1992 Report On The Construction of The Grafton Bridge

NNING &
OF THE
CLARENCE RIVER BRIDGE
Clarence River Bridge - photo courtesy of Wr Ken Jesser I
Compiled from the records of the
Clarence River Historical Society Inc
and
The Daily Examiner
Researched and edited by James Allerton & Alan Schafer

to mark the 60th Anniversary of the
official opening of the Clarence River Bridge
on 19 July 1932
@ Clarence River Historical Society I n c

PO Box 396
Grafton NSW 2460
National Library of Australia

ISBN Number 0 9599954 8 X
1992
CONTENTS
Acknowledgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (viii)
Introduction ...................................... 1
The Bridging o f the Clarence
(Letter t o the Editor)
The Clarence & Richmond Examiner - 20 A p r i l 1886 .................... 4
Railway Bridge a t Grafton

Public Works Committee
TheClarence & Richmond Examiner - 22 A p r i l 1913 .................... 4
Grafton Bridge
Double-deck Structure - ~ e n d e r sUnder Review
The Daily Examiner -
26 June 1926 ............................ 9
Grafton Bridge -
Tenders Rejected
Price Too High -
Fresh Arrangements Proposed
TheDailyExaminer-3July1926 ........................... 10
Railway Department t o B u i l d Grafton Bridge

M i n i s t e r i a l Statement
Question o f Imported Materfal
...........................
T h e D a i l y E x a m i n e r - 5 J u l y 1926 10
Brisbane-Grafton Line -
Debate i n Federal House
Projects Should Synchronise
8 July 1926 ........................... 10
The Grafton Bridge

(Editorial)
Qrafton Bridge -
Commissioners t o B u i l d
Tenders f o r Sub-structure
9 July 1926 ........................... 12
Clarence Bridge -
Costing E500.000
When Finances Permit
TheDailyExaminer-13July1926 ........................... I2
Clarence River Bridge

Grafton t o South Grafton Railway
General Description o f Piers & Super-structure
17 July 1926 ........................... 13
Kyogle Railway -
Grafton Bridge - No Mention i n B i l l
W i l l NSW Government Honour Promise?
Clarence Bridge -
What i s the Position?
Chamber o f Commerce Discussion
The D a i l y Examiner -
29 July 1926 ........................... 14
Coast Line -
Grafton -
South Brisbane
Railway Council's Report - Clarence River Bridge
TheDailyExaminer-10August1926 .......................... 15
The.Rai1ways -
Commissioners' V i s i t .
More Development Wanted
TheDailyExaminer-18August1926 .......................... 16
CONTENTS ( C t d )
The Railway - South Grafton t o Grafton

Route Through t h e Town - The New Survey
Protest by Chamber o f Commerce
16 September 1926 ..........
Grafton - South Grafton Railway
The Route Through Grafton
16 September 1926 ........................ 20
The Railway Route Through Grafton

(Editorial)
TheDailyExaminer-20September1926 ........................ 20
The Railway - A Correction

The D a i l y Examiner - 20 September 1926
The Railway Line

20 September 1926 ..................
The Railway Through Grafton
22 September 1926 ........................ 23
Grafton Railway Deviation

(Editorial)
The D a i l y Examiner - 25 September 1926
The Railway - Route Through Grafton

Chamber o f Commerce Discussion - P u b l i c Meeting t o be Called
TheDailyExaminer-18November1926 . . . . . . . . . . . . . . . . . . . . . . . . . 25
Grafton Railway - The New Route

Council Receives Plans -
Bridges and Embankment
The D a i l y Examiner - 26 November 1926 ......................... 27
The Grafton Railway

(Chamber o f Commerce Meeting)
The D a i l y Examiner - 9 December 1926 .................
The Railway Route
(Editorial)
The D a i l y Examiner - 13 December 1926 ......................... 28
Grafton Railway Route - A l t e r n a t i v e Proposals Debated

B i g Meeting o f C i t i z e n s - Adherence t o O r i g i n a l Survey Advocated
Request f o r an Open I n q u i r y
The D a i l y Examiner - 17 December 1926 .............
Grafton Railway - Commissioners' Action
L e g a l i t y Questioned - Departmental Promises
TheDailyExaminer-20December1926 ......................... 36
Railway. Route
The Mayor Stone B l i n d
10 February 1927 ...............
Grafton Railway - The New Route
Constructian Branch Report -
"Cheaper and B e t t e r "
The D a i l y Examiner -24 March 1927 .......................... 39
CONTENTS ( C t d )
The Clarence Bridge

(Editorial )
TheDailyExaminer-7May1927 ............................ 40
Railway Link-Up Through Grafton

(Chamber o f CommePce Meeting)
TheDailyExaminer-16June1927 ........................... 41
Clarence Bridge
Tenders Called f o r Metal Work
27 June 1927 ........................... 42
Railway Through Grafton

Sale o f P r o p e r t i e s
The D a i l j f Examiner -
20 August 1927 .......................... 43

Turning t h e Sod Ceremony
TheDailyExaminer-17November1927. ......................... 43
Clarence Bridge - The Present P o s i t i o n

Tenders f o r Steel Work
Nymboida E l e c t r i c i t y f o r Machinery
TheDailyExaminer-24November1927. ........................ 43
Clarence Bridge
\
Progress o f t h e Work
Clarence Bridge -
Tenders Accepted
Clyde Engineering Company
15 December 1927 ......................... 45
Clarence Bridge
S p o i l From Bridge Foundations

Where S h a l l it be Dumped?
TheDailyExaminer-20becember1927 ......................... 46
The Bridge - D r i v i n g F i r s t Rivet

V i s i t o f M i n i s t e r f o r Works
The D a i l y Examiner - 10 J u l y 1928 .........
B r i d g i n g The Clarence River
Work O f f i c i a l l y Inaugurated Yesterday
M i n i s t e r f o r Works Drives F i r s t Rivet
Begins Link Between Railway Systems o f States
M i n i s t e r Expounds Government's Works P o l i c y
The D a i l y Examiner - 12 J u l y 1928 ........................... .48
Clarence Bridge
Construction Work Going Ahead
The D a i l y Examiner - 17 September 1928 ................
The Clarence Bridge
T h e D a i l y E x a m i n e r - 18Octobet-1928 ......................... 51
Clarence Bridge
CONTENTS (Ctd)

Roadway Approach
22 January 1929 ......................... 51

The A i r Lock Excavations
TheDailyExaminer-13April1929 .......................... 52

The D a i l y Examiner - 18 May 1929 ........................... 53
Railway Excavations
(Editorial)
The D a i l y Examiner - 4 July 1929 ........................... 53
Clarence River Bridge Approaches

Town C l e r k ' s Report
T h e D a i l y E x a m i n e r - 2 2 O c t o b e r 1929 ......................... 54
Clarence River Bridge -

P i e r s Nearing Completion
TheDailyExaminer-9January1930 .......................... 55
The Railway Route Through Grafton

(Editorial)
12 A p r i l 1930 ....
The Bridge
Magnitude o f Task -
Massive Concrete P i e r s
F i r s t Span Ready f o r F l o a t i n g Out
1 May 1930 ......
F i r s t Span -Clarence Bridge
Steel Superstructure Placed i n P o s i t i o n
No H i t c h i n a Great Undertaking
Monday 26 May 1930 ........................ 59
Three I n j u r e d - Bridge Works Accidents

One Man i n Serious Condition
T h e D a i l y E x a m i n e r - 7 J u n e 1930 ........................... 61

Pound S t r e e t Crossing
A g i t a t i o n f o r Overhead Bridge - 15 July 1930 ..................... 61
Clarence Bridge
Second Span Placed
Spectacular Operations - 28 July 1930 ...........
Road o f Access
FitzroyorPoundStreet-2September1930 ...................... 63
Line t o Brisbane
Bridge & Railway
Work on River and Shore - 12 September 1930 ........
The Last Gap
Clarence River a t Grafton - 27 September 1930 ..................... 65
CONTENTS ( C t d )
Against Proposed Pound S t r e e t Embankment

Record P u b l i c Meeting a t Grafton Town H a l l
Deputation t o Proceed t o Sydney 7 November 1930 - ................... 65
Clarence Bridge
D Span i n P o s i t i o n
Floated o u t Yesterday - 8 November 1930 .
Through Railway
The Proposed Bridge
Plans and Elevation Design - 23 January 1931
Bridge Work
The Rationing System
Chamber o f Commerce Discussion - 19 February 1931 ................... 67
F i r s t F a t a l Accident
Clarence Bridge Worker F e l l 30 Feet - 20 March 1931 .................. 68
Bridge Works Accident

ForemanRiggerLosesHisHand-28May1931 ...................... 68

The Railway Through t h e Town - 4 June 1931 .......
Access on Grafton Side
F i t z r o y S t r e e t Route Chosen - 21 J u l y 1931 ...................... 69

Progress o f t h e Work -
15 August 1931 .............
South Grafton Approach
Reconstruction o f Bent S t r e e t - 25 August 1931 .................... 72

Last Stages o f Construction - 30 January 1932 ..................... 74
L i g h t t o Clarence Bridge
South Grafton Council Report - 23 February 1932 .................... 74
Last Span - Clarence River Bridge

F i r s t T r a i n on May 8?
T r a f f i c Through Bascule Span - 4 A p r i l 1932 .......
The Bridge
(Editorial)-5April1932 ...................
The Clarence River Bridge - 30 J u l y 1932 . . . . . . . . . . . . . . . . . . . . . . . 78
The Clarence River Bridge a t Grafton

.............................
W r i t t e n by Arthur C a s t r i s s i o s 79
Index.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
OfficialProgramme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
(vii)
ACKNOWLEDGMENTS
Mr Arthur Castrissios, Grafton

Mr Peter Collins, Roads & Traffic Authority, Grafton
Mr & Mrs J Forbes, Ramornie
Mr Athol Green, of "Grafton Print"
Mr Ken Jesser, Grafton
Mr Mark Kepper, Grafton
Roads & Traffic Authority Office, Grafton
State Rail Authority of NSW, Grafton & Sydney
Further information on the construction ofthe Clarence River Bridge, engineering details and its
official opening, can be obtained from the following sources, at the Clarence River Historical
Society:
File 825 Back to Grafton Week Official Souvenir Book

Clarence ~iverBridge Book
Souvenir Clarence River Bridge Booklet
Sundry photos of bridge
File 841 Correspondence, programmes, circulars "Back to Grafton"
File B102 Journals of Engineers of Australia - November & December 1932 & August 1935.
Technical details of bridge construction
File D59 NSIJ Government Railways - Plans of Clarence Bridge
File E284 Rail Transport Museum's "Round House" publication for July 1982.
Book El67 Clarence Bridge, 1932

Cuttings on opening of bridge and events during "Back to Grafton" week
"The Sydney Mai 1" 27 July 1932 - pages 30 to 34 inclusive. Article and photos of bridge
"Daily Examiner" 17 July 1982. Grafton Bridge 1932-1982 - Supplement

"Daily Examiner" 9 May 1932. Report on first passenger train to cross Clarence Bridge and
Editorial on "the last link"
"Daily Examiner" 19 July 1932. Bridge opening. 24 page edition, the largest "Examiner" ev
er published to that date.
"Daily Examiner" 20 July 1932.

Page 4 - Procession details
Page 6 - Bridge opening, full page report
"Daily Examiner" 21 July 1932. Page 4 - Summary of "Back to Grafton" week
"Daily Examiner" 12 August 1932. Page 4 - Further "Back to Grafton" week information
FRONT COVER - GLAREPCE RIVER BRIDGE

Photo courtesy of Mr Ken Jesser
viii
INTRODUCTION
A unique s t y l e o f bridge over t h e Clarence River was opened on 19 J u l y 1932, l i n k i n g n o r t h and

south Grafton. The bridge closed a gap i n road and r a i l t r a n s p o r t around A u s t r a l i a and was
h a i l e d as an event o f n a t i o n a l importance.
The c i t y o f Grafton i s s t r a t e g i c a l l y placed between Brisbane (320 km) and Sydney (695 km). The
b u i l d i n g o f a bridge over t h e wide Clarence River, on which Grafton l i e s , created major
p o l i t i c a l , f i n a n c i a l and engineering problems.
The Clarence River, probably t h e most b e a u t i f u l i n Australia, i s a l s o one o f t h e l a r g e s t , and i t s

s i z e has been a source o f c o n t i n u a l problems. I n i t i a l l y , settlement was delayed because o f i t s
s i z e - i t s mouth so large, ocean explorers dismissed it as a wide bay. The f i r s t t o do so was
Matthew Flinders, who spent t h e n i g h t o f 11 J u l y 1799, i n t h e mouth o f t h e r i v e r and named it
"Shoal Bay".
The r i v e r remained undisturbed u n t i l an escaped convict, Richard Craig, reported s i g h t i n g a " Big
River" ; a name by which i t i s s t i l l known. Immediately a f t e r discovery, s e t t l e r s f l o c k e d t o t h e
"Big River" , i n t h e l a t e 1 8 3 0 s , t o t a k e advantage o f i t s r i c h a l l u v i a l s o i l s and stands o f cedar.
The width, depth and navigable l e n g t h o f t h e r i v e r made i t i d e a l f o r shipping goods t o t h e new

settlement, b u t these assets became a handicap when road and r a i l t r a n s p o r t became popular.
The t r a n s p o r t a t i o n o f passengers between t h e townships o f n o r t h and south Grafton was simplest,

although n o t without i n c i d e n t . Joseph Austen began a boat s e r v i c e i n t h e 1850s followed by
others w i t h a keen eye t o business. One charged a f a r e o f sixpence (5 cents) r e t u r n fare, b u t
t h e passengers had t o help row t h e boat!
A hand-powered punt was u n o f f i c i a l l y "opened" by i r a t e residents i n J u l y 1861. They had s e e n t h e

punt t i e d t o t h e bank since,March o f t h a t year w h i l e tenders were being c a l l e d . Unfortunately
t h e punt was taken away from them u n t i l Government approval came some months l a t e r .
A p r i m i t i v e hand-punt, p u l l e d across t h e r i v e r by means o f a rope was replaced by a Steam punt,

causing d i s t r e s s t o residents because o f i t s noise (heard k i l o m e t r e s away) and clouds o f black
smoke which covered t h e passengers and r j v e r s i d e homes. Furthermore t h e chains o f t e n broke and
t h e punt would d r i f t i n t h e r i v e r u n t i l rescued. By t h e l a t e 1890s power had been i n s t a l l e d and
a s a f e r cable had been introduced t o much l a r g e r punts.
The e x i s t i n g vehicular f e r r i e s , b u i l t t o accommodate 12 vehicles, proved t o o small by t h e year

1916. I t took u n t i l August 1926, before a 24-car f e r r y was provided, by which t i m e t h e demand
was even higher.
R a i l was developing a t a s i m i l a r r a t e t o road t r a n s p o r t , although by using an i n l a n d r o u t e had

avoided many o f t h e 13 f e r r y crossings experienced by m o t o r i s t s t r a v e l l i n g t h e coastal route
between Sydney and Queensland. The t r a i n l i n e from Sydney had reached South Grafton by 1923 and
came up against t h e same b a r r i e r as road t r a n s p o r t - t h e Clarence River which obstructed f r e e
movement between Queensland and t h e r e s t o f A u s t r a l i a .
I n 1924 t h e NSW Railways leased t h e "Swallow", a f e r r y remodelled t o c a r r y t r a i n s across t h e

river. The "Induna" combined w i t h t h e "Swallow" t o be t h e o n l y two o f t h e i r k i n d i n A u s t r a l i a .
Nevertheless, long delays were experienced i n manoeuvring t h e t r a i n s across t h e r i v e r a rail -
bridge was t h e o n l y answer.
From t h e days o f t h e f i r s t settlement, r e s i d e n t s canvassed f o r a bridge, b u t i t was n o t u n t i l

1913 t h a t a r e p o r t was prepared by t h e P u b l i c Works Committee; a f u r t h e r two years before
r e c e i v i n g v i c e regal assent and almost 20 years before A u s t r a l i a gained i t s v i t a l r a i l and road
link.
The proposed r a i l bridge was q u i t e d i f f e r e n t from t h e f i n a l design. The o r i g i n a l i n t e n t i o n Was

f o r a double l i n e of railway and a footbridge, w i t h a movable span t o r a i s e 27 metres f o r r i v e r
transport. I n December 1922,the M i n i s t e r f o r Works asked t h e Railway Commission t o "incorporate
vehicular t r a f f i c i n t o t h e design". One consideration was t h e p o s s i b i l i t y o f t h e r a i l w a y and
road j o i n t l y sharing t h e bridge -
f o r t u n a t e l y t h i s was r e j e c t e d !
Clarence River Historical Society Inc 1

With the approved double-deck design came the inevitable disagreements on location. O f the two
final sites, the route crossing Susan Island was estimated to be double the cost, so for
financial reasons the Wilson's Hill location was approved. The next step was to reach agreement
on a lifting span for shipping, and the design requirements produced one of the world's most
unique bridges.
The volume of road and rail traffic by 1927, proved that a bridge had to proceed urgently.
Tenders were called and two were received - one from Dorman Long & Co of f484,190 and the other
from John Grant & Sons, of E499,150. The Railway Department's estimate for the work was about
£100,000 less than the tenders received and the Railway Department decided to carry out the work
itself, and to invite tenders for the sub-structure of the bridge. Clyde Engineering, Sydney won
the tender. Unsuccessful tenderers, Dorman Long and Company, won the tender for the Sydney
Harbour Bridge which was built simultaneously with the Grafton Bridge.
Duringthe "Great Depression", the bridge provided stable employment for men who were willing to
work hard for over four years. In 1928 a steel 5 x 240 ft and 1 x 85 ft bascule span bridge was
begun and was completed in 1932 to be opened on 19 July of that year by Sir Isaac Isaacs, the
Governor-General of Australia.
"The Sydney Mail" reported on 27 July 1932, "The Clarence River Bridge, spanning the finest of
the northern rivers, is a unique structure. It is the only bridge of its kind in the world and,
therefore, its completion may be regarded as an important epoch in the history of bridge
construction ... its national importance lies in the fact that it closes the last gap in the
interstate unified-gauge railway line linking the capitals of New South Wales and Queensland and
forms a link in the system with which it is intended ultimately to bring the whole of the
mainland of Australia into similar direct railway communication".
The importance of shipping was a major consideration in the location and design ofthe bridge and
it would have been unthinkable to the engineers of the bascule span that exactly 35 years later,
in July 1967, a preliminary conference was held "to consider the advisabilityto have the bascule
span closed". Many organisations were to gain by its closure:
1. The Railway Department claimed it would save departmental time and expense in
maintenance.
2. The PMG (Telecom) wished to lay, across the bridge structure, a coaxial cable to link
Sydney and Brisbane and the closure of the span was vital in its planning future. The
existing cable extended across the bottom of the river and was vulnerable to damage,
especially in times of flood.
NRCC (Northern Rivers Electricity) claimed that its electricity cables, normally buried
in the river bed, were costly to lay and maintain, and considerable cost-saving would be
gained by taking the cables across the bridge.
Grafton Gas Centre mains were already attached to the bridge structure, but at the
movable span, had to descent to the river bottom. Flooding meant severe damage and loss
of gas supply. Between 1948 and 1965, $10,000 had been lost in repairs, renewals and
loss of revenue through disruption to supply; the costs directly related to the mains
placed in the river bed.
At the time it was anticipated by the Gas Company, "to ultimately link natural gas fields
in Queensland to Sydney via the coastal strip" and the bridge, with permanent decking,
was important in that link.
5. Water was supplied and conveyed by submarine mains under the Clarence River. Laying the
mains across the bridge would be cost-saving and virtually maintenance free.
The Maritime Services Board, being responsible for the State's navigable rivers, rejected
approaches by the beforementioned organisations for the closure of the span on the Grafton
bridge. However, on 26 February 1968, after Ministerial representations, the Board finally
approvedthe span's closure, "conditional upon the span being restored to its present condition
in order that it may be opened, if required, within a maximum period of two years of such need
by the Board".
C7arence R i v e r Historica7 Society I n c

The t r o u b l e d i d n o t end w i t h t h e closure o f t h e span, as t h e span was n o t secured properly and
cars were being thrown sideways. I t took a f u r t h e r f i v e years before t h e matter was r e c t i f i e d .
The sharp bends necessary t o d i r e c t t r a f f i c t o t h e c e n t r a l business d i s t r i c t have always

attracted criticism. By October 1971, t h e Chamber o f Commerce requested a telephone on t h e
bridge t o r e p o r t t h e many accidents occurring on t h e narrow, badly designed t r a f f i c l e v e l o f t h e
bridge.
On 2 November 1972, over a 24 hour period, 11,590 v e h i c l e s t r a v e l l e d over t h e bridge, and i t i s

understood t h e DMR (Roads and T r a f f i c A u t h o r i t y ) t h e r e f o r e i n s t i g a t e d recommendations f o r a
second bridge .
H i s t o r y repeats i t s e l f i n t h e need f o r another bridge i n Grafton, f o r i t took u n t i l August 1980,
before t h e M i n i s t e r f o r Local Government and Roads announced t h a t a design on a new b r i d g e would
commence. Twelve years a f t e r t h e announcement, t h e RTA s t i l l does n o t have t h e funds a v a i l a b l e
i n t h e foreseeable f u t u r e .
I n 1986, t h e Clarence River bridge was included i n t h e National Trust Register as an i n d u s t r i a l

archaeological s i t e , i n t h e category o f "those places which are components o f t h e n a t u r a l o r the
c u l t u r a l environment o f A u s t r a l i a , t h a t have aesthetic, h i s t o r i c , s c i e n t i f i c o r social
s i g n i f i c a n c e o r other special value f o r f u t u r e generations, as w e l l as f o r t h e present
community".
There i s a novel a l t e r n a t i v e t o t h e c o s t o f c o n s t r u c t i o n o f a second bridge a t Grafton, and t h a t

i s t h e unexpected r e t u r n t o r i v e r t r a n s p o r t . I n 1990 two Grafton men, Graham Hollingworth and
Glen Donovan s t a r t e d a r i v e r haulage c o n t r a c t w i t h t h e RTA. Already t h e needs o f Lord Howe
I s l a n d are met by ships t r a n s p o r t i n g goods from t h e Clarence River and a sizeable p r o p o r t i o n o f
t h e area's timber and l i v e s t o c k have always been shipped t o overseas p o r t s from t h e Clarence
River.
The r e i n t r o d u c t i o n o f r i v e r t r a n s p o r t a t i o n t o t h e Clarence River would lessen t h e use o f heavy

vehicles on t h e P a c i f i c Highway, t h e Summerland Way and t h e bridge.
Perhaps t h e Maritime Services Board, i n 1968, demonstrated f o r e s i g h t when i t c o n d i t i o n a l l y agreed

t o t h e closure o f t h e opening span o f t h e Grafton Bridge "upon t h e span being r e s t o r e d t o i t s
present c o n d i t i o n " , should r i v e r t r a n s p o r t be resumed!
Mark Kepper, Member

Clarence River H i s t o r i c a l Society
References:
The Da i l y Examiner
The Sydney Ma i 1
Clarence River H i s t o r i c a l Society
NSW S t a t e Library
Mitche 1 7 Library
The Journa 1 , Transact ions o f the I n s t i t u t i o n Vol XIII
The Clarence River Bridge Pt I
James Wa 1 l e r Roberts, BE
Clarence River H i s t o r i c a 1 Society I n c

THE BRIDGING OF THE CLARENCE
( L e t t e r t o the E d i t o r )
T b Clarence it R i Examiner - 20 A p r i l 1886
-
S i r I observe t h a t t h e Government surveyors are l a y i n g down t h e base l i n e a t t h e r i v e r bank f o r
t h e Grafton-Tweed railway, andI presume t h e Government i n t e n d c o n s t r u c t i n g t h e bridge across t h e
r i v e r a t t h i s p o i n t , when continuing t h e coast l i n e t o Morpeth.
A few remarks thereon may n o t be o u t o f place here.
A t preaent, two places on t h e r i v e r bank have been surveyed as s t a r t i n g p o i n t s , one, t h e p o l i c e

paddock* a d j o i n i n g John See and CO'S wharf; t h e other, A L McDougall's, residence* about two
hundred yards higher up t h e r i v e r .
Our r i v e r bank frontage adapted f o r t h e accommodation o f ocean navigation, i s about one and a
quarter m i l e s i n length.
A r a i l w a y bridge c a r r i e d across t h e r i v e r a t t h e p o l i c e paddock, unless constructed s u f f i c i e n t l y

h i g h t o admit o f ocean vessels passing underneath, would c u t o f f t h r e e - f o u r t h s o f our r i v e r
frontage accommodation. A bridge c a r r i e d across t h e r i v e r a t M r A L McDougall's residence, would
c u t o f f t w o - t h i r d s o f frontage adapted f o r ocean navigation, l e a v i n g o n l y o n e - t h i r d o f t h e
frontage f o r t h e accommodation o f t h e p o r t . I t h i n k t h i s i s a matter which s e r i o u s l y a f f e c t s t h e
whole p u b l i c i n t e r e s t , and e s p e c i a l l y those h o l d i n g property i n t h e township, which w i l l be
g r e a t l y depreciated i n value on account o f t h e frontage l e f t f o r ocean n a v i g a t i o n being p e r f e c t l y
inadequate f o r t h e accommodation o f t h e p o r t .
The proper place f o r t h e bridge i s t h e Tower end o f C a r r ' s I s l a n d , t h e head o f t h e ocean

navigation, which would leave i t wholly available, and I am t o l d t h a t t h e r a i l w a y l i n e i s one
m i l e s h o r t e r a t t h i s p o i n t , there being a wharf reserve on t h e r i v e r bank, and o n l y two town
sections between i t and t h e racecourse, which i s eminently adapted f o r a r a i l w a y s t a t i o n and
workehops.
I f a r a i l w a y bridge i s constructed a t e i t h e r o f t h e above mentioned places, without being

s u f f i c i e n t l y h i g h t o admit o f ocean vessels passing underneath which i s improbable, as it would
r e q u i r e t o be 120 f e e t i n h e i g h t from underside o f p l a t f o r m g i r d e r t o h i g h water mark, making
i t 95 f e e t above t h e l e v e l o f t h e r i v e r bank, Grafton may expect t o lose t h e greater p o r t i o n o f
t h e commercial business, which belongs t o i t on account o f i t s accommodation f o r ocean-going
vessels.
I b e l i e v e i f t h i s matter were properly represented t o t h e Government, they would n o t commit

themselves t o such a f o r f e i t u r e o f p u b l i c t r u s t on t h e i r p a r t t o t h e p u b l i c o f t h i s d i s t r i c t .
Hoping these few remarks may be t h e means o f c a l l i n g f o r t h pub1.l~o p i n i o n i n t h i s matter.
COMMERCE
RAILWAY BRIDGE AT GRAFTON

P u b l i c Works Committee
The Clarence (L Ric Exfminer - Tuesday 22 A p r i l 1913

The members o f t h e P u b l i c Works Committee, who are t a k i n g evidence on t h e question o f
c o n s t r u c t i n g a bridge across t h e Clarence River a t Grafton, a r r i v e d by t r a i n from Brisbane on
Saturday evening. Next afternoon they were taken f o r a m o t o r boat t r i p up r i v e r , t h e Mayors o f
Grafton and South Grafton accompanying. The committee comprises M r J Storey, MLA (Chairman) ,
Hon W F Hurley, MLC, Hon J Travers, MLC, Hon W Robson, MLC, Messrs R T Donaldson, R Scobie and
G A Burgess, M s LA. M r E G Baker, member o f t h e "Hansard" s t a f f , accompanies t h e p a r t y t o take
shorthand notes o f t h e evidence.
4 Clarence R i v e r H i s t o r i c a l Society I n c
Yesterday morning, by arrangement i n Captain Anderson's launch, they viewed t h e two bridge s i t e s ,
Wilson's H i l l and Susan I s l a n d . They f i r s t went t o t h e former, thence round t h e I s l a n d , leaving
t h e launch a t Fraser's m i l l . They inspected t h e place where i t i s proposed t o connect t h e
Wilson's H i l l proposal w i t h t h e e x i s t i n g l i n e a t Jackschon's orangery, thence t o t h e crossing on
t h e n o r t h side opposite Wilson's H i l l a t Kent S t r e e t .
They crossed over t o t h e south side, and proceeded t o where t h e l i n e would run, provided t h e
Susan I s l a n d course was selected.
I n t h e afternoon t h e committee took l o c a l evidence a t t h e Town H a l l , when a number o f witnesses

from South and North Grafton were i n attendance, t h e arrangements being i n the hands o f t h e
Mayors and representatives o f p u b l i c bodies. The f o l l o w i n g evidence was tendered:
M r C Strauss, Mayor o f Grafton f i r s t gave evidence, and s t a t e d h i s o p i n i o n represented t h e

m a j o r i t y of t h e aldermen. He favoured t h e I s l a n d s i t e , though more c o s t l y . The resumptions
needed f o r t h e other s i t e would g r e a t l y reduce t h e e x t r a cost. The resumptions would p r a c t i c a l l y
cover two m i l e s on t h e n o r t h side. The f a c t o f a r a i l w a y running through t h e centre o f t h e c i t y
would be detrimental t o property, and create inconvenience.
The Wilson's H i l l proposal would need t h e resumption o f t h e High School s i t e , and another so
s u i t a b l e could n o t be secured. That scheme would a l s o mean t h e c l o s i n g o f 12 s t r e e t s , which was
hardly f a i r t o the c i t i z e n s affected. I t f u r t h e r meant t h e s p o i l a t i o n o f Westward Park, and
i n t e r f e r e d w i t h t h e racecourse, t o what extent he could not say. The improvements on t h e course
t o t a l l e d about E5,000. The proposed l i f t span was t o be 60 f t and t h e "Pulganbar" has a 42 f t
beam, and i t would be d i f f i c u l t t o negotiate it i n time o f fogs o r strong wind. The steam
t r a f f i c would expand, and t h e span would t h e r e f o r e be a disadvantage. The l i f t needed attendants
t o work i t , which would mean e x t r a cost. I f t h e bridge was constructed a t Wilson's H i l l i t would
necessitate t h e b e r t h i n g o f shipping below t h a t p o i n t , on a shoal frontage, and an inconvenience
t o the c i t y .
I n r e p l y t o t h e Chairman: The bridge was necessary f o r a through r a i l w a y connection. The people

o f Grafton favoured t h e c o n s t r u c t i o n o f a r a i l w a y bridge and a l s o one f o r t r a f f i c . He considered
the e r e c t i o n o f a bridge necessary, even i f t h e l i n k a t t h e Tweed connection w i t h Brisbane was
not established. Most people would t r a v e l by t r a i n i n preference t o steamer, and perishable
produce would a l s o go by t r a i n . He d i d not a n t i c i p a t e any depreciation t o Grafton property o r
i t s i n t e r e s t s by t h e c o n s t r u c t i o n o f a bridge. A more s u i t a b l e s i t e f o r a t r a f f i c b r i d g e than
e i t h e r r e f e r r e d t o could be obtained.
M r W J Hawthorne, t o M r Robinson, s a i d he favoured t h e proposal a t Wilson's H i l l . One o f t h e

reasons was t h a t t h e Susan I s l a n d scheme would pass over low country, some o f i t flooded t o a
depth o f over 20 f t ; a t t h e i n t e r s e c t i o n o f Ryan and James S t r e e t s t h e r e was a h a l f - a c r e dry
only. The Wilson's H i l l s i t e would be comparatively above f l o o d l e v e l . A f e r r y s e r v i c e would
be p r e f e r a b l e t o having a t r a f f i c bridge a t e i t h e r Susan I s l a n d o r Wilson's H i l l , unless trams
were provided, as a t Brisbane. Susan I s l a n d i s submerged i n time o f h i g h f l o o d . He b e l i e v e d t h e
people o f South Grafton d i d n o t f e e l very s t r o n g l y on t h e question o f whether a bridge should be
constructed o r not, b u t t h e y f a v o u r e d t h e Wilson's H i l l as against t h e other. He resided i n t h i s
d i s t r i c t 60 years.
M r D J Lobban, President of t h e Chamber of Commerce, s a i d t h e Chamber had taken a c t i o n w i t h

regard t o a t r a f f i c bridge which i s necessary f o r t h e increased t r a f f i c . He quoted f i g u r e s t o
show t h e e x t e n t of t h e t r a f f i c , showing t h e number o f persons, horses, and v e h i c l e s crossing i n
a s i n g l e month. The Chamber were n o t p a r t i c u l a r whether t h e t r a f f i c s t r u c t u r e would be connected
w i t h t h e r a i l w a y bridge. As a c i t i z e n o f 25 years' standing, and seeing two f l o o d s -
he d i d n o t
see t h e necessity f o r a bridge a t a l l - he d i d not see why they should have one. I t appeared
t h a t t h e s i t e contention was one between North and South Grafton, and t h a t being so, t h e l a r g e s t
section o f t h e c i t y should have f i r s t consideration.
P u t t i n g one vested i n t e r e s t against t h e other, he claimed t h a t Grafton should be considered.

