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.

(28) Restoration works -  https://roads-waterways.transport.nsw.gov.au/projects/barham-bridge/  You can read the Engineers Australia report on the heritage significance of the bridge here https://portal.engineersaustralia.org.au/system/files/engineering-heritage-australia/nomination-title/Barham_Koondrook_Nomination.pdf

Carlo Catani is sued in Warrnambool County Court

The Age newspaper of April 10, 1902  (see here) reported on a Court case where Carlo was sued in the Warrnambool County Court. The plaintiff, William John Murray, was unsuccessful. The case was in connection with the Merri River drainage scheme. The Merri River is to the west of the town of Warrnambool and I will write about the drainage scheme one day.  Over the years, Carlo gave evidence at committees and inquiries in a professional capacity and he was on the other side of the Bench after he was appointed a Magistrate at the St Kilda Court, where the first case he heard was on May 15, 1917, but this is the first court case I have found involving Carlo as either a plaintiff or defendant.

The Court House at Warrnambool, where the case involving Carlo was heard.

Warrnambool Court House, Timor Street. Photographer: John T. Collins, taken November 22, 1981.

State Library of Victoria Image H98.251/2516

Here is the report from The Age of April 10, 1902 -

A Peculiar Claim. A Public Works Officer Sued.

Warrnambool, Wednesday.

At the county court, before Judge Hamilton, William John Murray, owner of land near the Merri River, sought to recover from Mr. Catani, of the Public Works department, £19 19/ for certain work alleged to have been done on the authority of the defendant in connection with the Merri River drainage scheme.

Plaintiff stated that he had an interview with defendant at Warrnambool, and that the latter arranged with him to interview all the land owners interested in the Merri drainage scheme, with a view to inducing them to buy from the Government all the land between their holdings and the river which had been reclaimed. Defendant told plaintiff that he would be handsomely paid if he undertook the work, and after considerable demur he consented to undertake the task. He sent in two or three reports to the department, showing the results of the interviews, and defendant had on two or three occasions assured him that "he would be paid all right."

Some time afterwards, Mr. Catani and the Surveyor-General called on witness at his house, and in the course of conversation the Surveyor-General asked plaintiff what authority he had for doing the work for which he claimed payment. Plaintiff thereupon produced a letter he had received from Mr. Catani, and the Surveyor-General, after reading it, remarked, "Oh, he has been employed all right." 

At a subsequent stage, however, plaintiff received a letter from Mr. Catani, in which the latter stated that it was understood that plaintiff undertook the work "because he owns so interested in securing a river frontage for himself." At a later stage the Government repudiated the action of Mr. Catani in engaging his (plaintiff's) services.

In reply to Mr. S. F. Mann, of the Crown Law department, who appeared for defendant, plaintiff admitted having received certain amounts from land owners for his instrumentality in securing the drainage of their land.

Mr. Mann submitted that the action was an improper attempt to reach the Crown. The department should have been sued, and not one of the department's officers in a private capacity. His Honor coincided with Mr. Mann's view.

Mr. Chambers, who appeared for plaintiff, pointed out that the department had repudiated Mr. Catani's action. His Honor: Then there is all the stronger ground for an action against the department.

Plaintiff was non-suited, and costs were allowed to defendant.

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.

A Labour of Love - the Public Works of Carlo Catani

 A new book on Carlo Catani has just been released A Labour of Love - the Public Works of Carlo Catani Victoria 1876-1918, written and researched by Isaac Douglas Hermann.

The cover of the book. 

It is, as the blurb says - A resource book - a companion - for anyone researching Carlo Catani, or the extraordinary  and generous influence this Italian-born engineer had on the landscapes of inner Melbourne and across Victoria...It is a compendium that befits the life and legacy of this brilliant son of Florence, who went on to become one of Victoria's most revered and beloved public servants - David Brand, Architect and former City of Port Phillip Councillor.

The book looks at the life and work of Carlo Catani, covering such themes as his Accomplishments in areas including Roadways, Bridges, Drainage works, Parks & Gardens; Recognition such as the locations and streets named after him; Historical praise and the Centennial Commemorations of his untimely death in 1918. The most important commemoration, I believe, was the erection of a headstone on the unmarked Catani family grave at the Brighton Cemetery. This project to honour Carlo and his family was led by Isaac - he instigated the process, raised the funds, negotiated the permissions and designed the lovely headstone. Carlo Catani and his family now have the fitting headstone that they deserve and it was, indeed, a labour of love and respect on Isaac's part. 

The Catani family headstone, unveiled December 11, 2018, 

designed by Isaac as a tribute to Carlo and his family.

You can read more about the unveiling ceremony, here.

This blog was inspired by Isaac's enthusiasm with Carlo and I am grateful to him for sharing his research, which was and still is, often the impetus for my stories. I was thrilled to be there today when the books arrived from the printers, and seriously, I could not have been more excited to see the books than if they were my own books!

