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.

Carlo gives evidence at the Railways Standing Committee regarding the San Remo Pier

The Age of September 25 1901 published this report under the headline - Westernport Coalfields - proposed railway and shipping facilities -
The Railways Standing Committee yesterday examined Mr. C. Catani, engineer for ports and harbors in the Public Works department, with reference to the development of the Cape Paterson and Kilcunda coal fields by the proposed Bass Valley railway and shipping facilities at Westernport. Mr. Catani said that wharfage at San Remo to accommodate vessels drawing eighteen feet could be provided at a cost of £3000, which would dispense with the necessity of spending £500, as proposed, to suit the existing traffic. Vessels could come in by the eastern entrance between Phillip Island and the mainland, or by the western passage. If it was necessary to have a port for vessels drawing up to 30 feet of water that depth could be found in the channel on the west side of Phillip Island, between French Island and Phillip Island, within a mile of Settlement Point and Corinella on the mainland. To construct from Settlement Point a pier a mile long, so as to reach deep water, would cost £25,000 (1).  The cheapest method of providing for immediate requirements would be to carry out the works at San Remo. To provide accommodation for ships by dredging instead of making a pier would be very costly owing to the basaltic formation of the country. To make a channel through the rock would entail an expenditure of about £800,000 per mile. There was a deep channel from Cowes to within a certain distance of Settlement Point (2).

San Remo Harbour, c. 1910

Phillip Island from San Remo Harbour. State Library of Victoria Image H93.272/3

Carlo Catani's views were confirmed by a local expert  Captain Livingstone, of the steamer Lady Loch, stated that vessels drawing 16 feet of water could at the present time proceed up the channel on the east side of Phillip Island, between Cape Wollomai and San Remo, to the latter place, and after loading with coal, turn round return to the ocean by that channel. He said that a steamer of the ordinary type could at present proceed to San Remo, and take on board about 1500 tons of coal, but that specially built vessels, having a shallow draught could carry a much larger quantity than that. It would, however, be necessary to build vessels of a special type for that trade if large carrying capacity was desired. He also stated that there was a deep water channel on the west and north side of Phillip Island, up to within three quarters of a mile of Settlement Point on the mainland. The largest vessel in the world could navigate that channel with safety, but the drawback against using that channel was the long length of pier which would have to be constructed at Settlement Point to reach the deep water (3).

Coal was found at Kilcunda in 1865, but it wasn't until 1870 that the Western Port Coal Mining Company began mining operations. The coal was initially carted by bullock teams to San Remo (originally called Griffiths Point (4)). The roads soon became impassable due to this heavy traffic and a horse tramway was constructed in 1874,  at a cost of £12,700. The Company also spent £720 constructing  a jetty at San Remo. By early 1875, over 5000 tons of coal had been shipped from Griffiths Point to Melbourne. However,  this tramway soon proved to be inadequate as the rails were made of wood and not iron, and so after an influx of capital,  in 1879 the Company replaced the rails  in iron, purchased a steam loco from Tasmania, enlarged the jetty and improved the loading facilities.  The Company continued operations until 1888. By 1899, all steel rails on the haulage route had been removed (5).

The Western Port Coal Company Tramway from the Kilcunda Coal Mines to San Remo

is shown on this map.

Sketch plan of proposed Bass Valley, Powlett River, and San Remo railway by John Collins. SLV have this dated as 1907(?). State Library of Victoria. See the entire map here http://handle.slv.vic.gov.au/10381/115280

Joseph White in his One Hundred Years of History (6) books lists over ten other coal mining leases in the Bass Kilcunda region from the mid 1890s to 1910 most of which were relinquished when it was found that the coal fields could be very irregular. It seems for this reason that the Bass Valley Railway and the expanded shipping facilities at San Remo or Settlement Point, as outlined by Carlo Catani in his evidence to the Railways Standing Committee, did not go ahead.

Footnotes

(1) I have found six reports of Carlo's evidence and four say it would cost £25,000 and the other two, £35,000. See the reports in my Trove list, here.

(2) The Age, September 25, 1901, see here.

(3) Western Port Times September 27, 1901, see here.

(4) White, Joseph One hundred years of History: Shire of Phillip Island & Woolamai 1875- 1928, Shire of Bass 1928-1975 (Shires of Bass and Phillip Island, 1974), p. 46. Griffiths Point changed to San Remo in 1888.