They must have a bridge a t Grafton, and i t should be Susan I s l a n d , where i t would n o t c u t Up
Properties, and where a t r a f f i c b r i d g e could be attached i f found s u i t a b l e a t t h a t p o i n t .
To M r Burgess: The bridge, if a t Wilson's H i l l , would mean t h e d e s t r u c t i o n o f many p r o p e r t i e s

on some 13 sections i n t h e c e n t r a l p a r t o f t h e town. What had been done a t South Grafton so f a r
i n connection w i t h t h e l i n e was necessary whichever crossing was decided upon.
Clarence River Historical Society I n c 5

Mr Burgess stated that the respective estimates for Wilson's Hill and Susan Island are E193,430
and L311,900, and he asked, in view of this, whether the extra cost was justifiable?
The witness still said it would, in view of the objections made, and also the annual expenditure
necessary for Wilson's Hill.
Mr Joseph Reid, Mayor of South Grafton, and Sawmiller, resided at Grafton 36 years. So far as
he knew the majority of the South Grafton people are favourable to Wilson's Hill.
To Mr Travers: The bridge would facilitate the speedy carriage of passengers on the through line
to Brisbane. This should be effected with as little cost as possible. It would be, in his
opinion, serving the interests of both sides, if the Wilson's Hill site were selected. It would
be necessary to construct a viaduct for a long stretch on the south side and over low land if
Susan Island were selected. He did not consider it would be difficult for steamersto negotiate
the lift; it was done without risk in other places. It may be possible, at a future time, to
extend shipping conveniences up river, as with the exception of one point, there was deep water
ten or twelve miles above Grafton. Most of the land to be resumed on the north side for the
Wilson's Hill proposal was no more valuable than that to be passedthrough at South Grafton from
opposite Susan Island. He favoured the construction of a traffic bridge (E53,000), though they
are well served by the ferry service. It would dispense with a punt, as the latter was at times
insufficient to cope with the traffic, but the ferry steamer may be found necessary.
Captain Anderson, local manager of the North Coast Company, pointed out the danger of vessels
navigating a lift bridge under certain conditions of weather. He believed it would lead to the
disorganisation of shipping and eventually lead to vessels berthing in the vicinity of Elizabeth
Island, and this would depreciate the value of property in Grafton. He fully realised the
importance of constructing a bridge, but favoured Susan Island, as it would not interfere with
shipping. Though the construction would cost more, there was the resumption and annual
expenditure in connection with Wilson's Hill to be considered.
To Mr Scobie: The Clarence is navigable for 32 miles above Grafton, but it would not be
necessary to provide a lift span in the Susan Island structure for many years to come to admit
the passage of ocean steamers up river.
The witness was asked minutely as tothe danger he represented of vessels negotiating the opening
in Wilson's Hill bridge. He stated that on an average seven or eight ships ranging in tonnage
from 500 to 1200 tons arrive weekly.
Alternative Railway Route - Engineers o f Australia
C7arence River Historica 7 Society Inc

J T McKittrick, Alderman o f South Grafton Council, favoured Susan I s l a n d s i t e from a local
standpoint.
To M r Hurley: Was resident of South Grafton 45 years. The Wilson'g H i l l route would i n j u r e
property, would impede navigation. As a s i t e there was no doubt Wilson's H i l l was the best. The
Railway Department acted discourteously t o the l o c a l Council i n not asking t h e i r opinion as t o
the determining o f the s t a t i o n Site. I f there was an open span i n the bridge the t r a f f i c i n
respect t o cargo would not be i n t e r f e r e d With. There was no necessity t o consider the extension
of ocean navigation above Susan Island.
He would not now recommend the removal o f the br5dge s i t e from Wilson's H i l l t o Susan Island.
Had t h e whole question t o be reopened he would advocate Susan Island. The t r a f f i c t o South
Orafton had increased very largely o f l a t e .
AldermanC Page, resident oPGrafton f o r 57 years, t o M r Donaldson, said he favouredthe Mountain

View s i t e , f a i l i n g t h a t , he was I n favour o f Susan Island. Mountain View would be more d i r e c t ,
would not i n t e r f e r e w i t h navigation, and t r a i n s could be run from there t o Grafton and South
Qrafton. The deviation could be made f i v e miles outside South Grafton. His objection t o
Wilson's H i l l was t h a t i t would i n t e r f e r e w i t h navigation, thereby depreciating property, and cut
up the town. He favoured an opening i f t h e bridge i s constructed a t Susan Island.
M r A J Pollack, S o l i c i t o r , residing a t South Grafton, said the question o f constructing a bridge

was discussed by the South Qrafton PA, who unanimously favoured Wilson's H i l l . He d i d so
personally, and thought too much was made o f the interference w i t h property a t Grafton. He
pointed out t h a t a High School s i t e could be obtained equally as good i n another p a r t o f the
c l t y ; a very small p o r t i o n o f the racecourse would be cut o f f ; and the land traversed by the
l i n e was not o f great value, much o f i t not being b u i l t upon.
H i t h regard t o t h e Susan I s l a n d s i t e , i t needed a long s t r e t c h o f viaduct passing over low land

carrying a high pressure o f water a t f l o o d time. Thls would need providing f o r a strongly b u i l t
viaduct. The navigation o f the Upper Clarence had also t o be considered, and he believed t h a t
provision should be made f o r admitting ocean vessels through a bridge. Where ever constructed
a t r a f f i c bridge was necessary, but i t would not dispense w i t h the need o f a f e r r y .
Alderman Maxted, residgnt o f Orafton f o r 53 years, favoured Wilson's H i l l s i t e . Flood waters

would have a greater e f f e c t upon the viaducts necessary f o r the Susan I s l a n d bridge, than on the
approach t o the structure i f erected a t Wilson's H i l l . From a national p o i n t o f view Wilson's
H i l l s i t e i s the best i n h i s opinion f o r the reasons stated and also on the estimated cost.
M r H M Baldock, Shire Engineer f o r Dorrigo, and resident o f the d i s t r i c t f o r 27 years .off and on,
stated t h a t i n view o f the development taking place l o c a l l y i t I s necessary t o have a bridge
across the r i v e r f o r a railway connection. I t should be b u i l t i n the i n t e r e s t o f defence, and
when the extension o f Dorrigo was completed much o f the t r a f f i c would come t h i s way. The current
and d r i f t against the viaduct connected w i t h the Susan I s l a n d proposal would imperil it. The
water i t would pass over would be 20 P t deep i n places, whereas the route t o Wilson's H i l l i n
Grafton was flooded t o 16 f t i n s t i l l water.
The present punt would not meet the requirements o f the t r a f f i c i n f i v e year's time, and some
Provision would need t o be made f o r the conveyance o f vehiclbs adrOSS the r i v e r . He d i d not
Consider t h a t the l i n e would seriotlsly a f f e c t property by passing through the c i t y .
Alderman Ferguson, 14 years i n the service o f Fraser and Company, favoured Susan Island, by
reason o f Wilson's H i l l s i t e i n t e r f e r i n g w i t h shipping. They shipped large q u a n t i t i e s o f timber;
the vessels were towed, and under c e r t a i n conditions there would be a d i f f i c u l t y i n g e t t i n g
through the opening. The l i n e would p a w through near the centre o f the c i t y , and would r u i n it.
There was a d i f f i c u l t y i n obtaining vessels; there was only one t h i s year, but they had two
m i l l i o n f e e t awaiting shipment. They loaded seven vessels a t the l a t t e r end o f l a s t year.
James McPhillip. bridge contractor, and resident on the Clarence 10 years, favoured W i lson's H i 11
by reason o f the lesser cost and the expense i n maintenance o f the viaducts and bridge a t Susan
Island. The connection was necessary i n the i n t e r e s t s of defence.
The Chairman stated t h a t they were q u i t e prepared t o hear f u r t h e r evidence i f i t was new, but
there wasno use repeating what had already been given. There were other witnesses present, but
Clarence River Historical Society I n c 7

it was stated that their testimony would be merely an endorsement of that tendered, so that they
were not called.
The Mayor of Grafton stated that a number of citizens affected had prepared a petition pointing
out that if the line would pass through the city their properties would be injured, and their
businesses also. He asked if the committee would accept the petition.
The Chairman said their mission was simply to take evidence, and on that they would make their
recommendations. They could not take into account representations from private individuals;
they had to consider the larger interest. He would suggest that they send the petition through
their Member for Parliament, or better still, to the Minister, who he was sure, would willingly
grant them his sympathy. It was not within their province to receive petitions but to hear the
evidence, and this they had done. Some were favourable to one site, some to another, and their
duty was to determine which in their opinion was the best, and recommend accordingly. It would
be a good thing when the surveyor came to fix on the site to represent the best one, and he could
mark it a little lower down or higher up as it appeared to him best, so long as it did not
interfere with the proposition in the main.
The Mayor, on behalf of the Mayor of South Grafton and himself, thanked the committee for the
courteous manner in which they had conducted the inquiry.
Mr Pollack had hinted that there was an element of jealousy between the two sides of the river,
but so far as he was concerned he disclaimed anything of the kind.
The Chairman said that he appreciated very much their kindly expressions, and he thanked the
Mayor forthe courtesy that had been extended them. He was sure they all wanted the proper thing
done, and was quite certain no jealously existed over the matter.
The committee leave by coach for Coffs Harbour this morning.
V i e w of Grafton
1888
Clarence River Historica7 Society Inc

GRAFTON BRIDGE
Double-deck S t r u c t u r e
Tenders Under Review
Ths D a i l y Examiner - 26 June 1926
During the week, two events o f s i g n i f i c a n t importance i n the h i s t o r y O f railway construction i n

t h i s State were the turning o f the f i r s t sod f o r the Kyogle-Brisbane l i n e and the closing o f
tenders f o r t h e Clarence River bridge a t Grafton. The i n t e r e s t attaching t o these two incidents
extends beyond the confines o f the respective d i s t r i c t s i n which they happened f o r they play
their part - and no mean p a r t -
i n the development o f the p o l i c y f o r a uniform gauge standard f o r
the railway system o f Australia.
I t i s i n t e r e s t i n g t o note the importance attached by the metropolitan press t o these developments

and a t t e n t i o n has been drawn t o the f a c t s leading up t o the c a l l i n g f o r tenders f o r the Grafton
bridge and most o f the c i t y papers have given an o u t l i n e description o f the structure the
b u i l d i n g o f which w i l l i n a l l p r o b a b i l i t y change t o a large extent the general aspect o f every
day l i f e i n Grafton during the next three years.
Before the F u l l e r Government relinquished o f f i c e , a f t e r the l a s t general elections, negotiations

were i n progress between them and the Federal and Queensland Governments regarding the
construction o f the l i n e between Kyogle and Beaudesert. I t was u l t i m a t e l y agreed between the
three Governmentsthat the work o f b u i l d i n g the l i n e should be shared between them, but t h a t the
New South Wales Government should b u l l d the bridge over the Clarence River.
I t has been pointed out by M r R T Ball, who was Minister f o r Works and Railways i n the F u l l e r
administration, t h a t these negotiations were completed by himself before leaving o f f i c e and the
turhing o f the f i r s t sod a t Kyogle was associated w i t h t h a t agreement. This agreement was
subsequently r a t i f i e d by Parliament.
I t was decided by the o f f i c i a l s o f the railway construction branch and the Works Department a f t e r
conference, t h a t plans should be prepared f o r a bridge such as would be unique
i n the Commonwealth. The design was drawn by M r Wickham, c h i e f engineer o f the railway and
tramway construction branch, and provided f o r a double-deck bridge. Trains w i l l run on the top
section and ordinary pedestrian and vehicular t r a f f i c on the lower deck. The length
of the bridge, i t i s stated, w i l l equal t h a t o f the great Hawkesbury River bridge and
when completed it w i l l rank as second t o the North Shore bridge among the b i g bridges o f
Australia.
A d i s t i n c t s t i p u l a t i o n set out i n the specifications was t h a t a l l o f t h e material t o be used i n

the construction o f the bridge should, where possible, be made i n Australia and the estimated
approximate cost was stated a t £500,000. The time specified f o r the construction o f t h e bridge
was three years, though i t i s thought t h a t the work w i l l be completed i n less. The tenders were
based on the 44 hour week.
The Public works Department has made i t s e l f responsible f o r the cost o f the p a r t o f the bridge
Which w i l l be used for vehicular and pedestrian t r a f f i c and the Railway Department i s t o bear the
balance o f the cost.
As previously announced, two tenders were received f o r the construction o f the bridge, v i z ,
Dorman Long and Co Ltd, who are b u i l d i n g the Sydney Harbour bridge, £484,190, and Messrs John
Grant and Sons, £499,150.
The tenders are now being reviewed by the Departmental o f f i c i a l s and i t i s expected t h a t one o f
the two mentioned w i l l be accepted a t an e a r l y date.
I t i s understood t h a t i n the event of Dorman Long's tender being accepted, the work o f b u i l d i n g
the bridge w i l l be commenced i n September. It w i l l be r e a d i l y understood t h a t the construction
of such an undertaking w i l l mean the i n f l u x of a large number o f Men, estimated i n some quarters
a t 500, i n t o the d i s t r i c t .
Clarence River Historica'l Society InC

GRAFTON BRIDGE
Tenders R e j e c t e d - P r i c e Too H i g h
Fresh Arrangements Proposed
The D a i l y Examiner - Saturday 3 J u l y 1926
It i s o f f i c i a l l y announced by t h e Railway Department t h a t n e i t h e r o f t h e two tenders received f o r

t h e c o n s t r u c t i o n o f t h e s t e e l bridge over t h e Clarence River a t Grafton had been accepted.
The reason f o r t h e r e j e c t i o n of t h e tenders, i t i s asserted, was t h a t t h e p r i c e was t o o high.
I t has now been resolved by t h e Railway Department t h a t a p o r t i o n o f t h e c o n s t r u c t i o n a l work

connected w i t h t h e bridge should be performed by t h e department, and t h a t f r e s h tenders should
be c a l l e d f o r t h e balance o f t h e work.
RAILWAY DEPT TO B U I L D GRAFTON BRIDGE

M i n i s t e r i a l Statement
Q u e s t i o n o f I m p o r t e d M a t e r ia l
Ttw D a i l y Examiner - Monday 5 J u l y 1926

M r Flannery, M i n i s t e r f o r Works and Railways, s t a t e s t h a t he has made i n q u i r i e s concerning the
r e j e c t i o n o f t h e tenders o f Dorman Long & Co Ltd, and John Grant and Sons f o r c o n s t r u c t i n g the
double decker b r i d g e over t h e Clarence River a t Grafton.
The estimate o f E500,000 i n c l u d e d t h e bridge and approaches, whereas t h e tenders sent i n were f o r
t h e bridge only, and t h e approaches would run i n t o a b i g sum.
The Railway Commissioners, t h e M i n i s t e r explained, had f u l l power t o accept o r r e j e c t tenders i n

t h e i r own department, but i f any tender meant expending more than E20,000 overseas, Cabinet
sanction must be sought.
M r Flannery f u r t h e r s t a t e d t h a t i t was t h e Commissioners' i n t e n t i o n t o have t h e bridge b u i l t

w i t h i n t h e department. He could n o t say whether t h e whole o f t h e m a t e r i a l would be Australian
made i n l i n e w i t h t h e conditions l a i d down i n t h e r e j e c t e d contracts.
But, he added, t h a t i f t h e importation o f m a t e r i a l r e s u l t e d i n over f20,000 being expended

abroad, t h e matter would be subject t o Cabinet sanction.
BRISBANE-GRAFTON L I N E
Debate i n F e d e r a l House
P r o j e c t s Should Synchronise
The D a i l y Examiner - Thursday 8 J u l y 1926
MELBOURNE, Wednesday
I n t h e House o f Representatives, t h e second reading o f t h e Grafton t o South Brisbane Railway

B i l l , a u t h o r i s i n g t h e r a i s i n g o f 5500,000 f o r b u i l d i n g t h e l i n e , making a t o t a l o f 54,000,000,
was continued.
M r Forde s a i d t h e l i n e would c u t o f f s i x hours i n t h e journey between Brisbane and Sydney.
M r Roland Green wanted t o know i f t h e e x t r a cost o f t h e railway, since t h e estimates were f i r s t

made, was due t o t h e operation o f t h e 44 hours working week i n New South Wales. He was s o r r y
10 Clarence R i v e r H i s t o r i c a 7 Society I n c
t h a t no mention o f the bridge a t Grafton was made i n the B i l l and suggested t h a t the Minister
urge the New South Wales Government t o b u i l d t h a t bridge i n time f o r the opening o f the railway.
Apparently no time l i m i t was imposed on the New South Wales Government f o r f i n i s h i n g the bridge.
Perhaps t h a t Government, having turned down two tenders f o r the bridge, was not going t o c a l l
fresh tenders, but was going t o do the work i t s e l f without any time l i m i t .
Mr H i l l : Those tenders were considered excessive.

M r West : They were higher than the New South Wales Government's estimate.
M r Green: I was informed they were lower than the departmental estimate by Eft300 o r
51700.
Mr Hill: They were higher.
M r Fenton: Who has been p u l l i n g your leg?
M r Green: I suggest M r H i l l should see about the NeH South Wales Government's bona-fides
regarding t h i s bridge.
The Minister f o r Railways said t h a t there had been increased wages and shorter hours i n
Queensland and New South Wales since the o r i g i n a l estimate o f the cost was made. That would
account f o r approximately £150,000 o f the e x t r a h a l f m i l l i o n . The cost o f material had also
increased, Had a p r i v a t e tender been accepted i t would have meant t h a t Parliament would have
been asked t o sanction an e x t r a E700,000 instead o f £500,000.
M r Roland Green: What about the Grafton bridge?

The Minister: The New South WalesGovernment i s pressing on w i t h what work? Tenders were so
high t h a t the New South Wales Government decided t o b u i l d the bridge i t s e l f .
The second reading was agreed t o and the B i l l passed a l l stages.
THE GRAFTON BRIDGE

(Editorial )
The D a i l y Exminer - Friday 9 July 1926
The decSsion o f the Railway Commissioners not t o accept any o f the tenders f o r t h e construction
Of the Grafton bridge, but t o have the bridge constructed w i t h i n the Department i s a matter i n
which the p u b l i c o f the North Coast are considerably interested.
The reason advanced for the decision was t h a t the tenders were too high. When the figures f o r
the tenders were f t r s t announced the impression i n the minds o f the p u b l i c was t h a t they were
below the estimate, but i t appears from the statement o f t h e State Minister f o r Works and
Railways (Mr Flannery) t h a t t h i s estimate of £500,000 included the approaches a!$ well as the
bridge i t s e l f , whereas the tenders were f o r the bridge only and the approaches w i l l run i n t o a
considerable amount o f money.
I t i s not, of course, known what the ultimate action o f the Gommissioners w i l l be, but the
Minister's statement pointed t o the l i k e l i h o o d o f the Commissioners doing the whole Of the work,
whilst anather opinion expressed i s t h a t the Commissioners w i l l carry out the approaches
themselves and i n v i t e fresh tenders f o r the bridge.
It i s cohsidered t h a t if t h i s course i s adoptedthe work w i l l be done a t less Cost and w i t h more

expedition. This, however, i s a matter which time alone t i i l l prove. I n any case a t a time l i k e
the present any delays may be regarded as dangerous or, a t any rate, c o s t l y , since wages and
other expenses are continually soaring higher.
Exactly what amount of money t h i s State has s a c r i f i c e d by i t s f a i l u r e t o bui 1d the bridge many
Years ago when the l i n e was f i r s t constructed i t w i l l never be possible t o say, but i t must run
to a considerable sum.
However, i t i s i n t e r e s t i n g t o r e c a l l t h a t i n 1913, Mr William Hutchinson, Chief Engineer for

i n g i v i n g evidence before the Public Works ComrnSttee estimated the cost o f the Grafton
Clarence R i v e r H fstorica 7 suciety IRC 11

to South Grafton railway, via Wilson's Hill, includingthe bridge, at E202,527, of which E57,627
was for the line and £144,900 for the bridge.
This, however, did not include provision in the bridge for a separate roadway and footway, which
was estimated at an additional £53,000. This would have made the cost at that time under
$260,000, which is very little more than half of what is likely to be necessary today.
The debate which took place in the Federal Parliament on Wednesday night in regard to the Grafton
to South Brisbane Railway Bill makes it clear that the cost has gone up considerably on this line
since the original estimate was made only a few years ago and this addition the Federal Minister
for Works and Railways (Mr Hill) attributed tothe increased wegee and shorter hours in New South
Wales and Queensland.
The Minister also stated that the New South Wales Government was preesing on with the work and
that the tenders were so high that the New South Wales Government decided to build the bridge
itself.
According to Mr Hill, Parliament would have been askedto sanction an extra $700,000 instead of
£500,000 if a private tender had been accepted, sothat it is evident the Railway Commissioners
of this State hope to save a considerable amount of money by doing the work themselves.
What the travelling public of the North Coast are anxious for is to see the work carried out as
speedily as possible, as it is very desirable that it should be in commission at the same time
as the through line to Brisbane is ready for opening.
GRAFTON BRIDGE
Commissioners t o Build
Tenders for Sub- structure
The Daily Exainer - Friday 9 July 1926
The Railway Commissioners today denied'the allegation made in the House of Representatives that
the two tenders for the construction of the Grafton bridge, which had been rejected, were lower
than the Departmental estimate.
The Departmental estimate was flO0,OOO less than the tenders received. The work is to be carried
out by the New South Wales Railway Department, which will invite tenders for the sub-structure
of the bridge only.
CLARENCE BRIDGE - COSTING £500,000

When F i n a n c e s P e r m i t
The Daily Examiner - Tuesday 13 July 1926
It was announced by the Railway Department tonight that work on the Clarence River Bridge will
be commenced when the State finances permit. It is estimated that the cost will be £500,000 of
which the State Government will find £80,000. It is likely that a h;um of money will be provided
on the next State estimates for the work,
The bridge is expected to be built in three years, and its completion will synchronise with the
completion of the line from Kyogle to Beaudesert.

CLARENCE R I V E R B R I D G E
Grafton to South Grafton Railway
General D e s c r i p t i o n of P i e r s & Super- structure
The D a i l y Examiner - 17 J u l y 1926
This b r i d g e w i l l form p o r t i o n o f t h e r a i l w a y from South Grafton t o Grafton and w i l l be s i t u a t e d

a t Wilson's H i l l , near t h e South Grafton r a i l w a y s t a t i o n .
The sub- structure w i l l c o n s i s t o f seven concrete p i e r s b u i l t i n t h e r i v e r channel on a rock

foundation, which l i e s a t a l e v e l varying from about 30 f e e t t o about 76 f e e t below h i g h water.
The founding o f t h e p i e r s w i l l be c a r r i e d out by means o f s t e e l caissons sunk by t h e pneumatic
process. The two p i e r s s u p p o r t i n g t h e bascule span w i l l provide a navigable fairway o f 76 f e e t ,
w i t h a depth o f water o f 44 f e e t . The other p i e r s w i l l be generally 245 f e e t centre t o centre,
and t h e t o t a l distance between end p i e r s w i l l be 1309 f e e t . The t a l l e s t p i e r w i l l be about
98 f e e t from foundation t o t o p l e v e l .
The b r i d g e proper w i l l c o n s i s t o f f i v e f i x e d t r u s s spans, 240 f e e t centre t o centre bearings, and

one moving span o f t h e bascule o r hinged l e a f type 84 f e e t centre t o centre o f bearings. There
w i l l be smaller separate approach spans t o c a r r y road, r a i l and footways. R a i l l e v e l w i l l be
33 f e e t above h i g h water, and t h e road l e v e l 27 f e e t above r a i l l e v e l . The c l e a r h e i g h t o f t h e
bridge above h i g h water w i l l be 26 f e e t , and above t h e highest known f l o o d about 4 f e e t . The
r a i l s w i l l be c a r r i e d on transoms supported on an open deck s t e e l f l o o r system and t h e road w i l l
be o f r e i n f o r c e d concrete, 22 f e e t 6 inches wide between kerbs, except on t h e bascule span, where
a timber f l o o r w i l l be provided. A footway, 5 f e e t wide, w i l l be provided on each s i d e o f t h e
bridge a t about r a i l l e v e l , c a r r i e d on s t e e l c a n t i l e v e r brackets. The t o t a l l e n g t h o f t h e b r i d g e
i s approximately 1510 l i n e a l f e e t .
The road w i l l be d i v e r t e d t o c l e a r t h e r a i l w a y a t each end by means o f skew spans about 100 f e e t

long and w i l l descend by means o f a viaduct and embankment on a 1 i n 25 grade t o ground l e v e l ,
the length o f approach a t t h e northern end being about 12 chains, and a t t h e southern end about
three chains.
The bascule span w i l l be hinged on a p a i r o f r o l l e r s , which w i l l move away from t h e opening

simultaneously w i t h t h e r o t a t i o n o f t h e span, s o t h a t w i t h an angular movement o f 80 degrees, t h e
maximum allowable, t h e centre o f t h e r o l l e r s w i l l be 12 f e e t 6 inches from t h e o r i g i n a l p o s i t i o n .
The span w i l l be operated e l e c t r i c a l l y by means o f a l t e r n a t i n g c u r r e n t t h r e e phase, f i f t y cycle,

415 v o l t s . The gates and other moving p o r t i o n s w i l l a l s o be c o n t r o l l e d e l e c t r i c a l l y and
i n t e r l o c k e d w i t h each other and w i t h t h e s i g n a l l i n g system.
The operating cabin w i l l be placed i n a p o s i t i o n t h a t w i l l give t h e operator a c l e a r view up and

down stream and along both road and railway.
KYOGLE RAILWAY
G r a f t o n B r i d g e - No M e n t i o n i n B i l l
W i l l NSW G o v e r n m e n t H o n o u r P r o m i s e ?
Tha D a i l y Exarainar - Thursday 22 J u l y 1926
Speaking i n t h e House of Representatives on t h e second reading o f t h e Grafton t o South Brisbane

Rai ]way B i 11, M r R Green (Richmond) s a i d he had studied t h e r e p o r t o f t h e M i n i s t e r ' s second
reading speech i n order t o a s c e r t a i n why t h i s e x t r a £500,000 was required. The reasons furnished
d i d n o t seem adequate. Possibly, t h e M i n i s t e r could f u r n i s h some f u r t h e r i n f o r m a t i o n which would
t h e minds o f honourable members.
The P r i n c i p a l excuse advanced by him was t h a t t h e estimate made i n 1921 was approximate only, and
based upon incomplete information.
rence River Historica7 Society I n c

" I notice," went on M r Green, " t h a t i n the agreement made between t h e Commonwealth and the
Governments o f New South Wales and Queensland, a standard working week o f 44 hours i s mentioned.
I n 1921, t h e 44 hour week was not i n operation, and p o s s i b l y t h e o r i g i n a l estimate was based on
a 48 hour week. The M i n i s t e r seemed t o skim over t h i s d e l i c a t e p o i n t , b u t t h e increase o f 14 per
cent i n t h e expenditure almost corresponds w i t h t h e percentage o f e x t r a cost t h a t a reduction o f
working hours from 48 t o 4 4 would mean. Possibly t h e 4 4 hours week i s t h e r e a l reason f o r the
e x t r a cost.
The amount t o be p a i d by t h e Commonwealth was, under t h e o r i g i n a l agreement, £1,962,887, but

under t h e amended agreement t h a t has been increased t o £2,243,299, a d i f f e r e n c e o f £280,412. The
Commonwealth i s t o pay more than h a l f t h e t o t a l increase merely because two partner States have
agreed t o adopt t h e 44 hours week.
M r H i l l (Echuca - M i n i s t e r f o r Works and Railways) s a i d t h a t f o r r e - l a y i n g and strengthening t h e

e x i s t i n g r a i l w a y between Grafton and Kyogle, t h e amount provided i s £670,000. A l l t h e amounts,
added together, made up t h e £4,000,000.
Had a p u b l i c tender been accepted instead o f t h e sealed estimates, which became a f i r m tender on
behalf o f t h e States, t h e a d d i t i o n a l amount f o r which we should be asking would be, not £500,000,
but over £700,000. The sealed estimates and p u b l i c tenders were lodged and opened
simultaneously. The acceptance o f t h e sealed estimates w i l l mean a saving o f over £200,000, i n
comparison w i t h t h e lowest p u b l i c tender.
CLARENCE BRIDGE
What is the Position?
Chamber of Commerce Discussion
The Daily Examiner - 29 July 1926
Some d i s s a t i s f a c t i o n was expressed l a s t n i g h t a t t h e meeting o f t h e Grafton Chamber o f Commerce

w i t h t h e u n c e r t a i n t y t h a t e x i s t s as t o t h e i n t e n t i o n s o f t h e State Government regarding the
c o n s t r u c t i o n o f t h e Clarence River bridge a t Grafton.
M r W A Zui 11 asked i f t h e chamber could n o t take some a c t i o n t o a s c e r t a i n what t h e p o s i t i o n

r e a l l y was. He pointed out t h a t gangs o f surveyors had been a t work i n d i f f e r e n t p a r t s o f t h e
town, b u t he had been under t h e impression t h a t a l l o f t h a t information had been i n t h e
possession o f t h e Government years ago.
He questioned whether something had now occurred which might be hanging t h e matter up. He
thought t h e chamber should see t h a t a r e s o l u t i o n dealing w i t h t h i s question was placed on the
agenda paper f o r t h e forthcoming annual meeting o f t h e Northern Rivers Federated Chambers o f
Commerce t o be h e l d a t Casino.
M r E Avery s a i d he understood t h a t there was l i k e l y t o be a d e v i a t i o n o f t h e l i n e on t h i s side

o f the r i v e r , and i t was proposed t o c u t across t h e creek somewhere near t h e school ground i n
Bacon S t r e e t , so t h a t t h e o l d r a i l w a y s t a t i o n a t North Grafton could be used.
M r Duncan: I t does n o t a f f e c t t h e bridge. That question has been s e t t l e d d e f i n i t e l y .
The president (Mr A J Pollack) s a i d t h a t i n a b i g work o f t h i s d e s c r i p t i o n , which meant an

expenditure o f h a l f a m i l l i o n o f money, t h e f i r s t t h i n g one would l i k e t o know was what p r o v i s i o n
had been made f o r the money? No a u t h o r i s a t i o n B i l l had been passed, g i v i n g t h e State Government
t h e r i g h t t o r a i s e t h e money, and no such measure could be passed u n t i 1 Par1iament met i n Ai~gust.
They found now t h a t no tenders had been accepted f o r t h e bridge, and t h e matter had been passed
over t o t h e Railway Commissioners as t h e c o n s t r u c t i n g a u t h o r i t y , b u t t h e b u i l d i n g could not be
gone on w i t h u n t i l i t was known when t h e money would be a v a i l a b l e . That was t h e present
position.
Clarence River H i s t o r i c a l Society Ipc

I n t h e House of Representatives t h e other day, t h e question was asked whether t h e b r i d g e would
be ready by t h e time t h a t t h e r a i l w a y was b u i l t , and t h e Federal M i n i s t e r s a i d i t was n o t a t e r m
of t h e agreement, b u t i t was understood t h a t t h e State Government would have t h e b r i d g e b u i l t by
t h a t time. Where was the money coming from? The State Government had n o t yet signed t h e
m i g r a t i o n agreement, o r j o i n e d t h e Loan Council, and had n o t made p r o v i s i o n f o r borrowing.
probably there would come a time when t h e r e was n o t t o o much money a v a i l a b l e f o r loan works, and
i t might be found necessary f o r them t o c u t down t h e c o s t o f b i g works such as t h i s . I f the
Government came t o t h a t conclusion they might t h i n k t h a t t h e best way would be t o c u t t h e t o p o f f
the bridge and make i t simply a r a i l w a y bridge without p r o v i s i o n f o r v e h i c u l a r t r a f f i c . I f there
was anything t h a t t h e chamber could do t o obviate d i f f i c u l t i e s o f t h a t d e s c r i p t i o n which might
occur, they should take t h e necessary action.
M r Avery: There i s a new punt coming.
M r Pollack s a i d t h a t was so, and he had h i s doubts as t o whether they were t o have a b r i d g e f o r
ordinary road t r a f f i c a t a l l .
M r W J Strauss s a i d he had reason t o b e l i e v e from what he had heard t h a t t h e r e was something i n

the f e a r s expressed by t h e president t h a t t h e bridge might be constructed f o r r a i l w a y purposes
only.
M r Puddicombe thought they should have some assurance t h a t t h e t r a f f i c p o r t i o n o f t h e bridge

would n o t be abandoned.
The President. My f e a r s may be absolutely groundless.
M r Duncan pointed out t h a t when t h e tenders were d e a l t w i t h t h e Government had s t a t e d t h a t they

would be able t o c a r r y out t h e work i n accordance w i t h t h e plans and s p e c i f i c a t i o n s a t a cost
less than t h e p r i c e s given i n t h e tenders.
I t was decided t h a t a r e s o l u t i o n should be f o r w a r d e d t o t h e Federated Chambers o f Commerce urging

the e a r l y c a r r y i n g out o f t h e work o f c o n s t r u c t i o n o f t h e Grafton and South Grafton bridge.
COAST LINE
Grafton - South Brisbane
Railway C o u n c i l ' s Report
The Clarence R i v e r Bridge
The D a i l y Examiner - Tuesday 10 August 1926
The annual r e p o r t o f t h e Commonwealth Railway Council, showing t h e progress made i n t h e

COnstruction of t h e Grafton-Kyogle-Brisbane r a i l w a y has been made a v a i l a b l e .
THE GRAFTOW BRIDGE
Although t h e Clarence River bridge i s n o t p a r t of t h e u n i f i c a t i o n o f r a i l w a y gauge work, i t has

a l l along been regarded as an absolute necessity f o r r a i l w a y t r a n s p o r t , and t h e subject has been
continuously before t h e Council.
Tenders were r e c e n t l y c a l l e d by t h e New South Wales Government f o r c o n s t r u c t i o n o f t h e bridge,

but i t i s understood t h e p r i c e s were t o o high, and t h a t t h e Government i s now making other
arrangements f o r proceeding w i t h t h e work.
The bridge should be ready by t h e time t h e u n i f i c a t i o n r a i l w a y gauge works between Grafton and
South Brisbane are completed, so as t o admit o f a continuous run from Sydney t o South Brisbane.
arence River Historical Society I n c

