifetime of the best constructed timber bridge, and with the Union Bridge, which has been in position over 30 years, there were several conditions justifying the conclusion that the structure had run its length of time (5).

A month after the visit of Mr Davidson, The Argus reported that - The worn out bridge at Albury, known as the "union bridge", continues to stand while the two colonies, Victoria and New South Wales, are engaged in discussing whether it should be repaired or replaced by a new one. New South Wales favours a new one to cost about £14,000 and requests this colony to bear half the expenditure. Victoria, seeing the necessity for practising economy would rather act on the opinion of Mr Catani, of the Public Works department, that the old bridge can be repaired to last for three years at a cost of £300. Mr Davidson, the inspector general of Public Works, who has seen the bridge, agrees with Mr Catani, but suggests as an alternative that as the present bridge was erected 33 years ago for £7,500 a bridge of equal strength might now be erected for about £4,000 if New South Wales insists on a new structure (6).

It was more than two years later before the two Colonies agreed on the new bridge. In August 1896, The Age reported Mr. Taverner, the Victorian Minister for Works, has had an interview with Mr. Young, Minister of Works in New South Wales, with reference to the erection of bridges over the Murray. The  "union bridge" at Albury is in an insecure condition, mainly on account of its age, and an understanding was come to between Victoria and New South Wales that they shall conjointly bear the expense of erecting a new bridge, New South Wales to call for tenders for the work and to supervise the construction. There has been some delay in calling for tenders, owing to a difference of opinion between the colonies as to plans and cost. These have been settled, and Mr. Taverner has received an assurance from Mr. Young that no time will be lost in proceeding with the work (7).


Mr Ball, the local M.L.A., receives notification from Mr de Burgh of the N.S.W. Public Works Department, that work on the new bridge will start shortly.
Albury Banner & Wodonga Express, July 9, 1897 https://trove.nla.gov.au/newspaper/article/99414054

Even after the two Colonies agreed,  it wasn't until nearly one year later that the contractors were ready to start and that was in July 1897 (8). All this time the locals and everyone else who used the main road from Melbourne to Sydney were inconvenienced with an unsafe bridge with severe load limits of which notices to that effect have been posted for some time on the main road in the vicinity of Albury. Heavily-laden wool teams have today been turning back from the bridge, the drivers being afraid to cross (9).

The Albury Banner had a full description of the new Union bridge -
The bridge, when completed, will be one of the finest in Australia. It consists of two truss spans of 110ft. each, two beam spans of 35ft. each, and one of 30ft. The width of the approach span is 28ft., and the main spans are 24ft. This is from kerb to kerb. These spans rest on three sets of cylinders, one set on each bank, which is solidly set on foundations of piles and concrete. The centre pier is placed in the middle of the stream, and in order to secure a solid foundation the contractors had to sink to a depth of 48 feet below the bed of the river. On the up stream side of the bridge there is a footway constructed over four feet wide. This will permit foot passengers to cross at any time independent of other traffic.... The timber used for trusses, girders, &c, is ironbark, and for the decking tallow wood has been used. All this had to be brought from the North Coast. Considerable difficulty has been experienced in getting the larger timber for girders, and it this that has caused the unfortunate delay in getting on with the work. It was thought that the bridge would be opened for traffic before the close of the year, but as the approaches on the Victorian side will not be finished until some time in January, there is no possibility of the new bridge being available for traffic until the latter end of that month. The bridge has been built at the joint cost of the two Governments, and will amount to close upon £7000. The Victorian approach will cost £900 extra, the contractors for which are Messrs. Toner and Mongan, who are pushing rapidly on with the work. The contractors for the bridge are Messrs. J. B. and W. Farquharson (10). Farquharsons were experienced bridge builders and in the 1890s had also built bridges on the Murray River at Swan Hill and Tocumwal (11).