(5) This information comes from Joseph White, op. cit. pp 58-61.  It also comes from Jack Vines Coal Mining Heritage Study in Victoria (Heritage Council of Victoria 2008). They differ slightly in some of the dates. You can read Jack Vines' study here   https://www.heritage.vic.gov.au/__data/assets/pdf_file/0022/513085/Coal-mining-heritage-study-in-Victoria-Vines-2008.pdf

(6) White, op. cit p. 60

Carlo and the proposal to designate Laverton as the noxious trades area in 1917

This post  looks at the history of Laverton as the potential site of a noxious trades area. In 1917, Carlo Catani was invited to be on the panel of  three experts of high standing, to investigate and report on this matter (1).  Laverton, advertised as a new and model suburb, was sub-divided in 1886, a project of the Federal Investment Company of Australasia. The land sales were handled by Staples, Wise & Co and promoted by the publication of  a booklet Laverton, the new and model suburb : with a short history of Melbourne from its foundation to the present time,  written by C.R. Staples of the Estate Agents firm (2).

Laverton, the new and model suburb: with a short history of Melbourne from its 

foundation to the present time by C.R. Staples.

Digitised at the State Library of Victoria http://handle.slv.vic.gov.au/10381/119810

The booklet had a short history of Melbourne and then  a description of  Laverton - 
Laverton, the latest-born suburb of Melbourne, is situate on the main Geelong and Ballarat Railway, being the first station beyond Newport, from which by train it is only ten minutes journey. The new workshops at Newport, tenders for which have lately been accepted, will, when complete, employ some 3000 workmen all the year round, and as consequence land suitable for building purposes within easy distance must increase in value. Laverton has been laid out by the well-known surveyors, Messrs. Bruford and Braim, of 67 Chancery Lane, Melbourne, upon the most improved system, the owners taking pride in the endeavour to make it really model suburb. All the streets are sixty-six feet wide, reserves for public buildings have been set aside, and an area of over twenty-five acres has been dedicated to the inhabitants for park and recreation reserves. 

The site of Laverton is an admirable one, commanding extensive views in all directions, comprising the Bay with its shipping, the Dandenong Ranges, Plenty Ranges, Mount Macedon, and the You Yangs in fact, every prominent landmark within radius of fully thirty miles is plainly visible. The land itself is unsurpassed in the district, and has been known for years as one of the richest spots in the locality, and the owners guarantee that every allotment is suitable, without the expenditure of shilling, for the immediate erection of dwellings, it having sufficient elevation for drainage without any broken ground, cliffs, or other impediments. 

The price and terms upon which it is offered to the public are unequalled in the history of land sales, and have been arranged so that everyone may have chance of securing one or more allotments, and the owners, not grasping at every attainable shilling, offer the land at an absurdly low figure, leaving the unearned increment for the benefit of purchasers.....When it is considered that land at Caulfield, Surrey Hills, Brighton, and other older settlements practically as distant from Melbourne is worth from £2 to £10 per foot, the chance which is now offered of obtaining profitable investment must be apparent to all. The time occupied by the train in bringing passengers from Caulfield to Melbourne is twenty-six minutes, from Surrey Hills thirty-five minutes, from Brighton thirty-three minutes, from Williamstown thirty minutes, from Oakleigh thirty-seven minutes, whilst from Laverton it is about twenty-eight minutes. The Railway Station is in the centre of the northern boundary of the town, and, as already stated, the Newport workshops can be reached in about ten minutes (3). 

Laverton township - complete plan for private sale by Staples, Wise and Co.

Digitised at the State Library of Victoria http://handle.slv.vic.gov.au/10381/115262

In spite of the promotional booklet and attractive adverting posters the new and model suburb seemed to be slow to take off. In 1891 there were 33 dwellings housing a population of 156 and in 1901, 37 dwellings and  a population of 155. Thirty years later, 1921 the population was still only 195 (4). 

In 1917,  there was agitation to have a noxious trades area established and Laverton was suggested. Noxious trades included abattoirs, meat works and other businesses which used the by-products of the slaughtering process such as the blood, bones, fat, hair, wool, hooves, and the offal; the tanneries, cattle yards, fellmongers and wool washers.

