Within the first few years of the establishment of the city of Melbourne in 1835, it became apparent that the river that had first drawn the people to the area, also greatly divided the rapidly expanding city. The need for a reliable means of crossing the river became increasingly necessary . . .
The ‘Melbourne Bridge Company’ was established on the 22nd April 1840:
” . . . its object the erection of a bridge across the Yarra Yarra, in a line with Elizabeth Street. The committee contracted with Mr. John Augustus Manton, civil engineer, for the construction of an elegant, and substantial iron suspension bridge, to be finished within sixteen months from the date of the contract, and to cost £4500. The Governor signified his willingness to lay before the Council a Bill securing to the company a toll upon the bridge for the space of twenty-one years . . . “
Source: Excerpt – ‘The Chonicles of Melbourne 1835 to 1851, Vol II’ – by Garryowen – published 1888
Negotiations regarding the 21 year term continued:
” . . . New Bridge. – By official correspondence which has lately passed between the Bridge Company and the Superintendent, it is satisfactory to observe that this public undertaking is progressing. The preliminary measures upon the part of the Company consist in an application for the authority to exact tolls for a term of twenty-one years, and restriction against the erection of any other bridge within three miles. His Honor signifies his concurrence in the proposition, and refers the Company to the Legislature for an Act of Council, through which alone they can be empowered In demand toll, but expresses no opinion as to the suggested reservation . . . “
Source: Excerpt – ‘Courier’ (Hobart, Tas) – published 8th December 1840
. . . and continued:
” . . . a hitch occurred in the obtaining of a private Bill securing them in the toll for twenty-one years, for they stuck to the primitive punting . . . “
Source: Excerpt – ‘The Chonicles of Melbourne 1835 to 1851, Vol II’ – by Garryowen – published 1888
The first bridge to cross the Yarra River was at the site now known as ‘Princes Bridge’, St. Kilda Road, Melbourne – noting that St. Kilda Road becomes Swanston Street on the northern side of the Yarra River:
The first bridge at Swanston street was wooden, built by Alexander Sutherland in 1845. It cost £630, and a toll was charged for passage, this being the rule of practically every bridge and main road of the period . . . “
Source: Excerpt – ‘Argus’ (Melbourne, Vic) – Article “The Story of a Century – When La Trobe Arrived . . . ” – published
It is interesting to note that at the time the wooden bridge was constructed:
” . . . there was not a properly made street or footway, sewer, watercourse, or gutter in Melbourne, most of the roads being chains of potholes and stumps . . . “
Source: Excerpt – ‘Argus’ (Melbourne, Vic) – Article “The Story of a Century – When La Trobe Arrived . . . ” – published 16th October 1934
The section of the Yarra River between today’s Queen’s and Prince’s Bridges was once the location from which water for the city was procured:
” . . . For fifteen years after the first settlers arrived (1835), those who had not the means or facilities for private conservation were obliged to depend on water obtained from the Yarra, above a natural reef of rocks situated where the Queen’s-bridge now stands. The water was pumped by hand into carts, and delivered from door to door. As the reef was not high enough to prevent an overflow from Hobson’s Bay at high tide, which made the river water brackish for a few hours, it had to be artificially raised. A writer of the period states that crowds of carts attended daily at the pumps near the foot of the old bridge “to draw up the thin mud from the river bank, flavoured, it might be, by the contiguity of dead animals, town refuse, and horse washing. With the fluid so procured, ans so dispensed at the rate of 2/ a load, all the beer, tea, &c., was compounded, and with it all domestic operations were performed for many a long year.”