THE RAILWAYS
Commissioners' ,Visit
More Development Wanted
The Daily Examiner - 18 August 1926
An extraordinary f a c t t h a t has impressed i t s e l f upon t h e minds o f t h o s e t r a v e l l i n g w i t h t h e Chief

Commissioner f o r Railways ( M r J Fraser) and t h e Assistant Commissioners (Messrs J D Foster and
0 W Brain) d u r i n g t h e i r present t o u r o f t h e North Coast d i s t r i c t i s what they regard as a lack
o f development.
This impression was conveyed t o a " Daily Examiner" representative l a s t n i g h t d u r i n g a chat w i t h

member$ o f t h e p a r t y , who reached Grafton from Tweed Heads s h o r t l y a f t e r 5 pm.
The r e s u l t s o f i n q u i r i e s made by t h e Commissioners i n d i c a t e d t h a t t h e r e was very l i t t l e

l i k e l i h o o d o f any increage i n t h e railway business, so f a r as t h e Far North Coast system i s
concerned, t h i s year as compared w i t h t h a t o f l a s t year.
The o p i n i o n was expressed t h a t there was n o t t h e development t a k i n g place t h a t might be

expected i n such a wonderfully resourceful p o r t i o n o f New South Wales as t h e Far North Coast
district.
When t h e Commissioners a r r i v e d a t Grafton from Sydney on Monday morning they began t h e i r

inspection, and t r a v e l l e d through t o Kyogle t h a t day, inspecting en rowte, c o n t i n u i n g t h e journey
t o t h e Tweed River t h a t n i g h t . Yesterday morning they l e f t Murwillumbah and inspected t h e
s t a t i o n s between t h a t place and Lismore. A t a l l stopping places they made personal i n q u i r i e s
i n t o t h e prospective development o f trade, and t h e conclusion a r r i v e d a t was t h a t no increase i n
t h e value o f r a i l w a y business was t o be expected t h i s year. This was s u r p r i s i n g tothem, f o r t h e
possible resources o f t h e country were f r e e l y recognised.
The question o f t h e Clarence bridge was discussed several times by representative men w i t h t h e
Commissioners. The l a t t e r pointed out t h a t t h e tenders which had been received f o r the
construction o f t h e bridge were considered t o be altogether t o o high, and n e i t h e r o f them was
accepted. I t had been decided t h a t t h e Railway Department should construct t h e bridge, c a l l i n g
f r e s h tenders f o r t h e superstructure, and i t was thought t h a t by doing t h a t a very considerable
amount o f money would be saved.
One o f t h e members o f t h e Commissioners' party, discussing t h e question l a s t n i g h t , pointed out

t h a t t h e Clarence bridge would be an e s s e n t i a l p a r t o f t h e work o f c o n s t r u c t i n g t h e through
standard gauge l i n e from Sydney t o Brisbane, v i a Kyogle and Beaudesert. He s a i d t h a t t h i s l i n e
was now being vigorously proceeded with, and a l l along t h e journey evidences had been seen o f t h e
progress o f t h e work. When t h i s l i n e was completgd, he added, i t would, o f course, become t h e
main express route between Sydney and Brisbane.
During t h e i r t o u r , t h e Commissioners displayed a keen i n t e r e s t i n t h e banana growing industry,

and t h e i r i n q u i r i e s e l i c i t e d t h e f a c t t h a t experiments are t o be made w i t h F i j i bananas. The
reason f o r such experiments, i t was stated, was because t h e F i j i banana would more successfully
r e s i s t t h e bunchy top and other diseases, which have been responsible f o r t h e abandonment o f
l a r g e areas o f banana p l a n t a t i o n s on t h e f a r North Coast. O f course, i t was recognised by t h e
Commissioners t h a t i t would take several years f o r t h e F i j i p l a n t t o be developed i n t o a paying
proposition.
The p a r t y w i l l leave South Grafton t h i s morning a t 8.30, and w i l l proceed southwards, inspecting
a l l s t a t i o n s t o Taree, a r r i v i n g there a t 5.30 pm. From Taree, they w i l l t r a v e l on Thursday t o
West Maitland, and are due t o reach Sydney a t 9 pm t h a t day.
-
The D i s t r i c t Superintendent (Mr G H Nicholas), j o i n e d t h e p a r t y a t Grafton, and accompanied i t
throughout i t s t o u r o f inspection o f t h e l i n e s n o r t h o f t h e Clarence. Today he w i l l accompany
t h e p a r t y t o Taree.
Clarence R i v e r H i s t o r i c a l Society In
THE RAILWAY
South Grafton t o Grafton
Route Through t h e Town
The New Survey
P r o t e s t by Chamber o f Commerce
The D a i l y Examiner - Thursday 16 September 1926
The f o l l o w i n g r e s o l u t i o n was passed a t a very l a r g e l y attended meeting o f t h e Grafton Chamber o f

Commerce, h e l d a t t h e Town H a l l l a s t n i g h t -
"That t h i s chamber s t r o n g l y p r o t e s t s against t h e proposal t o a l t e r t h e
o r i g i n a l approved route o f t h e r a i l w a y through t h e c i t y o f Grafton, and urges
t h a t before anything d e f i n i t e i s done t o resume p r o p e r t i e s on t h e now
proposed route, t h e c i t i z e n s o f Grafton be given an o p p o r t u n i t y t o be heard on t h e
matter. "
The attendance a t t h e meeting was t h e l a r g e s t f o r many years, f o r w i t h t h e v i s i t o r s (several o f

whom were present) t h e r e were over 40 i n t h e Council Chamber.
The president (Mr A J Pollack) was i n t h e c h a i r , and t h e discussion as t o t h e r o u t e which t h e

railway t r a c k i s t o take from t h e bridge t o i t s j u n c t i o n w i t h t h e Casino l i n e , was t h e p r i n c i p a l
matter discussed.
A t t h e request o f t h e chamber, M r H Harding was present t o g i v e expression t o h i s views on t h e

subject. He commenced by g i v i n g a h i s t o r y o f t h e r a i l w a y movement i n Grafton, saying t h a t when
M r John See was Premier he had s u f f i c i e n t sense t o know a t t h a t time t h e r a i l w a y from Sydney t o
Grafton was an impossible undertaking, b u t i t was he who brought forward t h e c o n s t r u c t i o n o f t h e
l i n e from Lismore t o t h e Tweed, and on t o t h e Clarence from t h e place f i r s t mentioned.
A t t h e commencement o f t h e movement f o r t h e c o n s t r u c t i o n o f t h e l i n e through Grafton, i t was

proposed t o c a r r y i t along t h e r i v e r bank t o t h e New South Wales Fresh Food and I c e Company's
b u i l d i n g , where t h e present b u t t e r factory was s i t u a t e d , b u t i t was decided t o s e t t l e t h e s i t e
o f t h e s t a t i o n a t a l a t e r date.
Later on there arose t h e question of t h e bridge, and then t h e problem arose as t o where t h e
s t a t i o n was t o be placed, and t h e s i t e decided upon was opposite Fisher Park.
Later, a survey was made, and t h e r o u t e selected was through t h e Presbyterian Church ground and
by a b r i c k house, and on t o Jordan's H a l l . I t was then feared t h a t t h e l i n e would a f f e c t t h e
church b u i l d i n g , and f o r t h a t reason i t was decided t o s h i f t i t a few yards away, passing by t h e
ha11.
The s t a t i o n was t o be i n t h e block between Prince and Queen Streets. The landowners were
interviewed on t h e subject o f resumptions.
Everything was thought t o be completed, and t h e people owning t h e land along t h e r o u t e were
rned not t o make use of i t f o r b u i l d i n g purposes. The r o u t e o f t h e l i n e was w e l l known t o a l l ,
d when some of t h e people t h a t owned land along t h e r o u t e desired t o s e l l , they could not do
O J because they could not o b t a i n buyers.
however, a f t e r 27 years, these people were t o l d t h a t they would be l e f t i n t h e soup because

l i n e was going by another route, across Prince S t r e e t , above t h e F i r e S t a t i o n and through t h e
iness block near Gerard's. He d i d n o t t h i n k i t f a i r t h a t t h e people owning land along t h e
r s t route selected should have it earmarked f o r so many years, and then discover t h a t t h e plans
f the r a i l w a y a u t h o r i t i e s had been a l t e r e d , f o r had they been aware t h a t t h e i r land would n o t
Uired, they could have b u i l t on i t and have received i n t e r e s t on t h e i r o u t l a y . The plans

l i n e were s u b m i t t e d t o Parliament and were approved, and everyone b e l i e v e d t h a t t h e matter
een f i n a l l y d e a l t with.
e n t l y i t became known t h a t a f u r t h e r survey was being made, b u t i t appeared t o be impossible

get any d e f i n i t e information on t h e subject. When he went t o t h e Town Clerk t o see if he
* m e River Historical Society I n c 17

could obtain any information, he was asked to say nothing about the matter, on the grounds that
a protest might have the effect of delaying the building of the line, which was no reason at all,
as the line could not be held up merely on the question of going through one block and not
another. People were objecting to the new route, and many thought that the original route and
the site for a station could not be improved upon. As a matter of fact, almost every road to the
town went past it.
In addition, it appeared, continued Mr Harding, that they would have to put up with the little
siding that was at present being used as a station, and this would mean additional expense tothe
public in travelling between the station and the town.
He did not see why the station should be put amile away, when the train had to pass through the
town. People would have to go right out there, and then come back again. The whole thing was
absurd. The town was bound to spread, but it could not spread in the direction of the present
station; it would have to come this way, thus making it further for the people. He thought the
chamber and the council should take a lead in the matter, and if a petition from the town was
forwarded tothe members, and they were asked to work for it, they might get back the old line.
They might take some action to get the opinions of the people.
He moved that it was desirable to hold a.public meeting to deal with the matter and ask the
Government to retain the original survey.
Mr H Maxted seconded the motion, and said he was an advocate of the Edwards' survey. He said
that only recently he wrote, asking if it was advisable to erect a building on a place marked in
the Edwards' survey, and was told not to go on with the improvements, as the line would be
started in a short time. The building of the line on the new route would destroy many
improvements that had been carried out with the ratepayers' money.
He also referred to the inconvenient location of the present station. In his opinion, the new
resumptions would cost more than those on the original survey, as the land that would be taken
was more valuable. He thought they should ask for an inquiry to be held in Grafton, at which
evidence could be taken as tothe best route. The new proposal would cut the town in half in its
busiest part.
Mr G E Hill thought t'hat the chamber should express its own opinion, and object to any alteration
in the route without waiting for a public meeting.
The president said that the original route was set out in the Grafton - South Grafton Railway Act
of 1919, and the route was then approved.
Mr E Avery said he did not think Parliament has approved of any railway route through the town.
Mr J A Puddicombe saidthe new proposal would inflict serious damage tothe town. He was opposed
to bridges and railway crossings in atown. He agreed with Mr Ager that the railway instead of
crossing Prince Street, should join up with the main line outside the town. He would not like
to see a great unsightly bridge right through the main street of the town. Someone in the past
had gone tothe trouble to build up a beautiful jacaranda avenue, which people from all parts of
the State came to see, and which would be destroyed if the new route was taken. This was just
to save a few paltry pounds sothat the Commissioners would not have to build a new station. The
present station was now totally inadequate, and would be more so when the line went through to
Brisbane. The people of Grafton had helped to build up the city and were very proud of it and
had a right to see that it was not ruthlessly destroyed.
Gerard and Co, who had spent thousands of pounds in improvingtheir business would be cut off and
placed in an outside suburb if the bridge were put across Prince Street on the new site. He
agreed with Mr Harding that the Edwards' route was the best. He thought they should protest as
a Chamber.
Ald W T Robinson said he was surprised at the attitude of the citizens of Grafton. When a
railway had to go through anywhere, competent men were sent up who knew their business and they
had to consider all the conditions when they were making a survey.
The arguments used by the previous speakers, he thought, were rotten. He has as much interest
in the business of the town as anyone, and if the line did go across Prince Street at the place
18 Clarence River Historical Society Inc

i n d i c a t e d there would n o t be such a great l o s s as had been made out. He thought t h e very best
place i n t h e town f o r a r a i l w a y s t a t i o n was where t h e present one was, and i f they b u i l t a
s t a t i o n on t h e s i t e o f t h e o r i g i n a l survey they would have t o f i l l up a creek. He was q u i t e sure
t h a t i f a s t r u c t u r e had t o be p u t up across Prince Street, i t would be i n keeping w i t h t h e
surroundings and something o f which they need n o t be ashamed. He could n o t see t h a t any o f t h e
argumentsthat had been submitted would h o l d water. He had t o look a f t e r t h e i n t e r e s t o f Grafton
and would n o t be t h e one t o see it i n j u r e d . The ownership o f land was nothing whatever t o do
w i t h them, and he himself was not opposed t o t h e present l i n e . T h i s s o r t o f opposition made a
man s i c k and t i r e d of p u b l i c l i f e . There was always somebody coming forward w i t h t i n - p o t
arguments when anything was proposed t o be done. He thought t h e present survey would do away
w i t h l e v e l crossings and t h a t would be an advantage. He d i d n o t see any need t o c a l l a p u b l i c
meeting, because he was sure i f one were c a l l e d they would n o t get more than were present t h a t
night.
M r J A Puddicombe then moved t h e r e s o l u t i o n s e t o u t a t t h e head o f t h e r e p o r t as an amendment.
M r H F u r s t supported t h e amendment. He s a i d everybody had a r i g h t t o t h e i r o p i n i o n and t h e i r

opinions were as good as M r Robinson's. M r Robinson, as Mayor o f t h e town, should have been t h e
f i r s t one t o c a l l a p u b l i c meeting t o p r o t e s t against t h i s new survey. A l o t o f money had been
spent on Prince S t r e e t and as a ratepayer he objected t o t h a t money being thrown away.
D r C o r l i s s a i d he agreed w i t h t h e Edwards' l i n e . The viaduct across t h e Edwards' r o u t e would be

as much i n keeping w i t h t h e town as t h e l a t e s t proposal. With reference t o t h e increased cost
o f t h e o r i g i n a l survey, he pointed o u t t h a t t h e people would pay as much i n car f a r e s t o t h e
e x i s t i n g s t a t i o n as i t would cost t o b u i l d t h e l i n e on t h e o r i g i n a l survey.
M r G E H i l l r e f e r r e d t o t h e f a c t t h a t a t Palmerston, New Zealand, where t h e r a i l w a y went r i g h t

through t h e middle o f t h e town i t had been now found advisable t o move i t away from t h e town.
The railway s t a t i o n a t Grafton could be b u i l t i n t h e town and t h e goods yard could be on t h e s i t e
o f the existing station.
The president s a i d he was not a resident o f Grafton, b u t he was a n a t i v e o f t h e town. He had

l i s t e n e d t o t h e speech o f t h e Mayor w i t h i n t e r e s t . The Mayor was very l a r g e l y responsible f o r
the b e a u t i f i c a t i o n o f Prince S t r e e t and he thought i t would be a great shame t o s p o i l i t s beauty
by a bridge a t t h e place i n d i c a t e d by t h e new survey. He f e l t t h a t t h e r e was a divergence o f
opinion and t h a t they should n o t make up t h e i r minds u n t i l they had f u l l information and plans
before them.
The question was whether there was a danger o f l o s i n g t h e r a i l w a y and whether they had time t o
have an i n q u i r y . The r a i l w a y had t o be completed i n t h r e e years i n time f o r t h e opening o f t h e
bridge. So f a r nothing had been done t h a t could n o t be undone and he would l i k e t o see some
Opportunity given t o t h e Chamber o f Commerce and t h e Grafton Council and t h e p u b l i c t o p u t t h e i r
views before t h e department. They might have a conference w i t h t h e engineer. The r o u t e was
Picked i n 1910 and t h e Government might be asked t o g i v e t h e i r reasons f o r t h e a l t e r a t i o n .
The department might g i v e them some o f f i c i a l information. He thought t h a t t h e landowners on t h e

O r i g i n a l survey had a r i g h t t o be considered. H i s p o i n t o f view was t h a t they ought t o devise
some scheme f o r a round t a b l e conference on t h e matter w i t h t h e engineer.
M r J R McDougall thought t h a t t h e Government had probably gone i n t o t h e matter thoroughly and

sent up t h e i r men w i t h i n s t r u c t i o n s t o take every f e a t u r e i n t o consideration.
M r C C McDonald s a i d i t was probably because t h e Commissioners would be making a saving of 70

chains i n t h e distance t h a t they had adopted t h e new route.
Mr R C B r a i t h w a i t e s a i d it would be a great shame t o cross Prince S t r e e t a t t h e s i t e now

proposed.
M r McDonald seconded M r Puddicombe's amendment.
MrHarding withdrew h i s motion i n favour o f t h e amendment, which was c a r r i e d on t h e voices.
P
GRAFTON - SOUTH GRAFTON RAILWAY
The Route Through G r a f t o n
The D a i 1y Examiner - 16 September 1926
Surveyors belonging t o t h e Railway Department have been a t work i n Grafton f o r some t i m e past i n
connection w i t h t h e route o f t h e r a i l w a y l i n e from t h e South Grafton - Grafton bridge t o l i n k up
w i t h t h e Grafton -
Casino l i n e . I t i s understood t h a t estimates were being prepared regarding
t h e cost o f t h e o r i g i n a l route, which was t o cross Prince S t r e e t between Bacon and O l i v e r
Streets, and o f an a l t e r n a t i v e r o u t e t o cross t h e main thoroughfare between Pound and Bacon
Streets.
It i s , however, b e l i e v e d t h a t t h e Railway a u t h o r i t i e s have decided t o abandon t h e o r i g i n a l route

and proposed new s t a t i o n , and t h a t t h e l i n e w i l l now be brought from t h e r i v e r so as t o cross
Prince Street between Pound and Bacon s t r e e t s , near t o t h e s i t e o f M r Apps' motor garage. Thence
i t w i l l continue a t t h e back o f Pound S t r e e t , crossing Queen, Mary and A l i c e Streets. I t w i l l
branch o f f about A l i c e S t r e e t and cross Pound S t r e e t near t h e bridge a t t h e end o f Jacaranda
Avenue, and proceed t o t h e e x i s t i n g s t a t i o n .
I t i s s t a t e d t h a t n o t i c e s o f resumption f o r t h i s route are already being d e l i v e r e d t o t h e owners

of p r o p e r t i e s t o be traversed, and t h a t t h e balance o f these n o t i c e s w i l l be served during the
course o f t h e next day o r two. I t i s a l s o understood t h a t an o f f i c e r o f t h e Railway Estates
Department i s a t present i n Grafton i n connection w i t h t h e matter.
THE RAILWAY ROUTE

THROUGH GRAFTON
(Editorial)
The D a i l y Examiner - Monday 20 Septerrber 1926
The question o f t h e route which t h e r a i l w a y w i l l take through Grafton on i t s way from t h e

proposed new bridge t o the e x i s t i n g Grafton -
Casino l i n e i s one i n which t h e c i t i z e n s o f t h e
town are v i t a l l y interested.
Previously we pointed out t h a t there were c e r t a i n features i n connection w i t h t h e proposed new

route t h a t may be l i k e l y t o d e t r i m e n t a l l y a f f e c t t h e business c e n t r e o f t h e town, mar t h e
a t t r a c t i v e n e s s o f Prince S t r e e t , and leave us w i t h an inconvenient and out-of-the-way s t a t i o n .
Up t o t h e present nothing has been brought forward t o show t h a t these t h i n g s are u n l i k e l y t o
happen i n t h e event o f t h e r a i l w a y a u t h o r i t i e s abandoning t h e o r i g i n a l proposal and going on w i t h
t h e new survey.
The matter was somewhat f u l l y debated a t t h e meeting o f t h e Grafton Chamber o f Commerce on

Wednesday n i g h t , and as a consequence a motion was c a r r i e d p r o t e s t i n g against t h e proposal t o
a l t e r t h e o r i g i n a l survey, and u r g i n g t h a t before anything d e f i n i t e was done t o resume p r o p e r t i e s
on t h e new proposed route t h e c i t i z e n s be given an opportunity t o be heard.
I n t a k i n g t h i s a c t i o n t h e members o f t h e Chamber acted i n t h e best i n t e r e s t s o f the town.

Whether t h e information a t present a v a i l a b l e i s s u f f i c i e n t t o j u s t i f y a p r o t e s t might be open t o
argument i n t h e view o f some people, b u t no one can deny t h e d e s i r a b i l i t y o f securing f u l l
p a r t i c u l a r s from t h e Railway Department and o f t h e p u b l i c having t h e o p p o r t u n i t y t o p u t forward
t h e i r views. The issue i s one which, as we previously said, m e r i t s i n q u i r y on t h e p a r t o f the
c i v i c and p u b l i c bodies o f t h e town, because t h e b u i l d i n g o f a r a i l w a y i s no temporary matter,
and t h e works which are c a r r i e d out by t h e c o n s t r u c t i n g a u t h o r i t y d u r i n g t h e next three years may
be expected t o remain f o r a l l time.
As t h e representatives o f t h e ratepayers, t h e Grafton C i t y Council should be i n a p o s i t i o n t o

secure from t h e r a i l w a y a u t h o r i t i e s complete information as t o t h e reasons f o r t h e abandonment
o f t h e o r i g i n a l route, known as t h e Edwards' survey, and t h e adoption o f a new survey. Details
20 Clarence R i v e r H i s t o r i c a l Society I n c
should also be available t o t h a t body concerning the plans o f the new route, the method o f
constructionl the way i n which i t w i l l a f f e c t the town planning scheme o f Grafton, what s t r e e t s
w i l l be closed, what l e v e l s w i l l be followed and what w i l l be the location and type o f railway
station.
A good deal has been said already w i t h regard t o the e f f e c t o f the new route on Prince Street and
the business section, but there i s a160 the bearing i t w i l l have on the remainder o f the town.
Numerous s t r e e t s w i l l be crossed, and the f a c t t h a t t h i s w i l l occur i n the heart o f the town i s
8
something t h a t requires careful a t t e n t i o n -

i n f a c t i t seems t h a t most o f the s t r e e t s w i l l be
crossed from east t o west and the manner o f the crossing i s a question i n which the c i t i z e n s are
c e r t a i n l y concerned, seeing t h a t a great deal o f money has been expended i n improvementstothese
thoroughfares.
One p o i n t which was not mentioned a t the meeting o f the Chamber o f Commerce was t h a t between the
Edwards' survey, which runs close t o Oliver Street, and the r i v e r i s an area leaving ample room
for expansion, whereas the new route has not t h i s feature and v i r t u a l l y cuts the town i n h a l f .
A considerable amount o f c3vic pride has been b u i l t up w i t h i n the l a s t few years and i t i s
recognised t h a t Grafton isnow marching well on towards progress. Therefore, i t would be proper
t o consider i n any a l t e r a t i o n o f the c i t y not the Grafton o f today, but the Grafton o f 10 o r 20
years' time.
The idea o f locating the s t a t i o n a t the e x i s t i n g s i t e i s a most objectionable feature o f the new
proposal and one t h a t can only be excused on the score o f saving money. Even such an excuse i s
a poor one, ~ e e i n g t h a ti t leavesthe people a t such a disadvantage whentravelling'and w i l l have
the e f f e c t o f occasioning them needless expense. I t has been suggested t h a t t h i s could be
obviated by placing a passenger s t a t i o n near Prince Street, leaving the goods yard a t the present
railway station. This idea might be c a r r i e d out w i t h advantage.
I n the l i g h t o f present information, i t i s not easy t o understand why the railway a u t h o r i t i e s

have chosen t o run the railway l i n e r i g h t through the main business section and well i n t o the
residential portions o f the town, when by taking i t a few chains f u r t h e r along and following the
o l d route t h i s objection could have been avoided. The Railway Department may have what i t
considers good and s u f f i c i e n t reasons f o r i t s actions. I f so those reasons should be
ascertained.
I t should not be d i f f i c u l t f o r the council t o see which way i t s duty l i e s .

I t should make f u l l
inquiry and then deal w i t h the matter i n the best i n t e r e s t s o f the town, a f t e r taking a l l
circumstances i n t o consideration. So f a r as Prince Street and Jacaranda Avenue are concerned,
these two beauty spots should be jealously guarded from any unnecessary intrusion. I t i s not so
long since the council went t o the trouble o f securing estimates o f the cost of removing the
e l e c t r i c l i g h t wires from the centre of the Prince Street section i n question i n order t o
Preserve the palms, so t h a t no doubt the aldermen w i l l exercise care i n the present instance.
A j u s t i f i c a t i o n f o r the c i t i z e n s asking f o r some f u r t h e r p a r t i c u l a r s as t o the reasons f o r the

change o f route i s t h a t the authorisation o f the o r i g i n a l route has been on the Statute Book
since 1915, when a proposition t o b u i l d a railway was put before Parliament, and there was
attached t o i t what i s known as a book and plan of reference on which i s shown the proposed route
that the railway i s t o follow. When i t i s borne i n mind t h a t the length o f railway i s merely
from the bridge through Grafton i t would seem t h a t such a sweeping change i s a substantial
departure from the proposal which was authorised-by Parliament. During the intervening period
nothing has been suggested i n the way of an a l t e r a t i o n o f the o r i g i n a l route o r o f t h e location
of the railway s t a t i o n s i t e t h a t has been fixed i n the minds o f the c i t i z e n s . I n view o f the
substantial development and improvement o f the c i t y i n the meantime and the great amount o f
Public money t h a t has been spent, p a r t i c u l a r l y i n the b e a u t i f i c a t i o n o f Prince Street, i t i s not
much f o r the c i t i z e n s t o say t h a t before the departmental plan t o change the route i s
finalised, f u l l p a r t i c u l a r s should be given t o the c i t i z e n s and an opportunity should be given
them t o be heard.
argument t h a t any protests o r i n q u i r i e s w i l l delay the railway does not apply, as there i s
1s time t o have the matter thorough1 y investigated and then complete the work i n time f o r the
in9 O f the bridge. I n fact, the railway a u t h o r i t i e s would probably be only too glad t o
er a l l i n q u i r i e s and, as f a r as possible, meet the wishes o f the people.
nee River Historical Society I*

THE RAILWAY - A CORRECTION
( L e t t e r s t o the E d i t o r )
The D a i l y Examiner - y 20 September 1926
Sir -M r Rogers i s on t h e wrong t r a c k . The l i n e s I r e f e r r e d t o i n connection w i t h S i r John See

were those from Grafton t o Glen Innes, and t o T e n t e r f i e l d . Neither o f those would have i n j u r e d
S i r John See's shipping i n t e r e s t s , and h i s n o t r e - i n t r o d u c i n g them, when i n power, does not
favour t h e unworthy suggestion t h a t he s a c r i f i c e d h i s c o n s t i t u e n t s t o f u r t h e r h i s shipping
interests.
With regard t o M r Rogers' other p o i n t , t h a t i f a passenger s t a t i o n were b u i l t i n Prince Street,

"Grafton would be equipped w i t h a convenience r a r e l y found i n Australia," I c o r d i a l l y agree. But
t h a t i s j u s t what t h e Chamber o f Comrnerce i s working f o r . A passenger s t a t i o n (not a goods
s t a t i o n ) and refreshment room, etc., were provided i n Prince S t r e e t i n t h e o r i g i n a l plan, and t o
keep t h i s "convenience" i s what t h e chamber i s working f o r .
H HARDING
THE RAILWAY L I N E
S i r - Re t h e proposed d i v e r s i o n o f r a i l w a y l i n e from O l i v e r S t r e e t t o t h e f i r e s t a t i o n crossing,

i f t h e above proposal i s c a r r i e d out it w i l l completely destroy t h e most picturesque s e c t i o n o f
Prince S t r e e t . Secondly, i t w i l l wipe out t h e Jacaranda Avenue from A l i c e S t r e e t t o Alumny Creek
bridge. T h i r d l y , it w i l l s e t t l e f o r a l l time t h e question o f subdividing and replanning t h a t
unwieldy s e c t i o n between Pound and Bacon Streets, t h e second best business block i n Grafton and
so push t h e chance o f a sewerage system back another t e n years, while t h e value and usefulness
o f our E15,000 t h e a t r e w i l l slump w i t h a thud.
The thought o f a Melba warbling "Home, Sweet Home" while a mob o f s t a r v i n g stock are being
trucked through by t h e outer w a l l s t o t h e accompaniment o f s h r i e k i n g engine v i h i s t l e s i s r a t h e r
pathetic.
T h i s railway w i l l c a r r y by f a r t h e moat heavy country t r a f f i c i n t h e State, so t h e e f f e c t on

values o f adjacent p r o p e r t i e s may be imagined, y e t , i n t h e face o f t h e above few f a c t s , what have
we t o gain? Not one brass f a r t h i n g ' s value. The s t a t i o n w i l l s t i l l be a t t h e o l d address, which
today costs a modest two bob t o reach, while one can catch t h e launch a t Prince Street, get a car
from t h e southern bank and land a t South Grafton r a i l w a y s t a t i o n f o r 1/2. Certainly, with
h e a v i e r t r a f f i c Grafton car f a r e s w i l l be reduced, b u t s o w i l l South Grafton's and we w i l l f i n d
people catching t h e t r a i n a t t h e l a t t e r place, and thus e f f e c t i n g a double saving.
However, t h e "money value" i s n o t t h e crux o f t h e question. We have here On t h e banks o f t h e

most b e a u t i f u l r i v e r i n t h e Commonwealth, a c i t y w i t h t h e f i n e s t 'laid out s t r e e t s i n t h e State.
Our t r e e s are a t h i n g o f beauty admired by a l l who V i s i t us, while our Jacaranda Avenue has
become famous throughout t h e land, and t o a l l o w t h e f i n e s t garden p l o t i n Prince S t r e e t and our
b e a u t i f u l avenue t o be destroyed without p r o t e s t i s simply wicked. To accept t h e supposed saving
o f 130,000 as an excuse i s c h i l d i s h (they might have saved E50,000 by running s t r a i g h t up Pound
S t r e e t ) when we constder t h e prospective value o f t h e frontages t o t h e new s t r e e t through the
Pound - Bacon S t r e e t block. Would 130,000 buy those frontages? And when a l l i s s a i d and done,
who i s paying f o r t h i s l i n e ? I s i t n o t c o s t i n g t h e c i t i z e n s o f Grafton as much as other
i n d i v i d u a l s ? Yet we are supposed t o stand i d l y by and see t h i s a c t o f vandalism and d e s t r u c t i o n
c a r r i e d o u t without r a i s i n g a hand t o save it. The question o f r a i l w a y mileage does n o t come i n ,
as t h e O l i v e r S t r e e t l i n e i s t h e shorter o f t h e two.
Personally, I have nothing t o lose o r gain e i t h e r way, b u t I have some love f o r my country and
i t s development, and I t r u s t t h a t our c i v i c representatives w i l l f i g h t t h e matter t o t h e l a s t
d i t c h , as t h e r e can be no possible question o f delaying t h e c o n s t r u c t i o n o f t h e l i n e as t h e
Commissioners know only t o o w e l l t h a t w i t h Queensland connected up, t r a f f i c c o n d i t i o n s a t Grafton
would become impossible. I might a l s o p o i n t out t h a t i f t h e chance o f s u b d i v i d i n g our large town
sections are c u t out i t w i l l be good-bye t o a sewerage system f o r another t e n years.
GRAFTON
rKHXtIXHXKXMXHXHMXtrXM
Clarence R i v e r Histaricill Society Inc

THE RAILWAY THROUGH GRAFTON
( L e t t e r t o the E d i t o r )
Ths D a i l y Examiner - Wednesday 22 September 1926
S i r - I have read, w i t h much p e r t u r b a t i o n , n o t only your leading a r t i c l e s , but t h e various

discussions as t o where t h e r a i l w a y should go through Grafton. Now, i f Grafton had t h e c a s t i n g
vote i n t h i s matter, t h e r e might be some j u s t i f i c a t i o n f o r t h e outcry, b u t it has not. T h i s i s
not a l i n e t o please t h e sweet w i l l o f Grafton, b u t i s a n a t i o n a l l i n e .
'fears ago, as so p o i n t e d l y a l l u d e d t o by M r Alderman Reid l a s t n i g h t , t h e c i t i z e n s o f Grafton and

south Grafton pledged themselves t o a bridge across t h e r i v e r a t Wilson's H i l l , and, therefore,
t o a r a i l w a y l i n e through t h e c i t y o f Grafton. Since then, Government r a i l w a y experts have
traversed t h e various l i k e l y and best routes through t h e town, and have now made a d e f i n i t e
statement t h a t t h e route a l l t h e row i s about i s t h e best and s a f e s t one; and yet we f i n d a very
small s e c t i o n o f t h e community r i s i n g i n arms against i t .
We hear aldermen say t h a t they have n o t s e e n t h e several proposed routes, and, therefore, cannot
give an o p i n i o n about them. This i s probably t r u e , b u t why have they n o t seen them? Yesterday,
I motored round w i t h t h a t very sincere l o v e r o f , and barracker f o r , Grafton -
h i s Worship, t h e
Mayor - and, having examined t h e r i v a l routes i n every d e t a i 1, I marvel t h a t any sane man i n t h i s
c i t y can o b j e c t t o t h e one chosen.
We hear o f t h e spoi l a t i o n o f Prince S t r e e t ! Arrant nonsense, t h i s i s , f o r n o t one i n c h o f Prince