Historian Dr John Lack (5) gives us this background to the noxious trades industry - Agitation against river and air pollution resulted in the Yarra Pollution Act (1855) and the discouragement of noxious trades above and opposite the city. Over time the trades tended to gravitate to the lower Yarra at Fishermans Bend and Yarraville, to Stony Creek and to the Maribyrnong at Flemington and Footscray, encouraged by the Sandridge (Port Melbourne), Footscray and Melbourne municipal councils. Their smells made the river approach to Melbourne notorious, and together with household drainage and nightsoil earned Melbourne the appellation 'Marvellous Smelbourne' (as opposed to Marvellous Melbourne). High levels of meat consumption, the rejection of offal except in hard times, and low levels of development and investment in preventative technology, together with the hot Australian summer, may have made pollution from noxious trades worse than in Britain.

West Melbourne ('Worst Smelbourne' or 'Worst Smelldom') was judged to be even worse, and the glue works, tanneries and bone mills of Footscray, through which the western and northern railway lines passed, gave that suburb a reputation as the Cologne of the Antipodes. The 1887-88 Royal Commission on the Sanitation of Melbourne recommended effective controls on pollution, but the sewering of the City Abattoirs at Flemington and the noxious trades along the Maribyrnong came only in the early 1900s, and it tended to anchor existing industries and attract others, including the Angliss Meatworks. In the long depression of the 1890s and early 1900s, councils in inner working-class Melbourne were reluctant to pressure industrialists to improve or move, and men like James Cuming and William Angliss of Footscray were powerful figures. New traders sprang up on old licences at Braybrook, discharging their wastes to the Maribyrnong River which barely flowed in summer (6). 

It was thus no wonder that some municipalities wanted to create a separate noxious trades industry and a municipal conference, convened by the City of Hawthorn, was held  in August 1917 on this matter as The Herald reported on August 22, 1917 (7) - 
Motions carried at a municipal conference convened by the Hawthorn Council, in favor of the creation of a special noxious trades area, were placed today before Mr D. M'Leod, Minister for Health, who, in his reply to the deputation, said that the Government had arranged for the appointment of three engineers of high qualification to report on the suitability of Laverton as a special site. Cr S. Pynor, Mayor of Essendon, Cr E. C. Rigby, of Hawthorn, and Cr A. C. Westley, of Oakleigh, were the principal speakers in urging that the Minister should remove the noxious trades from the residential part of the metropolis.

Mr M'Leod, in the course of his reply, said that an officer of the Department of Public Health had prepared a valuable report as to the suitability of Laverton as a site for noxious trades, but before the heavy expenditure involved was undertaken Mr C. Catani, formerly Chief Engineer of the Public Works Department, and probably Mr G. Kermode, the present Chief Engineer, and Mr W. Calder, the chairman of the Country Roads Board, would be asked to make an inspection of Laverton, which could be sewered and readily furnished with the necessary water supply and other essentials. More important still, there was a bed of brown coal, up to 47 feet in thickness, passing under the site. Electricity could be provided for power at a cheap rate, and as the bay was close at hand products could be shipped by sea. "If the Laverton scheme can be carried out," continued the Minister, "it would be unwise to have anything to do with a piecemeal scheme. The Government agrees, while it is anxious to encourage the establishment of industries in Victoria, that noxious trades should be removed from the residential area" (8). 

Cr Rigby spoke at the conference of the impact that government inertia had on this industry - The fear of removal had been having a retarding effect on them for some time, and had been keeping them back so far as improvements and extensions were concerned. Some of the structures had been up for 50 years and were dilapidated beyond repair. The municipalities did not feel strong or harsh enough to insist that they should be pulled down altogether or entirely remodelled in view of the hope and indeed the promise of the Government— that they would be removed outside the residential areas. They had no hot-headed desire to injure the trades concerned (9). 

The occupants of Laverton from the 1925 Sands & McDougall's Directory of Victoria.

It was still very much a  country town

State Library of Victoria collection.

The occupants of Laverton from the 1935 Sands & McDougall's Directory of Victoria. 

Click on image to enlarge. State Library of Victoria collection.

Carlo Catani, George Kermode (1873-1941) his replacement at the Public Works Department and William Calder (1860-1928) of the Country Roads Board were officially appointed on September 5, 1917 to inquire into and report on the suitability of Laverton as a site for noxious trades (10). The Health Minister, Mr McLeod was reported as saying that the board is not likely to take long over its report (11).  One newspaper report on the aforementioned noxious trade conference convened by the City of Hawthorn noted that Mr. Catani has given evidence that Laverton was suitable in every way - for water, rail and road transport, and situation (12), so you would assume that the report would have been in favour of Laverton being the location for noxious trades. However, the only information I have on the findings of the panel is from a letter Mr Henry Keiley of Brougham Street, Kew (13) wrote to The Herald  in July 1918 regarding the unrecognised possibilities of the textile industry in Australia and he said that a board of engineering experts-Messrs W. Calder, C. Catani and another were appointed to report at once on the suitability of Laverton as a noxious trade area. The board never reported on it; the matter is shelved (14). 