Source: Excerpts – ‘Argus’ (Melbourne, Vic) – Article “Melbourne Water Supply . . . ” – published 1st February 1908
Choosing the Site for the Yarra River Crossing
It quickly became evident that the Yarra River separated the rapidly expanding city of Melbourne. The following extract from CL La Trobe’s letter dated 31st October 1844 demonstrates the difficulty in choosing the most appropriate site for a bridge:
” . . . With regard to the precise site to be chosen, I am aware that opinions have differed, and still, no doubt, will differ considerably. Some say the “head of the basin,” where the natural stone dyke which traverses the river, now covered by the dam, would give an undoubted solid foundation, is the proper place ; the more so, as it is adjacent to the business part of the town. Others who are interested in the central portion of Melbourne, and have property perhaps in Elizabeth-street, which is the central and lowest street in town, will say – “opposite Elizabeth-street by all means,” for that very reason, if for no other ; and this in spite of the ascertained fact, that opposite Elizabeth-street, the river banks present no foundation for a Bridge, and that its great depth at that spot is otherwise a strong argument against the plan. Next comes the vicinity of Swanston-street. In favor of this locality may be said that although not exactly central as respects the town of North Melbourne, as now laid out and occupied, it is nearly so as regards the town taken in conjunction with the suburbs of Collingwood and Richmond ; that here a dyke, though seemingly low when compared to that of the basin, traverses the river, and offers, as far as has been acertained, a good foundation ; and that at this point the sound and rising land on either bank is in nearer proximity to the river than at any other point . . . “
” . . . The certain knowledge now acquired, of the sudden and violent nature of the floods to which the river is liable, proves the necessity of viewing the approaches to the Bridge as an essential part of the undertaking. It would be useless to build a bridge, which, for want of proper approaches, would be reached with difficulty in ordinarily bad weather, and become quite inaccessible in time of a flood . . . “
Source: Excerpt – ‘Melbourne Courier’ (Vic) – Article “Bridge over the Yarra Yarra” – published 10 Oct 1845
1845 – The First Bridge to span the Yarra River at Swanston Street
Punts had been crossing the Yarra River from as early as 1838 – plans for a bridge, however, were in existence since the settlement began. It was assumed that ‘The Falls’ would the the selected location for the first bridge, however, the superintendent of the time, Mr David Lennox, favoured the Swanston Street location. Further negotiations settled on the Swanston Street location and hence, plans for the very first bridge to cross the Yarra River were prepared by Mr Lennox. It was to be a wooden structure of simple design, located just to the east of the end of Swanston Street, noting that still today, Flinders Street signifies the end of Swanston Street, the continuation being St. Kilda Road . . .
” . . . When Melbourne was in its infancy and the Yarra was still unspanned, there was a ferry established a little above the site of the present bridge. This was followed by a timber and pile bridge, erected by private persons and on which a toll was charged for crossing. . . “
Source: Excerpt – ‘Leader’ (Melbourne, Vic) – Article “The New Princes-Bridge” – published 6 Oct 1888
.
All the while, the grand plans for a Lennox’s stone bridge were being finalised.
The wooden bridge was built by Alexander Sutherland, in accordance with the plans prepared by Mr David Lennox, and completed in 1845.
Being a non-government enterprise meant, however, that users were charged tolls:
” . . . Toll charges were 2/6 for drays, 1/ for lighter vehicles, and 2d. for pedestrians . . . “
Source: Excerpt – ‘The Age’ (Melbourne) – Article “Princes Bridge Centenary” published 16th March 1946
At a time when the state of Victoria was still a part of New South Wales, income received in Melbourne had to be sent to Sydney unless approved infrastructure commanded it remain in its city of origin. Arguments as to the best use of the £12,000 allocation of funds for the stone bridge raged, as is demonstrated in the article published in the ‘Geelong Advertiser & Squatters’ Advocate’ (Vic) on the 19th September 1846. Many argued that the governance, not private enterprise, should have built the wooden bridge thereby eliminating the tolls charged to the users. They believed that the wooden bridge was more than capable of sufficing the needs of the foreseeable future and claimed the money much better spent:
” . . . A domestic legislature in Melbourne would have purchased the bridge at a cost of £500, freed it of toll, and devoted the £11,500 saved, to the building of twenty bridges on all the roads which bring wool into Melbourne, Geelong and Portland . . . “
Source: Excerpt – ‘Geelong Advertiser & Squatters’ Advocate’ (Vic) – Article “Public Meeting of the Inhabitants of Port Phillip” – dated the 19th September 1846
However, the single arch stone bridge proceeded . . .
.