S t r e e t w i l l be destroyed. The t r a i n w i l l be c a r r i e d 16 f t above Prince Street, upon a modern
viaduct. Another discontent deplores t h e f a c t t h a t i f t h e r o u t e suggested i s adopted, Melba
might be disturbed, on some occasion, while s i n g i n g i n t h e Saraton Theatre! This i s u n d i l u t e d
r o t ! How do singers get on i n London, New York, Sydney, and t h e world over, w i t h t h e incessant
w h i r l o f trams, t r a i n s and o t h e r t r a f f i c ?
No, M r E d i t o r . I have l i v e d here f o r over 4 0 years. I have taken a very l i v e i n t e r e s t i n t h e

a f f a i r s o f t h i s c i t y f o r over 20 years, and a l l my i n t e r e s t s and e a r t h l y belongings are here, b u t
I do say t h a t a l l Grafton's backwardness i n t h e past has a r i s e n from t h e s t u p i d " t w e l f t h hour"
stunts. We l o s t our b e a u t i f u l e l e c t r i c f e r r y through such a s t u n t , and we w i l l keep on losing,
u n t i l we t r u s t t h e Government i n power, and r e a l i s e t h a t such Government and i t s o f f i c e r s are n o t
darned fools, b u t recognise t h a t anything constructed i n t h e p u b l i c i n t e r e s t must, f i r s t o f a l l ,
be s d l i d and u s e f u l , and, secondly, n o t an eyesore t o t h e p a r t i c u l a r loca'lity.
Let Us t r u s t t h e Government and i t s o f f i c e r s - n o t baulk them - and Grafton w i l l y e t come i n t o

i t s own.
D J LOBBAN 21/9/26
GRAFTON RAILWAY D E V I A T I O N
(Editorial)
The D a i l y Examiner - Saturday 25 Se
e s t i o n o f t h e proposed d e v i a t i o n o f t h e r a i l w a y route through Grafton from t h a t l a i d down

schedule t o t h e Act o f 1915, was r a i s e d i n t h e L e g i s l a t i v e Assembly on Wednesday l a s t by
G i l l i e s , MLA, and t h e M i n i s t e r f o r Works assured t h e member f o r Byron t h a t i f any p r o t e s t
n t t o him he would b r i n g i t under t h e n o t i c e o f t h e Railway Commissioners, who are t h e
t i n 9 a u t h o r i t i e s and upon whom i s c a s t t h e r e s p o n s i b i l i t y o f deciding as t o what
ns s h a l l be made.
e r may b e t h e u l t i m a t e decision o f t h e Commissioners, i t i s i d l e t o contend t h a t anything

e best i n t e r e s t s o f Grafton can be served by a f u l l i n v e s t i g a t i o n o f t h e matter and a
River Historical Society I n c

proper consideration of the pros and cons of the rival routes. To suggest that discussion of the
merits of the respective proposals, or even a protest against the deviation, is likely to produce
detrimental results to Grafton or to block the progress of the railway is so ridiculous as not
to deserve a moment's thought.
The Railway Commissioners know full well that the people of Grafton desire to see the bridge and
the railway constructed as speedily as possible, but as sensible men, possessed of business
capacity, they will also realisethat before the route is finally decided the civic authorities
are in duty bound to take every precaution to ensure that the interests of the city are properly
safeguarded and that no more interference is caused to its streets and buildings than is
absolutely necessary.
In our opinion the Grafton City Council erred in not adopting the amendment by Alderman
Braithwaite to ask for the plans of both lines. It is quite true that they decided to ask the
Railway Commissioners to supply them with plans ofthe crossings and information concerning their
construction, but no possible harm could have followed a request for particulars of both routes,
and the aldermen would then have been in a position to compare them. Why they did not follow
this course is a question to which nobody seems able to offer a satisfactory answer.
It may yet be proved that, as some people state, the new proposal is better than the original
one. We take it that most citizens would be open to conviction on the point, but no argument has
yet been brought forward to show that Grafton has anything to gain from the change, whilst so far
as present information goes there are indications of probable loss in certain important
directions. From the Commissioners point of view the arguments advanced in support of the
alteration are that it avoids the construction of 6 0 chains of new line, which is quite a good
argument in its favour, and that it does away with the building of the new station, which will
certainly save the department money, but will be a decided disadvantage in every way from
Grafton's point of view, as the present structure is neither adequate nor creditable to a town
of this size. The Commissioners also say the new line will be "cheaper, as well as, generally
speaking, more satisfactory". The cheapness may be admitted when the shorter line and the
omission ofthe new station are taken into consideration, but eventhe Commissioners confess that
there has to be set off against these the increased cost of land resumptions along the amended
route. As to the deviation being more satisfactory, that is a question which the Commissioners
no doubt approach from their own standpoint. The view of many of Grafton's citizens may be
different.
Before the sites of the bridge and line were fixed, the Public Works Committee took voluminous
evidence from the people of Grafton and South Grafton, as well as from the departmental
engineers. The route was then fixed and incorporated in the Grafton to South Grafton Railway Act
of 1915. This route was the result of the opinion formed by the committee after hearing the
whole of the evidence, sothat, surely, any alteration from it is open to thorough investigation
on the part of those who have charge of the town's affairs or who are interested in its progress
and future development.
One or two statements made before the Public Works Committee in 1913 are interesting in view of
what is now transpiring.
Mr William Hutchinson, the Chief Engineer for the Railway Construction Branch, mentioned that
Prince Street would be crossed between Oliver and Bacon Streets with a clear headway of 16 ft
above the present metalled surface. According to the statements which have been made in regard
to the proposed deviation, it will also be carried 16ftabove the main street between Pound and
Bacon Streets. The point is worth noting.
It was also stated by hlr Hutchinson that it was proposedto carry a great portion of the line on
viaduct, which would enable Oliver, Prince, Duke, Villiers, Bacon, Pound and Kent Streets to be
kept open. It was proposedto provide a level crossing at Cranworth and Mary Streets. to close
Howe, Milton, Turf and Alice Streets and to deviate Queen and Clarence Streets. What is intended
under the present proposal is not yet definitely known.
Mr C A Hodgson, then Superintendent of Lines, in his evidence, said: "It will be necessary to
remove the North Grafton station because, owing to the levels, we cannot get into the North
Grafton station without cutting the town to pieces. That is why the detour shown on the plan was
made".
24 Clarence River Historica 7 Society I n c

M r Hodgson's remark about c u t t i n g t h e town t o pieces i s somewhat s i g n i f i c a n t .
Evidence was a l s o given by M r Thomas Kennedy, Engineer-in-Charge o f t h e Railway and Tramway

Surveys, as t o an a l t e r n a t i v e proposal, a l t e r i n g t h e r o u t e of t h e l i n e from t h e northern t o t h e
southern s i d e o f O l i v e r Street.
One o f t h e advantages o f t h i s a l t e r a t i o n , according t o M r Kennedy, was t h a t i t formed a d i r e c t

l i n e through t h e town o f Grafton, a v o i d i n g t h e resumption o f t h e frontage o f t h e racecourse and
c u t out two curves, besides i n t e r f e r i n g l e s s w i t h t h e p o s i t i o n o f t h e s t r e e t s . T h i s expert
recommended t h e a l t e r n a t i v e l i n e . He a l s o s t a t e d t h a t the a l t e r a t i o n i n route was recommended
because t h e Grafton people had o b j e c t e d t o t h e racecourse being i n t e r f e r e d w i t h . T h i s a l t e r a t i o n
was subsequently adopted by t h e P u b l i c Works Committee.
Here, surely, i s evidence t h a t t h e P u b l i c Works Committee and t h e r a i l w a y engineers were prepared

as reasonable men t o l i s t e n t o t h e voice o f t h e people and avoid any damaging e f f e c t s on t h e
town. To preserve t h e racecourse from invasion they agreed t o a d e v i a t i o n , and a glance a t t h e
p l a n shows t h a t such a l t e r a t i o n meant t h a t a f t e r leaving Prince S t r e e t t h e r a i l w a y went almost
-
i n a s t r a i g h t l i n e t o i t s j u n c t i o n w i t h t h e e x i s t i n g Grafton Casino railway. May i t n o t be
expected t h a t t h e r a i l w a y a u t h o r i t i e s o f today are as reasonably-minded as those o f 1913?
A l l t h a t t h i s paper has had t o say on t h e matter has been s a i d i n t h e p u b l i c i n t e r e s t and i n t h e

b e l i e f t h a t those who have charge o f i t s a f f a i r s w i l l leave no stone unturned t o s a t i s f y
themselves and t h e general p u b l i c t h a t , p u t t i n g aside a l l other issues, t h e best Course i s being
followed. U n t i l t h e Council has f u l l information on t h e p o i n t and comparesthat information w i t h
t h e o r i g i n a l proposal, it i s absolutely impossible f o r it, o r any o f i t s apologists, t o express
a d e f i n i t e opinion.
THE RAILWAY - ROUTE THROUGH GRAFTON

P u b l i c Meeting t o be C a l l e d
The D a i l y Examiner - Thursday 18 NoV
I n t h e absence o f t h e p a r t i c u l a r s which had been asked f o r w i t h regard t o t h e o r i g i n a l and new

Proposed r a i l w a y r w t e s t h r w g h Graftan, t h e r c e l a s t evening decided t o raake a
further request t o t h e a u t h o r i t i e s f o r t h e i n f o r r r a t i w r and t h a t upon i t s r e c e i p t t h e m y o r Should
be asked t o c a l l a meeting o f c i t i z e n s t o consider t h e matter.
e discussion on t h e subject followed upon t h e reading o f a l e t t e r from M r R T G i l l i e s MLA,

i c h was included i n t h e correspondence before t h e meeting.
r G i l l i e s wrote s t a t i n g -
"I c a l l e d a t t h e survey branch of t h e Railway Department and c o l l e c t e d t h e
f o l l o w i n g information regarding r a i l w a y c o n s t r u c t i o n through Grafton c i t y . The
f i t a t i o n s i t e on t h e o r i g i n a l r o u t e was never d e f i n i t e l y defined, b u t was located
approximately t o t h e area o f t h e r e c r e a t i o n reserve, blocks 48, 49 and 5 0 , between
Bacon S t r e e t and O l i v e r S t r e e t and Turf and Queen S t r e e t s .
There are no l e v e l crossings shown on t h e new proposal, excepting over T u r f S t r e e t

a t t h e present s t a t i o n s i t e . Other crossings are a l l overhead and c a r r i e d upon
r e i n f o r c e d concrete archways, t h e h e i g h t s o f which range as f o l l o w s : Pound
Street, (near s t a t i o n ) 9 f t t o 16 f e e t , A1i c e S t r e e t 19 f e e t , Mary S t r e e t 20 feet,
Queen S t r e e t 18 feet, Duke S t r e e t 23 feet, V i l l i e r s S t r e e t 17 f e e t , Clarence
S t r e e t 17 f e e t , Kent Street, 17 f e e t .
Regarding t h e road approaches t o t h e brfdge, I am informed t h a t p a r t i c u l a r s have

n o t yet been detailed, b u t w i 11 probably be supplied t o t h e Municipal Counci 1 when
ready".
River H i s t o r i c a l Society Inc

M r B r a i t h w a i t e pointed out t h a t t h e information regarding t h e h e i g h t s o f t h e crossings on the
o r i g i n a l p l a n were s t i l l n o t before t h e chamber.
The president s a i d t h e r e were no p a r t i c u l a r s w i t h regard t o t h e crossings on the o r i g i n a l route,

b u t from t h e r e p o r t o f t h e P u b l i c Works Committee i t appeared t h a t i t was proposed t o provide
l e v e l crossings a t Cranworth and Mary S t r e e t s t o close Howe, M i l t o n , Turf and A l i c e S t r e e t s and
t o deviate Queen and Clarence Streets.
M r B r a i t h w a i t e t h o u g h t t h e chamber should again ask f o r t h e information regarding both routes and

suggested t h a t then a special meeting should be c a l l e d . A t present they had r e a l l y nothing t o
debate i n t h e absence o f t h e o r i g i n a l proposals. He moved t h a t a f u r t h e r request should be made
f o r p a r t i c u l a r s regarding t h e s t r e e t crossings i n connection w i t h t h e o r i g i n a l proposed route and
w i t h regard t o t h e r a i l w a y s t a t i o n s i t e and t h e overhead crossing over Prince S t r e e t .
M r J A McCallum seconded t h e motion.
M r T Matheson pointed o u t t h a t there would o n l y be one l e v e l crossing i n t h e new route and

thought there should be no d i f f i c u l t y i n choosing between t h e two routes i f t h a t was so.
M r C I Imeson s a i d there would be nothing t o prevent t h e r a i l w a y a u t h o r i t i e s p u t t i n g overhead

crossings on t h e o l d route.
M r E Avery s a i d t h a t there had been a suggestion t h a t t h e s t a t i o n should be b u i l t a t t h e t o p end

of p r i n c e Street, but he pointed out t h a t i n f l o o d time t h e water came i n near Dobie S t r e e t and
made i t s way down Prince Street. One o f t h e lowest p o i n t s o f t h e town was near t h e park i n
Prince S t r e e t and t h e railway people would n o t t h i n k o f b u i l d i n g t h e s t a t i o n i n an area l i k e
that.
M r W T Robinson, quoting from t h e r e p o r t o f t h e P u b l i c Works Committee, s a i d t h a t i t was proposed

t o construct t h e new s t a t i o n between Maud and Mary Streets.
M r W F Blood s a i d t h i s was a matter t h a t a f f e c t e d many people i n Grafton and i t had been

discussed very widely. The chamber would be doing t h e r i g h t t h i n g t o get t h e f u l l e s t information
w i t h regard t o t h e two routes and when t h a t information came t o hand he thought i t would be
preferable t o submit t h e whole question t o a p u b l i c meeting o f t h e c i t i z e n s r a t h e r than t o enter
a p r o t e s t from t h a t chamber which, a f t e r a l l , represented only a s e c t i o n o f t h e p u b l i c o f
Grafton.
He d i d not want t o take anything out o f t h e hands o f t h e Chamber o f Commerce which they thought
i t wise f o r them t o deal with, but h i s opinion was t h a t i t would be b e t t e r f o r t h e c i t i z e n s o f
Grafton t o discuss t h e matter and then i f they deemed i t prudent t o enter a p r o t e s t . I t would
c a r r y more weight than a p r o t e s t sent i n by one p a r t i c u l a r s e c t i o n o f t h e community.
The president s a i d t h a t he had been i n close touch w i t h t h e Mayor and whatever a c t i o n was taken
would be p r a c t i c a l l y j o i n t action. He thought M r Blood's suggestion was a very proper one and
t h e Mayor had intimated t h a t he would be pleased t o c a l l a p u b l i c meeting when t h e information
which they were asking f o r was available.
M r B r a i t h w a i t e s a i d he would a l t e r h i s motion t o read t h a t when t h e f u r t h e r i n f o r m a t i o n asked f o r

was obtained, it should be conveyed t o t h e Mayor w i t h a suggestion t h a t a p u b l i c meeting be
c a l l e d t o consider t h e matter.
M r McCallum, who had seconded t h e motion, concurred i n t h e proposed a l t e r a t i o n .
M r Macpherson suggestedthat when t h e information came t o hand there should be a conference w i t h

responsible r a i l w a y o f f i c i a l s who would be seized w i t h t h e p o s s i b i l i t i e s o f t h e two schemes and
representatives o f t h e chamber s o t h a t when i t came t o t h e p u b l i c meeting i t c o u l d be shown what
t h e p o s s i b i l i t i e s were under both propositions, i n order t h a t a r e s o l u t i o n could be c a r r i e d which
-
would be o f some value.
The motion was then put t o t h e meeting and was c a r r i e d unanimously.

QRAFTON RAILWAY
THE NEW ROUTE
Council Receives Plans
Bridges and Embankment
Ths D a i l y Examiner - Friday 26 Novesrhr 1926
The Grafton C i t y Council has received plans o f t h e new r o u t e t o be taken by t h e r a i l w a y through

Grafton, t o connect up t h e bridge w i t h t h e e x i s t i n g r a i l w a y s t a t i o n .
These plans have been adopted by t h e Constructing a u t h o r i t y and they show t h e d e t a i l s o f t h e

proposed works.
p a r t i c u l a r s o f t h e t r a c k surveyed by t4r Surveyor Wilson have already been published and t h e r e i s

need t o say t h a t a f t e r l e a v i n g t h e b r i d g e i t pursues a course between Pound and Bacon S t r e e t
Kent S t r e e t , Clarence S t r e e t , V i l l i e r s S t r e e t , Duke S t r e e t , Prince S t r e e t . Queen Street,
eet and A l i c e Street.
bridges o v e r t h e s t r e e t s are t o be o f a minimum h e i g h t o f 1 5 f t 8 i n between t h e crown o f t h e

and t h e crown o f t h e road. Some o f t h e arches w i l l be much higher than t h i s .
l y l e v e l crossing w i l l be t h e one a t T u r f S t r e e t . A p o r t i o n o f Pound S t r e e t between T u r f

and A l i c e Street, w i l l be taken up by t h e l i n e , n e c e s s i t a t i n g a d e v i a t i o n from Pound
e e t t o provide a road t o t h e r a i l w a y s t a t i o n .
i n e w i l l cross Pound Street, between A l i c e S t r e e t and T u r f S t r e e t , on an embankment which

be f a l l i n g from t h e h i g h l e v e l s t o t h e e x i s t i n g l e v e l a t t h e present r a i l w a y s t a t i o n .
e v i a t i o n o f t h e road from Pound S t r e e t w i l l pass down A l i c e S t r e e t under a b r i d g e and w i l l

r n and run along t h e northern boundary o f t h e new l i n e u n t i l i t reaches t h e railway
. This meansthat t r a f f i c going from Prince S t r e e t t o t h e r a i l w a y s t a t i o n w i l l t r a v e l as
sent, along Pound S t r e e t as f a r as A l i c e S t r e e t , then t u r n t o t h e r i g h t i n t o A l i c e S t r e e t
distance o f about three chains, and then t o t h e l e f t i n t o t h e road which w i l l be made
t t o the railway station.
bridge w i l l be t h a t across Prince S t r e e t and t h i s , and a l l others, w i l l be

o f r e i n f o r c e d concrete and w i l l , i t i s said, be a r t i s t i c a l l y designed.
dge over Prince S t r e e t w i l l c o n s i s t o f f o u r f l a t arches borne on concrete p i e r s and

ses. The t w o c e n t r e arches w i l l each have a span o f 37 f e e t a n d t h e two s i d e s p a n s w i l l
Ve a spah o f 29 f e e t . This means t h a t t h e middle p i e r w i l l be located i n t h e centre l i n e
P l o t and t h e two s i d e p i e r s w i l l be s i t u a t e d on t h e t r e e l i n e on e i t h e r s i d e o f t h e
t h a t t r a f f i c w i l l n o t be i n t e r f e r e d w i t h i n any way. There w i l l be a s i m i l a r type

i n Duke S t r e e t . I n other s t r e e t s of a width o f 99 f e e t - A l i c e , Mary, Queen and
t r e e t s - t h e bridges w i l l have b u t t h r e e spans c o n s i s t i n g o f two s i d e spans each o f 29
e Centre span o f 4 1 feet. The two p i e r s w i l l each be on t h e t r e e l i n e and w i l l not,
r interfere with the t r a f f i c .
B bridges, i n Clarence and Pound Streets, w i l l be what a r e termed show bridges and
be on t h e t r e e l i n e , l e a v i n g t h e f u l l width o f t h e road f o r t r a f f i c .
t h e above d e s c r i p t i o n t h a t t h e r a i l w a y embankment w i l l occupy a p o r t i o n of

t h e e x t e n t o f f i v e o r s i x chains.
-
c ~ m @ n c ea
S t Mary Street, and, therefore, h a l f , o r a l i t t l e more than h a l f , of t h e
ver t h e creek and A l i c e S t r e e t w i l l have t o be destroyed t o make way
Historical Society Inc

THE GRAFTON RAILWAY
The D a i l y Examiner - 9 r 1926
M r ~uddicombeasked what was t h e p o s i t i o n o f t h e railway, and whether they were going t o be

ignored. They had asked t o be heard on t h e matter, b u t i t appeared t h a t t h e a u t h o r i t i e s were
calmly going on i n t h e i r own way t o murder t h e c i t y .
The president s a i d t h a t they were i n t h e p o s i t i o n o f having f u r t h e r information, having the plans

o f t h e proposed l i n e on t h e table. The idea was t h a t when they got f u l l e r information, i n c l u d i n g
plans o f t h e f i r s t proposals, they should h o l d a p u b l i c meeting.
M r Harding: I t h i n k t h e plans on t h e t a b l e speak f o r themselves.
"What do they say?" asked another member o f t h e chamber.
Alderman B r a i t h w a i t e s a i d t h a t a l l t h e information they wanted had n o t y e t come t o l i g h t , b u t he

thought t h a t t h e sooner they took some a c t i o n t h e b e t t e r . The p l a n on t h e t a b l e was marked t o
show Jacaranda Avenue reaching as f a r as Queen Street, whereas i t only came as f a r as Mary S t r e e t
i n t h e d i r e c t i o n o f Prince S t r e e t . He supposed t h a t t h i s was done t o i n d i c a t e t h a t only a very
small p o r t i o n o f t h e avenue was t o be destroyed.
The Alderman then wenton t o i n d i c a t e t h e angles on t h e plan, one a t t h e b r i d g e end o f t h e l i n e ,

leading i n t o Clarence S t r e e t and another angle i n A l i c e S t r e e t a f t e r passing under t h e bridge
t h a t i s t o be erected there. The t r a f f i c would be d i v e r t e d from Pound S t r e e t a t t h i s p o i n t and
t h e road t o t h e s t a t i o n would be on t h e o t h e r s i d e o f t h e l i n e and would form a very dangerous
angle, i n f a c t i t would be a death t r a p . There would be two r i g h t a n g l e s w i t h i n a few chains o f
each other. There were no advantages a t a l l by t h e adoption o f t h e present route. They were t o
have t h e o l d s t a t i o n , p a r t o f t h e main s t r e e t was t o be destroyed and Jacaranda Avenue would be
destroyed. He thought t h a t i t was up t o them t o have a p u b l i c meeting. The whole t h i n g was
absurd. The crossing, under t h e b r j d g e would, he believed, be under f l o o d l e v e l .
The president s a i d t h a t there must n o t be t o o much i n a c t i o n o r i t might be t o o l a t e .
M r Puddicombe moved t h a t t h e Mayor be asked t o convene a p u b l i c meeting next week. He added t h a t

i t was time t h a t they d i d something, o r they nould have t h e i r c i t y destroyed, which had taken 70
o r 80 years t o b u i l d . Alderman B r a i t h w a i t e seconded t h e motion. I
Alderman Robinson suggested t h a t i t would be b e t t e r t o f i x a date f o r t h e meeting, and i t was

decided t o have i t on Thursday n i g h t next.
THE RAILWAY ROUTE

(Editorial)
The D a i l y Examiner - Ckrnday 13 r 1926
The p u b l i c meeting which i t was decided should be h e l d t o discuss t h e proposed new r a i l w a y route
through Grafton i s t o be convened a t t h e request o f t h e Chamber o f Commerce, f o r Thursday next.
The question i s one o f great importance t o t h e town and, although i t has already been discussed
i n several a r t i c l e s i n t h i s paper, there are some p o i n t s which might we1 1 be emphasised again and
one o r two new aspects t h a t may be brought t o t h e n o t i c e o f t h e p u b l i c .
The matter should be very exhaustively discussed from a l l i t s angles, t h e new and t h e Edwards'
survey proposals should be compared and t h e i r r e l a t i v e m e r i t s o r demerits subjected t o close
s c r u t i n y , w h i l s t t h e p u b l i c should a t t e n d t h e meeting w i t h t h e i n t e n t i o n o f t a k i n g such a c t i o n
as i s d i c t a t e d by t h e best i n t e r e s t s o f t h e town, bearing i n mind t h a t where t h e r a i l w a y i s b u i l t
next year o r t h e year a f t e r , o r whenever i t i s constructed, t h e r e i t w i l l remain f o r a l l time.
Clarence R i v e r H i s t o r i c a l Society I n c
~ti s n a t u r a l t h a t in a question o f t h i s k i n d p r i v a t e i n t e r e s t s w i l l i n f l u e n c e some people and
they w i l l view it, probably q u i t e u n c o n s c i o u ~ l y , i n a way t h a t may n o t be a l t o g e t h e r f r e e from
bias. T h i s subject, however, i s o f Such moment t o t h e town t h a t no p r i v a t e i n t e r e s t s should be
allowed t o i n t e r f e r e w i t h any e f f o r t on t h e p a r t o f t h e c i t i z e n s t o see t h a t whatever i s done i s
i n t h e p u b l i c i n t e r e s t and t h a t Grafton i s safeguarded from unnecessary i n j u r y . T h i s aspect i n
regard t o next Thursday n i g h t ' s meeting cannot be t o o s t r o n g l y stressed and we would urge a11
those who are anxious t o see Grafton receive t h e best p o s s i b l e treatment t o a t t e n d and take p a r t
i n t h e proceedings even i f o n l y t o g i v e t h e Weight o f t h e i r votes t o whatever decision may be
reached.
When o b j e c t i o n s were f i r s t r a i s e d t o t h e proposed n e w r o u t e it was suggested i n some quarters

t h a t i t was d i s t i n c t l y unwise t o do anything t o hinder t h e Railway Commissioners from adopting
whatever route they desired. Those who h e l d t h a t o p i n i o n expressed t h e f e a r t h a t i t might r e s u l t
i n t h e work being delayed and i n Grafton being l e f t o u t i n t h e cold. We pointed out i n very
p l a i n terms t h a t t h e r e was no ground f o r such f e a r and t h a t t h e argument was, i n e f f e c t ,
nonsensical. That f a c t has been f u l l y borne o u t d u r i n g t h e l a s t week o r two, f o r i t was r e c e n t l y
announced t h a t t h e Railway Commissioners were o n l y then c a l l i n g f r e s h tenders f o r t h e steelwork
of t h e proposed b r i d g e across t h e Clarence River, and, as t h e r e are no signs whatever of anything
being done regarding p r e l i m i n a r y work f o r t h e c o n s t r u c t i o n o f t h e bridge o r approaches, it i s
q u i t e obvious t h a t there i s p l e n t y o f time f o r t h e Commissioners t o reconsider t h e r a i l w a y r o u t e
through t h e town, a r r i v e a t a decision Bnd have t h e job completed long before t h e l i n e w i l l be
required.
It. has been stated, on behalf o f t h e Railway Department, t h a t t h e adoption o f t h e new route W i l l
r e s u l t i n a considerable saving and, f u r t h e r , t h a t i t i s t h e best route. I n r e p l y t o t h a t it was
pointed o u t some time since t h a t , i n view o f t h e c o s t l y resumptions, t h e saving was more o r l e s s
problematical and would more than l i k e l y be t o o small t o j u s t i f y t h e harm which may be done t o
the c i t y . A good deal has a l s o been s a i d during t h e course o f t h e discussion t o t h e e f f e c t t h a t
t h e matter should be l e f t t o expert engineers t o decide, and i n t h i s connection t h e o p i n i o n o f
laymen has been discounted. On t h a t score, however, i t may be pointed o u t t h a t when M r Surveyor
Edwards l a i d out t h e O l i v e r S t r e e t r o u t e he c l e a r l y d i d so i n t h e b e l i e f t h a t i t was t h e best and
eapest t h a t could be got. Nothing has been advanced t o disprove t h a t view and, as a matter o f
c t , one expert o p i n i o n which we have received completely endorses t h e statements t h a t t h e
wards' route i s t h e cheapest and best.
as proposed i n connection w i t h t h i s route t o have t h e passenger s t a t i o n a t Prince S t r e e t near

P u b l i c School on h i g h ground, p r a c t i c a l l y f r e e from f l o o d . Instead o f t h i s t h e department
nds t o r e t a i n t h e e x i s t i n g inadequate and out-of-the-way s t a t i o n , which, i t i s stated, w i l l
naccessible, except by boat, i n f l o o d time.
9 evidence before t h e P u b l i c Works Committee i n 1913, M r C A Hodgson, then Superintendent

nes, said, i n answer t o a question regarding t h e l o c a t i o n o f t h e s t a t i o n :
"It w i l l be necessary t o remove t h e North Grafton s t a t i o n because, owing t o t h e

l e v e l s , we cannot get i n t o t h e North Grafton s t a t i o n w'lthout c u t t i n g t h e town t o
Pieces. That i s why t h e detour shown on t h e p l a n was made."
$ 8 a most s i g n i f i c a n t statement. Ifi t was n o t p o s s i b l e t o g e t t o t h e e x i s t i n g s t a t i o n i n

without " c u t t i n g t h e town t o pieces," then t h e same e v i l i s s t i l l present i n 1926, and t h e
of t h e town i n t h e i n t e r v a l has i n t e n s i f i e d it.
pened t o change t h e Railway Department's o p i n i o n on t h a t p o i n t ? Why avoid " c u t t i n g

Pieces" i n 1913 and then t u r n round and decide t o do i t i n 1926 merely because t h e
era t h i n k -
contrary t o expert o p i n i o n i n 1913 - t h a t t h e new proposal w i l l be b e t t e r
? Surely, here i s ample evidence t o j u s t i f y t h e c i t i z e n s o f Grafton i n l e a v i n g no
d t o prevent t h a t " c u t t i n g t h e town t o pieces" t h a t t h e department wished t o avoid
ions t o t h e hew r o u t e which t h e Railway Commissioners have adopted have been frequently
Y are, b r i e f l y , t h a t i t w i l l b i s e c t t h e town a t one o f i t s p r i n c i p a l business
c u t through t h e centre of a s u b s t a n t i a l r e s i d e n t i a l p o r t i o n o f it, t h a t it w i l l
P a r t o f t h e main s t r e e t (Prince S t r e e t ) , which i s regarded as one o f t h e f i n e s t i n
a t i t w i l l destroy a b i g p o r t i o n of Jacaranda Avenue, and t h a t i t w i l l leave t h e
inconvenient p o s i t i o n .
Historical Society Inc 29

The Oliver Street proposal on the other hand would cross Prince Street at a point beyond which
there is, and probably never will be, any impgrtant business section, because Fisher Park
occupies one side of the street above the proposed point of crossing. That proposal also will
not interfere to anything like the same extent as the new one with the residential parts of the
town, nor will it so seriously deface Prince Street. It will avoid the Jacaranda Avenue
completsly and give us a station in a most convenient position -at Prince Street near the Public
School. As is well known also, after the Oliver Street route crosses Alumny Creek, near Queen
Street, there are nq house properties until Turf Street is reached and it was stated in evidence
before the Public Works Committee that the resumptions along this route would not be costly,
because the line would traverse the northern half of the recreation reserve and the northern
portion of the school site.
Now that the plans of the new route have come to hand there are several features in them which
are regarded as objectionable and which require careful examination. They do not seem to have
altered much the belief of many citizens that the Railway Department is making a huge and
unpardonable blunder, which is likely to prove very inimical to Grafton.
The department appears to be making an unnecessary and objectionable deviation, which will be a
blot on the face of Grafton, merely on the score of a saving which, in the end, cannot be very
great. I t is up to the people of Grafton to show them the error of their ways and secure a
better deal for a'queenly city that is the admiration of a17 visitors.
GRAFTON RAILWAY ROUTE

A l t e r n a t i v e Proposals Debated
Big Meeting o f C i t i z e n s
Adherence t o O r i g i n a l Survey Advocated
Request f o r an Open I n q u i r y
The Daily Exerrimr - Friday 17 r 1926
The following resolution was carried last night at the crowded public meeting held at the Town
Hall to consider the propgsed railway route through Qrafton:
That following upon the explanation by Mr Wickham of the plans of the proposed
alteration of the authorised railway route through Grafton, and the full
discussion of the proposals, this public meeting of residents of Grafton is of the
opinion that the route recommended by the Public Works Committee in 1913 and which
was subsequently authorised by Parliament in 1915, is satisfactory and should be
adhered to; and that the proposed route has been altered without giving due
consideration to the interests of Grafton.
And this public meeting requests that a full and open inquiry be held by an
officer appointed for the purpose by the Government, at whichopportunity will be
given for the hearing and consideration of evidence bearing on the matter.
The citizens of Grafton responded in full force last night to the invitation of the Mayor (Ald
W T Robinson) to attend the public meeting convened by him to consfder the propwed railway route
through the town. The seating ackommodation of the Town Hall was over-taxed and all sections of
the community were well represented.
The Mayor, who occupied the chair, saidthat the meeting had been convened at the request of the
Chamber of Commerce and he invited Mr A J Pollack, president of that body, to address the
meeting.
Mr Pollack aaid as president of the Chamber of Commerce he would like to say how gratified he was
at the response that the public had given to the invitation to attend the meeting. He proposed
to briefly explain the attitude that the chamber had taken up with regard tothis matter. In the
first instance some reference was made in the City Counoil tothe question Of the railway survey
and subsequently the Chamber of Commerce decided to take steps to obtain the fullest possible
30 Clarence River Historica 1 Society Inc

information regarding t h e o r i g i n a l proposed route o r authorised r o u t e as w e l l as t h e proposed new
route so t h e c i t i z e n s might have an opportunity o f seeing t h e two p r o p o s i t i o n s side by side and
determine what would be best i n t h e i n t e r e s t s o f t h e town. I n t h e Chamber o f Commerce t h e
members had had t h e f r e e s t permission t o a i r t h e i r views and they had acted i n co- operation w i t h
t h e Mayor and C i t y Council i n o b t a i n i n g t h e plans which were on t h e t a b l e t h a t evening.
Now t h a t those p l a n = were a v a i l a b l e t h e Mayor had w i 11i n g l y c a l l e d together t h e c i t i z e n s a t t h e

request o f t h e chamber t o consider t h a t very important matter. Reviewing t h e s i t u a t i o n he s a i d
t h a t i n 1913 t h e question o f b u i l d i n g a l i n e f r o m t h e r a i l w a y b r i d g e through t h e town came up f o r
consideration and t h e p r o j e c t was i n q u i r e d i n t o by t h e P u b l i c Works Committee.
Very f u l l evidence was given by t e c h n i c a l o f f i c e r s o f t h e Railway Department and r e s i d e n t s o f