This was not the first time that this matter had been shelved. Mr Keiley had written another letter to The Herald in August 1917, where he said ...with regard to the noxious trades and the proposed site at Laverton. The Board appointed six or seven years ago drew up a report which, like many similar reports, was never acted on, as the Government would have had to pay heavy compensation to the various businesses affected (15). 

Yet another report was commissioned on the suitability of Laverton in January 1919. The Age reported that it is understood that Messrs. W. Davidson (late Inspector-General for Public Works), J. M. Reed (late Secretary for Lands) and E. H. Ballard (Chief Engineer for Railway Works and Ways), who were appointed a board to report on the technical practicability of the Laverton site for a concentration of noxious trades, are finding no insuperable difficulties, and their report, which is believed to be of a favorable character, will be in the hands of the Government very shortly (16). 

The Age report continued on an optimistic note - 

The definite approval of the Laverton site by the Government, and the presumably early commencement of the work of concentrating the noxious trades there will, it is stated, have a revolutionary effect upon the conduct of many of the industries concerned. Having uncertain tenures, owners of noxious works within the metropolis have not, in the main, attempted to erect buildings of a really substantial nature, suitable to the trade. Moreover, in many of the works up to date machinery, designed for the elimination of the personal factor in the more objectionable features of the trades and the reduction of the nuisance to the neighborhood, has been conservatively neglected. With the concentration of the trades at Laverton these undesirable features will, it is stated, have to disappear (17).

The Age also addressed the issue of the need for workers to move to Laverton as it 

follows that the concentration of noxious trades at Laverton will be accompanied by the growth of a not inconsiderable township there, at whose door the concentration of every noxious trade now in Melbourne, under present offensive conditions, would be intolerable. However, it is authoritatively stated that the measures which will be insisted upon to modernise the noxious trades, once they are concentrated at Laverton, will minimise the nuisances to an extent hardly conceivable by the unfortunate inhabitants who happen to be living alongside them at present. The Laverton scheme will provide for the erection of a model township, which will be at some little distance from the site of the noxious works, and in a direction away from the prevailing wind. Here, after his day's work in the noxious factory, the worker will while away his evening hours in his generous garden plot — amidst the roses, the geraniums and the sweet peas— and forget. Thus, paradoxically, optimists believe that the future noxious trades town of Laverton will become one of the sweetest and most beautiful towns in the Commonwealth. It is all, it is claimed, merely a matter of science and supervision (18). 

This was of course, the second plan for the township of  Laverton - as we saw, the 1886 land sales described the future town as  a new and model suburb, and in the 1919 scheme as a model township. However, once again the plan to move the noxious industries to Laverton, did not happen. As Dr John Lack writes -
During the 1920s there was agitation for the removal of the City Abattoirs and the noxious trades to a special outer site in either Braybrook or Werribee shire, and several inquiries were held. But vested interests, wary of the distances involved, the cost of new works, and the imposition of controls, succeeded in postponing any action. Eventually, after World War II the Melbourne and Metropolitan Board of Works designated a noxious trades zone at Laverton North, and today the pungent odour of industry can sometimes be detected by commuters on the Western Ring Road. Closures of obsolete large abattoirs at Flemington, Footscray and Newport, the growth of country killing, the decline in the local tanning industry, the growth in the export of by-products, improvements in transport, storage and processing, and the substitution of synthetics for natural products have largely eliminated noxious trades odours from Melbourne's suburbs (19). 

Carlo's involvement with the decision to designate Laverton as a noxious trades area came after his retirement as Chief Engineer of the Public Works Department, but it is a testament to the esteem in which he was held that he was invited to be on the panel of  three experts of high standing, as The Age described it (20).  The fact that it seems that his panel did not make a report at the time was just symptomatic of the Governments longstanding inaction in this area.

Trove list - I have created  a list of articles relating to Laverton and the plan to turn it designate it the noxious trades area in 1917 and 1919, access it here.

Footnotes

(1) The Age, August 23, 1917, see here.