1850 – ‘Princes Bridge’ – the Second Bridge to span the Yarra River at Swanston Street
“ . . . There is one public structure in Melbourne deserving of notice, and that is the Prince’s Bridge. This bridge is thrown over the river about 500 yards above the dam, and is a great ornament to the city. It is built of very hard stone of a most durable kind. The span of its single arch is but a few feet less than the centre arch of London Bridge, and the balustrade is very handsome. The causeway to this arch, over the flat land on the opposite side of the river to the town, is of a considerable length, having under it several small arches to carry off the floods, which are sometimes very heavy, making, as we were informed, a fair breach over the flat land between the river and Hobson Bay. Below the bridge the river is dammed up, in order to keep back the tide and secure to the inhabitants a supply of fresh water . . . “
Source: Excerpt – ‘Australia Visited & Revisited – A Narrative of Recent Travels & Old Experiences in Victoria and New South Wales’ – by Samuel Mossman & Thomas Banister – published 1853
With the site finalised, the design, format and funding of the bridge had to be decided. The following is a letter dated the 2nd January 1845 and was written by the Superintendent of Bridges, Mr David Lennox, who submitted three proposals:
” . . . SIR, – I do myself the honor to submit the enclosed schedule of tenders received for the supply of stone, timber, lime, and barrows, for the erection of a bridge over the Yarra, at this place ; the estimates of the probable expenses of a bridge with one arch, one hundred and fifty feet span, and thirty feet in width ; of a bridge with three arches forty feet in width ; also a bridge with three arches thirty feet in width. Thirty feet is the width of Lansdown and Berrima Bridges ; and forty feet is the width of Parramatta Bridge, and all the permanent bridges between that and Sydney.
The width of the river I find to be one hundred and sixty feet, as marked by Mr. Surveyor Hoddle ; and the depths are nearly three feet more in account of the dam raising the water higher than it formerly was ; if the bridge is built of one arch, it would require a span of one hundred and fifty feet – the same as one that I superintended over the Severn, at Gloucester, in England, of which I possess copies of Mr. Telford’s plans and specifications ; I am still greatly in favor of a one arch bridge, if the expense is not too great ; the great difference is in the embankments, the banks of the river being so low, not more on an average than one yard, and some parts only half a yard, above the surface of the present water mark, which cannot be much lower while the dam holds good.
The former estimates being so low for a stone bridge, I thought it necessary to call for tenders before making other estimates, that there might be some proof of the fallacy besides my own opinion ; in order to lower the expenses as much as possible, I have calculated for all the wing walls and spaneral walls top be build with hammer dressed stone, which I find can be done much cheaper than cut stone ; I have noticed some very good specimens of that kind of work with blue stone, in Melbourne.
A bridge of one arch at this place will have the finest appearance of any in the British Dominions, the banks of the river being so low that the bridge will all appear above the surface ; and the foundations are good on both sides of the river, but one end of the centre piers must be in deep water, as there are two deep holes on each side near the centre of the river, and it is impossible to avoid one of them with the centre piers, if the bridge is built with three arches.
The embankment might be done for less that one shilling per cubic yard, if the stuff could be convenient to the place, but I am afraid most of the stuff must be taken from the Easter Hill where it is very hard, and the Corporation are taking all the top stuff.
I have taken all the poise I could, to arrive at a true estimate of the cost, but it is impossible to calculate the exact amount that may be required to complete a bridge like the one required at Melbourne . . . “
.
” . . . The Committee concur in the opinion that the Bridge should be built wholly by the Government, and thrown open to the public free of toll. The Report appears averse to any structure with piles (for arches) in the bed of the river, as such would tend to increase the extent of the occasional floods by which the adjoining lowlands are inundated. The vicinity of Swanston-street has been selected as the preferable site. The Committee further acknowledge ” the undoubted claims of that (Port Phillip) District to a liberal expenditure in works of utility,” and advocate ” the immediate commencement of this important undertaking.” The Estimates declare the sum of £6,000 to have been passed for the purpose of commencing operations, which we would fain hope to see on train with all possible expedition. In fact, the plan having been selected — the site chosen — and the money voted, we see no reasonable excuse for further delay. The estimated cost of a stone bridge of one arch, of one hundred and fifty feet span, (the structure recommended by the Report) was in the first instance, £12,209 — but from a recent discovery of a limestone quarry at Corio, the amount will be reduced by about £2,000 . . . “
Source: Excerpts – ‘The Port Phillip Patriot & Morning Advertiser’ (Vic) – Article “The Yarra Yarra Bridge” – published 9th October 1845
The stone bridge had been completed for some months, however, could not be opened until the earthworks to the approaches were completed. As can be seen in the illustration, the approaches had to be greatly heightened . . .
