The Chronicles of Early Melbourne/Volume 2/Chapter 37
CHAPTER XXXVII.
THE RIVER YARRA: ITS FALLS, PUNTS, BRIDGES, AND NAVIGATION.
SYNOPSIS:—The Yarra River Described. —The Yarra Falls. —The First Puntman, William Watts. —First Punt at Richmond. —Murder of Monahan. —"Paddy" and "Polly" Byrne. —The Melbourne Bridge Company. —The First Bridge Across the Yarra. —Prince's Bridge. —Laying the Foundation Stone. —Public Demonstrations. —Particulars of Construction. —Opening of the Bridge. —Grand Processional Display. —Collapse of the Richmond Bridge Company. —Port and River Navigation. —Mr. Amman's Scheme. —Mr. Blackburn's Suggestions. —Porpoises in the Yarra River. —A Disputed Point. —Mr. Robert Russell's Opinion of "The Falls." —Drowning of Young Batman.
THE Birr-arrung (water coursing through mist and umbrageousness), as aboriginally designated, but accidentally named the Yarra Yarra—Anglice, Flowing-Flowing—by Mr . Charles Wedge under circumstances elsewhere narrated, was, when first seen by white men, a stream shrouded in romance, and wrapped in a grand grotesque wildness, to which its waters and its banks within the Melbourne circuit have long been strangers. From the spot whereon Melbourne was afterwards built to the Saltwater River confluence, the Yarra Yarra flowed through low, marshyflats,densely garbed with ti-tree, reeds, sedge, and scrub. Large trees, like lines of foliaged sentinels, guarded both sides, and their branches protruded so far riverwise as to more than half shadow the stream. The waters were bright and sparkling; and, wooed by the fragrant acacias, shaking their golden blossom-curls, how different in aspect and aroma from the Yarra of to-day—a foetid, festering sewer, befouled midst the horrors of wool-washing, fellmongering, bone-crushing, and other unmentionable abominations! Some of the contiguous timber attained to a considerable height in the region of the present Queen's Wharf, and the Yarra basin constituted a natural reservoir which, viewed from the adjacent eminences, offered a spectacle for which eyes would now seek in vain. The Eastern and Western, the Emerald and Batman's Hills formed an immense cordon of she-oak, gum and wattle tree forests, which it could hardly be imagined would ever succumb to the fire and the axe of civilization. As for herbage, it luxuriated everywhere, and two persons still living, who walked through un-streeted Melbourne in 1836, have informed me that in the places now known as Collins, Bourke, Elizabeth, and Swanston Streets, they waded through grass as green as a leek, and nearly breast high. The blacks, the emus, the bell birds, parrots, and magpies had the northern quarter all to themselves, for the kangaroos mostly affected the southern side of the river, satisfied with the immense scampering area afforded them throughout that then practically illimitable region. The Yarra also swarmed with a sort of black fish, bream, flounder, and herring, which afterwards became a source of much sport to European anglers. The porpoises used not only to venture out of the Bay into the Saltwater River, but were sometimes rash enough to indulge in an aquatic stroll as far as Richmond. The Yarra Falls were primarily a rocky ledge barring the river, but in the centre was a fissure sufficiently wide to permit small laden boats to ascend at high water, and such had been known to do so occasionally. The salt water flowed up the river sometimes as far as Studley Park and into Gardiner's Creek. Shoals of sharks would now and then, like a hostile squadron, take a reconnoitering look in at Sandridge and Williamstown, and seals have been caught at the place now known as Fisherman's Bend. For years after the white occupation an excursion up the river was most enjoyable; along by the new Botanic Gardens and round towards Studley Park and the Yarra Bend, which, with two or three nooks in the Merri Creek, were the favourite haunts for the aborigines— "the forest primeval," tenanted with trees of every age and condition, which had weathered many thousands of storms.
Boating pleasure parties contributed one of the earliest modes of recreation for the few persons sufficiently affluent to indulge in such a luxury; and the following account of one of these excursions on the 1st March, 1839, extracted from the Port Phillip Gazette, will best convey to the mind of a present reader some notion of the locality of which I am now giving a brief and cursory description:— "The spirit that dwells on the wavelets of the Yarra Yarra, if we may use so bold a metaphor, must have gazed up from his sedgy throne in mute astonishment when he beheld the gay, though strange and intruding, company of foreigners that swept up the stream of his ancient domain on a late joyous occasion. We can imagine the rapid and changing shades that chequered his sea-green countenance when he heard the light musical laughter and beheld the beaming of the bright eyes that starred themselves in the waters of his own silent stream, as it were to mock the deep repose from which they had awakened the river god; heedless of his indignant looks, and the wondering gaze of large-eyed 'loobras,' who ran from spot to spot to scan through the mingled foliage of the wild vines and mimosa the movements of the white man's canoes, the boats with their varied freights floated away from reach to reach, until they closed upon the destined theatre of future merriment. We might dwell upon the happiness and gaiety of the scene that followed—the cool tent where the ladies reposed—the sward that bent beneath their 'many twinkling feet'—the dainty viands spread beneath the shade of the ancestral trees—the devoted gallantry of their attendant squires—the flash of the wine cup and the melody of song, till w e fell into despondence over the comparison which the cares of our every-day money-seeking life present to those scenes of unrestrained mirth and pleasure; but it is a part of the philosophy of life which we anxiously cherish to avoid these painful contrasts. Sufficient to say that night came down upon Yarra's stream before the long flotilla was again moored, deserted, and in silence under the shadow of the town houses."
The writer of this stilted effusion I take to be the once gay and jovial George Arden, the Gazette's editor at the time, and though the "flash of the wine cup" glitters through the diction, enough of simple prose remains to show that the Yarra was then a wildly fascinating place.
The first survey of the river was made early in 1839 by a Mr. Nutt, an assistant surveyor. He penetrated to a distance of 112 miles, and so great was the river's sinuosity that he roughly estimated the point he had reached to be in a straight line not more thanfiftymiles from town, but it was certainly much less. A station taken up by Messrs. W. and D. Ryrie was the sixty-mile limit. Mr. Robert Russell, the first principal officer of survey, made short occasional trips riverward; but in 1844 Mr. R. Hoddle, the then head of the Survey Department, traversed a considerable portion of the Upper Yarra country, and submitted an interesting report upon the subject. The Upper Yarra region attracted little or no attention until the gold discoveries impelled adventurous diggers to enter its fastnesses.
On arriving in Port Phillip, I was an expert swimmer for many years, and, one hot summer day, jumped into the Yarra, in the vicinity of the now Punt Road ferry. The river was deep, and down I went, but was astonished to find that my ascent to the surface was impeded by a kind of suction drawing me downward, and it required all the muscular power in my body to get up again, when I effected a safe landing, and never after ventured into Yarra running water. Several instances have occurred where some of the best white swimmers in the colony suddenly and unaccountably lost their lives in this river. As for the blacks, they are amphibious by habit and necessity, and no one ever heard of one of them meeting such a fate.
The "Falls,"
So long spanned by the well-known bridge of that name, mark a spot of some historical interest, as it was there the first attempt was made of anything like a public work in the colony. The "Falls," and not the river, ought to be known as "Yarra Yarra," which is the Aboriginal appellation for a rapid, or any rush of water over rocks. Though fresh water was obtainable above the "Falls" at certain hours, the salt-water impelled by the tide rendered it so brackish as to be often undrinkable. Therefore, an effort was made to stem the deleterious up-flow, and in 1839 a weir, or dam, of the rudest kind was thrown across the "Falls." It was formed of stone, mud and mortar, by the labour of a convict road-gang, and in August the Port Phillip Gazette wrote of it as "simple, neat, and substantial," and equestrians were "requested not to ride on it," being dangerous alike to man, horse, and embankment. The "substantiality" of this undertaking soon gave way, and ere a year had passed the matter was brought so prominently under the notice of Governor Sir George Gipps on his visit to Melbourne in 1841, that His Excellency not only directed the construction of a new breakwater, but volunteered to prepare a specification for the same. Sir George, be it known, was a Captain of Royal Engineers. Though shortly after His Excellency's departure this projected breakwater was commenced, owing to the stinginess of the Government, or other unknown cause, the Vice-regal design was never worked up to, the thing was scamped, and turned out more than half a failure. The brackishness of the water was partly reduced, but the supply was noxious, and anything like good water was not to be procured until the Yan Yean advanced to working order. The boiling process worked off the saline insalubrity of the water to a great extent, and the river did not reek with the disgusting contributories which in a few years commenced that pollution which, increasing with time, at the present day has transformed the waterway into a cloaca maxima of festering impurities. The Town Council was subject to spasmodic fits towards abating the universal nuisance, but the "vested interests," and the absence of adequate legislative authority, completely paralysed intentions excellent in themselves. The only other natural breakwater within miles of Melbourne was the "Falls" at Studley Park, remarkable as a once favourite crossing-place for cattle, and a station for herring fishing, much affected by the ancient anglers.