(2) Laverton, the new and model suburb: with a short history of Melbourne from its
foundation to the present time by C.R. Staples. Digitised at the State Library of Victoria http://handle.slv.vic.gov.au/10381/119810

(3) Ibid

(4) Population figures - Lost and Almost Forgotten Towns of Colonial Victoria: a comprehensive analysis of Census Results for Victoria 1841-1901 by Angus B. Watson (The Author, 2003) and Victorian Places https://www.victorianplaces.com.au/laverton

(5) Dr  John Lack author of A history of Footscray (Hargreen Publishing, 1991) and other works on Footscray.

(6) eMelbourne https://www.emelbourne.net.au/biogs/EM01069b.htm

(7) The Herald, August 22 1917, see here.

(8) Ibid

(9) The Age, August 23, 1917, see here.

(10) The Herald, September 5, 1917, see here.

(11) Ibid

(12) Footscray Advertiser, August 4, 1917, see here.

(13) Henry Loftus Keiley, listed in the Electoral Rolls as a wool classer. He was a regular letter writer to the newspapers in the 1910s, early 1920s.  His father, also called Henry, was the music critic at The Argus for twenty years (The Age, December 30, 1933, see here).

(14) The Herald, July 13, 1918, see here.

(15) The Herald, August 14, 1917, see here.

(16) The Age, January 14, 1919, see here.

(17) Ibid

(18) Ibid

(19) eMelbourne https://www.emelbourne.net.au/biogs/EM01069b.htm

(20) The Age, August 23, 1917, see here.

Carlo's time as an Honorary Justice at the St Kilda Court

On May 15, 1917, Carlo Catani, having just been appointed a Justice of the Peace, took his seat on the Bench at the St Kilda Court for the first time. The Prahran Chronicle of May 19, 1917 (1) reported on this occasion  -
Mr. Catani, having retired front the Public Works Department has been appointed a Justice of the Peace, and took his seat on the St. Kilda Bench for the first time on Tuesday. He was cordially welcomed by the chairman (Cr. Love (2)), who spoke of the splendid work of beautification which Mr. Catani had carried out on the St. Kilda foreshore. He congratulated Mr. Catani on his appointment as a Justice of the Peace and wished him a happy and useful future career in St. Kilda. Lieut.-Colonel Crouch (3), solicitor, said he had the extreme pleasure of knowing Mr. Catani's late son, Lieutenant Catani. The Assistant Clerk of Court (Captain Elspery), and he had served with him in the trenches at Gallipoli for some time. Such a noble son must have had a good father. St. Kilda Bench would be strengthened by the presence of Mr. Catani, J.P.

Captain Elspery (4), court clerk, also tendered congratulations to Mr. Catani. As to his son (Captain Catani), he had met him at the front, and could bear testimony to his high qualities as a soldier and a man. Sub-Inspector McKenna also tendered congratulations.

Mr. Catani, J.P., speaking in words of emotion, said it was a comfort for him to know that his son had died for liberty and righteousness.

Photo of Carlo Catani published in Punch along with other members of the 

Honorary Justices' Association of Victoria.

Punch, June 20 1918 https://trove.nla.gov.au/newspaper/article/130036362

This post looks at some of the cases dealt with by Carlo and his fellow J.P.'s on the the St Kilda Bench, but before we do this we will look at the actual building where the cases were heard.  The Court building that was in use in Carlo's time was on the corner of Grey and Barkly Streets, in the old 1860 Town Hall building. The Chronicle reported on this building in February 1892 - 

The new court room for St Kilda, formerly the old Town Hall, has now been completely transformed for use as a court room. The room is the largest in the colony except the Supreme courts, being 55 by 35 feet, and is a noble and spacious apartment for the purpose. Lighted as it is at both ends, it is bright and airy, and affords ample room tor commodious arrangements. A long bench for the magistrates runs along one side, with the prisoners' dock at one end, and the witness box at the other. The solicitor's table stretches down the centre, and a seat the whole length of the room should afford ample room for witnesses and persons having business at the court. The walls and ceiling are handsomely panelled in neutral tints, and the room as a whole is unexceptionable in all its appointment (5). 

A new Court house in Chapel street opened in 1930 (6) and the old building was demolished in 1933 and as The Age reported in October 1933 - the first of three blocks of flats will shortly be erected on the site of the old St. Kilda court house. Of triangular formation, the land has a frontage of 50 feet to Barkly-street, 180 feet to Grey-street and 100 feet along the dividing line of existing properties (7).

The St Kilda Town Hall, c. 1860s/1870s. Photographer: Donald McDonald.