Grafton and as a r e s u l t o f t h e information supplied t o t h a t committee they came t o a decision i n
favour o f t h e r o u t e as o r i g i n a l l y proposed and t h a t r o u t e was a t l e n g t h approved. The P u b l i c
Works Committee a t a l l events concluded a t t h a t time t h a t t h a t was t h e best route, t h e most
convenient route, and t h e route t h a t would be f a i r e s t t o t h e Grafton people. I n 1915 Parliament
considered t h e recommendation o f t h e P u b l i c Works Committee and authorised t h e c o n s t r u c t i o n o f
t h e l i n e on t h e b a s i s and i n accordance w i t h t h e recommendations made by t h e P u b l i c Works
Committee. What d i d i t mean? I t meant t h a t they had a l l o f t h e engineering knowledge t h a t was
a v a i l a b l e a t t h a t time t o t h e a u t h o r i t i e s and t h a t r o u t e was decided upon f o r t h e r a i l w a y t o run
through t h e town o f Grafton.
One could q u i t e understand t h a t where a p a r t i c u l a r r o u t e extending f o r m i l e s was concerned i t

would be a very d i f f e r e n t matter t o t h i s p r o j e c t which was t o c a r r y o n l y a small l e n g t h o f l i n e
through t h e town. Most o f t h e discussion before t h e P u b l i c Works Committee was as t o t h e
l o c a t i o n o f t h e route t h a t t h e r a i l w a y would traverse.
I n 1915 Par1iament authorised t h e 1 i n e according t o t h a t r o u t e and i f now i n 1926 i t was proposed

t o a l t e r t h a t route i t seemed t o him and t h e members o f h i s chamber t h a t those who sought t o
a l t e r t h e r o u t e should be able t o show very good and s o l i d grounds f o r such a l t e r a t i o n .
(Applause). Everyone who knew t h e plans was q u i t e s a t i s f i e d w i t h them and since t h a t time there
had been great improvement t o t h e town i n c l u d i n g t h e whole l e n g t h o f Prince S t r e e t . Then they
had t h e Jacaranda Avenue and q u i t e a number o f other improvements had been e f f e c t e d t a k i n g i n t o
consideration, he was sure, t h a t t h e r a i l w a y which would come a t sometime o r other would f o l l o w
t h e p a r t i c u l a r route t h a t had been authorised. Now they had suddenly, and without any reference
t o t h e p u b l i c , t h e proposal t h a t t h e r o u t e f o r t h e r a i l w a y should be changed. He understood t h a t
a d i f f e r e n t method o f c o n s t r u c t i o n had been decided upon w i t h regard t o r a i l w a y works.
Whereas i n 1 9 1 5 , t h e r a i l w a y s were b u i l t by t h e P u b l i c Works Department they were n o t constructed

by t h e Railway Commissioners. What he suggested was t h a t if i t was t h e P u b l i c Works Committee
which had decided t h a t t h e route, t h a t had been t h e accepted route f o r so many years, and w i t h
regard t o which there had been every s a t i s f a c t i o n they would have given some i n t i m a t i o n o f t h e i r
i n t e n t i o n i n t h a t respect and given t h e residents some opportunity o f expressing t h e i r views.
The Railway Commissioners, however, probably had some d i f f e r e n t methods and would say t h a t they
were entrusted w i t h t h i s p a r t i c u l a r work and would c a r r y i t o u t i n t h e i r own way.
The view which t h e Chamber o f Commerce took was t h a t i t was incumbent upon those who s a i d t h a t
t h e change was t o be brought about t o show t h a t there was no other method o f e f f e c t i n g t h e change
than t h a t suggested o r t h a t t h e i r proposal t o change from t h e authorised r o u t e was n o t o n l y
desirable, b u t necessary.
M r Pollack went on t o review t h e recommendations and quoted t h a t which provided f o r t h e route

along t h e southern side instead o f t h e northern side o f O l i v e r S t r e e t . I t had been pointed out
i n t h e evidence t h a t i t would be necessary t o remove t h e North Grafton s t a t i o n because they
Could n o t g e t t h e l e v e l s without c u t t i n g t h e town t o pieces, and t h a t appeared t o be why
t h e a l t e r a t i o n shown on t h e plans was made. I t had been pointed o u t t h a t one o f t h e advantages
o f t h e a l t e r e d proposal was t h a t it would form a d i r e c t l i n e through t h e town, avoid t h e
resumptions a t t h e racecourse and would c u t o u t two curves besides i n t e r f e r i n g l e s s w i t h t h e
streets.
Proceeding, M r Pollack s a i d i t was g r a t i f y i n g t h a t M r Wickham was t h e r e t o g i v e f u r t h e r

information than they were able t o gather from t h e maps which he had been good enough t o send
along. He f e l t c e r t a i n t h a t what they would a l l l i k e would be some explanation o f t h e reasons
f o r t h e proposed a l t e r a t i o n o f t h e route.

Mr Wickham said he had not comethere to make a speech, but merely to answer any questions that
might be put to him. He did not know that he could explain more clearly than the plans did the
route to be taken. He could state, however, that the new suggestion would cut up the town of
Grafton less seriously than the old one, and it would shorten the length of construction by about
three-quarters of a mile.
It would also not entail the formation of a new railway station and would save the State some
thousands of pounds. He did not know why the committee years ago had stated that they must have
that fixed route because the Act permitted an alteration of the route providing it was not
altered at the starting or finishing points. They would be acting within the provisions of the
Act if they got from A to Ei by any shorter or better route than the one proposed. Another
advantage in the new suggestion was that the level crossings were practically nil. One would be
necessary at Turf Street because the line must get down to the natural surface so that a large
railway station could be formed. The other streets would be crossed nearly on the square with
two exceptions and at an elevation of from 16 to 22 feet, thus necessitating no impediments to
the road traffic.
On the other route they would want a level crossing at Queen Street to get to the station.site
at the park lands. It seemed to him that there were not too many park lands in Grafton and it
might not be a good thing in time to come to have those lands taken up in that manner. It would
also put the Commissioners to considerable expense in connection with Alumny Creek and it would
be a long time before they could build a station there.
With reference to Jacaranda Avenue, he said his surveyor had gone into the matter very carefully
and they would not be interfering to any great extent with the trees. About eight of them only
would be cut out at one end and he did not think that there was anything in the new proposals in
that respect to which exception could be taken. They would not pass through much of the avenue
and the bridge which they proposed to erect over the street would be a very nice design. They
would not be of steel which would cause a lot of noise, but it was proposed to erect them of
reinforced concrete. No sparks would fall through the decks, and there would be no painting to
get shabby, while the arch would be designed so as to suit a large town like Grafton. The
principal reasons for the line going in the new direction were that it was a shorter route,
squarer tothe streets and more economical. It seemed to him that the community of Grafton would
be well served if the new route was adopted.
In reply to Mr J A Puddicombe, Mr Wickham said that the line would be elevated on embankments
between the streets.
Mr W H Phillips was informed that whichever route was adopted there would have to be embankments.
Mr Puddicombe said that the maps which they had been shown were not correct and they were
most misleading. There was no warrant for the statement on the maps that it was the original
route.
First there was what was known as the Kennedy route which went along the north side of Oliver
Street and came out some distance fromthe racecourse. Then there was another inquiry into a new
route on the southern side of Oliver Street through Westward Park and it was considered that that
would be the route before the Public Works Committee came along. There was no question as to
where the station should be. It was to be in Oliver Street between Queen Street and Prince
Street and a bettgr site for a station could not be found in the whole locality. That was why
the big section at the corner of Oliver and Prince Streets had never been built upon. It had
been said that the new route would be three-quarters of a mile shorter and would mean a saving
in that respect.
The Railway Commissioners probably looked upon this connection between Grafton and South Grafton
as a small bit in a long railway, but when it was before the Public Works Committee it was a
larger'bit in a small railway.
The Dorrigo line was talked of and it was generally agreed that the expenditure was justified.
That expenditure included a new station for Grafton. It had been urged that the line should be
constructed to connect the Murwillumbah-Grafton and South Grafton-Glenreagh lines and if the
expenditure was justified then it was more justified now that they had the first line in
Australia running through two States on the one gauge. The idea of saving a few paltry pounds
was to sidetrack them to get the station out of Grafton.

I t might be a small t h i n g f o r the Railway Commissioners, but it was a b i g t h i n g f o r the c i t y o f
Grafton. (Applause). He thought t h a t the embankment would be a serious matter i n f l o o d time.
There were many openings 20 f e e t wide.
M r Wickham s a i d the openings would be placed i n the embankments where necessary and where a
bridge was required i t would be b u i l t . The whole question o f f l o o d waters had been c a r e f u l l y
gone i n t o and they knew exactly where the openings were required.
M r Puddicombe said t h a t on the o l d route i t was proposed t o use t r e s t l e s instead o f mud

embankments and i t made a great difference i n a climate l i k e t h i s . He thought the new
proposition was obnoxious f o r the people o f t h i s c i t y and i f they were going t o stand i t he
thought they had l o s t t h e i r B r i t i s h blood. With regard t o the s t a t i o n he thought i t should be
placed where it would s u i t the convenience o f t h e people and where i t would not mean an addition
t o t h e cost o f t r a v e l l i n g . This North Coast l i n e had surprisedthe Commissioners w i t h the amount
o f t r a f f i c and they could not cope w i t h i t h a l f the time. He would not care so much i f they gave
Grafton a f a i r deal as the main centre o f t h e North Coast, b u t t h e place was being "butcheredto
make Casino's holiday". He was not s a t i s f i e d t h a t t h i s new scheme was as good as the other one
and he protested against any a l t e r a t i o n t o the route as approved by the Public Works Committee
and adopted by Parliament. (Applause).
M r H Furst questioned M r Wickham's statement t h a t they would only c u t out about e i g h t trees i n
Jacaranda Avenue and said t h a t the pegs indicated t h a t they would only leave about eight. The
plans made i t appear t h a t the avenue would come down t o Queen Street, but as a matter o f f a c t i t
would stop a t Mary Street. Then again the new proposition would mean s p o i l i n g Prince Street upon
which so much o f the ratepayers' money had been expended. Heavy t r a f f i c passed through the town
n i g h t and day and he questioned the statement t h a t had been made t o the e f f e c t t h a t there would
be no danger through f l y i n g sparks.
M r J Best said t h a t he had never heard so muchtalk about a b i t o f a job. He had been i n places
where people had railways above them, and underneath them, and they were q u i t e s a t i s f i e d . I f
they went on making objections they would never have the work done a t a l l , and as f a r as the
s t a t i o n was concerned, i t seemed t o him a matter o f small importance. He asked how many people
l e f t Grafton every day, and added t h a t the number was very small. The t r a v e l l i n g p u b l i c would
not stop a t Grafton, as there was nothing f o r them t o stop f o r , and there never would be u n t i l
they got some secondary industries here, and i f they d i d not get such industries the town would
go back. I n any case, there were very few present a t the meeting t h a t knew anything a t a l l about
engineering, and such being the case, how could they say which was the best route f o r the l i n e
t o go through the town? An embankment was the safest t h i n g i n the world, i f i t was erected
properly, and properly drained. He thought t h a t they should agree t o l e t the plans go through,
or they might put it back another 15 years.
Ald Braithwaite s a i d t h a t he thought the cost o f resumptions would be much more under the new
route than they would be under the o l d route, and t h a t wa9 the reason why they were not t o be
given the new railway station. They contended t h a t the railway s t a t i o n should be i n Queen
Street, as o r i g i n a l l y planned.
M r Ager said i t seemedto him t h a t the only argument i n favour o f the new route was the f a c t t h a t
i t was t o be cheaper than the o r i g i n a l route. The circumstances i n 1913 were d i f f e r e n t t o what
they were today. I n the year referred t o the Commissioners were not faced w i t h the f i n a n c i a l
d i f f i c u l t i e s with which they were faced today, and they could a f f o r d t o have some consideration
f o r the architectural layout o f the town. A t the present time both the Government and the
Railway Commissioners were bankrupt and t h e i r c h i e f study had t o be economy. They had t o look
t o the f u t u r e when t h i n k i n g o f these things. I t was not so very long ago t h a t the whole
population o f the State was no larger than the population o f the Northern Rivers. They expected
t h a t a t some f u t u r e time Grafton would be an i n d u s t r i a l and manufacturing centre, and it should
b u i l d f o r the future. The present route would c u t the town r i g h t i n two, and t h i s , because the
Commissioners had no funds. He thought t h a t the people o f Grafton should be allowed t o have a
say as t o where the l i n e should go, and where the railway s t a t i o n should be, and t h a t they should
make a strong protest aga$nst the present proposal.
M r Blood referred t o t h e o l d route, o f which they had the plans before them, and s a i d t h a t when
t h a t route was adopted it was as the r e s u l t o f evidence taken by the Public Works Committee from
engineers and others, and t h i s having been done, the proposal was adopted by the Public Works
Committee. Now, a f t e r a good many years, the constructing a u t h o r i t i e s had chosen another route
Clarencg River Historical Society Znc 33

entirely, against all the expert advice upon which the Public Works Committee had based its
decisions. The Railway Commissioners were going to give them another route without any inquiry
at all. If it was necessary to have an inquiry before deciding on the previous one, it was
natural to conclude that it was necessaryto have another inquiry before deciding to change that
route. He could not think that it was for someone to come along and alter it all after it had
been finally decided. On the previous occasion, the Commissioners said they would give them a
route that would not cut up the town of Grafton, but the present proposal would simply mutilate
the town, and no one could truthfully say that it would not have that effect. The speaker also
referred to what had been called "the death trap" it was proposed to construct in Pound Street,
saying that while the Main Roads Board would not sanction any such road, the Railway
Commissioners proposed to do so. The line would cut through the main business block in the town
just in order to save a little expense, and he agreed that the public should make a protest
against the proposal.
' i
Mr Hooton said that as far as the station was concerned, it was not going to cost them quite as
much to get there if it were built on the old route, as it would if it were to remain where it
was at present. Referring to the level crossings, Mr Hooton went on to say that under the old
plansthere were four or five crossings, or "death traps", as they had been called, while in the
new route there was only one. He thought that this was a good point in favour of the new route.
Mr M Page said they all were looking forward to the time when Grafton was going to be the centre
of the North Coast, and they had to think of the future. The site for the station on the older
route was too small, in fact, they would not be able to swing one engine in it. They had to
consider what might happen in about 10 years' time, and to allow for expansions, and that lines
would be constructed to branch off to the coast and inland. They did not anticipate that the
present railway station would remain as it was at present, butthat a more pretentious one would
eventually be built.
Mr G Hill suggested that they would expedite matters if they agreed to express the opinion that
the present situation would be suitable for a goods station, but that they should have the
passenger station in the town. It was never suggested that the present station should be
scrapped, but it could be made into a sort of Darling Harbour, to serve the port of the Clarence.
In Sydney and many other places the goodstraffic did not go near the passenger station and there
was no reason why it should do so in Grafton. If the meeting would express itself on that point
it might clear the way.
In reply to a question by Mr Best, Mr Wickham said that there never was any suggestion to put
subways under the crossings in Grafton as they would get full of water.
Mr H Harding moved the following resolution:
"That following upon the explanation by Mr Wickham of the plans of the proposed
alterations of the authorised railway route through Grafton, and the full
discussion of the proposals, this public meeting of the residents of Grafton is
of the opinion that the route recommended by the Public Works Committee in 1913
and which was subsequently authorised by Parliament in 1915 is satisfactory and
should be adhered to and that the proposed route has been altered without giving
due consideration to the interests of Grafton.
And this, public meeting enters an emphatic protest against the proposed
alterations in the route being proceeded,with."
He said it appeared to him that the chief objection to the old route was one of expense. Instead
of the street crossings laid down in the original plan the line was to run on an embankment
which, he supposed, would be wide enough for two sets of rails, and over bridges. He did not
think the difference in the cost would be very great, and in any case the Commissioners had
sufficient money to build a two-storey station at Casino at a cost of some £ 7 2 , 0 0 0 . bir Harding
went o n t o say that many of those present would remember the big floods of the past when Prince
and several other streets were scoured by the flood breaking over the banks. He took it that the
embankment would be drained by suitable openings, but they could not predict what would happen
if the water broke over the banks and tore through these openings. There could be less danger
tothe streets in flood time if the embankment were further away. None ofthe land along the old
route was of very much value, but the new route was right in the centre of the business section.
There would be no need for a level crossing in the old route in Queen Street, as a deviation was
34 Clarence River Historica 7 Society I n c

intended t o avoid it, and Mary S t r e e t would be closed. Thus T u r f S t r e e t would be t h e f i r s t
crossing, and they had t h a t Blready.
M r Blood seconded t h e motion and s t a t e d t h a t he thought an i n q u i r y should be held.
M r Puddicombe read e x t r a c t s f r m t h e evidence given a t t h e i n q u i r y conducted by t h e P u b l i c Works

Committee.
M r P h i l l i p s drew a t t e n t i o n t o t h e danger o f having a l e v e l crossing near t h e school, and s a i d

t h e r e would be a constant danger.
M r Harding again pointed o u t t h a t under t h e o l d p l a n t h e r e would be no l e v e l crossing i n Queen

Street.
The Mayor o f Grafton (Ald W T Robinson) traversed a t length t h e argumentsthat had been submitted
by a l l t h e Speakers. He thought t h a t many o f them had s a t i s f i e d themselves t h a t they were r i g h t
without going i n t o t h e matter. He, himself, had n o t h i n g t o gain, b u t he was as much i n t e r e s t e d
i n t h e welfare o f Grafton as anyone, and he thought i t was u n l i k e l y t h a t t h e mere b u i l d i n g o f a
l i n e across t h e town would keep a l l t h e business on one s i d e o f i t . He d i d n o t t h i n k t h e r e was
any l i k e l i h o o d o f g e t t i n g two s t a t i o n s . I f they looked a t t h e p l a n they would see t h a t there
were no dangerouscurves i n t h e new route. The c o n d i t i o n s were now q u i t e d i f f e r e n t t o t h o s e i n
1913. He thought they should leave t h e matter o f expense on one s i d e a l t o g e t h e r . Some o f the
speakers had r e f e r r e d t o t h e r u t h l e s s c u t t i n g up o f t h e town and t h e d e s t r u c t i o n o f trees, b u t
t h i s could n o t be avoided. I f a person was going t o b u i l d a house, and t h e r e was a t r e e on t h e
s i t e o f t h e hause, i t had t o be c u t down. Wherever t h e route went t h e r e would be s o m e t h i n g t o
s h i f t . As f a r as he knew there had never been any p r e t e n t i o u s b u i l d i n g s near t h e spot where t h e
l i n e was t o cross Prince S t r e e t . There were n o t many o f t h e t r e e s i n Jacaranda Avenue t h a t would
have t o be c u t down, and i t would be news t o those present t o know t h a t t h e council intended t o
p l a n t a m i l e O f them on t h e tonn side, and t h a t t h e Copmanhurst Council intended t o p l a n t a m i l e
o f them on t h e o t h e r side.
He d i d n o t consider t h a t t h e so c a l l e d death- trap a t t h e corner o f A l i c e S t r e e t existed, and if

people i n c a r s could n o t d r i v e a v e h i c l e along a road a chain and a h a l f wide he would advise
them t o get o n t o t h e f o o t p a t h and walk. Referring t o M r Harding's p r e d i c t i o n s about floods, he
thought they should n o t bother t o r a i s e imaginary d i f f i c u l t i e s . He condemned t h e o l d route
because o f t h e numerous l e v e l crossings, which everyone knew were most dangerous.
On t h e whole he s a i d he d f d n o t t h i n k they had anything t o p r o t e s t against. He moved as an

amendment t h a t a departmental i n q u i r y be h e l d a t Grafton and t h a t evidence be taken i n reference
t o t h e proposed r a i l w a y routes through t h e town. He s a i d they might p o s s i b l y get some o t h e r
r o u t e b e t t e r than e i t h e r .
M r Pollack askedthe Mayor t o suggest some p a r t i c u l a r form o f i n q u i r y . He, h i m s e l f , thought they

should have some i n q u i r y , b u t t h e question was as t o what form t h a t i n q u i r y should take. It
could n o t be a P u b l i c Works Committee i n q u i r y , and he d i d n o t know o f any form o f departmental
i n q u i r y t h a t could be held. The P u b l i c Works Department had had an i n q u i r y and decided on t h e
originaT route, and i t was going a long way t o say t h a t t h e Commissioners could a l t e r it as they
had done.
A f t e r some f u r t h e r discussion of a conversational nature M r Pollack a l t e r e d t h e r e s o l u t i o n t o

make i t read as s e t out a t t h e head o f t h i s r e p o r t .
The mover, M r Harding, and t h e seconder, M r Blood, agreed t o t h e a l t e r a t i o n . The Mayor then
s u g g e s t e d t h a t t h e motion should n o t express preference f o r t h e o r i g i n a l route, b u t should merely
ask f o r an i n q u i r y .
M r Blood s a i d they should express t h e i r o p i n i o n on t h e matter as a reason f o r t h e i r d e s i r e f o r

an i n q u i r y . I f t h e evidence showed t h a t t h e new route was t h e best he would be q u i t e agreeable
t o it. They must give some reason f o r asking f o r an inquiry. They s a i d t h a t t h e o l d route
Suited them. The Department had selected another route and i f i t could be p r o v e d t h a t t h e o t h e r
r o u t e was t h e best they would a l l be s a t i s f i e d .
The Mayor's amendment was seconded by M r S i d P h i l l i p s .
Clarence River Historical Society I n c

Mr Pollack said that he did not think it was advisable to ask the Railway Commissioners to
institute an inquiry.
Mr McCallum: The amendment is merely a camouflaged negative.
The amendment was then put to the meeting and waa lost.
A show of hands was taken on the motion, which was declared carried by 56 to 25.
It was then decided to leave the resolution in the hands of the Chamber of Commerce to forward
to the authorities on behalf of the public meeting.
A vote of thanks to Mr Wickham closed the proceedings.
GRAFTON RAILWAY - COMMISSIONERS' ACTION

L e g a l i t y Questioned
Departmental Promises
ThB D a i l y Examiner - Y 20 r 1926
Last Thursday's meeting, and the decision arrived at has been an absorbing topic in town since
the meeting. It is generally acknowledged to have been the largest and most representative
gathering of citizens got together to discuss a public question for many years, and the decision
reached apparently meets with general approbation.
It is rumoured that Mr Wickham, who represented the Railway Commissioners at the meeting, is
prepared to recommend certain modifications of the plans, with a view to minimising the danger
of the zig-zag turns in the roadway at Pound and Alice Streets, and also to ease the turns in the.
roadway leading from the bridge.
These modifications, however, will not absolve the Commissioners from an attempt to cut the town
to pieces, nor will they provide Grafton with the new and up-to-date railway station to which the
city i s entitled, on a more cgnvehient site than the existing station.
If there is any truth in these rumours, it is the duty of the Mayor to take the ratepayers into
his confidence by making the fact known through the press.
With the facts as they are before us, the Citizens should continue the fight with unabated
vi gour.
In view of the interest that is being manifested in the agitation, reproduction ofthe following
official correspondence received by Mr R T Gillies, MLA, may be of interest:
WHCRETE BMD STEEL
, Public Works Department wrote to M r Gillies as follows

Under date ~ u ~ u s t ' l 9the -
"Referring to your recent personal representations to the Minister in regard to
the material to be used in the construction of the bridge over the Clarence River
at South Grafton, I am directed to inform youthat Mr Flannery took the matter up
with the Railway Commissioners.
A report is now to hand from the Railway Department, in which it is stated that
the whole ofthe Clarence River bridge, includingthe approach spansthereto, both
railway and road, will be of concrete and steel."
To this communication, Mr Gillias attached a personal note: "This makes it definite that no
wooden Piers will be used in street archways."
C7arrsnce River Historica7 Society Ino

Under date September 16, the Public Works Department wrote M r G i l l i e s as follows -
"Following on my l e t t e r o f August 28, w i t h reference t o your personal
representations t o t h e Minister r e l a t i v e t o the route o f t h e Grafton-South Grafton
railway, I am directed t o inform you t h a t the report awaited from the
Commissioners i n the matter i s now t o hand.
As the r e s u l t of the re-survey recently c a r r i e d out, the Commissioners have

decided t o deviate the route o f the l i n e i n such a way as t o u t i l i s e the e x i s t i n g
railway s t a t i o n a t Grafton, instead o f b u i l d i n g a new s t a t i o n on the reserve near
Alumny Creek, as contemplated i n the o r i g i n a l proposal. You are no doubt aware
t h a t i t was f i r s t proposed t o form a connection w i t h the Grafton-Casino railway,
about three quarters o f a m i l e f u r t h e r on than the present terminal s t a t i o n a t
North Grafton, which involved heavy expense.
While the cost o f the land resumptions along the amended route w i l l be higher, the
deviation avoids the construction o f about 60 chains o f new l i n e (as well as the
b u i l d i n g o f the new station), and w i 11 be cheaper, as we11 as, generally speaking,
more satisfactory."
WESTION I N PARLIAMENT
-WINXSTERIAL PRWISE
M r G i l l i e s asked the following question i n the Assembly on September 22, and received from M r
Flannery the f o l l o w i n g reply:
M r Gillies: I wish t o know i f the Minister f o r Railways i s aware t h a t consternation has been
caused i n the c i t y o f Grafton by the report t h a t the railway a u t h o r i t i e s propose
t o deviate the railway route t o w i t h i n the business and more populous portions o f
the c i t y ? W i l l the Minister take such action as w i l l ensure t h a t proper
consideration i s given t o the views and i n t e r e s t s o f the residents before a
d e f i n i t e route i s adopted?
t.tr Flannery: Following upon the intimation o f t h e Railway Commissioners t h a t they proposed t o
make a deviation from the route o f the proposed railway a t Grafton, a meeting was
held and a protest made against the contemplated a c t i o n o f the Commissioners. The
Commissioners represent t h a t by making the proposed deviation, the length o f the
l i n e w i l l be considerably reduced, t h a t i t w i l l be possible t o use the present
station, and t h a t the deviation work can be c a r r i e d out very much more cheaply
than the o r i g i n a l plan. F0110wing upon that, the constructing a u t h o r i t i e s propose
t o make the deviation as suggested.
So f a r as the i n t e r e s t s o f the residents are concerned, I can assure the

Honourable member t h a t i f any protest i~ sent t o me I w i l l b r i n g i t under the
notice o f the Railway Commissioners, who are the constructing a u t h o r i t i e s , and
upon whom i s cast the r e s p o n s i b i l i t y o f dec'rding as t o what deviations s h a l l be
made.
LEGALITY OF
ISSIONERS' ACTIMl QVESTICNED
The question has been raised o f the l e g a l i t y o f the a c t i o n o f the Railway Commissioners, i n
a l t e r i n g the route OF the railway through Grafton, and i t has been suggested t h a t an i n j u n c t i o n
might be applied f o r , w i t h a view t o t e s t i n g the matter i n the proper court.
Replying t o a question on t h i s matter a t Thursday n i g h t ' s meeting, M r Wickham stated t h a t the

Constructing authority, i n t h i s case the Railway Commissioners, had power t o a l t e r the route a t
any p o i n t between the terminal points o f any l i n e recommended by the Public Works Committee.
f n the case o f the Grafton railway, i t i s contended t h a t the Commissioners have a l t e r e d

P r a c t i c a l l y the whole route adopted a f t e r ihquiry by the Public Works Committee, including one
terminal p o i n t , o r connect5on w i t h the e x i s t i n g l i n e . It i s h e l d t h a t i n t h i s instance the power
Clarence River Historica 1 Society Inc

vested in the constructing authorities does not entitle them to dothis without further reference
to, and consent of, the Public Works Committee, for the reason that the inquiry and
recommendation by the committee was on the specific question of the route of the line through
Grafton. The most eminent engineers and authorities available in the State at the time, as well
as local residents, gave evidence, and as a result the committee unanimously decided to recommend
the Oliver Street route, with certain modifications in the way of bringing the station site
nearer town. Subsequently a Bill was founded on this decision, and was accepted and passed by
Parliament.
In view of these facts, it is contended that the Commissioners,as constructing authorities, have
not the power under the Act, to vary the decision of the Public Works Committee, as the question
upon which their recommendation was founded was a specific one, submitted to them for decision.
RAILWAY ROUTE
The Mayor Stone B l i n d
The D a i l y Examiner - Thursday 10 February 1927
Mr W Ager, "Trafalgar" Whiteman Creek, writes -

Sir - It is essential forthe future welfare of Grafton, the most beautiful and prosperous city
on the North Coast, that its business section be kept intact.
Just as the busiest business section of Sydney lies between the Central Railway and the Harbour,
so the busiest business section of Grafton for all time will be between the authorised railway
route and the river.
Allow the railway to run parallel between Pound and Bacon Streets, and a11 those blocks between
Duke and Alice Streets through which it travels will be disfigured, and the whole business
section bisected with a great mud bank.
The time is drawing close when it will be expedient, for the economic growth of the city and
control of commerce, to subdivide all those blocks between Duke and Alice Streets with other main
streets running north and south from the river to the authorised route midway between the
exjating streets.
This work of providingthe city with just twice the amount of frontage for business purposes will
be marred by the mud bank.
Graftonians demand that the passenger station must be in a convenient situation, and that goods
be delivered to or taken from a centre that will facilitate the most economic handling; also
that the plan and beauty of the city must not be ruined by raising a huge mud embankment right
through its heart,
All these strong end valid reasons have been set forth in the press and in public, yet Mayor
Robinson declaresthat he has heard no reason why the deviation should not take place. There are
none more stone blind that those who will not see.
William T Robinson declared at last election that he could not see any difference between being
a member of Parliament under the whip of the City National party or being elected to represent
country interests direct. The people in the country having come to see all the difference,
consequently William Robinson met his waterloo.
When the Mayor of Grafton deliberately ignores the judgment of the leading citizens resolved at
one of the largest public meetings held in Grafton for many years he is again clearly riding for
a fall.
38 Clarence River Historica 1 Society Inc

GRAFTON RAILWAY - THE MEW ROUTE
Construction Branch Report
"Cheaper and B e t t e r "
The D a i l y Exaiminsr - Thursday 24 March 1927
Recently the Grafton Chamber o f Commerce wrote t o M r R T G i l l i e s , MLA, asking him t o t r y and
secure a copy of the report o f the Chief Engineer f o r Railway Construction i n respect o f the
proposed new route f o r the railway through Grafton.
The secretary t o t h e Railway Commissioners forwarded the following l e t t e r t o M r G i l l i e s , together

w i t h a copy o f the report, and the Chamber o f Commerce has received frm M r G i l l i e s both the
l e t t e r from the Railway Commissioner and t h e report referred to.
The l e t t e r addressed t o M r G i l l i e s reads as follows:
"Dear S i r - With reference t o your representations On behalf o f the Grafton

Chamber o f Commerce r e l a t i v e t o proposed l i n e o f route o f railway through t h a t
town, and asking t o be supplied w i t h a copy o f the report o f the Chief Engineer
f o r Railway Construction, s e t t i n g out i n d e t a i l the reasons f o r t h e deviation from
the o r i g i n a l route, I am directed t o forward herewith copy o f the report asked
for".
THE REPORT
GRAFTOW-SOUTH GRAFTON RAILWAY
Re- d routs throow the C i t y o f Grafttm.
The following r e p o r t shows c l e a r l y the advantages t o be gained by the adoption o f the amended
route between the bridge over the Clarence River and North Q r a f t o n present railway station.
I n the f i r s t place a much shorter length o f new construction becomes necessary.
From South Grafton S t a t i o n t o the Northern end o f the brSdge over the Clarence River i s , o f
course, common t o both routes. From the northern end o f the bridge t o the southern end o f the
present s t a t i o n i s a distance O f one mile, 30 chains, while from the same p o i n t t o a junction
w i t h the Casino l i n e the o r i g i n a l route requires a length o f twomiles 10 chains, the difference
being a distance o f three quarters o f a m i l e saved i n construction by the shorter route.
The present s t a t i o n arrangements a t North Grafton can be preserved o r remodelled t o s u i t new

conditions, and the great expense o f an e n t i r e l y new s t a t i o n f o r passengers and goods, or
possibly a new s t a t i o n f o r passengers only, w i l l be avoided.
The land on which the present s t a t i o n i s b u i l t i s a l i t t l e above f l o o d level, being high and dry
under a l l condttiOns, while there i s no s i t e on the o r i g i n a l route which o f f e r s an equal area of
high land s u i t a b l e f o r a railway station; i n fact, w i t h the exception o f a small p o r t i o n o f land
where Queen Street crosses the o r i g i n a l route, there i $ no natural surface a t a l l above high
flood and the whole o f any new railway yard must be b u i l t on more o r less embankment i n addition
t o uhich a considerable amount o f f i l l i n g w i l l be necessary t o l e v e l o f f the bed o f Alumny Creek.
The present p o s i t i o n o f the railway s t a t i o n does not o f f e r any impediment t o the flow o f high
flood, while the proposed new railway s t a t i o n would be r i g h t across the course o f the f l o o d
waters.
The s t r e e t s o f Grafton are wide, being from one and a h a l f chains t o two chains across, and
every s t r e e t i s crossed by both o f the routes. To preserve the s t r e e t s and also permit of
the passage o f f l o o d waters, i t i s most desirable t h a t they a l l be crossed by a high l e v e l
railway. The amended route provides t h a t t h i s be done and also t h a t the s t r e e t s be crossed as
far as possible on the square, thus reducing the cost and size o f the bridges, while i n no Way
lowering t h e i r e f f i c i e n c y as subways o r waterways. To place a railway s t a t i o n a t West Park
Reserve, where S t i s proposed on the o r i g i n a l route, would necessitate bringing the r a i l s down
t o the level o f Queen Street, forming a l e v e l crossing a t t h i s s t r e e t , c l o s i n g Mary Street and
h1Sce Street and crossing Turf Street and a17 s t r e e t s (four) beyond Turf Street by l e v e l
CPOssing .