Punts.
The primitive European mode of crossing an Australian river was a contrivance at once simple and easy of execution. A dray without wheels, made water-tight by tarpaulin, was launched through the agency of a small rope looped round the main rope across the river, and the requisite quantum of haulage, the transit was accomplished. The first punts were not unlike a couple of huge bullock-drays fastened together. The first man to experimentalise with a punt over the Yarra at Melbourne was a Mr. William Watts, and the crossing place was about half-way between Swanston and Russell Streets. He did so under license, by which he was authorized to charge puntage rates. Watts launched his punt on the 15th April, 1838, and it was christened "The Melbourne" by his daughter breaking a bottle of champagne against one of its sides, after which there was a plentiful distribution of grog on the spot. In honour of so important an event, however, there was a stiff jollification at the town taverns in the evening, when no such nonsensical stuff as "Sham-pain," but stiff fiery rum, and not the best of half-and-half, formed the bibations. Of all the merrymakers on that memorable though not very remote occasion, I know of but one now alive and well able to crack a bottle of champagne in Melbourne to-day, viz., the veteran Thomas Halfpenny, the Studley Park Ranger, whose good-humoured face has already peeped out in these Chronicles.
The first punt "spec." seems to have succeeded with Watts, for in 1839 he established another over the Saltwater River near Footscray, where he also purposed opening a public-house; but as a license would not be granted, he disbanded the punt, and the Saltwater remained unpunted for some time. The Melbourne punt continued at its work, and a second one was added; but on the formation of the Melbourne Bridge Company, the punts passed by purchase to that co-partnery, and remained in operation until superseded by a wooden bridge. Dr. (afterwards Sir J.) Palmer, who had early established himself at the now St. James' Park, on the Yarra, was the first to place a punt over the river at Richmond.
At the time when the Melbourne punt flourished there was a small settlement known as the Brickfields, south of the river on the flat, running from the Government House Reserve round by Emerald Hill, and this place was the resort of a drunken, bloodthirsty, thieving crew, by whom several nocturnal depredations were committed. One night in 1842, a policeman named Rody Monahan, whilst on duty near the place was set upon by some of the brickfielders, and pitched into the river, where his body was found after several days' search. It was thought that he had interposed to quell a drunken row, and lost his life in consequence. Three men were apprehended on suspicion of the crime, but were released through want of evidence; and though the Bridge Company offered a reward for information towards bringing the offenders to justice, nothing ever came of it.
Ferries.
Trans-riverine locomotion by boat was established contemporaneously with the punting. The first Charon that plied close to the "Falls," was an ancient Irish Celt, known as Paddy Byrne, who lived close by the Southern terminus, with an only daughter named Polly. They were both in their way public favourites, and when the father would be asthmatically or rheumatically disposed, as occasionally happened, Polly officiated as "skipper" with skill and liveliness. This ferry continued until the erection of the recent Falls Bridge, after "Paddy" had gone to stretch his bones in the old cemetery, and "Polly" somewhere else to the chronicler unknown. The keeper of the second ferry was, in 1839, one John Matthews, by no means so much an identity as either Paddy or Polly Byrne, and during the great Christmas Eve flood of that year, he had a miraculous escape from drowning. His boat and himself were swept from their moorings, and he would certainly have come to grief, but for his gallant rescue by a couple of sailors.
Bridges.
Considering the daily increasing importance of Melbourne, the punt system was abolished, and a bridge over the Yarra substituted.
Melbourne Bridge Company.
Committee:—Messrs. D. S. Campbell, P. Mayne, J. Sutherland, J. J. Peers, J. B. Were, F. McCrae, M.D. Secretary and Treasurer:—Mr. Donald Gordon McArthur.
This company, established 22nd April, 1840, with a capital of £5000, in shares of £10 each, had for 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.
The company's shares were taken up, and it was agreed that £150 a year should be paid to the Government for the privilege of punt-plying. After this the punt charges were on a loaded dray, 2s. 6d., 1s. for each gig, and 2d. for a foot passenger. In 1842, the Government increased the annual rent of the punt to £200, and required the company to supply two constables to be always on duty there. The company and their engineer appear not to have got on amicably about "the elegant and substantial iron suspension bridge to be furnished within sixteen months," and 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 for several years.
At a meeting of shareholders held on the 15th April, 1845, in the Royal Exchange Hotel, it was decided to have a fixed bridge. There was much controversy between the Superintendent (Latrobe) and the Bridge Company as to where the bridge was to cross the river. Latrobe favoured the end of Elizabeth Street, whilst the company preferred Swanston Street. At Elizabeth Street the water was twenty feet deep and the bottom composed of thick mud, whereas at the other place the depth was not more than seven feet, with a hard gravelly bed, and this led to the abandonment of the Elizabeth Street motion. Tenders were invited, and Mr. Alexander Sutherland's was accepted. According to contract he was to complete the bridge, approaches included, for £400, and the firstpile was driven on the 9th June. When his work was finished he found he had so far miscalculated in his estimate that it cost him £530, and for the £130 at the wrong side of his ledger he made an ineffectual appeal to the company. The bridge crossed the river in a slanting direction towards Edwards' boathouses, and (in 1883) I saw some of the old piles remaining where originally put down. In January, 1846, the bridge was leased to a Mr. R. A. Balbirnie, and it remained in the company's hands until superseded by the opening of a free Government bridge in 1850.
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Prince's Bridge.
The necessity for the erection of a suitable permanent bridge at length compelled the attention of the Government, and as it was a matter likely to entail considerable expense, it was referred for consideration by a Select Committee of the Legislative Council of New South Wales. Mr. David Lennox, an officer of experience was despatched to Melbourne to obtain reliable data, and the Committee (24th September, 1845) recommended "that a bridge of one arch with a span of 150 feet, estimated at £10,000, should be erected over the Yarra, at a spot opposite to or in the vicinity of Swanston Street, Melbourne." Lennox's plan of the bridge was approved by the Superintendent (Latrobe), and the Government lost no time in acting upon the report of the Legislature. It was decided that the bridge should be begun on the same day, and with much the same ceremony as the long-talked-of, long-expected, and sadly-required Melbourne Hospital. The several public bodies who promised to co-operate in the one undertaking were invited to be equally obliging to the other, and the event was in every sense a gratifying success. As the procession of the Hospital has been fully described in another chapter, it is only necessary to notice here the special circumstances connected with the laying of the foundation.
After the Masonic Brotherhood and other Societies were arranged in the places assigned to them, the proceedings commenced by the Rev. A. C. Thomson, Masonic Chaplain, offering a prayer composed by himself for the occasion, after which he delivered the following invocation:—
"May the great Architect of the Universe permit this work to be carried on successfully to its completion; and make this bridge serviceable for the design of its erection, that by its means the bounties of Providence may come in to the people of this place, to their welfare, and to the glory of His holy name."
Masonic response—" So Mote it be."
The stone, previously adjusted, was then partly lowered, and Brother Frederick Lord Clay, as the Junior Worshipful Master, having received a bottle containing various coins of the realm from His Honor the Superintendent, deposited it in the stone, and also a brass plate, the inscription on which was read by Brother John Stephen, as Director of Ceremonies. It was thus :—
THE FOUNDATION STONE
Of
This Bridge Over the Yarra Yarra River, at Melbourne,
Was Laid on the 20th Day of March, A.D. 1846,
By
His Honour Charles Joseph Latrobe,
Assisted by
The Ancient and Honorable Fraternity of Freemasons,
In the Ninth Year of the Reign
Of
Her Most Gracious Majesty Queen Victoria.
Governor of New South Wales,
Sir George Gipps, Knight.
Superintendent of Port Phillip,
His Honour C. J. Latrobe, Esq.
Resident Judge,
His Honour William a'Beckett, Esq.
Mayor of Melbourne,
His Worship J. F. Palmer, Esq.
Superintendent of Bridges,
David Lennox.
The corn was then scattered, some oil and wine poured on the stone, and another invocation was offered by the Chaplain, as follows:—
"May the bountiful hand of Heaven ever supply this Province with abundance of corn, wine, and oil, and all the necessaries of life ; may He whose mighty hand encompasses Eternity be the guardian and protector over this infant city and its inhabitants and may this building which spanneth the waters be long His protection—long preserved from peril and decay."
Masonic response— "So Mote it be."