‘Prince’s Bridge’ – the first stone bridge to be constructed in Melbourne, which spanned the Yarra River in line with Swanston Street, was opened on the 15th November 1850 amidst great excitement and ceremony. The bridge sported a single arch spanning some 46 m:
” . . . Princes-bridge, which stood so long as a notable landmark, was commenced in 1845, and its erection occupied five years. The cost was somewhat over £15,000, and both in design and construction was a very favorable specimen of bridge architecture. It spanned the river with a single arch, and, being solidly built, might have stood for many years longer had not the progress of the metropolis rendered necessary an increase of accommodation upon one of the principal avenues into the city. In 1884 tho old Princes-bridge, which for more than 30 years had served all purposes, and had come to bo regarded with affectionate interest by those with whose memories of Melbourne it was inextricably associated, was removed, and a temporary structure was erected pending the building of the new bridge now completed . . . “
Source: Excerpt – ‘Leader’ (Melbourne, Vic) – Article “The New Princes-Bridge” – published 6 Oct 1888
.
The Royal Visit . . .
The very first visit by a member of the British Royal Family to Australia occurred in 1867. Queen Victoria’s second son, Prince Alfred, at 23 years of age, commenced his visit to Melbourne on the 25th November 1867.
For an article detailing the extent of the works, in preparation for the Royal visit – click here: Part 1 – Part 2 – Part 3
The city and surrounding areas of Melbourne went to extraordinary and enormous lengths to celebrate and welcome the Duke of Edinburgh. Prince’s Bridge was especially adorned for the occasion:
” . . . The illumination on Prince’s-bridge, the principal entrance to Melbourne from the south, were of a very noticeable character. Two triumphal arches had been erected from designs furnished by Mr. R. Wilson, of Crouch and Wilson, architects. Each arch was twenty-nine feet wide, springing from piers 4ft. 6in. x 9ft. 6in. on wither side, built in the recesses at each end of the bridge, leaving the road and footpaths clear. The height of the arches in the centre was twenty-two feet. The piers, which rose thirty-two feet high, were painted with material representing red granite in a framework of marble, with gold mouldings surmounted by emblazoned heraldry. The arches were also panelled out in a similar manner, and bore various mottos. At the southern approach were the words “Enter Royal Duke,” and on the reverse, “Welcome to Victoria.” The arch at the northern approach had the mottoes, “Welcome Alfred” on the south side, and on the north “Long may he live.” These mottoes were all executed in variegated lamps, which at night greatly enhanced the beauty of the structure. Each arch was further crowned with the Royal arms and flags of all nations. The space between the arches, along the whole length of the bridge, was filled in with what may be termed festoons of trellis work, decorated with flags, flowers and evergreens, and lighted with a profusion of variegated lamps. The painting was done by S. H. Roberts, of Swanston-street, and Steward and Harrison were the contractors . . . “
Source: Excerpt – ‘Argus’ (Melbourne) – Article “The Illuminations in the City and Suburbs” – published 27 Nov 1867
1888 – ‘Princes Bridge’ – the 3rd to span the Yarra River at Swanston Street
The beautiful bridge that we see today was opened on the 4th October 1888. An engineering feat that still reflects the elegance, pride and beauty of the era in which it was built. It handles volumes of traffic and vehicles that had not even been imagined in the time of its design . . .
Competitive designs were invited for the new bridge, and the choice of the judges fell upon the plan sent in by Messrs. Grainger and Jenkins, though some alterations have subsequently been made. In June, 1883, tenders were called for, but the prices asked were far in excess of the departmental estimate. After much delay fresh tenders were invited in 1885, and on 16th November, the lowest tender, that of Messrs. David Munro and Co. for £136,998 9s. 9d., including the use of the material of the old bridge, was accepted. In carrying out the work engineering difficulties of no slight degree have been met with. There were excavations to be made to widen the river and to provide material for the extensive earthworks on the southern side, and the basalt reef, which formed the foundation of the old bridge, had also to be removed. Coffer dams were required for building the arches in the river. In all these operations exceptional difficulties were met with. The excavations were flooded, the earthworks subsided to such an extent that it was almost feared that no sure foundation could be obtained and the coffer dams collapsed. Eventually, however, all obstacles were overcome and the new Princes-bridge now stands complete, a noble monument of engineering skill and a permanent addition to the architectural beauties of Melbourne . . . “
Source: Excerpt – ‘Leader’ (Melbourne, Vic) – Article “The New Princes-Bridge” – published 6 Oct 1888
A quick comparison of the first stone structure compared to the current bridge clearly shows a dramatic widening of the river warranting 3 arches rather than the single arch of the previous ‘Princes Bridge’. Sir John Coode included the proposed new bridge which had been recommended in 1864, together with the widening of the Yarra River in his proposal of 1879:
” . . . 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 16th November, 1885, and the work proceeded forthwith.