The St Kilda Council sat for the first time in this building on January 4, 1860. The Town Hall section, with the portico and colonnade, is the front section of the building. The original Court House is the section in front of the bluestone Police Station. 

In 1892, the Court House moved into the refurbished old Town Hall section of the building (8).

State Library of Victoria Image H87.91/11

On his first sitting, Carlo heard the case of  Giacomo Rando who 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 (9). Carlo could speak to the defendant in Italian as the Prahran Chronicle reported - the  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 (10).

The following week they heard  a speeding case and these cases came before the Court on a regular basis - Dr Ernest Greenwood was charged with driving a motor car at  speed dangerous to the public. He was found guilty and fined £2 (11). In another case, Miss Kathleen Braithwaite was charged and found guilty of driving 28 miles an hour in High Street. She was also fined £2 (12). It wasn't just car owners charged with speeding, motor cyclists also appeared before the Bench on a regular basis. A more unusual charge of speeding was heard at Carlo's second appearance on the Bench - Charles Fewster and Leslie Westwood were charged on the information of Constable Rice with furiously riding ponies along the Lower Esplanade on May 6. Defendants stated that the ponies took fright at the band, and as they were fresh they got beyond control. A fine of 20/- was imposed, in default seven days (13).

We know that Carlo was very involved in establishing gardens all throughout Victoria and in those days theft from public gardens was taken very seriously. This report of  a case heard before Carlo is from the Prahran Chronicle of May 26, 1917 (14) -

Arthur Kirk was charged by Sergeant Kennedy, under By-law 8 (15) of the City of St. Kilda, with having plucked a flower in Blessington-street gardens. James Robarts stated that on April 29 he was on duty in the gardens, and saw defendant pluck two roses. Plain Clothes Constable Hall stated that he was keeping watch, and saw defendant pluck a red rose and put it in his pocket. He also plucked a second one. When spoken to defendant said he did not think he was doing any harm.

Defendant: I did pluck one flower. I don't think there were two.

The Chairman: The witnesses say there were.

Defendant: I feel my position keenly. I am very fond of flowers.

Captain Wills, J.P. (16): Why didn't you put the rose in your coat?

Defendant: It was very cold at the time...

Captain Wills: Flowers won't keep  you warm.

The Bench said they were sorry to see defendant place himself in such a position.

A fine of 10/- was imposed, with 8/6 costs. 

There were, of course, many other theft cases including this one concerning a theft  from Luna Park in June 1917 - 

George Shaddock was charged with having stolen 250 yards of copper wire, valued at £25, the property of the Luna Park Proprietary Limited. It was stated in evidence that Shaddock had charge of the key to Luna Park. When questioned by the police, Shaddock admitted having stolen two lots of copper wire, which he sold to a dealer named Johnson for £5/13/-. Shaddock for whom Mr. H. Barrett appeared, pleaded guilty, and his counsel stated that the man had acted under the influence of a master mind.

A sentence of three months' imprisonment, with hard labor, was imposed.

John Johnson was then charged with having received the copper wire, knowing it to have been stolen. Shaddock, the accused in the previous case, said he had told Johnson that the wire was "under the lap," meaning that it had been stolen. Johnson denied having purchased any wire from Shaddock, and said Shaddock had a grudge against him. He was committed for trial (17). 

There were other men who appeared before the St Kilda Bench under the influence, but of alcohol. The charges were drunkedness, often coupled with using offensive language.  There were also charges of illegal detention - one case in August 1917 involved furniture. Ethel Kemp had engaged Henry Ford to cart her furniture to the wharf so it could be shipped to Sydney. The furniture wasn't delivered to the wharf and nor would he hand the furniture back to Miss Kemp. In the end,  Ethel was told she must pay Henry 35 shillings when the furniture arrived at the wharf, but he had to pay 21 shillings in Court costs (18)

Another case involving illegal detention concerned a dog, an Australian fox terrier. This case was reported in The Argus in July 1917-

Women Dog-owners in Court. Pointed comments from the bench.

At the St. Kilda Court yesterday, before Messrs. Love (chairman), Captain Wills, and Messrs Smithwick (19) Catani, Hartley (20), Curtis (21), and Mitchell (22), J.P's - Idalia May Seaberg (23) of Mary street, charged W.G.R. Sprod (24) of York Street, with having illegally detained an Australian fox-terrier dog, value 12/6. Mr. Hoare appeared for complainant, and Mr. O'Dwyer for defendant. 