His Honor the Superintendent observed that as this was in fact the only bridge which for many years would probably be constructed over the Yarra, he wished that it might be distinguished by the name of "Prince's Bridge," in honor of the Prince of Wales, who he hoped would yet be the Sovereign of the Australian colonies.
Mr. E. J. Brewster, M.C., and a member of the Masonic Body, delivered an address, in the course of which he expressed the satisfaction entertained throughout Port Phillip at the commencement of a great and useful public undertaking, and hailed it as the forerunner of similar works urgently required throughout the district. It was impossible not to consider the period when this bridge was being erected as most auspicious. After a long night of suffering and distress Port Phillip had arisen with resuscitated energy and vigour; never was it in a more healthy condition; and when the failure of crops with which it had pleased Providence to afflict other portions of the earth was considered, it should be remembered with thankfulness that here the full horn of plenty had been poured out. The bridge will be the means of uniting two of the most fertile portions of a country justly designated "Australia Felix," and be of incalculable advantage to the commercial interests of Melbourne. He concluded thus:— "Having looked before us, if we would now look upwards, and for a moment view the vast arch extended over our heads, we will at once see how meagre and transitory is the proudest structure of man when compared with the everlasting handiwork of the Great Architect of the Universe. But this is a Masonic suggestion, and reminds me that we have now to proceed to lay the foundation of another building; this is more directly personal, and for our own benefit,—that for the purpose of benevolence. In both, Masons are peculiarly interested, being from time immemorial the promoters of charity and the disseminators of the useful and liberal arts. It only, therefore, remains for me on the part of that Order, the basis of whose constitution is, to fear God, honour the Queen, and love one's neighbour as one's self—to tender you, Sir (the Superintendent) our grateful acknowledgments for the invitation which has afforded us an opportunity of participating with you in the performance of this day's ceremony; and in conclusion, to offer our supplications to the Supreme Architect of the Universe that this work, so favourably commenced, may rise in beauty, harmony, strength, and honour, to the country, to the satisfaction of you, Sir, its founder, and to the credit of our ancient Fraternity."
His Honor the Superintendent said he sincerely trusted that the bridge about to be erected would yet be traversed by thousands of the children of the present residents in the Province. He expressed his thanks to the different Fraternities honouring the occasion with their presence, especially the St. Patrick Society, the Temperance Society, and the Masonic Body.
At the conclusion of these observations, three loud cheers were given for the Queen, with three for the Superintendent. The "National Anthem" was then chanted by all present, and that portion of the day's work concluded, the assemblage proceeded to assist at the foundation of the Hospital.
The Masons and Oddfellows held high carnival that evening in honour of the joint ceremonies of the day, but the bridge was paid an unique and special compliment by the Chief-Constable (W. J. Sugden) entertaining the members of the police force at a dinner in the Market Square Hotel.
The bridge was 150 feet span and 30 feet in width, and the following is an estimate of the probable outlay:—Digging foundations, &c., £500; making and putting up centring, £800; 27,000 cubic feet of cut stone in the arch, of granite, at 2s. per foot, £2700; 10,660 cubic feet of cut stone in the abutments, of bluestone, at 1s. 6d. per foot, £799 10s.; 5959 cubic feet of cut stone in the frieze, cornice, parapets, &c. at 2s. per foot, £595 l8s.; 4847 perches of building stone in abutments, wing-walls, &c., at 6s. per 
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The recent discovery of a stone quarry at Corio (Geelong), suitable for the work, would, it was expected, reduce the gross amount by £2000. The troubles of the bridge, however, soon commenced, the first stumbling-block being the stone contractor, who declared he had under-tendered, and was dilatory in keeping up the supply. Little advance was made until August, when it was ascertained that, instead of £12,000, the probable cost would be £20,000, and instead of being finished in three years, as expected, it would take five. It was first intended to proceed with one-half of the arch, but some local engineers having expressed disapproval, the Bridge Superintendent changed his mind, and went on with the whole. During 1847 it dawdled away, the subject of scornful and disparaging comment; but at the commencement of 1848 there were no less than twenty masons hammering away on it! On the 10th February the arch was half finished,and when completed it would be the largest in the colonies, and, with only one exception, the largest in Europe. Its span would be 150 feet, whilst the span of the main arch of London Bridge was but two feet more (152). The material was granite and bluestone; some of the granite blocks weighed one and a-half tons, and it took eight bullocks two days to drag one of them to Melbourne. The granite was well-grained, in no manner inferior to the Scotch article. On the 7th September the second portion had so far progressed that the process of "keying" took place at 3 p.m., in the presence of Superintendent Latrobe, when the Union Jack was proudly unfurled. The arch was an elliptical span of 150 feet, the crown being but thirty feet above the water. It was the flattest ever thrown, only one-fifth of the altitude, whilst the celebrated bridge at Neuilly, in France, of 120 English feet span, rose from the spring to the crown of the arch more than a fourth of the entire span. The centre arch of the new London Bridge was the nearest approach in dimensions and contour to the Melbourne one, but the crown of that arch was 35 feet above the springing of the intrudos, or nearly one-fourth, and one-third of the extreme span. For strength the lower tiers of stones were set so as to project inwards eighteen inches on each side, leaving a clear span of 150 feet. The breadth of the arch was thirty feet, and, estimating the weight of each cubic foot of granite used in construction at 168 lbs., or 1½ cwt., there were 23,490 cubic feet for the solid contents of the arch, which would weigh over 1260 tons. On 19th April, 1850, the last "cap" stone was placed on the bridge, an event signalized by the sprinkling of a legion of Union Jacks and other flags all over the structure. The amount expended to date was £12,000. A most wanton act was perpetrated in the vicinity of the bridge on the 14th July, 1850. The Superintendent had a small wooden building for an office, and this was feloniously fired. The place contained a plan of the bridge and several documents of value. A reward was offered for the detection of the perpetrators, but to no effect.
The bridge was formally opened on the 15th November, 1850, with the grandest processional display witnessed in the colony, a description of which will be found amongst the Separation rejoicings on one of "the three white days." Lennox well sustained his reputation by the manner in which this first stone bridge was built, for in durability it has had no equal in the colonies. On the 26th September, 1851, it was lit by three lamps on each side.
I was under an impression that the design for this structure had been prepared by Mr. David Lennox, a Superintendent of Bridges, despatched from Sydney, but I have now reason for believing that it was the handiwork of Mr. Charles Laing, the second Town Surveyor of Melbourne. It appears that the Public Works Committee of the Town Council, acting in conjunction with a delegation from the District Council of Bourke in 1844, offered a premium for plans and estimates for a bridge over the Yarra. The structure was to be on elliptic arches, and, though there were more than a dozen competitors, the design adjudged deserving of first prize so deviated from the conditions of the plans that a writer of the time declares its acceptance to be "a shameful injustice," as it was a plan "which cannot by any possibility be tortured into anything approaching to elliptical." As to this old structure Mr. Russell thus gossips:—
"Concerning the stone bridge at present under condemnation (I wish I had the power to grant a reprieve), you may be aware that a premium was offered, and this design was accepted. It was not quite in accordance with the terms of the advertisement, as will be seen by the letter in the Port Phillip Herald of June, 1844, forwarded herewith; but it is nevertheless well constructed, and, being one of the largest span, should rather be doubled in width, and dry arches formed on either side for traffic, than have to give way to iron and ornamentation. "I enclose copy of a letter sent by myself to the T o w n Council, with m y design, in which I was assisted by the late Mr. Samuel Jackson. W e got the second prize. T h e following m e m o (6th June, '44) was also forwarded in connection with the plan submitted :— " ' In the accompanying design the viaducts on either side of the river are so arranged as to support the arch of the bridge. " 'These viaducts, or dry archways, are, moreover, available for communication through the raised roadway, which is intended to befilledup from the line of Flinders Street on the one side, and back to the rise on the south side of the river, giving additional value to the Government land in the latter situation. T h e estimated cost of this bridge, including viaducts, is ,£12,000; the formation of roads as approaches is estimated at ,£600 ; thefilling-upapproaches at ,£1000.' There was a wooden bridge also constructed, whilst the stone one was progressing, and in July, 1845, I n a v e a n entry of payment received by m e on account of superintendence of same." T h e undertaking here specified is manifestly the Company's pile bridge, previously described. NEW PRINCE'S BRIDGE.