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, £2500 ; Borough of Brighton, £2000 ; Shire of Caulfield, £2000 ; Shire of Moorabbin, £1000 . . . “
Source: Excerpt – ‘The Chronicles of Melbourne 1835 to 1851’ Volume II – by Garryowen – published 1888
The Engineering Marvel that is – the Prince’s Bridge . . .
Designed by John Grainger, the structure remains one of Melbourne’s great treasures. Interestingly, Grainger was also responsible for the Swing Bridge located in Sale, Victoria – which notably still swings until this very day – :
” . . . The following condensed review is from The Argus of the 3rd October, 1888 :—
” Probably no engineering work has ever been carried out in the Colony in connection with which so many difficulties had to be overcome. In the first place excavations had to be made to widen the river, the material from which was deposited in the south approach. The first attempted was that down stream, between the present bridge and the railway bridge. Careful inquiries were made as to the usual height of floods, and a bank of the requisite height was erected around the excavation, after which work was commenced, a gullet being put in, and a track laid from this under the temporary bridge, and up into the bank. Great difficulty was experienced with pipes and drains here, as they crossed the excavation in all directions, some drawing water from the Yarra for use in the paper mills, and some discharging it.
” In May, 1886, cracks were observed in the bank left between the river and the cutting, but as there was still a large amount of material to be removed the bank was shored up. On the 1oth, however — a very wet day, the river rising considerably, and cracks showing in many places along the bank — the rails and sleepers and other plant and materials were removed out of the cutting, and at seven in the evening the bank collapsed and the water rushed in. From this cutting 44,000 cubic yards of earth were taken. To the north of the boatsheds was a much larger cutting, from which altogether 70,000 cubic yards were removed. The water was allowed to break into this on the 23rd May, 1887 ; but another cutting in front of the boathouses was filled by a high flood in the Yarra on the 11th July, before the work of excavation was completed. Centrifugal pumps were fixed, and as soon as the flood-waters began to fall the pumps commenced work and rapidly emptied the cutting. Other excavations were also carried out on the north side of the river, and on the south side, reaching from the northern face of the southern-most pier to the face of the river abutment, and for the various piers and abutments, and containing in all 44,000 yards of earth and 13,000 yards of bluestone rock. A portion of the work was done by dredging, but mostly by ordinary excavation, the material being removed in trucks, which were drawn up an inclined plane by a powerful winding-engine. In all, 224,000 yards of earth and rock were removed, most of it going into the embankment of the south approach. It is said that the site of the present bank was occupied by old clay-pits, but, at any rate, it proved a very bad foundation for the vast weight put upon it. The estimated quantity required for this bank was 140,000 cubic yards, but on account of repeated subsidence over 200,000 cubic yards have been swallowed up in it. It runs up to 30ft. high and provides for a roadway 90ft. wide.
” The bridge in appearance very strongly resembles the Blackfriars Bridge, London. It has unquestionably a fine appearance, and, with the roadway, forms a noble approach to the city, but there are Engineers in the city who declare that as fine, or even a finer design might have been carried out for less money.
” In the construction of the bridge itself 150,000 cubic feet of bluestone ashlar, 11,500 cubic yards of rubble, 6,000 cubic yards of concrete, 13,000 cubic feet of Malmsbury stone, and 3000 cubic feet of granite have been used. The majority of the bluestone was obtained from the contractor’s quarris at Footscray, which were opened for this purpose, a siding being laid into them from the Sandhurst line, and a siding to the site of the bridge from the Prince’s Bridge Station yard. The largest stones used weighed seventeen tons in the rough, and these finished may now be seen in the cutwaters on the piers, just below the granite columns. The Malmsbury stone – a finer, softer, and cleaner species of basalt, used for the carving and the more finely-finished work – was obtained from the contractor’s quarry at Kyneton, and the granite from Mr. Blight’s quarry at Harcourt. In that quarry blocks of granite can be easily cut beside which Cleopatra’s Needle would be a toy. Blocks, 120ft. long and 30ft. square, can be obtained without difficulty. Before ordering this stone, however, enquiries were made in all the granite-producing countries of the Old World – – in the Pyrenees, France and Spain, in Scotland, Wales, and Ireland. The prices quoted were high, and no firm would undertake to supply the large columns in less than two or three pieces.