The amended route has but one level crossing, that at Turf Street, which forms the present
approach to the goods yard for all traffic from the eastern side of the town.
To separate the goods fromthe passengers, as was proposed at the public meeting, has nothing to
recommend it. The goodstraffic is now undoubtedly in its proper place on the bank ofthe river,
where deep water is available for the wharves and water carriage. Grafton is athrough station,
not aterminus, and when the bridge is finished will have two railway stations one mile 70 chains
apart, or less than one mile from any intermediate point, with a direct road to each.
To establish a new railway station on West Park Reserve would be to occupy nearly the whole of
this valuable recreation ground and the passenger station would then be a distance of 74 chains
from the Post Office, which is only six chains less than from the Post Office to the present
station.
It was suggested that there should be an elevated station for passengers only between Prince
Street and Queen Street. This site, unless Queen Street was glosed, would afford a length of
only 10 chains between the street bridges and would involve large expenditure in foundations and
approachestothe stations. The distance of the platform from the Post Office would be about 600
yards. By closing Queen Street a less expensive and roomier passenger station could be obtained
on a grade of about 1 in 250, but the goods traffic would necessarily be located further ahead
in West Park or would be retained in its present position. If this were done the present railway
station would become a dead end yard for goods.
Much has been said about the Jacaranda Avenue. The new route would by no means destroy the
avenue, as has been asserted, but would interfere with the extreme northern end only and would
require the removal of perhaps not more than three or four trees. It might be mentioned that the
trees at the northern end are not such good specimens as those at the southern.
There are no buildings of importance interfered with by the new proposal, in fact it is
remarkable how few buildings of any sort are passed through. In Prince Street, the principal
street of Grafton, there are no buildings on either side of the street on the route of the new
proposal. Resumptions, therefore, will, in the greater number of cases, be merely the value of
the land itself.
At the public meeting at Grafton, considerable capital was made out of the fact that many
thousands of pounds were being spent in providing Casino with a new railway station. It might
be pointed out that the conditions of Casino have no bearing on those of Grafton as Casino is a
junction for the Murwillumbah and Ballina railway, and it became necessary to have an entirely
new station at Casino in order to conduct the through traffic on the new line to South Brisbane.
THE CLARENCE BRIDGE

(Editorial )
The D a i l y Examiner - Saturday 7 Hay 1927
A short time ago it was reported that the Premier, speaking at Newcastle, stated that the public
works expenditure in this State was proceeding at the rate of L1,000,000 a month. No details
were given as to where the outlay was taking place, but it is quite evident that very little of
it is finding its way into the northern part of the State.
When the loan estimates were published some months ago attention was drawn in these columns to
the meagre amount allotted to this part of the State and to the fact that no provision had been
made for the construction ofthe bridge across the Clarence River from Grafton to South Grafton,
although it has been understoodthatthis work was to be begun nearly eighteen months ago. There
is still no sign of activity so far as this important link in the new uniform gauge line between
Sydney and Brisbane is concerned.
The last that was heard of the matter was an announcement that, as the tenders for the bridge
were too high, the Railway Commissioners intended to undertake the construction themselves. It
Clarence River Historica7 Society Inc

i s many months since t h a t announcement was made and i t was then expected t h a t before very long
p r e l i m i n a r y operations would be commenced. When does t h e department i n t e n d t o get on w i t h t h e
job? The Commonwealth Government i s becoming concerned about t h e matter.
T h i s Government, which i s co- operating w i t h t h e Governments o f New South Wales and Queensland i n
t h e c o n s t r u c t i o n o f t h e Kyogle-Brisbane r a i l w a y and t h e r e c o n s t r u c t i o n o f t h e Grafton t o Kyogle
sections, has forwarded a l e t t e r t o t h e New South Wales Government complaining o f t h e delay i n
commencing t h e c o n s t r u c t i o n o f t h e Clarence River bridge. The Commonwealth Government's p r o t e s t
i s thoroughly j u s t i f i e d and i f i t causes any surprises i t w i l l be t h a t i t was n o t made sooner,
f o r i t appears as though New South Wales i s n o t p l a y i n g t h e game.
Newspaper r e p o r t s show t h a t t h e r e i s p l e n t y o f a c t i v i t y across t h e border and i t i s learned from

time t o time t h a t t h e Queensland a u t h o r i t i e s are making good progress i n t h e v i c i n i t y o f Brisbane
w i t h t h e works necessary t o t h e completion o f t h e Northern S t a t e ' s share i n t h e compact.
Queensland apparently does not i n t e n d t o be found lagging behind when t h e r e s t o f t h e r a i l w a y i s
ready f o r use. The chances o f New South Wales being s i m i l a r l y on t h e mark becomes more remote
every day.
I t i s s t a t e d t h a t , w h i l s t New South Wales has n o t even s t a r t e d t h e bridge, t h e actual

c o n s t r u c t i o n o f t h e r a i l w a y from Kyogle t o South Brisbane i s w e l l up t o schedule, and t h e Federal
Government contends t h a t t h e t r a c k s w i l l be f i n i s h e d before t h e b r i d g e i s b u i l t , thus causing
considerable inconvenience.
I f t h e estimate o f t h e Railway Council t h a t t h e l i n e would be completed i n t h r e e years from t h e

time o f i t s commencement i s r e a l i s e d , which seems l i k e l y according t o t h e Federal Government's
statement, then there seems very l i t t l e prospect o f t h e Clarence Bridge being ready t o take t h e
t r a f f i c by t h a t time, although t h e assurance was given t h a t t h i s would be t h e case. Why t h e
delay? I s i t because o f t h e Government's f i n a n c i a l stringency o r i s t h e Railway Department
s h i r k i n g t h e job? There have been rumours f l o a t i n g around concerning t h e f a i l u r e t o begin
operations t h a t ought t o be cleared up. I t has even been suggested t h a t money was made a v a i l a b l e
a t one p e r i o d f o r t h i s work. I f so, i t would be i n t e r e s t i n g t o know why some o f i t i s n o t being
spent i n preparing f o r t h e c o n s t r u c t i o n o f t h e bridge.
U n t i l t h e Clarence i s spanned, t h e usefulness o f t h e new l i n e w i l l be s e r i o u s l y diminished and

there w i l l be a b i g l o s s t o t h e taxpayers as a consequence, because t h e money invested i n t h e
r a i l w a y w i l l not be r e t u r n i n g i t s proper revenue. Furthermore, t h e t r a v e l l i n g p u b l i c w i l l be
c a l l e d upon t o s u f f e r unnecessary inconvenience by t h e continuance o f t h e present system o f
transhipment across t h e r i v e r .
Seeing t h a t t h e Commonwealth Government and t h e Queensland Government are p e r f o r n i n g t h e i r share

o f t h e c o n t r a c t i t i s very unsatisfactory t o f i n d t h a t t h e a u t h o r i t i e s i n t h i s State are l e a v i n g
themselves open t o c r i t i c i s m by t h e i r d i l a t o r y methods and apparent f a i l u r e t o appreciate t h e
importance o f t h e i r o b l i g a t i o n s .
RAILWAY L I N K - U P THROUGH GRAFTON

The Daily Exminer - Thursday 16 June 1927

Correspondence was read from t h e members f o r t h e d i s t r i c t s e t t i n g o u t t h e reasons why t h e
c o n s t r u c t i h g a u t h o r i t i e s d i d n o t consider it necessary t o have any f u r t h e r i n q u i r y i n t o t h e
subject o f t h e r a i l w a y r o u t e through t h e town o f Grafton, which communications have already been
published.
Mr,Braithwaite s a i d they d i d n o t care a hang about Grafton as long as they got t h e s h o r t c u t .
The president s a i d t h a t t h e chamber had made as strong an e f f o r t as p o s s i b l e t o have a p u b l i c

i n q u i r y , b u t i t was evident t h a t t h e Commissioners and t h e P u b l i c Works Department had made UP
t h e i r minds on t h e subject.
C7arence River Historical Society Inc

Mr McDougall said he thought that further protests might serve to hold up the work, and would
only be hot air.
Mr Braithwaite suggested that they should not take the decision lying down.
Mr Blood mentioned that the Sydney Chamber of Commerce had said that it would back up the request
of the Grafton Chamber in this connection, but that might not carry any more weight than the
request of the Grafton Chamber. It Was a matter outside the Minister altogether.
Mr Zuill said that his opinion had undergone no change, and he thought that if they could
still get an inquiry they should endeavour to do so. He moved that the letter be received, and
that the authorities be informed that the chamber still adhered to its request for a public
inquiry.
CLAREWE BRIDGE
A letter was read from Mr R T Gillies, MLA, in which he stated that the Treasurer had made an
announcement to the effect that the constructing authorities desired before starting the work of
building the bridge over the Clarenceto have a guarantee that funds would be made available to
complete it.
The letter was received.
The preqident stated that he had seen the Area Cornmissioner, Mr Quinton, who said that he
understood that the case was as set out in the letter. It appeared that the Commissioners had
no assurances as to when the funds would be made available.
Mr Braithwaite moved that the attention of the Government be drawn to the rapid progress being
made in the construction of the Grafton-Brisbane line north of the Clarence, and that it be
pointed out that there was a probability of the line being completed before the Clarence bridge
was completed.
The motion was carried.
CLARENCE BRIWE
Tenders Called Pzsf FtetaT Work
The D a i l y Exasliner - 27 Jlrna 1927
Messrs Roy Vincentand W T Missingham, M's LA, have recelvedthe following letter fromthe Under
Secretary, Public Works Department:
"Adverting to previous correspondence, I am directed by the Minister to inform you

that a further report is now to hand from the Rai 1 way Department, in regard to the
Clarence River Bridge.
The Commissioners state that tenders are being invited to close on 17 August
next, for the manufacture, supply and delivery of the metal work in the
permanent and temporary steel caissons for the bridge over the Clarence River.
The first advertisement inviting the tenders, appeared in the Sydney press on
15 June.
The report fronl the Railway Department goes on to say that, pending delivery of
the caissons, the work of erecting the necessary wharf and shops, and the
provision of the other Rlachinery and plant required for the work, will be put in
hand".
QlltftftftftftffrXHXKHXHKHMO
G7arsnce River Historical Societ

RAILWAY THROUGH GRAFTON
Sale of Properties
The D a i l y Examiner - Saturday 20 August 1927
Negotiations have been completed f o r t h e acquirement by t h e Railway Department o f many p r o p e r t i e s

on t h e route o f t h e l i n e through Grafton.
Commencing near t h e bridge i n Pound Street, t h e land belonging t o Messrs Roger and Co, f r o n t i n g
Pound, A l i c e and Garden S t r e e t s has been purchased, and t h e p r o p e r t i e s o f Mesdames Furst and
White i n A l i c e Street, and o f Messrs A R Jones, W C a r r o l l and A Maxwell and Mrs Ruby White i n
Mary S t r e e t have been acquired. The Queen S t r e e t purchases include t h e p r o p e r t i e s o f
Messrs C r i s p i n and Barnier, and i n Prince S t r e e t t h e land belonging t o Mrs Goodwin and o t h e r s
near t h e Saraton Theatre has been secured. Other sales e f f e c t e d are t h r e e cottages i n Duke
S t r e e t , belonging t o M r F Walsham; i n V i l l i e r s Street, t h e p r o p e r t i e s o f Messrs T Stevens and
D Gill; i n Clarence Street, t h e p r o p e r t i e s o f Mesdames Carter and Noud; and i n Pound Street,
near Clarence Street, t h e p r o p e r t i e s o f M r Reg Clare and Mrs C h r i s t i n a Clare.
The acquirement o f these properties, i t i s understood, has been d e f i n i t e l y f i n a l i s e d , while

n e g o t i a t i o n s are s t i l l i n progress e i t h e r f o r t h e acquirement o r resumption o f other p r o p e r t i e s
along t h e l i n e o f t h e railway. The sales have been e f f e c t e d through t h e o f f i c e o f a prominent
l o c a l r e a l e s t a t e agent.

T u r n i n g t h e S o d Ceremony
The D a i l y E x m i n e r - 17 Novea,ber 1927

The South Grafton Municipal Council l a s t evening c a r r i e d a motion submitted by t h e Mayor, Ald S A
Jones, seconded by Ald T J Roberts, t h a t t h e Railway Commissioners should be w r i t t e n t o , asking
i f arrangements may be made f o r t h e ceremony o f t u r n i n g t h e f i r s t sod i n connection w i t h t h e
Clarence River bridge, t o be h e l d on t h e South Grafton s i d e o f t h e r i v e r .
CLARENCE BRIDGE - THE PRESENT POSITION

T e n d e r s f o r S t e e l Work
Nymboida E l e c t r i c i t y f o r M a c h i n e r y
The D a i l y Examiner - Thursday 24 NovwPber 1927
M r A J Pollack, M I A , has been informed by t h e M i n i s t e r f o r Works and Railways, M r

Buttenshaw, t h a t t h e r e i s a balance o f E33,BOO o f t h e v o t e f o r t h e c o n s t r u c t i o n
O f t h e b r i d g e over t h e Clarence River on t h e Grafton t o South Graftcm r a i l w a y
s t i l l unexpended, and t h e r e f o r e t h e r e was n o t any necessity t o provide an
a d d i t i o n a l s m on t h e Supply B i l l .
A f u r t h e r vote i s proposed, however, on t h e d r a f t loan estimates t o w v e r t h e

expenditure f o r t h e c u r r e n t f i n a n c i a l year.
Pollack, Missingham and Vincent, Ms LA, have been i n q u i r i n g regarding t h e present p o s i t i o n

Pollack s t a t e d t o n i g h t t h a t tenders closed on 26 June l a s t f o r t h e manufacture and supply,
ruction, e r e c t i o n and completion o f t h e metal, concrete and timber work i n t h e sub-structure
ce River Historical Society Inc

and super-structure of the bridge, including the bascule span and operating machinery. No
tender, however, was accepted.
Tenders closed on 1 7 August last for the manufacture and supply of the metal work in,the
permanent and temporary steel caissons and the tender of the Clyde Engineering Co Ltd was
accepted on 7 September, the contract providing for the completion ofthe work in 65 weeks. This
includes caissons for the five piers to be constructed in the river.
Owingto the impossibility of manufacturing steel plates of the requisite size in Australiathey
have to be imported and the fabrication in Australia is expected to occupy the contract period.
On 1 4 Octobertenders were invited forthe manufacture, supply and delivery ofthe metal work in
the superstructure, including the bascule span and operating machinery.
Tenders close on the last day of the present month and it is possible that the tender accepted
will be announced in the middle of December. The work includes five or six long spans of steel
work, the greater portion of which will be imported. The question, therefore, of the ultimate
completion of the bridge is mainly dependent on the importation of the steel work. In the
meantime the intention is that all preparatory work will be carried out. This includes the
construction of the temporary stores, cement and machinery sheds, wharves, jetties and piles, at
the site of each pier ready for the floating of the caissons. All of the machinery possible will
be worked by electricity and arrangements are being made for the supply of power with the
Clarence River County Council.
The tender of Thomas Lyons forthe driving of the temporary piles has been accepted. Piles are
now being procured by the Commissioners.
Quotations have been received for the building of the location punt and two punts for the
transportation of material and gravel. The acceptance of a tender is expected in a few days.
It is anticipated that the punts will be built on the river, and it is intended later to have
built two large punts 90 x 35 feet to float the spans out.
, .
-- .- -
Early Days of B r i d ~Construction

Photo courtesy of Wr & Wrs J Forbes
Clarence River Historica7 Society I n c

CLARENCE BRIDGE
P r o g r e s s o f t h e Work
The D a i l y Examiner - 10 December 1927
Tangible evidences o f progress i n connection w i t h t h e c o n s t r u c t i o n o f t h e Clarence River Bridge

are making t h e i r appearances and p u b l i c i n t e r e s t i n t h e work i s growing r a p i d l y . D u r i n g t h e past
f e w days a good deal o f p r e l i m i n a r y work on t h e south side has provided a t t r a c t i o n f o r i n t e r e s t e d
spectators. This includes an extensive excavation on t h e r i v e r bank which i s t o receive t h e
foundation f o r one o f t h e p i e r s and s h o r t l y a s t a t e w i l l be made w i t h t h e c o f f e r dam f o r c u t t i n g
down t o t h e rock.
B u i l d i n g s f o r t h e workshops, s t o r e s and o f f i c e s have been erected on t h e south s i d e and t h e

machinery i s j u s t s t a r t i n g t o a r r i v e .
CLARENCE B R I D G E - TENDERS ACCEPTED

C l y d e E n g i n e e r i n g Company
The D a i l y Examiner - Thursday 15 December 1927
M r A J Pollack, MLA, yesterday received a telegram from M r Buttenshaw, X i n i s t e r

f o r Works and Railways, s t a t i n g t h a t t h e tender o f t h e Clyde Engineering Company
had been accepted f o r t h e Grafton b r i d g e superstructure. The t i m e f o r d e l i v e r y
i s 143 weeks.
M r Buttenshaw's w i r e added t h a t he was w r i t i n g f u l l y .
The Clyde Engineering Co Ltd, a l s o secured t h e tenders f o r t h e caissons, which

were l e t weeks ago.
Speaking a t t h e conference o f t h e Associated Northern Chambers o f Commerce yesterday afternoon,

M r A J Pollack, MLA, announced t h e r e c e i p t o f t h e above telegram.
Continuing, he s a i d t h a t tenders had already been l e t t o t h e same f i r m f o r p r o v i d i n g t h e

caissons, o r s t e e l s t r u c t u r e s t h a t were t o be erected f o r t h e purpose o f b u i l d i n g t h e p i e r s .
This tender had t o be executed i n 65 weeks.
The s t e e l p l a t e s required f o r t h e bridge were o f such a s i z e t h a t they could not be made i n

A u s t r a l i a , and these would have t o be procured i n England, b u t i t was s a t i s f a c t o r y t o l e a r n t h a t
t h e b i g c o n t r a c t f o r the p r o v i d i n g o f t h e superstructure o f t h e b r i d g e had been entered i n t o , and
t h a t i t had been given t o an A u s t r a l i a n f i r m .
These f a c t bore out what t h e Engineer f o r Works had s a i d t h a t t h e bridge would be completed by
t h e time t h e r a i l w a y was completed between Brisbane and Grafton. I t could n o t now be s a i d t h a t
t h e b r i d g e was not commenced as t h e two b i g c o n t r a c t s had been entered i n t o . As a matter o f f a c t
men were already c u t t i n g t h e bank away f o r t h e f i r s t p i e r .
M r P o l l a c k ' s statement was received w i t h applause.
M r Missingham s a i d t h a t t h e matter had taken a great deal o f time. I t had n o t been a work o f t e n
minutes, b u t i t was now t a k i n g v i s i b l e shape.
The president suggested t h a t judging by t h e present outlook t h e bridge should be completed i n

about t h r e e years.
Clarence River H i s t o r i c a l Society I n c

CLARENCE BRIDGE
The Daily Examiner - 16 r 1927
Mr A J Pollack, MLA, yesterday received the following letter from the Minister for Works and
Railways, Mr E A Buttenshaw:
"Referring to your 'letterof 13 December asking to be advised as tothe accepted

tender for the Grafton bridge superstructure, I desire to confirm my telegram
of even date in the following terms:
'Grafton bridge superstructure tender Clyde Engineering Company

accepted, time for delivery 143 weeks. Writing fully.'
The contract is for the manufacture, supply and delivery on trucks at Clyde Siding
of the metal work required in the super-structure.
The erection of the bridge will be undertaken by the Railway Department and that
work will begin as soon as the steel work commences to be delivered. The first
delivery will be approximately six months from the acceptance. It is anticipated
that the work will be completed a few months after the final delivery which will
make a period of approximately three yeare."
SPOIL FROM BRIDGE FOUNDATIONS

Where Shall i t b e Dumped?
The Daily Examiner - Tuesday 20 r 1927
The Trustees of Susan and Elizabeth Islands have received a communication from the
Lands Department asking whether there is any objection by them to the placing of about
5,000 cubic yards of spoil from the foundations of the Clarence River railway bridge in the
river at certain points indicated in an accompanying lithograph, which the Harbours and
Rivers Branch of the Public Works Department suggested as suitable for the disposition of such
spoi 1.
The points in question are on the shores of Elizabeth and Susan Islands.
On receipt of the letter the Trustees held a meeting and they have a decided objection to the
proposal.
It is contended that the depositing of the spoil on the north side of Susan Island at the
point indicated will result in choking up the waterway, and may affect the channel adversely.
It is also thought that the spot chosen on the shore of Elizabeth Island would be equally
unsuitable as the,riversteamers have to hug the bank there, and there would be a tendency to
cause silting.
In any case, the proposal to dump spoil in the river anywhere is rightly re-
garded as objectionable, seeing that there are so many other ways in which it can be disposed
of. It could, for instance, be utilised to fill low lying places in both Grafton and South
Grafton.
At the suggestion of Mr J T McKittrick, who is one of the Trustees, the matter i s being handed
over tothe Port of Clarence Advisory Board, and it is understood that suggestions will be made
tothe constructing authorities which will lead to a more satisfactory method of dealing with the
spoi 1.
Clarence R i v e r Historical Society Inc

THE BRIDGE - D R I V I N G F I R S T R I V E T
V i s i t o f M i n i s t e r f o r Works
D e t a i l s o f Tomorrow's Ceremony
The D a i l y Exasliner - Tuesday 10 J u l y 1928
y o f great i n t e r e s t and importance t o t h e Clarence River d i s t r i c t w i l l

take place tomorrow (Wednesday), when M r E A Buttenshaw, M i n i s t e r f o r Works and
Railways, w i l l d r i v e t h e f i r s t r i v e t i n connection w i t h t h e c o n s t r u c t i o n o f t h e
b r i d g e across t h e Clarence River.
Many o f t h e residents and probably a greater p r o p o r t i o n o f t h e v i s i t o r s t o t h e d i s t r i c t are

unaware o f t h e amount o f progress which has been made towards t h e c o n s t r u c t i o n o f t h i s work,
which i s probably t h e l a r g e s t o f i t s k i n d i n t h e country d i s t r i c t s o f t h i s State w i t h t h e
exception o f t h e Hawkesbury r a i l w a y bridge.
Necessarily there has been a good deal o f preparatory work, and t h e stage has now been reached
when t h e r a t e o f progress w i l l become i n c r e a s i n g l y apparent.
I t i s known t h a t two b i g c o n t r a c t s were l e t t o t h e Clyde Engineering Company f o r t h e s t e e l

caissons and superstructure, and d e l i v e r i e s are being made on t h e s i t e i n pursuance o f t h e
contract.
The ceremony which w i l l be performed tomorrow, t h e d r i v i n g o f a r i v e t i n one o f t h e s t e e l

caissons being erected, w i l l serve as an i n d i c a t i o n o f t h e stage t o which t h e work o f
c o n s t r u c t i o n has advanced and w i l l give an assurance t o t h e people o f t h e s i n c e r i t y o f t h e
Government i n pushing on w i t h t h e undertaking t o completion. No doubt a t t h e function, some
d e t a i l e d p a r t i c u l a r s of t h e p o r t i o n o f t h e work already completed, and t h e r a t e o f progress t o
be expected, w i l l be given.
I t i s p a r t i c u l a r l y appropriate t h a t t h e ceremony should be performed by t.4r Buttenshaw, who

r e c e n t l y , during t h e unfortunate i l l n e s s o f t h e Premier, c a r r i e d out t h e d u t i e s attached t o t h e
supreme o f f i c e o f t h e State w i t h such c r e d i t t o himself and b e n e f i t t o t h e community. As a
country man, no doubt he w i l l appreciate t h e opportunity t o s i g n a l i s e t h e commencement o f t h e
work t h a t means so much t o t h e progress o f t h e North Coast.
-. - - -- - - -- ., ---- -"-- - -- ,
Photo courtesy M r & Mrs J Forbes

Mr Buttenshiiw will arrive tomorrow, and will be accompanied by Mr D H Drummond, Minister for
Education, andseveral members of Parliament, including Mr A E Budd, Mr D Clyne, Major Reid and
others.
It is the intention of Mr W Angus, director, and Mr W Davidson, general manager of the Clyde
Engineering Company Ltd, to also be present.
The function will be performed from the barge punt which was recently built on the Clarence.
This wi 11 be moored in the river near the South bank and close to the jetty, which has been built
by the Railway Commissioners for construction purposes. Alderman D N Maxwell, Mayor of South
Grafton, wi 11 be in charge of the function, and wi 11 be assisted by Alderman C C t.lcDonald,Deputy
Mayor of Grafton, in the absence of the Mayor from the district.
It is understood that the plans of the bridge will be on exhibition for public information.
A presentation will be made tothe Minister, on behalf of the Clyde EngSneering Company Ltd, to
commemorate the occasion.
The official visitors will be accommodated on the Railway Commissioners' big punt, which will be
sufficiently close to the bank for the people to see and hear the proceedings.
Mr Pollack has informed the teachers in charge ofthe Grafton and South Grafton Schools that the
Minister for Education has granted a half-holiday, so that the children will be able to attend
and thus carry with them through life a memory of the commencement of this great work. It is
expected there will be a record crowd at South Grafton on Wednesday.
After the function the Ministerial party will be driven round Graftonto see the sights, and the
Minister for Works will inspect the railway station at Grafton and South Grafton in cohnection
with the fixing of the site of the refreshment rooms. A deputation will wait on the Minister at
the Grafton Town Hall with regard to that matter at 7.30 pin and at 8 o'clock a smoke social will
be tendered to the Ministerial party at the Criterion Hall, Grafton.
The following day Nr Buttenshaw will proceed by car to Casino for the turning of the first sod
of the Casino-Bonalbo railway.
BRIDGING THE CLARENCE RIVER

WorkOfficially Inaugurated Yesterday
Minister for Works Drives First Rivet
y at Squth Grafton
Begins Link Between Railway Systems of States
Minister ExpoUnds Gavermnt's Mrks Policy
The Daily Exminer - Thursday 12 July 1928
"The bride will not onlyjunction with the nsland railways and the northern
railway systecr of this State, but the Grafton-Kyogle line will junction with the
North Coast line and enable people to come down into New Swrth Wales without the
difficulties which they experience at present". In this manner the Minister for
Work5 ( W r E A Buttenshaw) expressed his sense of the importance of the bridge
across the Clarence River, after he had driven the first rivet yesterday.
There was a huge crowd lining the banks at South Grafton and the brief ceremony was watched with
interest and the following speeches were listened to with marked attention.
The proceedings passed off without a hitch and thus was inaugurated officially a great
undertaking which means much to the people of the Clarence as well as to the whole of the North
Coast and a11 who in years to come will have occasion to use this railway or road route
connecting two States.
C 7arence River Historica 7 Society Inc

THE CEREMONY
The scene on t h e south bank o f t h e Clarence River, s h o r t l y a f t e r 3 pm was very s t r i k i n g , t h e

s l o p i n g sides being crowded w i t h people, a l l bent on p a r t i c i p a t i n g i n t h e ceremony.
On t h e o f f i c i a l launch, t h e M i n i s t e r f o r Works and Railways (Mr E A Buttenshaw), and t h e M i n i s t e r

f o r Education (Mr D H Drummond), were accompanied by Messrs A J Pollack, A E Budd, D Clyne &
Major Reid, M's LA, M r W Angus ( d i r e c t o r ) , and M r W Davidson (general manager) o f t h e Clyde
Engineering Company Ltd, t h e Mayor o f South Grafton (Alderman D N Maxwell), t h e Deputy Mayor o f
Grafton (Alderman C C McDonald), M r H W Deveroux ( v i c e chairman o f t h e Commonwealth Development
& M i g r a t i o n Commission), M r C W Tye (chairman) and other members o f the State M i g r a t i o n
Committee, t h e chairman o f t h e Clarence River County Council (Cr G W F i t z g e r a l d ) , members o f t h e
Port o f t h e Clarence Advisory Board, t h e president o f t h e Orara Shire Council and president o f
t h e Copmanhurst Shire Council, representatives o f t h e Nymboida Shire Council, and many other
representative gentlemen. M r Hiddleston, a c t i n g engineer f o r t h e c o n s t r u c t i o n o f t h e bridge, was
a l s o present.
The M i n i s t e r i a l p a r t y , a f t e r an inspection o f t h e works, proceeded t o t h e s i t e f i x e d f o r t h e

ceremony, on a punt moored some l i t t l e distance from t h e southern bank o f t h e r i v e r .
DRIVING THE FIRST RIVET
M r Maxwell, on behalf o f t h e Clyde Engineering Company, t h e bridge contractors, presented t h e

M i n i s t e r w i t h a s i l v e r headed hammer w i t h which t o perform t h e ceremony. They hoped i t would be
t h e M i n i s t e r ' s pleasure a l s o t o come along, when the work was completed, t o o f f i c i a l l y open t h e
bridge.
The M i n i s t e r f o r Works s a i d he was deeply g r a t e f u l , not o n l y t o t h e Mayor o f South Grafton and

t h e Deputy Mayor o f Grafton, b u t a l s o t h e people o f both places, f o r t h e very f i n e reception they
had given him. He desired t o apologise f o r t h e absence o f t h e Premier, M r Bavin, who had p a i d
a v i s i t t o t h e d i s t r i c t a s h o r t time ago and who, on t h e previous evening, had asked him t o
convey h i s r e g r e t t o them a t h i s i n a b i l i t y t o be w i t h them a t t h e ceremony t h a t day. This was
h i s (Mr Buttenshaw's) f i r s t v i s i t t o Grafton and i t was an honour t o him and a pleasure t o d r i v e
t h e f i r s t r i v e t o f t h e bridge.
MINISTER'S ADDRESS
Addressing t h e people, M r Buttenshaw s a i d he was a f r a i d i t would be impossible t o f i n d words t o

f u l l y and adequately express t h e pleasure i t gave him t o o f f i c i a t e t h a t day. Stress had been
l a i d on t h e f a c t t h a t i t was t h e advent o f t h e Country Party i n t o p o l i t i c s t h a t had been
responsible f o r t h i s work, but he was a f r a i d t h a t w h i l s t they had been advocating works o f t h i s
nature f o r a number o f years, they could not e x a c t l y l a y c l a i m t o have s t a r t e d t h i s work o r made
p r o v i s i o n on t h e estimates f o r i t , nor could they say i t was a Country Party Government i n power.
As a matter o f f a c t , t o be honest, i t was a Composite Government, formed o f members Of t h e
N a t i o n a l i s t Party and t h e Country Party. There were some who c l a i m e d t h a t t h e Country Party d i d
the wrong t h i n g i n j o i n i n g up i n t h i s administration, but as t h e leader o f t h e Country Party, he
was careful, before he entered i n t o any amalgamation, t o see t h a t t h e p o l i c y would be one of
decentralisation. They had heard t o o long t h e promises o f Governments i n t h e past, promises
which, u n f o r t u n a t e l y , had n o t been kept.
They hoped t o h o l d t h e balance evenly between t h e country and t h e c i t y , recognising t h a t if New

South Wales was t o advance as they would l i k e t o see i t , and i f they were going t o have t h a t
Prosperity which they believed t h e country was capable o f , i t was o n l y by an honest attempt on
the P a r t o f t h e Government o f t h e day, t o see t h a t a l l sections o f t h e community were p r o p e r l y
and f a i r l y treated. To do t h a t , they must see t h a t reasonable f a c i l i t i e s were provided f o r t h e
great Primary producing i n t e r e s t s o f New South Wales.
I t was n o t t h e i n t e n t i o n t o spend every penny they got h o l d o f i n t h e country d i s t r i c t s alone,

but they d i d hope t o see a reasonable p r o p o r t i o n o f i t spent, and spent wise1 y, i n p r o v i d i n g f o r
the People o f t h e country t h e requirements they were j u s t l y e n t i t l e d t o .
A f t e r r e f e r r i n g t o t h e f a c t t h a t he had inaugurated several new works i n t h e c i t y and t h e

M r Buttenshaw s a i d he s i n c e r e l y hoped t h a t i t would be h i s l o t t o take t h e i n i t i a l step
to Open a number of other great works. Unfortunately, they had already reached t h e apex of
ence R i v e r Historical Society Inc 49

expenditure, particularly in the metropolitan area, and he believed that he was safe in saying
that over 80 percent of the money at their disposal had already been allocated and must go to
keep going the works ahead under construction. For instance, they would admit that it would be
an unwise policy to say that the North Shore Bridge, the City Railway and other great works
should cease. Millions of pounds had been expended on them already and they were particularly
anxious to see them finished and become revenue producing. Immediately these works were nearing
completion, or were completed, it would give them a considerable sum of money to be expended in
other places and they could rest assured that they would do their best to see that the great
primary producing interests were not neglected in that respect.
CLARENCE BRIDGE
C o n s t r u c t i o n Work G o i n g Ahead
The Dai 1y Exasliner - 17 Sept
Good progress is being made in connection with the construction of the Clarence River bridge,
under the supervision of the engineer, Mr S D Webb. Between 50 and 60 men are engaged on the
job.
The first pier of the foundations has been cOiRpleted down to rock, and guide piles have been
driven for the four remaining piers.
Caissons are to be erected inside of the guide piles at a later date. It is understoodthat the
men will be engaged in putting the caissons together at about the end of the month.
Approximately two-thirds of the steelwork required for the caissons is already on the spot, and
it is expected that the balance will arrive before the end of the year.
Allen Taylor & Co have already built five punts for the job, and are building others. The bulk
of the plant is, in fact, on the spot. At the present time two 5 ton electric cranes are being
erected forthe purpose of handling the material. In addition a steam driven compressor has been
installed on one of the punts.
The workshop, which has been erected for some considerable time, is equipped with a lathe, a
shearing and punching machine, a radial drill, screwing machine, circular band saws, etc.
50 C7arence River Historica7 Society Inc

THE CLARENCE BRIDGE
Ttm D a i l y E x m i n e r - 18 O E t o b r 1928
The work i n connection w i t h t h e c o n s t r u c t i o n o f t h e b r i d g e across t h e Clarence River, from
Grafton t o South Grafton, i s proceeding s t e a d i l y and m a t e r i a l i s coming forward.
Excavation f o r t h e foundations f o r p i e r No. 1 , s i t u a t e d a t t h e edge o f t h e water on t h e south

s i d e o f t h e r i v e r , i s now f i n i s h e d and t h e concrete i s now going i n .
The bottom s e c t i o n o f t h e caisson f o r p i e r No. 2 i s assembled and r i v e t e d and i s now being

caulked. As soon as t h i s i s f i n i s h e d i t w i l l be lowered i n t o t h e water by means o f f o u r f i v e - t o n
hand winches.
Two e l e c t r i c f i v e - t o n cranes have been erected and a r e i n use, one on t h e j e t t y and one on t h e
land. Each crane has a 70 f t j i b .
The a i r l o c k f o r use i n s i n k i n g t h e caissons i s here. I t weighs about 14 tons. It i s provided

w i t h chutes f o r t h e e x i t o f t h e excavated m a t e r i a l and one f o r t a k i n g i n concrete.
Gravel f o r t h e concrete work i s being obtained from Mylneford.
The Clyde Engineering Company are supplying t h e steelwork f o r t h e bridge, and t h e Railway
Commissioners are doing t h e work o f erection. M r S D Webb i s i n charge o f t h e construction, as
r e s i d e n t engineer. Between 5 0 and 6 0 men are employed on t h e job a t present, but as t h e work
proceeds, t h e number w i l l be increased.
CLARENCE BRIDGE
The D a i l y ExarriMr - 19 r 1928
One p i e r o f t h e Clarence bridge has been completeti, on t h e south s i d e o f t h e r i v e r , and t h e

caisson f o r t h e second p i e r i s almost t o t h e bottom o f t h e r i v e r , being down 35 f e e t . The
excavation f o r t h e complete p i e r was done w i t h a c o f f e r dam, and t h e engineer (Mr Webb) i s very
pleased w i t h t h e concrete work, which compares favourably w i t h anything he has ever seen. Work
on t h e b r i d g e w i l l cease f o r t h e Christmas holidays on Thursday, and w i l l be resumed on
January 3, 1929.
CLARENCE R I V E R BRIDGE
Roadway A p p r o a c h
Tlw Daily Examinar - 22 January 1929

An advance copy o f t h e proposed roadway approach t o t h e Clarence River b r i d g e has r e c e n t l y been
received. T h i s showsthe b r i d g e approach roadway commencing a t Clarence S t r e e t a t t h e l e v e l now
e x i s t i n g on t h e eastern b u i l d i n g l i n e a t t h e p o i n t o f commencement. T h i s p o i n t i s now about s i x
feet above t h e e x i s t i n g formation l e v e l which has been r e c e n t l y b u i l t up several f e e t . To reach
the b r i d g e approach l e v e l i t w i l l be necessary t o r a i s e Clarence S t r e e t a f u r t h e r s i x f e e t and
ramp back these approaches. T h i s w i l l e n t a i l a f i l l i n g o f approximately 2500 cubic yards, which
W i l l c o s t i n t h e v i c i n i t y o f 6590 without metalling.