The Prince's Bridge of 38 years ago being a thing of the past, it will be interesting to place in juxtaposition a few particulars connected with the inception, progress, and opening of the magnificent structure which has succeeded it in the same place. Explanation, if not apology, is needed for this step, as only under exceptional circumstances could the apparent solecism of including herein events that happened nearly forty years after the C H R O N I C L E S are supposed to close, be pardonable. O n e of these exceptional circumstances will be found in the connecting link that the bridge forms between the past and the present—the O m e g a of engineering skill and colonial enterprise. Another circumstance is the perfect contrast (not at all favourable to the latter) presented by the opening demonstrations of the two bridges. A n d to these m a y be added a third, that a similar course has been adopted herein with regard to other Institutions, in the material advancement of which a noteworthy public interest is taken. Previous " rejoicings " and grand " processional displays " that took place at the opening of the old Prince's Bridge in 1850, have been alluded to. But it must be confessed with humiliation, that there is no material with which to rejoice or make display in connection with the opening of the new bridge. True, there was a kind of demonstration at the laying of the foundation stone of the latter; but even that had its heart-burnings, for the " powers that be " and the " power that would be " clashed considerably. There was a good deal of talk, and not a little correspondence in the public press, upon the questions of right and etiquette to be observed. O n one hand it was held that the Government of the day should have elaborated the occasion as one, the importance of which would have warranted it being identified with at least a public, if not an universal, celebration. O n the other hand, His Excellency the Governor was spoken of as being the most appropriate celebrant of a performance that will live in our colonial history. But it is difficult to arrest the influences of personal vanity, or to counterpoise the temptations of private caprice j and so the contractor's own whim carried the day. O n e of Melbourne's most popular mayors (Mr. J. C. Stewart, m e m b e r of a firm of Solicitors) reigned over the metropolis in the year 1886 ; the anniversary of his wife's birthday was fixed as the day on which to " lay the stone," and the lady herself was the chosen means by which the work should be performed. T h e compliment was an exceedingly appropriate one, which it need not be said was as gracefully accepted • but the proposal came from the wrong quarter. T h e Government was robbed of its opportunity (for it has not been upheld that the contractor was right in usurping the functions of the Ministry and the public, whose business he was engaged to perform), notwithstanding Mr. Stewart's assertion that Mr. Munro's " selection had met with the approval of the Government." T h e matter was personal to M r M u n r o — nothing m o r e — a fact that stripped it of its inherent political and commercial significance. W h a t the legal aspect of the question m a y be is outside m y province to argue ; but as questions of taste and palpable duty I think there can be no difference of opinion that both were violated. H a d the contractor merely desired to make merry with the "troops of friends" he undoubtedly possesses, the occasion would have been a sufficiently legitimate one, without the addition of plumes borrowed by French leave, and if I add that the foundation arrangements appeared to give satisfaction to an exclusive coterie, and that the occasion was allowed to sink-to the level of a semi-private jollification, simply from the exercise of good feeling, and a correct taste on the part of the public, it was, nevertheless, understood that the Governor would lend the additional prestige of his office and presence at the opening ceremonial. A n d this had its justification, inasmuch as the construction of this bridge was a ne plus ultra undertaking in the heart of the metropolis of the Colony, over the destinies of which His Excellency presides as the honoured representative of the Queen-mother of the son after whose patronymic the bridge is specially named. But, as the time arrived, local jealousies again cropped up, and instead of the jubilation w e were led to expect, the opening event was allowed to pass unhonoured and unsung—that is, save and except the gathering of a political Minister's clientele, and consumption (by them) of the cold meats remaining from the Mayor's ball held the night before in the Melbourne T o w n Hall. T h e sum of this humiliating state of things is nearly complete. Suffice it to note that M r . Contractor M u n r o once more stepped between duty and inclination, and sacrificed the former to a momentary gratification of the latter. T h e Government could not negotiate for the final ceremony until the work had been placed under their control, and the contractor could not hand over the bridge until it was finished. T h e Governor was powerless to take action unsolicited. Mr. Munro, doubtless, courted any additional kudos that might come in the search for popularity, but the people would have experienced a conjunctive satisfaction if His Excellency could have driven over the structure in state (which he did) and declared it open for public traffic at the same time (wrhich he did not). T h e "double event" might have come off, but that it was forestalled by the contractor personally inviting the Governor to cross the bridge (before its completion) with his retinue, on his road from Government House, on the opening of Parliament. This, of course, gave umbrage to the " powers that be," and once more the " power that would b e " triumphed. T h e Government rather inconsistently, not to say pettishly, held that the Governor's drive across (which, in reality, he was merely invited to do for comfort's sake, to avoid the mud-pools in the St. Kilda road), constituted a virtual " opening " of the bridge. Still the Minister of Public Works was deputed, subsequently, to enact the hollow farce of walking on to the new highway, and proclaiming a fact the public already enjoyed, for traffic had been going on for some time. There was no gathering of the Masonic and other bodies, as on the opening of thefirstPrince's Bridge; no prayers for a blessing; no bands playing; no colours flying; no "enthusiastic rejoicings of the inhabitants;" no "Union Jack proudly unfurled," as of old time. T h e Ministry were represented by a solitary subordinate member of it, whose senseless punctilio has cast a shadow over an event which should have been emblazoned on the scroll of years to come, with all the p o m p and circumstance of a glorious, if not a mighty, achievement; and the Prince's Bridge of 1888 will remain alike a monument of the Colony's energy, wealth, and progress; a reproach to the supineness of a captious Government; and a silent testimony of the selfishness of a favoured few, who, by their secluded libations to Bacchus, cast ridicule on what should have been an enthusiastic democratic demonstration by the people. LAYING THE FOUNDATION STONE.
This event took place on Tuesday, the 7th September, 1886, and the Melbourne Argus of the following day thus reports the proceedings :— " T h e weather in the morning was threatening, but rain did not fall until after the ceremony, which was performed under pleasant and auspicious circumstances. Admission to the enclosure surrounding the site of the bridge was by ticket. T h e persons invited were admitted at the gateway on the northern side of the river, and crossed by a temporary footbridge to the spot at which the foundation-stone was to be laid on the southern side. T h e massive stone was suspended on a movable crane over the abutment on which "it is to rest. Planks were laid down on the excavated area around the stone, and on the platform above there were seats for spectators, w h o assembled early in large numbers. Over the wooden framework of the bridge streamers of flags were hung. T h e display of bunting was profuse, and gave a festive appearance to what was otherwise a somewhat sombre scene. A band, kindly lent for the occasion by Mr. R. K. Montgomerie, of the N e w Brewery, West Melbourne, was present, and relieved the tedium of waiting by selections of music. "Punctually at 12 o'clock the Mayoress of Melbourne (Mrs. J. C. Stewart) arrived, and was greeted with cheers by those inside and outside of the enclosure. T h e Mayoress was accompanied by the Mayor and the T o w n Clerk (Mr. Fitzgibbon), and was received at the entrance by the contractor (Mr. D. Munro). Amongst the gentlemen present were the Chief Secretary (Mr. Deakin), the C o m missioner of Customs (Mr. Walker), the Commissioner of Public Works (Mr. N i m m o ) , the Minister of Education (Mr. Pearson), the Postmaster-General (Mr. Derham), the Minister of Defence (Mr. Lorimer), the President of the Legislative Council (Sir Jas. MacBain), Colonel Sargood, M r . F. Ormond, Mr. C. J. H a m , Mr. Simon Eraser, M.L.C.'s, M r . T. Bent, M r . J. B. Patterson, M r . G. D. Carter, Mr. E . L. Zox, and Mr. J. W . Peirce, M.L.A.'s, Mr. W . H . Steele (Inspector-General of Public Works), Mr. C. Le Cren (Secretary of Public Works), Representatives of the contributing Municipalities, and Messrs. Green, Dobbie, and Gall (members of the Adelaide Chamber of Manufactures). " Everything being in readiness for the ceremony, Mr. D. Munro called upon the Chief Secretary to address the assembly. " Mr. D E A K I N said,—' Mr. Mayor, Ladies, and Gentlemen,—It is rather more than 40 years since the foundation-stone of thefirstPrince's Bridge was laid on the other side of the Yarra, and he would have been a bold man, I fancy, w h o on that day would have ventured to predict that even within a century that handsome and substantial structure would be removed in order to m a k e way for a still finer and more imposing bridge. Under no ordinary circumstances could such a change in so short a time have been well imagined ; but the circumstances of Victoria have not been ordinary. They have been entirely unprecedented, and in a space of less than half a century the Government and the City Council of Melbourne and the Councils of its n o w existing suburbs are called upon to face quite a new order of things. Forty years ago Melbourne had 12,000 inhabitants, and the colony as a whole had only a population of 33,000. To-day Melbourne has 365,000 inhabitants, and the colony has a population of more than 1,000,000 within its borders. (Cheers). Such a change in so short a space of time, I suppose, has not been witnessed in any other part of the world. Then there was great rejoicing at the commencement of the construction of a bridge which cost ,£20,000, and which took four years to complete. To-day w e celebrate the laying of the foundation-stone of a bridge which is to cost ,£150,000, and which, we expect, will be completed in less than two years. Judging by the progress which the contractor has made, I think we are well justified in that expectation. At the same time, w e cannot afford to despise the day of small things. O n the contrary, one of the chief obstacles to the construction of a bridge sufficiently magnificent to meet the demands of modern Melbourne was the fact that the