Isaac holding copies of his new book - A Labour of Love

Congratulations, Isaac. It is a lovely book, the product of four years of research and your own labour of love.

The publication of this book was generously supported by the Middle Park History Group, the St Kilda Historical Society and the Koo Wee Rup Swamp Historical Society. The books will be available for sale through the St Kilda Historical Society and the Koo Wee Rup Swamp Historical Society and soon at local (St Kilda/Elwood) bookshops. 

Carlo's Linguistic Skills

We know that Carlo was persuasive and charming, evidenced by these two quotes from Table Talk-
He is a model of urbanity and discretion, and Ministers like him so well that they will be induced to father his road beautification schemes, even when they scarcely know where the money is to come from (1). 

Carlo Catani is a most interesting companion on a long train or motor trip and in the bush. Incidentally he uses his conversational prestige to push forward his beneficent schemes for the making of beauty spots, good roads, new harbors and what not (2). 

I have found three references to his skills as a linguist in English and Italian.

In October 1908, Carlo organised a trip to Mount Buffalo for the Premier, the Minister for Lands, the Surveyor General and various Government other officials. The Ovens and Murray Advertiser reported on the trip, the efficiency of Carlo's organisational skills and at the end his perfect English. The relevant section of the article is transcribed, below.

Carlo's organization skills and perfect grammar praised.

Ovens & Murray Advertiser October 24, 1908 https://trove.nla.gov.au/newspaper/article/198714716#

To Mr. Catani, however, of the Public Works Department, is to be ascribed the principal praise. Not satisfied with constructing the road he organised the trip, and through himself and his assistants he apparently provided for every possible want. To house and feed 40 or 50 rather sybaritish individuals on the top of a bare rock 5000 feet up in the clouds, amid the snow, is no mean task; but he did it, and did it admirably. His own chief, Mr. Davidson, did not scruple to say that no man but Mr. Catani could have managed the thing so well; and in his efforts he was excellently seconded by his lieutenants, Messrs. Clauser (3) and McCormick. Just as a further taste of his quality, Mr. Catani gave a lesson to his guests by making the only absolutely grammatical speeches delivered during the trip, and so still further surprising the party (4).

There are two references I found to Carlo speaking Italian in public. The first was at meeting held at the Melbourne Town Hall on July 31, 1916 the purpose of which was to convince people who were from Allied Nations to subscribe to the War Loan. This included Russians, French, Belgians, Italians, Servians (apparently a former word for Serbian)  and the Japanese. As a matter of interest, this meeting took place two days after his son, Enrico, was Killed in Action in France, but Carlo was at the time unaware of his son's demise. 

Advertisement for the meeting, where Carlo was a guest speaker.

The Argus July 31, 1916 https://trove.nla.gov.au/newspaper/article/1630281

The report the next day of the meeting was in The Argus and headlined - A Polyglot appeal: Speeches by Allies' Subjects - 
Heralded by the band playing the Belgian National Anthem, Monsieur C. Costerman, speaking in French, drew a harrowing picture of the sufferings of his countrymen. Then came a speech in Italian by Signor Catani. Those of his countrymen who had found a home in Australia had, he said, a double duty. As Australians they should give their last shilling; as Italians they should sell their innermost garment to provide funds to carry on the war. Monsieur E. Napoleon Boffard, representing France, gave as an excuse for speaking in English that he had forgotten French. The French peasants, he said, had taken their hoarded-up gold to the Treasury. "You have taken our husbands, you have taken our sons", the women said, "take our gold also, we want France to win." Monsieur Boffard concluded with a powerful appeal to his countrymen to do their duty (5).

The fact that the speakers were addressing the audience in languages other than English was apparently unusual and The Age advertised the meeting as a Meeting of Allies: Novel gathering at Town Hall (6).

The other reference I can find to Carlo speaking Italian was on his first day as a Magistrate at the St Kilda Court, which was on May 15, 1917. At the hearing Giacomo Rando was charged with having, on April 21, acted contrary to the regulations made by the Board of Public Health, under the Health Acts (for securing cleanliness and freedom from contamination of articles of food), to wit, bananas and apples, by storing them in places where things were kept which were likely to contaminate such articles of food or injuriously affect their wholesomeness or cleanliness (7).

The report in the Prahran Chronicle continued with Defendant (in his native tongue) was asked by Mr. Catani, J.P., as to whether there was a child's cot near the fruit and defendant replied that he did not know whether there was or not. The  Court found that apples were stored in the bathroom covered with old bags and rags and a case of bananas were covered with rags. Mr Rando was found guilty and fined  £3 (8).

We will return to Table Talk for another tribute to Carlo and his communication skills - 

Probably he was able to do so much with the slow-moving civil servants around him because he was blessed with unusual vigor himself, and could paint a rosy scheme in treble languages. He was about the best story-teller the department ever had (9).  Treble languages - English, Italian what would his other language be? Possibly French. His brother Ugo Catani,  attended a meeting in 1890 to establish a branch of the L'Alliance Francaise in Melbourne. Ugo was one of the entertainers and all the vocal and instrumental music were the compositions of the best French composers and all the conversation was in French (10), which suggests that Ugo spoke French, so it is possible that Carlo did as well. 