I understand no allowance has been made by t h e Commissioners f o r any road work i n Clarence
S t r e e t . I t i s considered t h a t a much b e t t e r e n t r y f o r t r a f f i c would be obtained i f t h e approach
was a l t e r e d , as shown on t h e p l a n t o meet Clarence s t r e e t a t t h e i n t e r s e c t i o n o f F i t z r o y S t r e e t ,
where it w i l l come o u t a t t h e e x i s t i n g road l e v e l , and it i s suggested t h a t t h e Railway
Department be asked t o make t h i s a l t e r a t i o n t o t h e approach roadway.
This scheme w i l l mean t h e resumption o f t h e block on t h e corner o f F i t z r o y and Clarence Streets,

b u t t h e cottage i n Clarence Street, which w i l l be demolished by t h e present proposal, w i l l n o t
need t o be touched, and t h i s l a t t e r property could be r e s o l d and t h e r e would a l s o be a saleable
residue from t h e corner block.
The p o s i t i o n o f t h e main roads when t h e b r i d g e i s c o m p l e t e d was discussed w i t h M r Horniman, t h e

d i s t r i c t engineer, who i s o f t h e o p i n i o n t h a t F i t z r o y S t r e e t would become t h e main road. He has,
I believe, reported t o t h a t e f f e c t t o t h e Wain Roads Board.
There i s another matter i n connection w i t h t h e r a i l w a y through t h e town which might be

considered, and t h a t i s t h e p r o v i s i o n o f a four-span b r i d g e over t h e roadway a t Pound and A l i c e
Streets, where one three-span bridge, on t h e skew, i s proposed t o be b u i l t .
A four-span bridge, 132 ft between abutments, i s proposed a t Duke S t r e e t and as t h e s e c t i o n o f

Duke Street, where t h e r a i l w a y crosses i s very low- lying and i s n o t l i k e l y t o develop i n t o a
shopping area, and f u r t h e r as Duke S t r e e t i s n o t a through s t r e e t , b u t stops a t O l i v e r Street,
t h i s four-span bridge could be placed a t Pound S t r e e t and A l i c e Street, and t h e three-gpan bridge
from there t r a n s f e r r e d t o Duke Street. I f t h i s procedure i s adopted, t h e r e would be no
a d d i t i o n a l c o s t t o t h e Railway Department. As t h i s b r i d g e i s t o be on t h e skew, and t r a f f i c
t r a v e l l i n g along Pound S t r e e t from Prince S t r e e t w i l l be unable t o see any v e h i c l e s approaching
from t h e r a i l w a y , a s i n g l e span t o accommodate t h e roadway would n o t be as safe as a double span,
i n which t h e c e n t r e p i e r a c t s as a d i v i s i o n t o t h e t r a f f i c .
The recommendation i n reference t o loan works was n o t adopted, i t being resolved n o t t o depart
from t h e loan programme. The r e p o r t was adopzed.
Progress o f the Work
The A i r Lock E x c a v a t i o n s
The D a i l y Examiner - Saturday 13 A p r i l 1929
A f u r t h e r progress r e p o r t i n connection w i t h t h e work o f c o n s t r u c t i o n o f t h e Clarence River

bridge was obtained by a representative o f t h e " Daily Examiner" yesterday.
Up t o t h e present t h e operations have been confined t o t h e substructure. No p o r t i o n o f t h e

s t e e l work f o r t h e superstructure has yet been received. The foundations have been p u t i n f o r
t h e f o u r road approach p i e r s on t h e south s i d e o f t h e r i v e r , and t h e No. 1 main p i e r has been
completed.
A t t h e No 2 p i e r t h e caisson i s now being sunk under a i r pressure, and t h e work here i s

continuous from midnight on Sunday t o midnight on Saturday. The excavation work i s being c a r r i e d
o u t by f o u r s h i f t s o f about e i g h t men, each working s i x hours. The m a t e r i a l being taken out i s
coarse sand from t h e bed o f t h e r i v e r , and t h e c u t t i n g edge of t h e caisson i s now about e i g h t
f e e t from h i g h water mark.
F o r t y f i v e f e e t o f t h e caisson a t No. 3 p i e r has been r i v e t e d and b o l t e d together, and i t i s

submerged about 30 feet. More sections t o t h e caisson and t h e s t r u c t u r e w i l l be sunk t o t h e bed
o f the r i v e r . O f t h e caisson a t No. 4 p i e r about 18 f e e t has been r i v e t e d together. The
s t r u c t u r e i s s t i l l being h e l d up on guide poles by means o f winches.
The g r i l l a g e on which t h e trusses f o r t h e superstructure are t o be p u t together i s i n progress

and almost completed. T h i s runs p a r a l l e l w i t h t h e r i v e r bank on t h e south side.
52 C7arence River Historica 1 Society Inc

A t t h e n o r t h side o f t h e r i v e r near t h e r a i l w a y w h a r f , i s a l a r g e b i n , together w i t h j i b crane and
grab. These are f o r t h e purposes o f handling t h e m a t e r i a l from i n s i d e t h e caissons, and a l s o t h e
gravel f o r t h e concrete work on t h e n o r t h side o f t h e r i v e r .
About 80 men are employed on t h e b r i d g e a t t h e present time. The excavation work i s progressing
i n an eminently s a t i s f a c t o r y manner and apparently everything w i l l be ready f o r t h e super-
s t r u c t u r e a t t h e proper time.
P r o g r e s s o f the Work
The Daily Examiner - 18 May 1929
The s e a l i n g o f the caisson f o r No. 2 p i e r , i n connection w i t h t h e c o n s t r u c t i o n o f t h e Clarence

River bridge, was completed during t h e week and t h e progress o f t h e work generally has been
satisfactory. The 10-ton Gantry t r a v e l l i n g crane, which i s t o be used f o r t h e e r e c t i o n o f the
s t e e l trusses, has a r r i v e d , and t h i s i s t o be i n operation on t h e south s i d e o f t h e r i v e r .
RAILWAY EXCAVATIONS
(Editorial )
The Daily Examiner - Thursday 4 July 1929
The people o f Grafton are j u s t l y proud o f t h e i r c i t y and t h e m a j o r i t y o f them were s e r i o u s l y

perturbed and n o t a l i t t l e chagrined when i t was f i r s t learned t h a t t h e Railway Commissioners,
abandoning t h e o r i g i n a l plans f o r t h e c o n s t r u c t i o n o f t h e r a i l w a y from t h e Clarence River bridge
t o t h e Grafton-Casino l i n e , v i a O l i v e r Street, intended t o c u t through t h e centre o f t h e town.
They regardedthe proposal w i t h grave concern, not only because they looked upon i t as l i k e l y t o
cause a permanent b l o t on t h e beauty o f t h e c i t y , but a l s o because o f t h e i n t e n t i o n o f the
Railway Department t o b u i l d huge embankments across t h e landscape.
The opinions o f t h e townsfolk were expressed i n a f o r c e f u l manner a t a l a r g e l y attended and

representative meeting o f p r o t e s t i n t h e Town H a l l , b u t unfortunately, t h e Railway Commissioners
declined t o a l t e r t h e i r proposals. Consequently, t h e work i s now i n progress and it i s possible
t o g a i n a f a i r idea o f what those embankments may be expected t o look l i k e .
On t h a t occasion t h e Railway Department showed very l i t t l e regard f o r t h e f e e l i n g s w i t h which t h e

c i t i z e n s o f Grafton regard t h e appearance o f t h e i r town and now t h e scant courtesy o f t h e same
a u t h o r i t y i s again r e f l e c t e d i n i t s f a i l u r e t o consult t h e Grafton C i t y Council i n any way w i t h
regard t o t h e methods i t i s adopting i n securing t h e s o i l f o r t h e e r e c t i o n o f t h e embankment.
The Commissioners, o f course, may be q u i t e w i t h i n t h e i r r i g h t s i n procuring t h e e a r t h f i l l i n g
from w i t h i n t h e c i t y without asking t h e c o u n c i l ' s permission, but, a t t h e same time, as one
p u b l i c body t o another, they could have ascertained t h e views o f t h e Council and i t i s very
c e r t a i n t h a t had they done so the m a t e r i a l would n o t have been taken from anywhere w i t h i n t h e
r e s i d e n t i a l p o r t i o n o f t h e town, as i s now being done.
I t i s hard t o assume t h a t t h e f i l l i n g could not be obtained elsewhere, p r e f e r a b l y outside t h e

c i t y a l t o g e t h e r , where i t would n o t r e s u l t i n d i s f i g u r i n g t h e town and where i t would n o t leave
a r i s k o f waterholes t h a t may become stagnant and probably create a nuisance a t times o f f l o o d .
A t those periods t h e water i s apt t o l i e i n such holes f o r a very long time and be o f an
unpleasant nature. There i s always a f e a r i n loamy s o i l such as t h a t i n Grafton t h a t excavations
which are made, besides being d i s f i g u r i n g i n t h e i r aspect, may have an e f f e c t i n f l o o d time, if
a t no other time, on t h e other lands i n t h e v i c i n i t y and possibly on t h e roads o r s t r e e t s o f t h e
city.
Clarence River H i s t o r i c a l Society Znc 53

Grafton will be disfigured enough by the embankments themselves and, possibly, subjected to
greater flood risks thereby, without impairing the beauty of the city by excavations of a huge
nature.
The Railway-Commissioners have not the excuse that it was difficult for them to secure suitable
material elsewhere for it is probable that they could have got all they wanted.alongthe railway
line or at some other spot adjacent to Grafton, but well outside the residential areas. Probably
the filling might have been a little dearer, but at the same time it would have been obtained
without damage to the city and it could have been brought to the construction works by ballast
train or some other means, without much expense for haulage.
It is stated that the Council has no power to stop the Commissioners from continuing excavations,
but, even if this is the case, one would expect that a Government authority would pay some heed
to the opinions of men to whom the people have entrusted the guardianship of the interests of
their city. If not, what are we to think ofthe Government's professed beliefs in the voice of
local government? Surely some regard should be paid to the voice of the citizens as expressed
by their civic representatives and aldermen declared themselv8s, in no uncertain manner, at last
Monday night's Council meeting when the question was brought before it in a letter from Mr Ager.
We understand that the matter has been placed before the member for the district and as
Mr Pollack is familiar with all the ~ircumstancesandfully seized ofthe viewsof the people of
Grafton, it will be placed before the authorities in the strongest possible light.
We feel confident that the Commissioners will realise the reasonableness of the Council's protest
and will not permit further disfjgurement of the town, when it is understood thatsat,perhaps,
a little greater cost, such an objectionable procedure may be obviated.
CLARENCE RIVER BRIDGE APPROACHES

Town C l e r k ' s Report
,- The Daily Examiner - 22 October 1929
The Town Clerk (Mr W Sheather) reported:
On Wednesday last I received information to the effect that the Main Roads Board was
investigating a proposal to construct a road of approach to the bridge from the railway road
leading into Clarence Street diagonally through section 24 to the intersection of Pound and
Villiers Streets, Henson's corner. I immediately investigated and to my surprise found one of
the board's surveyors, Mr Wing, at work. From him I learned that the information I received was
correct. I immediately reported tothe Mayor and made arrangementsto discuss the proposals with
Mr Wing. This was done on Thursday afternoon and on behalf of the council the Mayor and myself
suggestedthat the approach should be made through the extreme southern corner of section 24 into
Fitzroy Street, between Clarence Street and Villiers Street. The points submitted in support of
this proposal were:
(1) a considerably cheaper scheme;

(2) more desirable from a town planning point of view;
(3) much safer for traffic;
(4) it would bring the travelling public right into our city.
This last point is possibly as important as any.
Mr Wing promised to note the Council's views and report.
On Friday 18 October, the assistant divisional engineer of the Main Roads Board at Glen Innes,
Mr Short, called to see me with reference to a footway on Pound Street bridge, and I took the
opportunity of bringing this matter under his notice. I reminded him that the Council was
surprisedthe board had such proposals on foot without notifying it, in view of the statement of
the chairman of the board at the last conference of the Local Government Association. Further,
54 Clarence River H i s t o r i c a 7 Society I n c

t h a t we require a d e f i n i t e assurance t h a t no work would be proceeded w i t h without the p r i o r
approval o f t h i s Council. He said he was under the impression t h a t we had been advised, and
promises t o do so o f f i c i a l l y on h i s r e t u r n t o Glen Innes, and also d e f i n i t e l y assured Council
t h a t i t would be consulted before any work was proceeded with.
On the subject o f t h e route o f approach I was able t o get M r Short t o give d e f i n i t e i n s t r u c t i o n s

t o M r Wing t o investigate the route suggested by t h i s council, and I understand t h a t i t meets
w i t h the approval o f both these gentlemen.
I submit t h i s f o r the information o f Council and for confirmation o f the action taken.
P i e r s Nearing Completion
The D a i l y E x m i n e r - 9 January 1930
After a f o r t n i g h t ' s suspension over the Christmas season, work on the construction o f the
Clarence River Bridge was resumed on Monday l a s t ; the f u l l complement o f men being engaged.
Good progress has been made recently w i t h the work and the construction i s proceeding smoothly.
Three piers, Nos 1, 2 and 4, are now completed, while No. 3, which has been f i n i s h e d t o above
high water mark, w i l l , it i s hoped, be completed w i t h i n the course o f the next f o r t n i g h t .
The foundations f o r No. 7 p i e r are being sunk and t h i s work i s well i n hand. A s t a r t has also
been made w i t h the assembling o f t h e caissons f o r p i e r No. 6 , and a c e r t a i n amount o f preliminary
work has been done i n connection w i t h p i e r No. 5.
The f i r s t span o f t h e superstructure has been erected on the g r i l l a g e on the southern bank o f t h e
r i v e r and i s now being riveted. This span should be ready t o be f l o a t e d out to i t s r e s t i n g place
on the p i e r s i n February.
Three p i e r s i n the road approach on the north side o f the r i v e r , between Kent and Clarence
Streets, are completed and work i s progressing i n connection w i t h the other p i e r s . The earthwork
ramp o f the approacn i s nearly completed.
THE RAILWAY ROUTE THROUGH GRAFTON

(Editorial)
The D a i l y Exesinar - Saturday 12 A p r i l 1930
There w i l l be general approval o f the f i r m stand taken by the Mayor and aldermen present a t the
interview w i t h representatives o f the Railway Construction Branch against the proposed
a l t e r a t i o n s t o the plans f o r the construction o f the overhead s t r e e t crossings a t Grafton. The
proposal, which we gather emanated from o f f i c e r s o f the Raflway Department i n Sydney, i s t o
provide concrete piers, with steel girders, f o r t h i s purpose, instead o f the concrete arches
o r i g i n a l l y proposed, and the reasons given f o r i t are t h a t i t w i l l mean a saving i n time of
approximately four o r f i v e months when the work i s proceeded with, as well as a considerable
saving i n cost. This a l t e r a t i o n w i l l not apply t o Prince Street crossing, which w i l l be
constructed as o r i g i n a l l y proposed.
The Mayor's answer t o t h e request f o r the views of the Council on t h i s matter was very d e f i n i t e .
He stated t h a t the CounciJ was opposed t o any a l t e r a t i o n from the promise given by the Railway
Commissioners as t o the type o f construction. He pointed out t h a t the townspeople would regard

it as a distinct breach of faith on the part of the Commissioners, because it was upon their
definite undertaking to erect ornamental arched crossings, as designed, that the community became
more or less resigned to the alteration of the route.
He also emphasised the fact that the type of new construction proposed would not be acceptable
as its appearance could not compare with the arched crossings set out in the.plans.
The views which Alderman Macpherson put before the representatives of the Railway Cunstruction
Branch correctly interpret public feeling in this matter and it is to be hoped that due weight
will be given to them by the Commissioners and that the last has been heard of this brain wave
of some Sydney officials ofthe Department who apparently have no concern forthe appearance of
our city. Apart from any other considerations, an undertaking given by the Commissioners in such
circumstances as prevailed at the time has every right to be faithfully honoured. The same
remarks apply to the suggestion to take off the viaduct at the Grafton side of the bridge in
steel to the commencement of the embankment, instead of the concrete arches as was proposed.
Grafton felt that it was very badly treated when the Commissioners decided to run the railway
through the heart of the city instead of taking it along the original route and it was because
of the indignation expressed at the time that the assurance was given that every effort would be
made to erect crossingsthat would be in keeping with the appearance of one of Australia's finest
cities.
Now, there is this suggestion to go back on the Department's promise, except in regard to Prince
Street. But Prince Street is not the only part of Grafton with the appearance of which its
citizens are concerned.
Savings intime and costare the reasons put forward by the Department in favour of the suggested
changes. It is worth while to examine those reasons. The saving of time is put down at
approximately four or five months. Is that a valid excuse for such a proposal when it took the
authorities of this State more than that number of years to commence.the construction of the
bridge and the railway through Grafton? Even now the work on the railway is suspended, has been
for several months and there is no immediate prospect of resumption. If time is such an
important factor in the case, why does not the Department ease down in some of its city jobs and
get on with the one here? Already some four or five months have been lost on this work, so that
the argument about saving of time cannot be regarded as very weighty.
h
So far as the matter of cost is concerned, the Department is gloriously indefinite. According
to the statement issued regarding the interview with the representatives of the railways, Mr
Beaver, was unable to say what difference in cost, if any, there would be in the two types of
construction.
Even if that difference should be substantial - though evidence of the fact is lacking - it is
in the minds of citizens here that, despite financial stringency, it is not considered desirable
to interfere with the erection of the ornamental pylons to the Sydney Harbour bridge, although
their omission would not affect the stability of the structure and they are to cost three-
quarters of a million pounds. If cheapness is considered a standard that may reasonably be
thrust upon the city of Grafton, why should it not also be applied to the city of Sydney?
The Railway Commissioners should honour their promise to the people of Grafton. The railway is
to remain here for,all time, just as is the Sydney Harbour Bridge, and temporary considerations
should not be allowed to interfere with a solemn undertaking.
In 1913 the Public Works Committee inquired into and recommended a route for the railway through
Grafton. That recommendation became an Act of Parliament, but the Railway Commissioners swept
the desires of the citizens, the recommendations of the Public Works Committee and other
considerations aside and decided to build the line through the heart of the city.
We have had enough of that sort of thing. Let the Railway Department build the overhead
crossings as they were originally designed so that they will be in keeping with the
beautification scheme of the city. Let the Railway Commissioners keep faith with the citizens
of Grafton.
Clarence River Histarica7 Society Inc

THE BRIDGE
Magnitude o f Task - Massive Concrete P i e r s
F i r s t Span Ready f o r F l o a t i n g Out
T k D a i l y Exminer - Thursday 1 May 1930

The massive concrete p i e r s which are being f i r m l y set i n the Clarence River t o carry the s t e e l
superstructure o f the f i r s t double-decker bridge i n New South Wales enabled the thoughtful t o
r e a l i s e the magnitude o f the task involved i n bridging such an expanse o f water. Yet what the
eye sees o f these s o l i d masses i s but the smaller p a r t o f t h e i r bulk. The greater p o r t i o n o f
them i s hidden beneath the waters and t h e i r enormous weight r e s t s on s o l i d rock many f e e t below
the bed o f the r i v e r .
The three largest o f the seven p i e r s are each 55 f t by 20 f t a t the foundations. When one
r e a l i s e s t h a t these dimensions are equal t o those o f a f a i r - s i z e d house and t h a t they are
absolutely s o l i d blocks, one understands t h a t t h e i r construction represents the most d i f f i c u l t
and time-absorbing p a r t o f the undertaking. The four other p i e r s are 50 f t by 15 f t a t the
foundations, w h i l s t on top they measure, roughly speaking, 47 f t by 12 f t 6 in.
Four o f the seven piers, Nos. 1, 2, 3 and 4, are completed. Pier No. 1 i s on the southern bank
o f the r i v e r . Piers Nos. 2 and 3 w i l l carry the bascule span and p i e r No. 4 i s the next one i n
order looking from south t o north.
For p i e r No. 5 the caisson i s down t o the bed o f the r i v e r , roughly about some 25 f t below the
surface o f the water. There i s some concrete i n the caisson, but the excavations from the bed
have not yet commenced.
The permanent caisson f o r p i e r No. 6 has been erected and has touched the bed o f the r i v e r a t
10 f t .
Pier No. 7 i s a t the northern bank and the concrete work on t h i s i s done about 50 odd fsetbelow
the water l e v e l and there i s approximately another 10 f t t o go. The whole o f the p i e r sinks as
the r e s u l t o f the concrete being poured i n from the top, the sinking being a t the r a t e o f about
a f o o t a day.
Beneath the p i e r s i s what i s known as the c u t t i n g edge o f the steel caisson and as the weight
added t o the huge concrete mass forces i t down, t h i s c u t t i n g edge makes a passage through the
r i v e r bed u n t i l i t reaches the s o l i d rock and a f i r m foundation i s secured. Fromthe top o f t h e
concrete t o the c u t t i n g edge a t the bottom o f p i e r No. 7 i s no less than 64 f t a t the present
time and there i s 47 f t o f s o l i d concrete f o r c i n g it down. The permanent steel caisson i n t o
which the concrete i s being poured i s 17 f t deep.
The weight o f these p i e r s i s from 2,500 tons t o 4,000 tons each, according t o t h e i r size.
To provide the necessary a i r f o r the airlocks, there are two a i r compressors on a punt moored
adjacent t o each p i e r which i s being constructed. Only one o f these compressors i s i n use a t a
time. The other i s a duplicate f o r use i n emergency.
Most o f the s t u f f which has been excavated fromthe r i v e r bed t o make room f o r the p i e r s i s flood
deposit, p r i n c i p a l l y consisting o f sand and gravel. I n excavating f o r No. 7 p i e r a piece o f
timber was brought up from 44 f t below the surface. I t appears t o be cedar and was evidently
deposited there during some f l o o d o f many years ago. During excavations f o r another p i e r a ma11
e i g h t inch seam o f coal was found.
During the week the diver was working a t No. 6 p i e r , blowing the sand from the c u t t i n g edge i n
order t o get the caisson on an even keel.
The gravel f o r the concrete i s being obtained from a gravel beach a t Mylneford and the q u a l i t y
of i t i s excellent.
The bearings which w i l l carry the f i r s t span have been erected on p i e r s Nos. 1 and 2 and
P r a c t i c a l l y everything i s ready f o r the reception o f t h e span, which w i l l be lowered on t o these
bearings and then f i r m l y bolted i n t o position.
Clarence River H i s t o r i c a l Society Inc

This span, which is 2 4 0 feet in length, has been assembled on the southern bank, a gigantic 1 0
tons travelling gantry crane having been used for lifting heavy pieces of steel and placing them
in position. This crane is electrically driven. The span is ready for floating out tothe piers
and dredging is being carried out to deepen the water sufficiently to allow the punts to come in
close enough to take their huge load of 5 0 0 tons.
Huge trestles have been erected on the punts forthe purpose of receiving the span. The trestles
are composed of 14 x 16 hardwood beams on the deck, whilst the uprights are of 14 x 14 Oregon.
These beams will come under the steelwork in order to support it to its resting place on the
piers.
The punts themselves are in six compartments and they can be flooded or pumped out as desired by
the aid of a centrifugal pump which each carries, thus lowering or raising them to the height
desi red.
When all is ready a punt will be put in at each end of the grillage on which the span now rests.
These punts will be brought in at low tide and with the rising of the tide the span will be
lifted from the grillage on to the trestles. It will then be warped out by means of winches to
the piers and deposited in its right position with the fall of the tide. The operation is one
which is quite simple - when you know how!
As soon as the first span is floated out from the grillage and deposited on the piers, the
erection of the next span will be commenced. Nearly all the steelwork required for the bridge
has arrived and the yards on the south side ofthe river are piled with huge steel arms, girders
and bars, whilst immense quantities of nuts, bolts, screws and a hundred and one other things are
storedon the works. Interesting parts of this steelwork are the centre-pieces of the bascule,
from which the swinging ofthe opening span will take place. Each of these pieces weighs 11 tons
5 cwts.
A temporary caisson which was used on No. 3 pier was lifted from the river by sheer legs and is
now being cut down on one of the punts ready for Use in the construction of No. 5 pier. This
caisson weighed 15 tons and was 55 feet by 2 0 feet. It is being cut down to 5 0 feet by 15 feet.
The store at the bridge works is an interesting spot. Here one may see such familiar objects as
nuts and bolts adjacent to drills and hammers of atype that the average person is unacquainted
with. Conspicuous in this varied assortment of useful articles are the diver's spare suits.
The blacksmith's shop, with its powerful electric motors and other machinery, plays an important
part in the work.
There will be five spans in the bridge, each of 2 4 0 feet in length, in addition to the bascule,
which will be approximately 8 5 feet. From pier No. 1 to pier No. 7, the bridge will be roughly
about a quarter of a mile long, and with the approaches its length will be about 2 5 chains. From
the river bank a concrete viaduct will run as far as the northern side of Pound Street.
Afterwards, the railway will be carried on embankments through Grafton, except at the street
crossings.
The bridge as already mentio&ed, wi 11 be a double decker, the upper portion carrying the roadway
and the lower, the railway. The roadway will be 2 2 feet 6 inches between the kerbs, whilst the
width of the railyay part will be 2 5 feet 6 inches with provision for a double line when it is
required.
After the roadway leaves the bridge proper it will be carried on a 1 0 0 feet skew span, one end
of which will rest upon pier No. 7 and the other on a concrete arch erected on 12 piles driven
into the earth. Fromthe skew span the road approach will be carried on 1 3 concrete archways and
will reach the level of the street at Clarence Street.
Nine ofthe 13 arches forthis road approach have been completed and the foundations are in for
the other four. These concrete arches are set on ironbark piles, which are driven 30 feet down
into the earth. There are eight of these huge piles under each supporting pier of the arch or
16 piles to each arch. The weight of each concrete pier, with its foundations, is about
1 4 0 tons. The piles and gravel forthe railway viaduct are on the ground, but work has not yet
been commenced on it.
Clarence River Historica 1 Society f n c

There are 110 men a t present employed on t h e bridge works, and they represent a wide range o f
occupations.
A dozen punts are i n use on t h e c o n s t r u c t i o n i n various ways and these, i n themselves, would
represent a t i d y l i t t l e f o r t u n e f o r a man whose t a s t e s were n o t extravagant.
F I R S T SPAN - CLARENCE BRIDGE

Steel Superstructure Placed i n Position
No H i t c h i n a G r e a t U n d e r t a k i n g
The D a i l y E x m i n e r - y 26 Clay 1930
The f i r s t s t e e l span o f t h e Clarence River bridge, 240 f e e t i n l e n g t h and weighing

upwards o f 500tons. was yesterday placed i n i t s p o s i t i o n on t h e bearings o f Nos.
1 and 2 p i e r s a t South Grafton.
Operations commenced a t a very e a r l y hour yesterday morning, and a t about 6 . 3 0 am t h e weight o f

t h e huge s t e e l superstructure, which had been assembled on t h e g r i l l a g e on t h e r i v e r bank, was
taken by t h e pontoons and commenced t o move slowly away from t h e shore.
The pontoons o r punts were placed beneath t h e span a t r i g h t angles, and t h e span upon great
t r e s t l e s t h a t had been b u i l t f o r i t s reception on t h e i r decks. The t r e s t l e s were comprised of
1 4 i n . by 1 6 i n . hardwood beans, b o l t e d t o t h e deck, w i t h Oregon u p r i g h t s measuring 1 4 i n . The
punts, l a r g e as they are, appeared t o bend i n t h e centre under t h e great weight they Were
carrying.
Each punt, i t may be mentioned, contains s i x w a t e r t i g h t compartments, so t h a t each compartment

can be pumped out o r f i l l e d w i t h water by t h e a i d o f a c e n t r i f u g a l pump. By p l a c i n g t h e punts
under t h e g r i l l a g e a t low water and a l l o w i n g them t o take t h e weight o f t h e span w i t h t h e r i s i n g
t i d e t h e span was f r e e d from i t s place on t h e g r i l l a g e and made ready t o be f l o a t e d t o i t s
destination. -
F i r s t Span i n Position, 25 Way 1930

From South Side o f River
Photo frar Souvenir Booklet

The operation should have taken place some weeks ago, but owing to a slight fresh in the river
it had to be postponed to a more convenient time.
The conditions yesterday morning appeared ideal forthe purpose. There was no wind, and all the
operations were carried out without a single hitch, much tothe satisfaction of those in charge,
and to the hundreds of onlookers who gathered on the banks of the river to witness them.
The operation of moving the huge awkward-looking mass of steel from its place of assemblage
looked, to the uninitiated, quite an easy task, but it was not quite so simple as it appeared to
be. It required a great deal of preparation, and the exercise of much skill on the part of the
engineers and other responsible heads for the punts, and their load had to be under complete
control every movement from the time the span was floated off the grillage until it was placed
in position over the pier bearings.
Steel hawsers were attached to the shore, to No. 2 pier and to other large punts anchored in the
stream, and by means of winches the floating span was gradually swung into position and securely
held, the ends of the span being then about 18 inches above the bearings upon which they were
intended to rest.
The span was not finally bolted into its resting place until about 1 pm when the falling tide
gently deposited the imposing steel superstructure into its place on the bearings. Immediately
locomotive whistles from all sorts of engines at South Grafton sounded a note of triumph that
could be heard miles away, each vying with the other to make the most noise.
The task was carried out under the supervision of Mr Mahoney, the inspection engineer, the
engineer in charge, Mr S D Webb, and the foreman, Mr Rees, directing operations. These officials
and the men whose movements they were directing were no doubt pleased at the successful result
of their labours and breathed more freely when it was all over.
Now that the first span has left the grillage vacant, the work of assembling the next span is to
be commenced at once. The yard contains, at present, the whole of the steelwork for the bridge,
and it is expectedthat construction work will go on rapidly. Each of the spans will have to be
floated out to its position on the pontoons, with the exception of the last span, on the north
side of the river, where the water is too shallow to allow of this being done. This span will,
therefore, be assembled on the piers.
When the span was floated into position yesterday a great many amateur photographers took
snapshots of the operations.
Mrs Blackall, daughter of Mr Rees, the foreman, had the satisfaction of being the first lady to
step on to the bridge and have her photograph taken. This lady, we understand, was also the
first lady to cross the first span of the Victoria bridge, on the Brisbane River, when it was
erected.
With the exception of the Hawkesbury bridge, the Clarence bridge is the largest railway bridge
in the State, and the first two-decker structure.
t
The Hawkesbury bridge was commenced in 1884, and opened for railway traffic in 1889. It has
seven spans of 416 feet each, and the spans were constructed separately and floated into position
in the same manner,as'wasthe span of the Clarence bridge yesterday.
It is interesting to note that the contract price for the Hawkesbury bridge was S327,000 as
compared with f530,000, the estimated cost of the Clarence bridge. As the latter is a much
smaller structure, the price serves to indicate how the costs of production have increased during
the past thirty years, although it has to be remembered that the Clarence structure is a double-
decker which would, no doubt, account for part of the difference.
The bridge over the Macleay at Kempsey consists of three 200 feet steel spans and two 66
feet girder spans, with ironbark timber approaches. It was completed in 1917 at a cost of
531,000.
The Clarence bridge contains five spans each 240 feet, with an 85 feet bascule span. The total
length of the bridge, pot including the approaches, is about 1920 feet, and with the approaches
about 2310 feet.
Clarence Rfver Historical Society Inc

THREE I N J U R E D
B r i d g e Works A c c i d e n t s
One Man i n S e r i o u s C o n d i t i o n
The D a i l y Examiner - Saturday 7 June 1930
Three men were i n j u r e d , one s e r i o u s l y , as t h e r e s u l t o f two accidents on t h e Clarence River

Bridge works yesterday.
The f i r s t accident occurred e a r l y yesterday morning on t h e r a i l w a y wharf a t South Grafton, where

heavy s t e e l g i r d e r s were being l i f t e d by a winch.
Thomas Baker, o f South Grafton, was struck by t h e winch handle, which flew back i n f l i c t i n g
i n j u r i e s on h i s head, neck, r i g h t arm and l e f t leg. He was removed t o Grafton D i s t r i c t Hospital.
He i s s u f f e r i n g from concussion.
The second accident occurred yesterday afternoon on t h e Grafton s i d e o f t h e r i v e r , where workmen

were engaged d r i v i n g p i l e s f o r t h e base o f t h e l a s t concrete arch f o r t h e t r a f f i c approach t o t h e
bridge.
A p i l e had been fastened t o t h e sheerlegs and t h e monkey was being drawn i n t o p o s i t i o n f o r

d r i v i n g t h e p i l e , when one o f t h e guy ropes jammed causing a supporting guy rope t o snap, w i t h
t h e r e s u l t t h a t t h e 25 f t h i g h sheerlegs, w i t h p i l e and monkey, crashed t o t h e ground.
W i l l i a m Owens o f C o f f s Harbour J e t t y , and R Woods o f Geneva, near Kyogle, were working on the
sheerlegs when i t f e l l . Owens escaped w i t h a badly i n j u r e d ankle, but Woods was s e r i o u s l y
i n j u r e d , s u f f e r i n g from severe head i n j u r i e s , lacerated wounds over t h e r i g h t eye and r i g h t side
o f t h e lower jaw, a l s o abrasions and l a c e r a t i o n s t o t h e r i g h t shoulder.
A l l t h r e e cases were attended by t h e Grafton Ambulance and admitted t o Grafton D i s t r i c t H o s p i t a l .