existing structure was a beautiful, and in its way, a splendid structure. There was the greatest regret at even the idea of cancelling such an old land-mark—one which had so many associations clustered around it, and which had so well fulfilled its purpose. It was not until w e were able to connect this question of the Prince's Bridge with the larger question of the river improvement, and permanent protection from floods, that w e saw any means whatever of enabling a new bridge to be built. Consequently, w e resorted to that device. ' " W h e n I had the honour, in 1883, to be Minister of Public Works, I introduced a Bill into the Legislative Assembly to authorize the construction of a temporary bridge in place of the old bridge, because it was felt that as long as the old bridge stood before the eyes and in the hearts of the people of Melbourne there would be no chance of getting a new bridge. W e obtained the necessary permission to have the old bridge removed, and the Public Works department determined then to put up such a structure as would not satisfy the people for any long period of time. That innocent piece of strategy has justified itself, and that structure is now to be superseded by one worthy of our metropolis. T h e cost and the importance of this work have been greatly increased by the fact that it is part of our great scheme of river improvements. There are many here w h o can remember the time when from where w e stand to the Immigrants' H o m e behind us was one rolling river of turgid water, carrying haystacks, and occasionally cottages, down to the sea, and those w h o witnessed the flood of 1878 do not wish to see the same thing again. (Laughter.) Since then the work of river improvement has been carried on with such rapidity that 7,000 tons of solid rock forming a wall across the river have been removed from the spot on which w e stand, and 43,000 tons removed from the site of the other wall lower down, so that altogether 50,000 tons of solid rock have been taken out of the river. In addition to that the superficial area of the water way, which under the old bridge was 300 square feet, will be increased under the new bridge to 4,000 square feet. According to the testimony of Sir John Coode the work done in connexion with this bridge, the widening of the river to 300 feet, the removal of the rocks, and the making of the new cut, will give us the only possible preventive of future floods. In that way, therefore, as in other ways, the ceremony of to-day marks an important advance, and we m a y congratulate ourselves upon it. Not long ago w e celebrated the iron wedding that it was hoped would knit Victoria and N e w South Wales more closely together. N o w the Mayoress is about to lay the foundation-stone of a bridge in which, by the marriage of stone and iron, w e shall have the north and south banks of the river wedded together for all time to come. W e shall have the divisions of north and south Melbourne very largely removed, and the spot where w e stand m a y at no distant date be almost the centre of a great and prosperous city. It is looking forward to greater Melbourne, of which w e m a y regard this as thefirstimportant work, that I have n o w the pleasure and privilege of addressing these few words to you to introduce the ceremony which the Lady Mayoress will at once perform.'" (Cheers). " Mr. D. M u n r o then read the following address to the Mayoress :— " ' T o Mrs. Amelia Henderson Stewart, wife of James Cooper Stewart, Esquire, T h e Right Worshipful the Mayor of the City of Melbourne. " ' Dear M a d a m , — " ' I have pleasure in asking you to perform the gratifying and auspicious ceremony of laying the foundation-stone of this T h e N e w Prince's Bridge. " ' T h e reasons which have led to its erection in lieu of the handsome stone structure which has been removed to give it place (namely, the insufficiency of the latter to the requirements of the increased and constantly increasing population and business of this the capital of Victoria, its suburbs, and the country southward of the Yarra, and the determination to obviate recurrence of injury from floods, and to increase the usefulness and sightliness of the river by widening its waterway, and by deepening and removing obstructions from its bed), are unmistakable proofs of local energy, and progress. '"Whilst the enterprising spirit of the Government and Parliament of the Colony, the Mayor, Aldermen, and Councillors of the City of Melbourne, and the Mayors and Presidents and Councillors of the other contributing Cities, Boroughs, and Shires in planning and providing funds for a structure of such noble dimensions, is evidence of present prosperity, and unlimited faith and confidence in the future of our country. "' Personally, whilst conscious as none other can be of the weight of the obligation so incurred, I a m proud that it has fallen to m e to contract, and become responsible, for the carrying out of this important national work; and in asking you to perform the interesting task of laying the foundation-stone, I feel sure that to none can the occasion be of greater pride than to you w h o were born in this city, and, it is pleasing to remember, on a day of which this is the anniversary, and of which I take opportunity to wish you many happy returns. " ' I beg your acceptance of this trowel for use in, and as a memento of, this ceremony.'* " T h e trowel presented to the Mayoress was m a d e by Mr. H . N e w m a n , of Melbourne. It is a very fine example of colonial art. T h e blade is of silver, and bears the arms of the Colony and of the City of Melbourne, together with a well-executed view of the new bridge. T h e handle is of
9
There is no signature to the document, but it is understood that the expressions are Mr. ilunro's.—ED. blackwood, mounted with gold, and upon it are two gold shields bearing the monograms of the Mayoress and the contractor, very prettily worked in enamel of different colours. " T h e M A Y O R (Mr. J. C. Stewart) in acknowledging the gift on behalf of the Mayoress, said,—'Mr. Munro, I thank you very sincerely for the high compliment you have paid to Mrs. Stewatt and to m e as the Mayor of Melbourne in inviting her to perform the interesting and pleasant ceremonial duty of laying the foundation-stone of the n e w Prince's Bridge ; for your expressions of personal respect and good wishes as to her birthday, with which your invitation is accompanied, and for the handsome present you have m a d e to her, which will be treasured as an heir-loom by us. It is gratifying to know that, apart from the personal considerations which have influenced you, your selection meets with the concurrence and approval of the Government and of the Municipal Bodies interested in the work; and I need scarcely add that in the circumstances it affords the Mayoress the greatest pleasure to comply with your request. I m a y be pardoned for expressing m y individual opinion that the duty could scarcely have been more appropriately entrusted to anyone else. M y wife was born in this city, almost in view of the present site, and here her life has been spent while the bridge, when completed, will be wholly within Melbourne. It seems to m e , therefore, to be only in harmony with the policy, according to which the laws of this Colony are m a d e and administered, and which aims at securing the pride of place to our native products, that the honours of the occasion should be conferred on the first native-born Mayoress of Melbourne. For the first ten years in the history of the Colony, viz., from 1835 to 1845, the provision for crossing the river was by punt only. T h e first bridge, which was of wood, and placed a little higher up the river than the site of this bridge, was like the previous punts, private property. It was commenced on the 9th June, 1845, a n d with its approaches cost the company for which it was built ,£400, but to the unfortunate contractor, M r . Alexander Sutherland, ,£500. Tolls were charged for its use until the opening of the Prince's Bridge, which was built as a free bridge, at the public cost, by the Government of N e w South Wales, of which this colony, then the district of Port Philip, formed part. T h e estimate and vote for the work was ,£10,000, but the actual cost approached nearer to ,£15,000. T h e choice of its design was chiefly that of the Superintendent of the District, afterwards the first Governor of this colony, Charles Joseph Latrobe, Esq. It was a single arch of stone, 150ft. in span, less by 50ft. than the Grosvenor-bridge at Chester, of which it was nearly a fac simile, but still one of the largest stone arches then existing, and of very light, graceful, and artistic appearance. Its materials were local basalt and granite. T h e superintendent of the work was Mr. David Lennox, and the builder was Mr. Patrick Reed, who, like Mr. Sutherland, complained that the price received did not repay him his expenditure. T h e foundation-stone was laid, and the bridge, in honour of His Royal Highness the Prince of Wales, was named 'Prince's Bridge,' by Mr. Latrobe, on 20th March, 1846, and was opened by that gentleman on 15th November, 1850, amidst the enthusiastic rejoicings of the inhabitants at the news received two days previously of the passing of the Act of the Imperial Parliament, authorizing the separation of the district from N e w South Wales, and its erection into the Colony of Victoria. T h e City of Melbourne, then included the present Cities of South Melbourne and Fitzroy, the Boroughs of Port Melbourne and Hotham, and parts of the City of Collingwood and of the Boroughs of St. Kilda and Brunswick. "' I fervently hope that, under the Divine Providence, the work may, in your enterprising and able hands, be completed without loss of life or property, and I do not doubt but that the association of your name with this great national and local undertaking, will recall memories only as pleasing as that of the ceremony in which we are n o w engaged.' (Cheers.) " T h e Mayor then placed in a cavity in the stone a bottle containing a parchment recording the event, copies of the local newspapers, and several coins of the realm. T h e T o w n Clerk read the inscription on the parchment, which was as follows :— " ' T h e foundation stone of this bridge over the Yarra Yarra River at Melbourne, built (instead of a former structure of stone, but of smaller dimensions), at the joint expense of the Government of Victoria the Corporation of the City of Melbourne, and the Corporations of the Cities of South Melbourne and Prahran, the Boroughs of St. Kilda and Brighton, the Shires of Caulfield, Malvern, and Moorabbin, was laid, and the said bridge was named, like the former, after his Royal Highness the Prince of Wales, ' Prince's Bridge,' by Mrs. Amelia Henderson Stewart, the wife of the Right Worshipful the Mayor of Melbourne, on the anniversary of her birthday, the seventh of September, A.D. 1886. " ' In thefiftiethyear of the reign of Her Most Gracious Majesty Queen Victoria. " ' In the third year of the Governorship of His Excellency Sir Henry Brougham Loch, Knight. " 'In the Premiership of the Honourable Duncan Gillies, M.L.A. " 'The H o n . John N i m m o , M.L.A., Commissioner of Public Works. " ' James Cooper Stewart, Esquire, Mayor of the City of Melbourne. " ' Robert Wright, Esquire, Mayor of the City of South Melbourne. " ' R. A. Forbes, Esquire, Mayor of the City of Prahian. " ' Frederick Wimpole, Esquire, Mayor of the Borough of St. Kilda. " 'J. F. Hamilton, Esquire, Mayor of the Borough of Brighton. " 'Richard Dawson, Esquire, President of the Shire of Caulfield. " ' R. G. Benson, Esquire, President of the Shire of Malvern. " ' David Abbot, Esquire, President of the Shire of Moorabbin. " ' William Henry Steele, Esquire, Inspector-General of Public Works. "' Designed by J. H . Grainger, Esquire, Architect. "' T h e Contractor (under contract entered into during the Commissionership of the Honourable Alfred Deakin, M.L.A., n o w the Chief Secretary of Victoria), David Munro, Esquire.' " The Mayoress then gracefully laid the stone, assisted by Mr. W . H . Steele (Inspector-General of Public Works), Councillor Wright (Mayor of South Melbourne), and Councillor Forbes (Mayor of Prahran). T h e ceremony having been successfully completed, the Mayoress declared the stone well and duly laid, and named the structure ' Prince's Bridge.' T h e band played the National Anthem, and, at the instance of the Commissioner of Public Works, cheers were given for the Queen, the Prince and Princess of Wales, the Governor, the Mayoress, and the Contractor. Mr. Munro called for cheers for Mr. N i m m o , which were heartily given, and the proceedings closed." THE OPENING CEREMONY