Complainant stated that she bought the dog in dispute at the South Melbourne Market for 12/6 in May last. She dyed some white marks on its body. Subsequently Mrs Sprod, supported by members of her household, claimed the dog as hers. On the advice of Constable Davidson, and for the sake of peace, she (complainant) handed the door over to the Sprods, and Mrs. Sprod, for her part, promised to restore the dog when, after the dye stains had disappeared, she found it did not belong to her. Further evidence was given on both sides, and three dogs were in court as "exhibits'' in the case, two of them alleged to be the mother and sister of the dog in dispute. The defence was an emphatic denial that the dog in dispute belonged to the complainant.

The Bench ordered defendant to restore the dog to complainant, or to pay its value, 12/6, whereupon Mr O'Dwyer handed over the money on his client 's behalf and retained the dog. The Chairman speaking with warmth, said that it was a standing disgrace to see women showing such great interest in mongrel dogs. If they could not have children of their own to care for they should get somebody else's. 

As the parties to the case were read in the court a scrimmage occurred owing to complainant making a fruitless endeavour to obtain possession of the dog. The Chairman reminded complainant think it was her duty to abide by the decision of the Court. (25). 

Interesting and insensitive comment on the part of the Chairman, Cr Love, about the women, at the time of the trial Mrs Seaberg was 34 and Mrs Sprod was 44 years old.

We will finish off with an assault case reported in the Prahran Chronicle in October 1917,  where the Chairman, Mr Smithwick, also made an interesting comment - 

Charge of Assault. Man's strange act.

At the St. Kilda Court on Tuesday, before Messrs Smithwick (chairman), Catani, Mitchell, Rowan (26), Hartley, Curtis, and Captain Wills, J's P., a man named Wm. Cherry was charged with having unlawfully assaulted Marie Allen, employed in the household of Brigadier-General Hughes (27), of Kantaka, Alma road. Sub-Inspector Harley conducted the prosecution. 

Marie Allen, the complainant in the case, had the bridge of her nose and the region of the left eye dressed in plaster. She said - About a quarter to 12 on Friday night last I was returning home along Alma road, and when near the house I saw the accused coming from the opposite direction. He stopped me and said, "I know you." I said, "Oh, do you? Let me pass." He then tried to take my bag from me but I prevented him. He threw his arms round me, and bit my face. I screamed, and accused ran away. I was afterwards taken to Dr Davenport's surgery for treatment. I am quite positive that accused is the

man who assaulted me.

Accused - Was I in any way under the influence of liquor?-- don't know, because you caught me so suddenly. 

In answer to the Bench, complainant said she had never seen accused before in her life. 

Dr A. F. Davenport said the complainant had a lacerated wound over the left eye, in addition to other marks. The wound was caused presumably by a full set of teeth in the lower jaw and two stumps in the upper jaw He had examined the accused's teeth, and considered that they were consistent with having caused the wound described. Constable A. Gamble stated that he saw accused in High street at 2 o'clock on Saturday morning. Asked what he was doing out at that hour, accused said he was waiting for a friend. Accused had a bruise on his cheek, which he said was a "secret affair." Witness arrested accused on a charge of drunkenness.

Plain Clothes Constable Hall said that accused told him he had been walking about during the night, but did not know where he had been.

Accused said - I do not deny that I had a few drinks during the day. Wherever I have been I have never known myself to be objectionable to women and children. I hold them in the utmost respect. I never knew that I could be guilty of such an offence. I have a wife and three children. I do my best for them. I greatly regret that I have to answer a charge of this kind. Although the evidence seems black against me, I cannot see how I could stoop to do such a despicable thing as that with which I am charged.

The chairman informed accused that he was liable to six months' imprisonment. He had committed the act of a cannibal. Accused was sentenced to three months' imprisonment, with hard labor and ordered to pay £2/2/ costs (28). 

As the Prahran Telegraph reported in their obituary of Carlo Catani, who died  on July 20, 1918 that he was occupying his accustomed seat as honorary magistrate on the bench a the the St. Kilda court only two or three  weeks since (29). 

Trove List - I have created a list of articles connected to Carlo's time on the St bench,  access it here.

Footnotes

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

(2) Cr Love - John Jeremiah Love. St Kilda Councillor 1911 to 1917 and  Mayor of St Kilda 1915/1916. Died 1937, aged 69.  You can read his obituary, here.  I have a bit of an interest in Church Architecture and Cr Love's son Allan was an architect with the firm of Scarborough, Robertson and Love and they designed, amongst other buildings, the Presbyterian Church in Elwood which opened in 1939, which I have written about, here.