The second Union Bridge. It appears to be still under construction.
Photographer: John Henry Harvey.
State Library of Victoria Image H2009.100/473


On December 21 1898, Ernest Macartney de Burgh, the New South Wales Department of Public Works Assistant Engineer for Bridges, together with Mr Bowyer-Smijth, made the final inspection of the bridge (12).  On December 30, Mr Davidson went to Wodonga to take over the work on the Victorian side from the contractor (13).  The bridge was thus at long last finished and was opened for traffic on December 31 1898 (14). Demolition of the old bridge began in early January (15).  As a matter of interest Carlo Catani and Ernest de Burgh were also both involved in two other projects - in 1900 on the bridge over the Murray between Koondrook and Barham ( read about this here) and in 1912 when Victoria was developing a policy on outer ports in towns such as Warrnambool and Mallacoota. At that time (1912) de Burgh was the Chief Engineer for Harbours in New South Wales (16)

The locals wanted a grand opening ceremony, in fact they wanted a ceremony with befitting eclat (17) and the Shire of Wodonga and the Borough of Albury agreed that the day should be January 26, Anniversary Day and the 111th anniversary of the foundation of the mother colony (New South Wales) (18).  They hoped to invite the Premiers of both Colonies.  The Albury Banner said the opening ceremony would be a good opportunity to keep claims of Albury well to the front, and it should not be allowed to pass by unnoticed. Albury is destined to become an important inland city of Federated Australia, and that whether it is made the capital or not of the new nation (19). 

Alas, the hopes for a grand opening of the new bridge were dashed when the Premier refused to attend.  The New South Wales Premier, Sir George Houston Reid, is reported as saying that - he understood the bridge had not been opened for traffic when he was first communicated with. He had since been informed that this bridge had been opened some weeks ago for traffic. Under those circumstances he declined to come, and it would be absurd in the face of it to ask a representative lot of gentlemen to come all the way to Albury to take part in a second hand ceremony. If the mayor and aldermen wanted an opening, it was their own fault they did not find out when the bridge was to be finished, so that the Government of each colony might have taken part. They could have obtained that information very easily by walking to the bridge and asking the Government officer in charge, or by writing to the department in Sydney (20). 


Union Bridge, Albury, 1950
State Library of New South Wales Image 006556

The second Union Bridge was replaced in 1961.The Premier of New South Wales officially opened the replacement bridge on April 7, 1961 and the old bridge was later demolished (21).


The Age, April 6 1961
From Newspapers.com

Trove list - I have created a short list of articles on Trove about the Union Bridges, you can access it here.

Footnotes
(1) Albury Banner & Wodonga Express, December 9, 1898, see here.
(2) Albury Banner & Wodonga Express, September 4, 1861, see here.
(3) Albury Banner & Wodonga Express,  February 2, 1894, see here.
(4) Edmund Caswell Bowyer-Smijth was born in Norfolk in England in 1853, the third son of the Reverend Bowyer-Smijth of Attleborough, Norfolk. He married Annie Elizabeth Gray in Woollahra in Sydney in December 1884.  After 16 years as the Albury District Roads Engineer he retired in 1900.  Some time after he retired he returned to England where he died in 1921.
(5) Wodonga & Towong Sentinel, February 23, 1894, see here.
(6) The Argus, March 19 1894, see here.
(7) The Age, August 13, 1896, see here.
(8) Albury Banner & Wodonga Express, July 9, 1897, see here.
(9) The Argus, October 11, 1898, see here.
(10) Albury Banner & Wodonga Express, December 2, 1898, see here.
(11) Farquharsons - Sydney Morning Herald, December 4, 1896, see here; Sydney Morning Herald, December 29, 1925, see here.
(12) Albury Banner & Wodonga Express, December 23, 1898, see here.
(13) The Age, December 30 1898, see here.
(14) Albury Banner & Wodonga Express, January 6, 1899, see here.
(15) Tuesday, January 3, 1899 was when demolition commenced. Wodonga & Towong Sentinel  January 6, 1899, see here.
(16) Carlo Catani and Ernest Macartney de Burgh (1863-1929). List of articles on the Koondrook - Barham bridge, here and list of articles on the Outer Ports, here. De Burgh's entry in the Australian Dictionary of Biography, can be read here.
(17) Albury Banner & Wodonga Express, January 6, 1899, see here.
(18) Wagga Wagga Express, January 17, 1899, see here.
(19) Albury Banner & Wodonga Express, December 2, 1898, see here.
(20) Wagga Wagga Express, January 28, 1899, see here.
(21) I found out it was demolished from this Facebook post from the Albury & District Historical Society, here.