Is thus reported in the Age of Friday, October 5th, 1888. "At noon yesterday the new Prince's Bridge, which has been built across the Yarra in a line with Swanston Street, was officially and formally opened by the Commissioner of Public Works (Mr. John N i m m o , M.L.A.). Prior to the hour appointed for the opening to take place, some 2000 persons assembled at the city end of the bridge, where they were kept in check by Inspector Pewtress and a small force of police. At noon precisely the Mayor of Melbourne, Alderman Benjamin, accompanied by the members of the City Council, arrived on the bridge in four carriages. They drove along a clear space through the crowd, and on to the centre of the bridge, where the Commissioner of Public Works, together with a number of officers of his department, w h o have supervised the work; the contractor, Mr. David Munro, and a number of members of those Municipal Councils which, with the Government and the City Council of Melbourne, have contributed to the cost of the structure, met them. T h e vehicles were driven across the biidge, and subsequently a halt was made in the centre of the structure, by the carriage containing the Commissioner of Public Works and the Mayor of Melbourne. Mr. N i m m o then declared the bridge open for public traffic. H e expressed the pleasure it gave him to meet there the Representatives of the Municipalities which had contributed to the cost of the structure. H e had invited them to be present to inspect the bridge, and he congratulated them on its noble appearance. H e believed there was only one bridge in the world of a greater width than the new Prince's Bridge—(Mr. Munro, Senr.: " N o , there is not one")—and that one was in Dublin. H e considered that all concerned might feel proud of the work they had combinedly accomplished, and it afforded him the greatest satisfaction to declare the bridge open for the use of the public. " T h e public assemblage, which had been restrained by the police, was then permitted to cross the bounds at which they had so far been detained, and flocked to all parts of the bridge, cheers being given for the Minister of Public Works and the Mayor of Melbourne. " T h e gentlemen w h o had taken an official part in the opening ceremony, then adjourned to the T o w n Hall, where they were entertained at luncheon by the Commissioner of Public Works.
THE LUNCHEON.
"About 150 gentlemen were present, and Mr. Nimmo presided, having on his right the Mayor of Melbourne, Mr. William Westgarth, Mr. T. Bent, M.L.A.; Mr. David Munro, Mr. Munro, Sen., and Mr. E. G. Fitzgibbon. O n the left of the Chairman were the Mayor of South Melbourne, Councillor T. Smith; the Mayor of St. Kilda, Councillor S. E. Jeans; the President of the Shire of Malvern, Councillor A. E. Clarke; and the President of the Shire of Caulfield, Councillor James Ballantyne. T h e remaining guests comprised members of the Municipal Councils contributing to the cost of erecting the bridge, and officers of the Public Works Department. T h e luncheon was excellently served by Mr. Skinner. T h e usual loyal toasts having been honoured, the Chairman proposed success to the new Prince's Bridge, and read an official precis of the history of the bridge as follows:— " '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. O n 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 m a d e on the Estimates for ,£350 for competitive designs of the new bridge. O n the 12th February, 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. O n 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. O n 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 thefirstapproved 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. B. Patterson, M.L.A., Minister of Public Works (chairman); Joseph Storey, M.L.A., Mayor of Melbourne; John Holton, City Councillor of Melbourne; John Boyd, Mayor of Emerald Hill; W . H . Steele, Inspector-General of Public Works; and Edward Turner, Engineer of Roads and Bridges, Public Works department. O n the 1st August, 1879, the Board awarded that the designs bearing the mottoes " Premier," and " Albert Edward " were thefirstand secon i respectively, and on opening the letters bearing the mottoes, thefirstbore the name of Messrs. Jenkins and Crainger, and the second those of Messrs. Temperley, Edwards, and A. M . Henderson. O n the 21st July, 1879, the Inspector-General of Public Works represented that the measures for improving the River and removing the " Falls " reef 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 . Steele, Inspector-General of Public Works (chairman) ; T. Higinbotham, Engineer in Chief of Railways; W . Elsdon, Engineer, Railway Department; Joseph Brady, Engineer, Harbour Trust; John N i m m o , M.L.A.; A. K. Smith, M.L.A. ; W . C. Watts, City Surveyor, Melbourne ; and Sydney Smith, T o w n Surveyor, Emerald Hill ; with Mr. E. G. Fitzgibbon as Hon. Secretary. O n 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. O n the 16th September, 1880, the Minister of Public Works directed that the bridge be proceeded with in accordance with the Report. O n 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 ioth 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. O n the 19th January, 1881, the new line on the north side of the river, as desired by the Railway Department, was therefore adopted. In the conditions 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 acceded to on ioth March, 1881. O n the 22nd November, 1881, the plans were completed by Mr. Grainger. O n the 26th January, 1882, the plans were forwarded to the City Council and approved, and afterwards forwarded to the Emerald Hill Council. O n the 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 been now 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 . Elsdon had resigned. O n 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. O n the 8th August, 1882, the Board again reported, fixing the gradient for the north approach to the bridge so as to give headway for the railway traffic under the structure. T h e 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 site. O n the 18th August, 1882, at the request of the City Council, a roadway 24 feet wide was provided for on the south bank of the river, and granite or bluestone was substituted for Stawell stone in the face-work of the masonry of the bridge. Tenders were invited for the new bridge, exclusive of the south approach, on the 21st March, 1883, and the tenders were opened on the 7th June, 1883. T h e lowest, ,£128,000, was not accepted, being considered too high. O n the 9th August, 1883, Mr. Grainger received the balance of his commission for the preparations of the plans of the bridge, and his connection with the Department and the work of the bridge then terminated. O n 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 reef under the old bridge. This was approved by the Minister of Public Works on 12th October, 1883, and tenders were invited for the erection of a temporary timber bridge and the removal of old Prince's Bridge. These tenders were opened on 1st November, 1883, and the contract was taken by Mr. W . Halliday, for ,£6695, and was completed about 1 st August, 1884. T h e year 1884 and the early part of 1885 appeared 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 river adjacent to the bridge. T h e preparation of the plans of the south embankment, the widening and deepening of the river, 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. O n 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. T h e 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, £ 1 0 , 0 0 0 ; City of Prahran, £10,000; Borough of St. Kilda, £10,000; Shire of Malvern, £ 2 5 0 0 ; Borough of Brighton, £ 2 0 0 0 ; Shire of Caulfield, £ 2 0 0 0 ; Shire of Moorabbin, £ 1 0 0 0 . T h e 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 . Steele, Inspector-General; W . Finlay, Superintending Officer; F. M . Hynes, Engineer; C. Catani, Assistant Engineer; J. Bell, Inspector of Masonry (killed by falling into the coffer d a m in August, 1887); J. B o w m a n , Inspector of Masonry ; D. E. Spence, Inspector of Iron Works ; J. Middleton, Assistant Inspector of Iron Works.'" T h e 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 m a d e to widen the river, the material from which was deposited in the south approach. T h efirstattempted was that d o w n stream, between the present bridge and the railway bridge. Careful inquiries were m a d e 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. O n the ioth, however—a very wet day, the river rising considerably, and cracks showing in m a n y 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. T o the north of the boatsheds was a m u c h larger cutting, from which altogether 70,000 cubic yards were removed. T h e 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 n t h July, before the work of excavation was completed. Centrifugal pumps werefixed,and as soon as theflood-watersbegan to fall the p u m p s c o m m e n c e d 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. T h e 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. " T h e 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 w h o 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 3 0 0 0 cubic feet of granite have been used. T h e majority of the bluestone was obtained from'the contractor's quarr.es 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. T h e largest stones used weighed seventeen tons in the rough, and these finished m a y n o w be seen m the cutwaters on the piers, just below the granite columns. T h e Malmsbury stone-a finer, softer, and cleaner species of basalt, used for the carving and the more finely-finished w o r k was obtained from the contractor's quarry at Kyneton, and the granite from M r . 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 m a d e in all the granite-producing countries of the Old World- -in the Pyrenees, France and Spain, in Scotland, Wales, and Ireland. T h e prices quoted were
high, and no firm would undertake to supply the large columns in less than two or three pieces. 