(3) Lieutenant Colonel Crouch - Richard Armstrong Crouch (1868-1949) - read his Australian Dictionary of Biography entry, here.

(4) Captain Elspery - surname is actually Elsbury. This is James Ross Elsbury, he enlisted in AIF in January 1915, fought at Gallipoli, and was discharged on medical grounds - neurasthenia - in March 1916. His occupation was a Civil servant. In the 1917 Electoral Roll he was at 'Erinvale' St Kilda Road, Melbourne. He had married in December 23, 1916 to Eileen Reilly, but the marriage ended in divorce in April 1920 - due to constructive desertion - petitioner had to leave respondent on account of medical reasons, for which he was responsible. Seems a bit sad really. Marriage and divorce reports from Shepparton Advertiser, February 1, 1917, see here and The Age, April 14, 1920, see here.

(5) The Chronicle, February 20, 1892, see here.

(6) Prahran Telegraph, January 24, 1930, see here.

(7) The Age, October 10, 1933, see here.

(8) Cooper, John Butler The History of St Kilda from its Settlement to a City and after 1840 to 1930, v. 2 (St Kilda City Council 1931), chapter XXII, pp 39-64.

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

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

(11) Prahran Chronicle, June 2, 1917, see here.

(12) Prahran Chronicle, September 22, 1917, see here.

(13) Prahran Chronicle, May 26, 1917, see here.

(14) Prahran Chronicle, May 26, 1917, see here.

(15)  The by-law number is illegible, it is 8 something, but not sure.

(16) Wills - Richard Wills, listed in  the 1917 Electoral Roll at 26 Scott Street, St Kilda; occupation 'Independent means.' He was Secretary of the St Kilda South Ward Progress Association.  You can read his obituary in the Williamstown Chronicle of January 14, 1922, see here.

(17) Prahran Chronicle, June 16, 1917, see here; there is another account of the case here Prahran Telegraph, June 16, 1917, see here.

(18) Malvern Standard, August 4, 1917, see here.

(19) Smithwick - This is possibly Christopher Richard Smithwick. He was in the 1913 Electoral Roll at Queen's Mansions, St Kilda; 1914 Roll - 11 Park Street, St Kilda; 1919  Roll at 38 Grey Street, St Kilda. Occupation listed each time as 'Independent means'.

(20) Hartley -  Prahran Telegraph of September 5, 1914 (see here) reported that G.W. Hartley of St Kilda was appointed a Justice of the Peace. The 1917 Electoral roll (and other years) lists a George William Hartley, corner Park and Fraser Streets, St Kilda; occupation printer. I presume that are the same man. 

(21) Curtis - the Prahran Telegraph of February 10, 1917 (see here) reported that W.H. Curtis, Gurner Street, St Kilda was appointed a Justice of the Peace. the 1919 Electoral Roll lists William Henry Curtis at 16 Gurner Street; occupation 'Independent means.' Again, I presume that they are the same man.

(22) Mitchell - I believe this is Walter Whitelaw Mitchell, listed in the Electoral Rolls from 1914 - 1924 at 60 Canterbury Road, St Kilda, occupation 'Independent means.' When he died in 1936 a short obituary in The Age of September 1, 1936 (see here) said that he was a J.P and was the returning officer for St Kilda for many years.

(23) Idalia May Seaberg - also in the Electoral rolls as Ida May Seaberg. Married to Leonard Arthur Seaberg, listed as an Engineer. Ida (nee James) died in 1966, aged 83 and Leonard died in 1967, aged 85. 

(24) W.G.R. Sprod -  William George Rodney Sprod, his wife was Emma. He died in 1947, aged 87; Emma (nee Murray) died 1948, aged 75. They had  a son William Rodney born in 1888.

(25) The Argus, July 11, 1917, see here.

(26) Rowan - I believe this was Joseph Rowan, J.P. He died at his home in York Street, St Kilda in February 1920. you can read his obituary in the Malvern Standard, of February 21, 1920, here.

(27) Brigadier General Hughes - Frederick Godfrey Hughes (1858-1944). His wife Eva (nee Snodgrass) established the Australian Women's National League in 1904. They share an entry in the Australian Dictionary of Biography entry, here.

(28) Prahran Chronicle, October 6, 1917, see here.

(29) Prahran Telegraph, July 27, 1918, see here.

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