” The City Council insisted on each of the large columns consisting of a single stone. The stones were easily obtained in the quarry, but the task of conveying them to the work was more difficult. The bridges and culverts between the quarry and the Castlemaine Station were most carefully examined, and very elaborate preparations made and precautions taken. The large blocks were packed upon heavy waggons drawn by twenty-four horses, and were landed without serious accident on four large trucks which had been specially strengthened and prepared. A special train was formed, and run at a slow speed at a time when all other traffic could be conveniently stopped. On arrival at the site of the work, a twenty-ton crane was ready to unload the huge stones, and special machinery was employed to polish them. None of the granite-polishing firms in the colonies had the necessary plant for working these columns. The contractor was, therefore, compelled to construct his own, and many ingenious contrivances had to be originated to overcome the unusual difficulties. It is stated that so large a surface was never before polished at one time. By means of the powerful plant available these stones were all fixed in position with little difficulty, and without any casualty. This plant consisted of three Goliath travelling cranes, of 45ft. span, and capable of lifting twenty tons and travelling on a high staging side by side the whole length of the bridge works.
” The iron for the bridge was specially rolled, and workshops were erected at South Melbourne for the construction of the girders for this and the ‘Falls’ Railway Bridge. There are altogether 1,000 tons of wrought iron in the bridge — the iron for the rivets of which, if placed on end would reach thirty miles — and about 200 tons of cast iron.
” A somewhat detailed description of the new bridge will doubtless be interesting. The bridge consists of three spans of 100ft. each, and a land span of 24ft. at the south end, and measures in all over abutments about 400ft. in length. The width between the parapets is 99ft., 63ft. being occupied by the tramway, carriage-way, and side channels, leaving a footpath 18ft. wide along each side. The abutments, piers, and wing walls are built of bluestone, with concrete foundations resting on solid rock. The three main or river spans of the bridge are in the form of segmental arches, having a rise of 10ft. at the crown, each arch being formed of 10 ribs constructed of plate and angle iron, and having a depth of 3ft. at the springing and 2ft. 6in. at the crown. The top boom, spandril, filling, and bracing, consist of angle T and plate iron. Over the longitudinal ribs transverse plate-iron girders, 12m. in depth, are placed, spaced generally about 5ft. 3m. apart. These girders, in the case of the roadway, carry the bent plates which form the constructional part of the floor of the bridge. In the case of the footpaths, longitudinal rolled iron bearers are introduced over the cross girders, with the object of gaining the additional height required, and the floor-plates are secured thereto. The main longtitudinal ribs to the land span of the bridge are straight wrought-iron plate girders, the cross girders and super-structure being of the same construction here as the river spans. Over the bent floor-plate, concrete is filled in, brought to a regular surface, and finished with a 1in. layer of cement mortar. Over this the tram and carriage-ways are laid with red gum blocks, and the footways formed of Seyssel asphalt with a kerbing of bluestone. After the design for the bridge had been adopted, special provision had to be made for the accommodation of the cable tramway, which necessitated the lifting of the roadway to the extent of 5ft. 2in., and the parapets were increased in height from 3ft. 3in. to 3ft. 9in. The face-work to the arches and girders of the bridge, also to the spandrils and the parapets over the openings, as well as over the wing-walls, are of cast-iron. The caps and parapets over the abutments, piers, and pilasters to the wing-walls are of stone, with carved enrichments, harmonizing with the cast iron work. The south approach to the bridge is carried over an embankment, which is more than 30ft. in height at the highest point. The original width of the river at the site of the bridge at ordinary times was about 130ft. It has now been increased to about 316ft . . . ”
Source: Excerpt – ‘The Chronicles of Melbourne 1835 to 1851’ Volume II – by Garryowen – published 1888
The Laying of the Foundation Stone
The ceremony to celebrated the momentous occasion of the laying of the Foundation Stone took place on Tuesday, the 7th September, 1886:
” . . . (From our Melbourne Correspondent. Tuesday.)