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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 allfixedin 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-plate sare 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 1 in. 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."
Richmond Bridge.
The floods used to pummel the shaky old punts in which Dr. Palmer speculated at Richmond, and two of them having gone off on an excursion towards the end of 1849,a company was started for the erection of a bridge there in February, 1850, with a capital of £3000, in 300 £10 shares. A Provisional Committee was appointed, consisting of Messrs. James Simpson, J. F. Palmer, William Hull, A. M'Lachlan, J. D. Pinnock, George Annand, H. Miller, O. Browne, J. W. Cowell, J. M'Intyre, and T. H. Power; W. Highett, Treasurer, and George Hull, Secretary; but beyond a little preliminary flourish nothing was done.
The Port and River Navigation.
From an early period the question of facilitating the intercommunication of Melbourne and Hobson's Bay engrossed the attention of the trading portion of the community. There were three plans considered, viz.:- Railway communication, a canal from Melbourne to the beach, and the deepening of the river channel. Each scheme had its ardent advocates, but the canal, or "cut," was the greatest favourite with the majority; and no public question ever had more ventilation, though it was one upon which only high professional ability was qualified to give judgment. The Superintendent (Mr. Latrobe) took a deep interest in it, and two Engineers (Messrs. Garrard and Manton) were employed to make a survey of the river, and the following schemes were presented:—
Mr. Amman's Scheme.
On the 5th September, 1851, a public meeting was held at the Mechanics' Institute, on a requisition to the Mayor (Nicholson) "to take into consideration the propriety of constructing a jetty and a railway between Melbourne and the Beach (Sandridge) for the landing and the better transit of goods and passengers from the shipping, and to form a company for carrying out the same." The attendance was an influential one, and from a newspaper report of the time the following details are gleaned:—
Mr. Amman, a civil engineer, considered it would be a grave mistake either to undertake the removal of the sand bars in the river or to cut a canal. He had made a careful examination of the river, but would recommend the construction of a railway. The jetty he proposed to erect would extend 900 feet into Hobson's Bay, where five fathoms of water would be found. The line would pass on the left side of the lagoon, and he estimated the expense at £16,000. He also suggested the connection of Williamstown and the North Beach by means of a suspension bridge; this would render Hobson's Bay one of the first harbours in the world, and make communication between Williamstown, the Bay, and the City so easy as to supersede the desire to bring up vessels of heavy tonnage to the Melbourne Wharf. The jetty was to consist of five arches of 30 feet span each, and 1800 piles of various dimensions for the work. He would have two rooms of 18 feet each as a station at the Beach, and also an engine-house. The station at Melbourne to be 160 yards long by 60 yards wide. The viaduct was to cross the river at the dam ("Falls") and to pass over towards Emerald Hill—a distance of 800 feet. For the £16,000 he would undertake to furnish one first-class carriage, two second ditto, and one engine of 16 horse-power. The length of the railway would be one mile three-quarters and three chains, with a width of 21 feet, and the weight
of iron to be employed would be 270 tons. Only 180 yards of earth would be required to be removed near Emerald Hill to carry out the work; and by means of portable trams he would guarantee to bring the goods to the very doors of the merchants in any part of Melbourne. This absurd proposition was actually not only discussed with seriousness, but a Committee of shrewd, hard-headed business men was appointed to report upon its feasibility. The names so nominated were Messrs. A. H. Knight, W. F. Rucker, G. Annand, J. Hodgson, W. Mortimer, J. O'Shanassy, H. Miller, J. S. Johnston, D. Young, J. Hood, R. Kerr, Thompson, and J. Duerdin. Whether this Committee investigated the matter does not clearly appear, but on the 15th September a prospectus was issued for the establishment of "The Melbourne Railway and Jetty Company," with a capital of £16,000 in 3200 shares of £5 each, first instalment payable £1 5s. per share. The Provisional Directors were: Messrs. William Clarke, J. G. Foxton, R. S. Gregory, J. Hood, W . Hoffman, G. Nicholson, J. Orr, and A, Thorpe. Bankers: Bank of New South Wales' Engineer: W. M. Amman; Solicitor: John Cunnington; Secretary: H. Patteson. It was intended to apply for a giant of land, and also for an Act of Incorporation—intentions that were not fulfilled. Mr. Blackburn's Suggestions.
The City Council having requested Mr. James Blackburn, the City Surveyor, to report "on the proposed improvements in the mode of communication between Hobson's Bay and Melbourne," that officer presented a document (dated 21st November, 1851) which treated the important question in an exhaustive and masterly manner. He was in favour of a "cut" commencing at Prince's Bridge, going in a straight line until it terminated at Hobson's Bay, about a quarter of a mile northward of the jetty at Sandridge, in soundings of 20 feet deep at ordinary low tides. The entire length of the "cut" was to be 4928 yards, of which 792 would run through the shallows which margined the Bay. The river dam ("The Falls") was to be removed, and the tide would flow, as it originally did, up as far as Hodgson's punt (near Studley Park bridge). If this were done 8,448,000 cubic feet of water would ascend the river bed every tide, a quantity capable of increasing the velocity of the discharge by at least 42 feet per minute. After entering with technical minuteness into various dimensions of the project, and dealing with certain objections, a map and sections prepared by a Mr. Garrard, who surveyed the river for the Government in 1848, was produced. The estimated cost of "cut," banks, pier heads and silt was £113,365. The report provided for a wet dock to occupy the site of the Yarra basin, with dam and wharf extending from Elizabeth to King Streets. It would have an area of 15a. 2r. 28p., and a water frontage of 3531 feet, with a permanent depth of 21 feet, sufficient to prevent even the largest vessels from grounding. It should be surrounded by a wall, entered at three points, viz., one opposite the Custom House, and one at either end—east and west. Against the wall sheds should be erected, and in front of them, between them and the basin, quays, and wharves, 120 feet wide at the least. The dock, including wall, sheds, platforms, and two locks, would probably cost £62,500, or a total for the entire works of £176,000. The cost of lighterage of goods, and conveyance of passengers and supplies to and from Hobson's Bay, was some £25,000 per annum, which, at fourteen years' purchase, was £350,000. The propositions were described as—(1) A railway, (2) The improvement of the river, and (3) A canal. The railway was to begin (a) by a jetty at Williamstown, and, keeping by the western bank of Hobson's Bay and the Yarra, terminate at Raleigh's warehouse in Flinders Street; or (b) commencing in the same way and place, running along the western bank of the bay to mouth of the Yarra, there to cross on piles with a swing bridge in one of the channels, and thence proceed in a direct line, terminating on the south bank of the Yarra, opposite the Custom House; or (c) to form a jetty in the head of the Bay on the eastern side, and to lay down a railway, thence to a terminus either on the north or south side of the Yarra, near Prince's Bridge.