Trove List

I have created  a short list of articles on Carlo and his linguistic skills on Trove, access it here.

Footnotes
(1) Table Talk, February 15, 1912, see here.

(2) Table Talk, September 11, 1913, see here.

(3) This is George Clowser, read about him here https://carlocatani.blogspot.com/2019/07/mr-clowser.html

(4) Ovens and Murray Advertiser, October 24, 1908, see here.

(5) The Argus, August 1, 1916, see here.

(6) The Age, July 31, 1916, see here.

(7) Prahran Chronicle, May 19, 1917, see here.

(8) Prahran Chronicle, May 19, 1917, see here.

(9) Table Talk, May 3, 1917, see here.

(10) Australasian, August 2, 1890, see here.

Carlo Catani - Cyclopedia of Victoria, 1903

In the last post (see here) I looked at Ettore Checchi's entry from the Cyclopedia of Victoria, which  was published in three volumes from 1903 to 1905. The Cyclopedia was an attempt to present a comprehensive survey of the State in most of its multifarious aspects - political, social, religious, and educational, financial, commercial and industrial. In this post, I have transcribed Carlo Catani's entry, from volume 1 of the Cyclopedia.

Carlo Catani - Cyclopedia of Victoria, v. 1.

Carlo Catani

Photographer: Johnstone, O'Shannessy & Co. Image from Cyclopedia of Victoria, v. 3.

Mr Carlo Catani, Engineer for Roads and Bridges, was born at Florence, Italy, in 1852, and was educated in his native city, taking his diploma as a civil engineer at the Technical Institute, and in November, 1872, received his papers from the Minister for Agriculture, Commerce, and Industry. 

He, with Messrs. Baracchi and Checchi, came to Victoria in 1876, and entered the Lands Department. In 1882 Mr Catani was transferred to the Public Works Department, and in 1890 was Acting Engineer for Roads and Bridges, owing to the illness of his chief.  In 1892 he was appointed to that position. 

In Italy Mr Catani was employed on railway work. He qualified as a surveyor under the Land Act in 1880, a municipal surveyor in 1897, and is also a surveyor under the Transfer of Land Act. 

Between 1880 and 1890 Mr Catani was assistant engineer for harbour works, and he succeeded Mr Hynes as Engineer for Roads and Bridges, Harbour Works and Reclamation. It was under his supervision that the Yarra improvement, the Anderson Street bridge over the Yarra, works were carried out.

Ettore Checchi - Cyclopedia of Victoria, 1903

The Cyclopedia of Victoria was published in three volumes: volume 1 in 1903, and the next two volumes in 1904 and 1905. They were, as the title page said, an Historical and Commercial Review- Descriptive and Biographical, Facts, Figures and Illustrations. An Epitome of Progress. The preface explains further -  They were an attempt to present a comprehensive survey of the State in most of its multifarious aspects - political, social, religious, and educational, financial, commercial and industrial. The Cyclopedia was edited by James Smith and published by the Cyclopedia Company. 

This is the entry, from volume 1, on Ettore Checchi (1853 - 1946). Checchi had arrived in Melbourne in September 1876 with Pietro Baracchi and Carlo Catani. 

Ettore Checchi -  Cyclopedia of Victoria, v. 1.

Ettore Checchi

Photographer: Johnstone, O'Shannessy & Co. Image from Cyclopedia of Victoria, v. 3.

Mr  Ettore Checchi, Chief Assistant Engineer for Water Supply, was born in Tuscany, Italy, and educated at the Technical Institute of Florence, in which he holds the degree of mechanical and civil engineering. 

He came to Victoria in 1876, and on his arrival here entered the Lands Department, and shortly after the Public Works Department, which was then professionally directed by Mr W.H. Steele, as Inspector-General for Public Works. 

Mr Checchi was Assistant Engineer for Harbour Works in that department, and in 1888 was transferred to the Water Supply Department, under Mr Stuart Murray, Chief Engineer.  Mr Checchi for four years was in charge of the water-boring works in the Mallee country, but as the operations for striking an artesian supply of water proved to be unsuccessful, the Government decided to relinquish the work. 

Mr Checchi has the control and charge for maintenance of the Coliban and Geelong Water-works, and has carried out the Eastern Moorabool works, which, as an additional source of supply, cost £80,000. Mr Checchi is Hydraulic Engineer for the Victorian Government, and is also a licensed municipal surveyor.

......................................................................................

In a previous post,  I have transcribed an article on Ettore, written by J. N. Churchyard, Research Officer at the State Rivers and Water Supply Commission and  published in Aqua, the S.R.W.S.C. Journal in the 1950s, you can read it here.

I have also transcribed Carlo Catani's entry from the Cyclopedia of Victoria, read it here.