To-day the ceremony was performed of laying the foundation stone of the hand some and expensive bridge which is in course of building over the river Yarra, in a line with Swanston-street. Although the laying of the foundation stone of so important a structure as the new bridge might, one would have thought, have warranted the presence of his Excellency, the duty was entrusted to Mrs Stewart, wife of the mayor of Melbourne. The ceremony was performed on the southern side of the river, and to reach the spot a temporary planking had been erected across the stream. Around the stone were gathered, besides the mayor and mayoress, the hons. A. Deakin (Chief Secretary), J. Nimmo (Commissioner of Public Works), F. T. Derham (Postmaster-general), C. H. Pearson (Minister of Education), J. Lorimer (Minister of Defence), K. Walker (Commissioner of Customs), Sir James McBain, the hon. F. Ormond, the officers of the Public Works department, Mr David Monro (the contractor), and some other privileged guests. Higher up, the platforms were filled with ladies and gentlemen who had been invited to witness the ceremony. The works were gaily decorated with hunting, and a hand of music played. The hon. A. Deakin, Chief Secretary, led off the proceedings in a short speech. He observed that rather more than 40 years had elapsed since the foundation stone of the old Princes Bridge was laid, and he said that he would have been a bold man who would have predicted that within half-a-century of that period that structure would have been replaced by a still finer and more magnificent one. The circumstances of Victoria had been unprecedented, the population of the city having increased from 12,000 to 365,000 inhabitants, and the population of the colony from 33,000 to over a million. Such a change, in so short time, had not been witnessed anywhere else. The old bridge, which cost £20,000, took four years to complete, but the present bridge, which was to cost £150,000, was to he finished in less than two years. He pointed out that the building of the new bridge was a matter of difficulty, owing to the regret which was felt at demolishing the old structure, and that it was only when the work was connected with the improvement of the Yarra that it became practicable. He referred to the fact that no less than 50,000 tons of solid rock had been raised from the bed of the river, and he anticipated that the work which was being carried out would effectually put a stop to floods. He regarded the making of the bridge as something like the wedding of North and South Melbourne, and said that spot might one day bourne, and said that spot might one day be the centre of the greater Melbourne of the future. Mr David Munro then read an address to Mrs Stewart, in which reference was made to its reasons for building a new bridge, the enterprising spirit of the governing Parliament and other contributing bodies being also alluded to. The contractor said he was proud that it had fallen to his lot to carry out such an important national work, and he felt sure that to none could the occasion be of greater pride than to the mayoress, who was born in the city. The mayor, in reply, read a long and interesting address, full of statistical information in reference to the old and new bridge, most of which has been anticipated by the -newspapers. The Yarra was crossed from 1835 to 1815 by a punt. In the latter year a wooden bridge was erected at a cost of £500. In 1840 the foundation stone of the bridge which has just been demolished was laid by Mr Superintendent Latrobe, the bridge being opened in 1850. The contract price of the present bridge is £130,998 9s 3d, which has been contributed by the Government, the city of Melbourne, and the cities of the northern suburbs. The contract time for its completion is November 16th, 1887. The trowel used by Mrs Stewart was a very handsome silver one, suitably engraved and ornamented. Some little-time was lost, owing to the rain having filled the cavity in the stone in which the bottle containing inscription, coins, and news was thus a bailing out process, as the sealing of the bottle would probably not long-have held out against the influence of the water. In laying the stone, Mrs Stewart was assisted by the Inspector – General of Public Works. She declared it duly laid, and named it “Princes Bridge.” This portion of the ceremony was concluded, after the inevitable photographer had done his work, by hearty cheers, given at the invitation of Mr Nimmo, for the Queen, the Prince of Wales, the Governor, the mayoress, and the contractor. At the conclusion of the ceremony, about 400 ladies and gentlemen sat down to luncheon, at the invitation of Mr D. Munro, the contractor. Amongst those present were the mayor and mayoress of Melbourne, Sir James McBain, Mr Nimmo. Mr Deakin, Mr Pearson, Sir Bent, and Mr John Blyth. The affair passed off with great eclat . . . “
Source: Excerpt – ‘Geelong Advertiser’ (Vic) – Article “The New Princes-Bridge” – published 8th September 1886
Helpful Hints:
Discover Melbourne:
– Shopping
– Facilities available at Melbourne
Sorry, no records were found. Please adjust your search criteria and try again.
Sorry, unable to load the Maps API.
- Sealed Road