The Colonial Architect's Report.
On the 25th October, 1851, the colonial architect, Mr. Henry Ginn, presented a report on the improvement of the Port of Melbourne. The several schemes referred to him by the Government for examination and opinion were—
No. 1.—A railway over the land between Hobson's Bay and Melbourne, with a mole for sixty ships; or, the same line of railway, with a wharf at the Beach but no mole.
Estimated cost with mole £207,230 Piled wharf £115,280
DETAIL OF COST OF WHARF.
Railway, 2 miles 1 furlong 8 perches £7400 Branch lines, turntables, etc. 380 Bridge over the Yarra at Melbourne 8000 Engine-house, sheds, and offices at Melbourne, and sheds at the Beach 1500 Circular wharf at Beach 98,000 Total £115,280
Mole with flood-gates, hydraulic engine, etc. £159,950 No. 2.— A wharf at Williamstown in connection with a railway to Melbourne, the wharf to be faced with stone; or a wharf at Williamstown, in connection with a railway to Melbourne, the wharf to be piled. Estimated cost, with wharf faced with stone, £110,376. Estimated cost, with piled wharf, £85,688. Detail of Cost.—Railway £19,308; branch line and turntables, £380; bridge over the Yarra at Melbourne, £8000; engine house, offices, and sheds at Melbourne. £1100; swing balance bridge near mouth of river, £22,000; offices and sheds at Williamstown, £1000; wharf at Williamstown for twenty-two ships, £26,000; branch roadways from wharf to land, £7900. No.3. —The forming of a new channel for the river, from Humbug Reach, estimated expense, £28,062. No.4. —The deepening the present course of the river, and forming a cut through the bar near Williamstown. The same, and forming a cut through the mud bank at its mouth. Estimated expense through bar, £34,333; estimated expense through mud bank, £81,568. No.5. —A canal from Melbourne to Hobson's Bay. Estimated expense, £56,109. And fender wharves at the Bay and Melbourne, £45,000.
This last scheme was the one which he recommended for adoption, not only on account of its cost being less than the others, but what was of more importance, the great accommodation it would provide for the shipping of the port, and the formation of docks and warehouses, which must eventually enhance the value of the adjacent land by more than the cost of the entire scheme.
Nothing definite was done until after the gold discoveries, when the changing conditions of everything applied the necessary stimulus to private enterprise and the Melbourne and Hobson's Bay Railway Company was formed. Their line from Melbourne to Sandridge commenced in January, 1853, was opened in September, 1854, with a result which will form an interesting item in the modern history of Melbourne, and doubtless, before the lapse of many more years, Melbourne will behold the realization of the three river dreams, over which her inhabitants talked and ranted and raved in the days that are passed.
Addendum.
Whilst the Yarra chapter was quietly flowing through the Herald, the writer has been honoured with half-a-dozen communications, three of which raise some questions, and one of them notably supplies a few facts so interesting (though in no way impugning the general accuracy of my narrative) that I am induced to append this postscript, as a means of making special reference to them.
One correspondent, whilst expressing admiration of the sketch in general, confesses himself sceptical as to the veracity of the assertion that porpoises not only travelled up the river, but even ventured to show their noses at Richmond. He was in the settlement in 1836, and he never beheld or heard of such an excursion. In reply, I may say that the first intimation I had about the Yarra porpoising was from the late Mr. W. F. Rucker, who died in 1882. He assured me that he saw porpoises more than once popping about in the Yarra basin at the wharf, and when I ventured to express doubt, he declared positively there could be none. Two other old colonists confirmed this statement, and there is still alive at Kew a gentleman (whom I am authorized, if necessary, to name), who with his brother (recently dead) carried on a lucrative wood-cutting business some miles up the river, and not only once or twice but a score of times, were porpoises, not in shoals, but twos and threes, passed and repassed between Melbourne and the present bridge at Richmond, the connecting link between a Church and a Chapel Street. The "Falls" in its primitive state, presented no obstacle to their advance, for, as already stated, there was in the centre of the ledge of rocks a rift sufficient in width for a small laden boat to pass through; and whatever a vehicle of this class could accomplish in water, it is not assuming too much that a porpoise could do the same. As to the rift or fissure, its existence is questioned; but against this I place the averment of Mr. Thomas Halfpenny, of Studley Park, that he not only saw it but saw the boats pass through it. I have also in m y possession a copy of thefirstsketch m a d e of the "Falls" in 1836, and the rent is marked on it plainly enough.
But there is one of my correspondents who cannot be dealt with so summarily, for there is no man in the colony so competent to treat of any olden topic which he takes in hand. This is Mr. Robert Russell who has laid me under many obligations for rare and valuable information placed at my disposal. Mr. Russell from the day he landed in Port Phillip in 1836, kept a voluminous diary, and is able thereby to give chapter and verse to sustain every allegation he puts forth. As his letter refers to several subjects, I shall run through the points on which it touches, seriatim, and there need be no apology for quoting largely from it, for the old waifs disinterred are both racy and readable.
Several theories have for years been indulged in as to the course that constituted the original bed of the Yarra, and where it discharged into the sea. It has been confidently asserted that primarily the Yarra cut a waterway from a point at the southern side opposite the Gas Works, and penetrating the intervening flat, found its outlet through the Sandridge Lagoon; whilst others have maintained that its present course has been its course always. A third speculation, and, to my mind, the most probable is, that, at a remote period, the Yarra separated its waters below old Melbourne, and a channel sincefilledup found an outflow at Sandridge when the large swampy, scrubby, snaky area from the beach round by Fisherman's Bend and back by the Southern bank of the river was what is geographically known as a delta. Mr. Russell thus writes:—"You are probably aware that a tradition existed among the natives that at one period a great earthquake came which caused a change in the course of the Yarra. My informant was a Mr. John Cobb, a very old colonist, at present in England. The natives of Geelong told him that the present harbour was once dry land, and described the undulating motion caused by the earthquake. The river, they said, emptied itself near Cape Schanck, and in the cave there resides an evil being, entitled "Plenty Sulky," who caused all the disturbance. Be this true or false, it always appeared to me that the ledge of boulders at the Melbourne "Falls" is but the edge of an extinct volcano."
I have before mentioned the circumstance of a native black being rarely if ever known to be drowned in the Yarra, in consequence of the perfection acquired in what was to the aboriginal race not merely an accomplishment but a necessity, viz, the art of swimming. The children (male and female) were inured to the creeks and rivers almost as soon as they could toddle. They were pitched in like balls, watched for a short time, and the youngsters soon learned "to paddle their own canoe." They could perform wondrous feats in swimming and diving, and the mode of water-travelling was unlike the European system, as the swimmer instead of lying flat on the water, went on his side with hand struck out from the shoulder as a steering apparatus, and the other hand and feet acting as powerful propellers. Alluding to my previous reference to many mishaps occurring on the Yarra, Mr. Russell writes:—
"The drownings which have occurred in the Yarra are, as you know, numerous. The first I remember was that of a blackfellow. Mr. C. H. Le Souef and I were sculling our little boat across, when we saw what we took to be a black dog in the water, but on pulling it up we found a blackfellow attached to the shock of hair. It was in Dr. Cussen's time, and it was found that intoxication had been the cause. Subsequently a Mr. Gall, of Messrs. Campbell and Woolley's establishment, came to his death by the same undercurrent of which you speak in the Herald. He was said to have been a good swimmer. The only son of John Batman, playing on the brink of the 'Falls,' was also accidentally drowned. He was very young. It is melancholy to think of his dead body being carried down by the tide and sweeping round the very hill that bore his father's name."
In re the "Falls" Mr. Russell thus writes :—" Many of the first arrivals crossed in our little boat, which was tied to a stump just above the 'Falls,' and the danger of the short passage when the river was up was considerable. Not unfrequently the boat was carried down the 'Falls,' and Winters (our man-servant) was occasionally out of sorts. The 'Falls' was first encountered by Captain Lonsdale. I declined having anything to do in the matter. His construction was of wood and stone mixed, and was swept away one fine morning. When Sir George Gipps arrived on a visit to Melbourne (he was a bit of an engineer) he tried to mend matters, and, after taking a long look at the débris, decided on the stone construction (curving downwards) which now in its turn is to be removed.[*] A letter was published from the then Town Surveyor—whose name I forget—objecting to such obstructions because they would cause the fillin gup of the basin, owing to the non-scouring of the river in the time of flood. In 1844 a peculiar sight was afforded below the 'Falls,' when the 'floating baths' of Dr. Palmer left their moorings and appeared swimming in the stream."
↑ The "Falls" has been (1888) removed in the construction of the New Falls Bridge.—Ed.