Pound S t r e e t C r o s s i n g
A g i t a t i o n for Overhead B r i d g e
The D a i l y Examiner - Monday 15 J u l y 1930
The plans f o r t h e c o n s t r u c t i o n o f t h e r a i l w a y through Grafton provide f o r t h e

c l o s i n g o f Pound S t r e e t , near Alumny Creek, b u t representations are t o be made t o
t h e Chief Railway Commissioner, M r Cleary, w i t h a view t o a d e v i a t i o n from t h e
departmental plans and t h e e r e c t i o n o f an overhead b r i d g e i n Pound S t r e e t .
I n response t o a p e t i t i o n , signed by about 26 residents, t h e Mayor o f Grafton (Alderman D W

Macpherson) convened a p u b l i c meeting f o r Saturday n i g h t t o p r o t e s t against t h e c l o s i n g o f t h e
s t r e e t and over 20 i n t e r e s t e d ratepayers attended.
The Mayor, who presided, s a i d t h a t t h e Railway Department's proposal was t o completely close
Pound S t r e e t by c a r r y i n g the embankment r i g h t across t h e s t r e e t , and t h e v e h i c u l a r t r a f f i c would
be d i v e r t e d i n t o A l i c e S t r e e t , where there would be a diagonal crossing i n t o a proposed new
s t r e e t on t h e n o r t h s i d e o f t h e embankment. This was a most undesirable arrangement, and
i n q u i r i e s had been made t o see whether an overhead bridge could not be c o n s t r u c t e d t h e r e , b u t the
r e p l y had been t h a t t h a t was not p r a c t i c a b l e because t h e s i t e was so close t o t h e bridge over the
creek.
He understood now, however, t h a t i t was f u r t h e r away than had been a n t i c i p a t e d , and i f i t should
be possible t o c a r r y out t h e views o f t h e p e t i t i o n e r s and obviate t h e c l o s i n g o f Pound S t r e e t i t
would, he thought, be an improvement on t h e Railway Department scheme.
CTarence River H i s t o r i c a l Society I n c

Mr H T Ager said that there was a good deal of concern on the part of the townspeople who
realised not only the inconvenience that would be caused by the deviation of the traffic, butthe
danger that would be created by the curve that would have to be negotiated. He moved:
"That this meeting vigorously protest against the action of the railway
authorities in closing Pound Street at its intersection with the railway line near
Alumny Creek, and the inconvenience and danger that would be created by the
proposed detour by way of Alice and Garden Streets".
Mr D Morrison seconded the motion.
Mr W Ager, in supporting the motion, contended that they must prevent the traffic going the Alice
Street way if possible. Right through the piece, he said, the Railway Department seemed to have
ignored the claims of the people of Grafton and the beauty of the place, and it was a despicable
thing to putthe bank across Pound Street. He thought a deputation should be appointed to bring
the matter before Mr Cleary as strongly as possible, pointing out the necessity of having the
road kept open.
The Mayor said it seemed to him that the matter boiled itself down to an engineering question,
and the advantages were so great that he thought the authorities should try to meet the townsfolk
in this direction.
Mr W F Blood said the construction work was fairly well advanced, but if it should be possible
to carry the crossing overhead and keep Pound Street open'they might make representations to that
effect. It was the main artery through Grafton to the railway station, and it was most desirable
that it should be kept open for traffic.
The motion was carried unanimously
It was also resolved, on the motion of Mr H T Ager, seconded by Mr D Morrison, that a deputation
consisting of the Mayor, the Deputy Mayor, Alderman R C Braithwaite and Mr W Ager should be
appointed to interview the Chief Railway Commissioner and impress upon him the urgent necessity
of keeping Pound Street open by the erection of an overhead bridge.
The Mayor stated that he would endeavour to get the resident engineer, Mr S D Webb, to be with
them when they waited upon Mr Cleary.
Arrangements have been made for the deputation to interview the Railway Commissioner at the
Grafton railway station tomorrow at 9 am.
CLARENCE BRIDGE
Second Span Placed
Spectacular Operations
The Daily Exminer - Wonday 28 July 1930
Another important stage in the construction of the Clarence River bridge was
reached yesterday, when the second span was floated out and placed in position on
piers Nos 3 and 4.
The operations were very spectacular, and they were witnessed by large crowds, who lined both
sides of the river.
The two flotation pontoons were submerged at low tide under the newly-constructed span, which was
still on the grillage, and with the rising tide they were pumped out so that the span was lifted
from its resting place. At about 10.30 am the heavy piece of superstructure, weighing about
480 tons, was ready for haulage to the piers. The pontoons bearing the span were drawn into the
stream by wire hawsers from two sheerleg punts until they were well clear of the grillage and
then, the wires having been released, the flotation punts were worked by hand winches into
62 C7arence River Historica7 Society I n c

p o s i t i o n between t h e p i e r s . The span was then about 18 inches above t h e bearings on t h e p i e r s ,
which were ready t o receive it, and w i t h t h e f a l l i n g t i d e t h e span dropped i n t o place and was
b o l t e d a t about 3.30 pm. The f l o t a t i o n punts were then submerged and drawn c l e a r of t h e bridge.
The work yesterday, which, as on t h e occasion o f t h e p l a c i n g o f t h e f i r s t span, was c a r r i e d o u t

w i t h admirable p r e c i s i o n and srnoothnes3, was d i r e c t e d by M r W Rees, foreman, and M r S D Webb, t h e
r e s i d e n t engineer.
The bridge i s t o c o n t a i n f i v e spans, each o f 240 f t , and an 85 f t bascule, o r l i f t i n g span. The

t o t a l l e n g t h o f t h e bridge, between t h e subways a t each end, w i l l be about 1450 f e e t . Work has
already been s t a r t e d i n a minor way on t h e bascule span, which i s t o be b u i l t i n p o s i t i o n .
The t h i r d and f o u r t h spans are t o be constructed on t h e g r i l l a g e and f l o a t e d out, while t h e f i f t h

span, on t h e n o r t h bankl i s t o be constructed on t h e p i e r s .
' Second Span i n P o s i t i o n

Frorr South Side o f River
Photo f r a a Souvenir Booklet, 1932
R o a d o f Access
F i t z r o y o r Pound S t r e e t
The D a i l y E x m i n e r - 2 Sept
The aldersen o f t h e Grafton C i t y Council l a s t n i g h t voted t h e i r f e e l i n g s

emphatically i n favour o f the road o f access t o the Clarence River b r i d - being
v i a F i t z r o y Street, instead oP v i a P w n d S t r e e t as proposed by t h e Wain Roads
Board.
The correspondence d e a l t w i t h a t t h e meeting included a l e t t e r from M r A J Pollaclc, MLA, advising

t h a t t h e deputy chairman o f t h e Main Roads Board had s t a t e d a t an i n t e r v i e w t h a t t h e board was
strongly o f the opinion t h a t the r o u t e proposed by t h e board f o r t h e road o f access t o t h e bridge
v i a Pound S t r e e t was t h e proper one.
The matter had n o t y e t been f l i n a l l y determined, and a d e f i n i t e assurance was given t h a t before
determination was come t o , a member o f t h e board would v i s i t Grafton personally.
Clarence River Historica 7 Society I n c 63

The Mayor (Alderman D W Macpherson) s t a t e d t h a t he had discussed t h i s matter w i t h t h e Chief
Secretary (Mr F A Chaffey) while he was i n Grafton during t h e weekend and had v i s i t e d t h e s i t e
w i t h t h e M i n i s t e r . He had shown M r Chaffey t h e plans, and had explained t o him t h e arguments o f
t h e council i n favour o f having t h e approach v i a F i t z r o y S t r e e t a t t h e same time p o i n t i n g out t h e
o b j e c t i o n s t o t h e route suggested by t h e Main Roads Board. The M i n i s t e r , who had been guarded
and diplomatic i n h i s reply, had explained t h a t t h e decision d i d n o t r e s t w i t h him. He had
admitted, however, t h a t while t h e Main Roads Board had c e r t a i n defined p r i n c i p l e s l a i d down i n
matters o f t h i s k i n d which might cause them t o disregard l o c a l requirements, circumstances might
a r i s e when t h e r e should be a departure from t h e r u l e , and when t h e o f f i c e r from t h e board
came along t h e Council might see i f t h i s matter could n o t be f i n a l l y d e a l t w i t h t o t h e i r
satisfaction.
He ( t h e Mayor) had t o l d M r A J Pollack, MLA, what had occurred, and t h a t gentleman had s a i d there
was no question about t h e o f f i c e r o f t h e Main Roads Board being i n Grafton very s h o r t l y , and
nothing f i n a l o r o f a d e f i n i t e character would be decided u n t i l then.
Alderman J McArthur s a i d i f t h e Council had t o get every ratepayer behind them t h i s p r o p o s i t i o n

o f t h e Main Roads Board had t o be objected t o very s t r o n g l y . They would have t o l e t t h e board
know c l e a r l y t h a t t h e c i t i z e n s o f Grafton were absolutely o p p o s e d t o t h e i r ideas, and t h e council
would have t o f i g h t t h e board t o o t h and n a i l . They simply would n o t have t h i s t h i n g done.
Alderman W T Robinson thought i t was t o be deplored t h a t t h e Main Roads Board should have such
a u t h o r i t y t o come i n t o a town and s p o i l i t when t h e c i t i z e n s had taken so much t r o u b l e and spent
so much money on town planning. He suggested t h a t a p r o t e s t i n g r e q u i s i t i o n should be prepared
and signed by every ratepayer.
The Mayor s a i d he d i d n o t t h i n k t h e r e would be any harm i n having such a r e q u i s i t i o n signed, but

he questioned whether i t would be wise t o r a i s e any defiance against t h e board u n t i l they had had
an opportunity o f meeting t h e v i s i t i n g o f f i c e r .
Alderman Robinson: The r e q u i s i t i o n would show t h a t t h e people are behind us i n t h i s matter and
i t would c a r r y weight. A t t h e same time I t h i n k we might voice an o p i n i o n t h a t t h e Main Roads
Board i s t o o a u t o c r a t i c and has no r i g h t t o come i n and s p o i l t h e whole o f our town planning,
i g n o r i n g t h e people l i k e t h i s .
The Mayor: I t h i n k i f it i s l e f t t o t h e Town Clerk t h e l e t t e r would be couched i n a form which

w i l l meet t h e s i t u a t i o n . I t h i n k we might g i v e our reasons f o r p r e f e r r i n g F i t z r o y S t r e e t instead
o f Pound S t r e e t .
On t h e motion o f Alderman McArthur, seconded by Alderman Robinson, it was resolved t h a t t h e

l e t t e r should be received and t h a t a r e q u i s i t i o n be prepared f o r signature by t h e c i t i z e n s t o be
forwarded t o t h e Main Roads Board.
L I N E TO BRISBANE
\
Bridge & R a i l w a y
Work on R i v e r and S h o r e
Ttw D a i l y Examiner - 12 Sspt
Although t h e b r i d g e over t h e Clarence River a t Grafton w i l l n o t be ready f o r t r a f f i c when the

change over of t h e t r a i n service t o Brisbane takes place towards t h e end o f t h i s month very
s u b s t a n t i a l progress i s being made w i t h t h e c o n s t r u c t i o n work.
F i v e o f t h e p i e r s f o r t h e bridge have been completed, Nos 1, 2, 3, 4 and 7, w h i l e No 5 p i e r h

been bottomed on hard rock i n t h e bed o f t h e r i v e r , and t h e concrete has been broug
approximately up t o t h e water surface. The s i n k i n g f o r No 6 p i e r i s s t i l l i n progress and i s n
w i t h i n about e i g h t f e e t o f t h e rock bottom. When t h i s s i n k i n g work has been f i n i s h e d a l l o f t h
p i e r s w i l l have been founded, and it i s a n t i c i p a t e d t h a t t h i s stage w i l l be reached some t
next month.
64 Clarence River f f i s t o r i c a 7 Society

Two spans, A and B, have already been placed i n p o s i t i o n on t h e p i e r s and t h e e r e c t i o n o f t h e
bascule, o r l i f t i n g span, i n i t s p o s i t i o n i s now i n progress, i t being about one- third completed.
The r o l l e r s and other gear t o operate t h i s span are i n p o s i t i o n , but it i s a n t i c i p a t e d t h a t t h e
completion o f t h i s span w i l l be a somewhat lengthy job.
Not u n t i l p i e r s Nos 5 and 6 have been completed w i l l D span, which i s now f i n i s h e d on t h e

g r i l l a g e on t h e south s i d e o f t h e r i v e r , be f l o a t e d out t o i t s p o s i t i o n on t h e bridge.
The shore work on t h e n o r t h s i d e o f t h e r i v e r i s a l s o being pushed on apace. P i l e d r i v i n g f o r

t h e foundations o f the railway through t h e town i s proceeding, t h e workmen a t present being
engaged i n t h e v i c i n i t y o f Pound and V i l l i e r s Streets. Good progress has been made w i t h the
embankments, which are now about h a l f completed. A small amount o f r a i l l a y i n g , about e i g h t
chains, has been done close t o t h e Grafton s t a t i o n i n readiness f o r t h e opening o f t h e l i n e t o
Brisbane. This i s t o be used as an extension o f t h e s i d i n g accommodation a t t h e s t a t i o n .
Platforms and unloading arrangements are being erected on both sides o f t h e Clarence in
preparation f o r t h e t r a n s p o r t across t h e r i v e r o f t h e through r a i l w a y passengers.
THE LAST GAP

Clarence River at Grafton
The Daily Examiner - 27 September 1930
F o r t h e time being, probably l e s s than two years, there w i l l s t i l l be a gap i n t h e r a i l w a y system

between Sydney and Brisbane a t a p o i n t where t h e Clarence River a t Grafton separates t h e two r a i l
heads.
The connection a t present i s being made by means o f a t r a i n f e r r y service, c o n s i s t i n g o f the

steamers Swallow and Induna, which convey r a i l w a y t r u c k s and carriages across t h e r i v e r , a l s o
engines when required, b u t a t present t h e m a i l t r a i n s remain a t t h e railheads, t h e passengers
being f e r r i e d over t h e broad Clarence by means o f a smaller steamer.
On t h e completion o f t h e bridge t h e l i n e w i l l be continuous from t h e Central Railway S t a t i o n i n

Sydney t o t h e Melbourne S t r e e t Railway S t a t i o n a t South Brisbane, and t h e s e r v i c e w i l l be
accelerated t o t h e extent o f over an hour.
AGAINST PROPOSED POUND STREET EMBANKMENT

R e c o r d P u b l i c M e e t i n g a t G r a f t o n Town H a l l
D e p u t a t i o n t o P r o c e e d t o Sydney
The Daily E x m i n e r - 7 November 1930
The l a r g e s t and most Uhanimous p u b l i c meeting seen f o r many years was h e l d a t t h e Grafton Town
H a l l l a s t n i g h t . The o b j e c t o f t h e gathering was t o p r o t e s t against the proposal o f t h e Railway
Department t o e r e c t an embankment across Pound S t r e e t . Many o l d r e s i d e n t s o f t h e town who
scarcely ever a t t e n d p u b l i c meetings, and some o f whom saw t h e avenue o f t r e e s p l a n t e d a n d have
watched i t s growth, were present i n order t o r e g i s t e r t h e i r emphatic p r o t e s t against t h e proposal
t o destroy it.
Another potent reason given why t h e s t r e e t should be preserved was t h a t t h e e r e c t i o n o f t h e

proposed embankment would necessitate a detour and i n v o l v e t h e c o n s t r u c t i o n o f a Z shaped
approach t o t h e s t a t i o h which would be dangerous t o road t r a f f i c .
The Mayor (Alderman D W Macpherson) presided, and t h e f o l l o w i n g r e s o l u t i o n s were c a r r i e d :
Clarence River Historica 1 Society I n c 65

Moved by the Mayor, and seconded by Mr C E Attwater:
"That this public meeting of ratepayers and citizens of Grafton expresses

its profound indignation at the decision of the Railway Commissioners to build
the railway embankment across Pound Street and thus permanently disfigure
and destroy Jacaranda Avenue, one of the most beautiful attractions in any
country town in Australia; and this meeting is of the opinion that no
considerations of cost or economy should be accepted as a reason for the
destruction of this magnificent thoroughfare, which is the only direct route to
the railway station."
Moved by Mr J Puddicombe, and seconded by Canon Ware:
"That the resolutions passed at this meeting be personally conveyed tothe Chief
Commissioner, and if necessary to the Minister for Works and Railways, or the head
of the Government, with a view to a reversal of this policy."
CLARENCE BRIDGE
D Span i n p o s i t i o n
Floated out Yesterday
The Daily Examiner - 8 Nov
Further progress in the construction of the Clarence River bridge was made yesterday, when D span
-
- the second span on the north side of the river was successfully floated out and placed on
piers five and six.
Bridge workers commenced preparatory operations at about 6 . 2 0 am and at 8 . 2 0 am the span was
lodged securely on two punts measuring 90 ft x 3 0 ft x 8 ft and floated out. At 10.15 the steel
structure was placed over its bearings and it was then necessary to wait for the tide to go down.
The actual placement took place at about 4 pm - when the Punts were withdrawn - in the view of
a number of interested onlookers assembled on both banks of the river.
Whilst operations were in progress yesterday a river steamer and the train ferry Swallow, passed
through the fairway between C and D spans.
THROUGH RAILWAY
The Proposed Bridge
Plans and E l e v a t i o n Design
The Daily Examiner - 23 January 1931
The Grafton City Council has received plans and the elevation design forthe proposed bridge
Pound Street, on the railway through the town.
These have been forwarded by the Railway Commissioners' Department for the councl
approval, and on inspection, the impression is at once created that the apprehensions of t
citizens with regard to the effect upon the charm of the treasured Jacaranda Avenue
disappear.
If the artist's conception of the finished structure is a true representation of its like
when completed, then the residents seem to have no cause to fear any aesthetic damage to
beauty spot of Grafton.
66 Clarence River H i s t o r i c a 7 Societ

The bridge crosses Pound S t r e e t s l i g h t l y t o t h e east o f t h e e x i s t i n g t r a f f i c bridge over Alumny
Creek, which w i l l n o t be i n t e r f e r e d w i t h . The r a i l w a y i s n o t t o be taken s t r a i g h t across t h e
s t r e e t , b u t a t an acute angle, which necessitates considerably greater c o s t than t h e s t r a i g h t
bridges over other s t r e e t s i n t h e town. This i s i l l u s t r a t e d by t h e f a c t t h a t i t takes a span
132 f t i n length t o g i v e a 20 f t roadway underneath t h e bridge.
I t i s a s i n g l e span s t r u c t u r e o f s t e e l , t h e span being, as mentioned, 132 f e e t long, w i t h two

supporting standards a t t h e kerb on e i t h e r side. There i s a c l e a r roadway, w i t h headway o f
12 f t 6 ins, and 6 f t footpaths protected by handrails, are provided f o r on e i t h e r side. The
roadway w i l l be lowered 18 inches, and evenly graded on both sides t o t h e present road l e v e l .
A pleasing f e a t u r e o f t h e plans i s t h a t t h e c o n s t r u c t i o n o f t h e b r i d g e w i l l necessitate t h e

removal o f only s i x o f t h e t r e e s i n t h e avenue, t h r e e on e i t h e r s i d e o f t h e roadway. This may
be taken as one s a t i s f a c t o r y r e s u l t o f t h e mission t o Sydney o f t h e delegation appointed by t h e
p u b l i c meeting h e l d i n t h e Town H a l l , i n November l a s t .
BRIDGE WORK
The Rationing S y s t e m
Last evening a t t h e meeting o f t h e Qrafton Chamber o f Commerce t h e question o f r a t i o n i n g on t h e

Grafton and South Grafton r a i l w a y and t h e b r i d g e over t h e Clarence River was discussed a t some
length.
M r Arthur Lipman s a i d t h a t about s i x weeks ago r a t i o n i n g was s t a r t e d on t h e r a i l w a y and bridge

work t o t h e extent o f f i f t y per cent.
A man worked one week and was o f f f o r three, b u t if i t should r a i n a l l o f t h e week t h a t he was
o f f he would have no work f o r t h r e e more weeks. He (the speaker) questioned how t h e men could
meet t h e i r o b l i g a t i o n s on t h e mere p i t t a n c e they were g e t t i n g .
M r J B McDougall: They do n o t get h a l f t h e dole as they are.
M r Lipman: They would be b e t t e r o f f w i t h t h e dole. I f they worked a f u l l week they would o n l y

get 62/10.
Continuing, M r Lipman s a i d t h e men were n o t unreasonable. They would be s a t i s f i e d w i t h two

weeks' work i n three o f f o u r days per week. He quoted f i g u r e s t o show t h e earnings o f a few men
since r a t i o n i n g was introduced, and how acute t h e p o s i t i o n would become i n t h e wet season. One
man w i t h a f a m i l y o f two earned i n three weeks £1/18/6 and h i s r e n t was E l ; another worker, a l s o
w i t h a f a m i l y o f two earned £1/16/4 i n t h r e e weeks, and h i s r e n t was 61/5, w h i l e a t h i r d man w i t h
a f a m i l y o f t h r e e earned E1/15/10 i n t h r e e weeks, and h i s r e n t was £ l / 2 / 6 . No other Government
department, he s l i d , r a t i o n e d more than one week i n f o u r , and these people on t h e b r i d g e and
r a i l w a y would be prepared t o be r a t i o n e d t o t h e e x t e n t o f one week i n three.
Continuing, M r Lipman read a l e t t e r which had been forwarded t o him t o b r i n g before t h e Chamber
as f o l l o w s :
"We seek t h e assistance and co-operation o f your Chamber t o urge upon t h e Railway
Commissioners t h e urgent necessity o f having r a t i o n i n g on t h e Q r a f t o n and South
Grafton r a i l w a y and b r i d g e work modified t o t h e extent t o a l l o w employees thereon
. . ..
t o meet t h e i r o b l i g a t i o n s We are a l s o w e l l aware o f t h e finances o f t h e
State, and only ask f o r m o d i f i c a t i o n t o t h e e x t e n t o f employment f o r f o u r days a
week i n l i e u o f 21 hours a t present.
I f t h i s proposal i s acceptable t o t h e Commissioners it w i l l mean t h a t t h e same

number o f men w i l l be employed.
Clarence R i v e r Historical Society I n c

The work would be completed at least six months earlier, and would be reproductive
inasmuch as the Railway Department would save thousands of pounds in that period
in ferries, train ferries, punts, etc. Further, the business ofthis city would
be relieved of the inconvenience at the street crossings. We are specially
desirous of following the honourable course of meeting our obligations, but this
cannot be done under the present system of rationing".
The following resolution was carried:
"That representationsbe immediately made tothe RailwayCommissionersasking them

to give consideration to modified rationing of two weeks in three, or four days
per week".
F I R S T FATAL ACCIDENT
C l a r e n c e B r i d g e Worker
F e l l 30 f e e t
The Daily Examiner - 20 Mrch 1931

The first fatal accident occurred on the Clarence bridge works yesterday afternoon, when Alfred
("Bluey") Trainer, was so seriously injured that he died pn the way to the hospital.
Trainer, who was an Englishman, about 30 years of age, and single, was rigging up tackle for
hoisting steel girders to the top of the concrete piers at South Grafton road approaches, when
one of the guy ropes slackened causing the derrick to fall. Trainer, who was on top of the
derrick, which was about 30 feethigh, was thrown to the ground, part of the derrick falling on
him and badly crushing his chest.
Dr Muston, of South Grafton, and the Grafton Ambulance were called, but the injured man died in
the Ambulance near the South Grafton punt approach on the way to Grafton Hospital.
Trainer, who was an old hand on the bridge work, was one of the best workmen on the job. "He was
an excellent workman", said Mr Webb, bridge engineer, last night. He resided in Villiers Street,
near the Bacon Street intersection. It is understood that the deceased's people reside in
England, but it is not known if there are any relatives living in Australia.
QkMIX1XHMrKmHXHXfHXNXHX
BRIDGE WORKS ACCIDENT

Foreman R i g g e r L o s e s H i s Hand
The Daily Examimr - 28 Vlay 1931

A most painful and serious accident took place at the Clarence River bridge construction w
South Grafton, yesterday afternoon, as the result of which Harry Bertrand Farrer, a fo
rigger, lost his left hand. St appearsthat Farrer was working at the gantry crane and, whe
the act of descending a ladder, he placed his hand on the rail upon which the gantry truck run
When doing so, he failed to notice the approach of the gantry truck, which is stated to have
carrying a weight of about 30 tons, and the wheel caught his hand in an irresistible gri
crushed it almost to pulp, all but severing it up to the wrist.
The injured man was attended to by Dr W K Muston and conveyed by him to the Grafton Distr
Hospital. Upon examination, it was discovered necessary to complete the amputation at the w
which was done.
68 Clarence River Historical Soci

The R a i l w a y T h r o u g h t h e Town
The D a i l y Examiner - 4 June 1931
Although i t i s some time since t h e l a s t progress r e p o r t i n respect o f t h e work on t h e Clarence

River b r i d g e was published, t h e operations have continued s t e a d i l y .
So f a r as t h e bridge i t s e l f isconcerned, t h e s t e e l work i s p r a c t i c a l l y a l l completed, w i t h t h e

exception o f the f l o a t i n g i n o f t h e C span. This w i l l take place when t h e bascule span i s i n
operation and dolphins have been b u i l t . The bascule span has been decked and t h e machinery i s
now being assembled i n readiness f o r operation.
The s t e e l work f o r t h e road approaches i s a l l i n p o s i t i o n , w i t h t h e exception o f one span, which

i s ready f o r erection. A l l o f t h e brickwork i s being l a i d between the g i r d e r s , i n t h e form o f
small arches, t o support t h e concrete road approaches. The footways are about half-decked.
Meanwhile, good progress c o n t i n u e s t o be made w i t h t h e b u i l d i n g o f t h e r a i l w a y through t h e town.

The arch bridge over V i l l i e r s S t r e e t i s completed, and t h e backing up w i t h e a r t h i s now i n
progress.
The arch i n Duke S t r e e t i s completed, w i t h t h e exception o f t h e wing walls.
Most o f t h e timber work i s erected f o r t h e arches i n Queen Street, and concreting w i l l s t a r t i n

t h e very near f u t u r e .
The viaduct between Pound S t r e e t and t h e r i v e r bank i s being proceeded w i t h s t e a d i l y . Four spans
have been completed and two o t h e r s a r e i n progress, w h i l e the p i l e s and doncrete foundations f o r
a l l o f t h e other bridges are i n p o s i t i o n .

A c c e s s on G r a f t o n S i d e
F i t z r o y S t r e e t R o u t e Chosen
The D a i l y Examiner - Thursday 21 J u l y 1931
O f f i c e r s o f t h e Main Roads Board, w i t h whom t h e m b e r s o f t h e Grafton C i t y

Council discussed t h e question o f t h e r o u t e o f access t o t h e Clarence River b r i d g e
on t h e Grafton s i d e yesterday morning, gave an assurance t h a t t h e F i t z r o y S t r e e t
approach n w l d be chosen.
The v i s i t i n g representatives o f t h e Main Roads Board were - Messrs J G a r l i c k , T H Upton and

A L Horniman and t h e members o f t h e Grafton C i t y Council present were t h e Mayor (Alderman M T
Robinson), Aldermen C H McKenna, Joseph Reid, B C Eggins and John Reid, the Town Clerk (Mr W C
Sheather) and t h e overseer (Mr E Pearson).
A f t e r having inspected t h e s i t e o f t h e approach, t h e p a r t y met a t t h e Council Chambers, where

M r G a r l i c k s t a t e d t h a t , having seen t h e l o c a l i t y o f t h e approach t o t h e bridge, he and h i s
colleagues would l i k e t o hear any representations t h a t t h e c o u n c i l desired t o p u t forward.
Before leaving t h e town t h e departmental o f f i c e r s would make a f u r t h e r inspection o f t h e route
o f t h e main road a f t e r i t l e f t Grafton and they would reserve t h e i r decision i n regard t o t h e
route apart from the approach t o t h e b r i d g e u n t i l they had gone f u r t h e r i n t o t h e matter. They
would l i k e t o hear t h e views o f t h e c o u n c i l and t h e i r reasons i n regard t o t h e approach t o t h e
bridge. He understood t h a t t h e problem was as t o t h e best r o u t e f o r t h e highway t o take through
t h e town a f t e r i t l e f t the bridge. Having a bridge instead o f t h e punt brought t h e highway i n t o
t h e town a t a d i f f e r e n t p o i n t and t h e question was which route should be selected i n t o t h e town.
Some places, he said, l i k e d t o have t h e highway away from the business c e n t r e f o r some reason o r
Clarence River Historica 7 Society Inc 69

other, but he did not think that situation would arise in Grafton. From a purely traffic point
of view, the more direct the route and the fewer turns that had to be negotiated, the better it
was for all concerned. Here the question was whether it would be wise to keep the traffic in the
main street, but it would involve two or three turns before the road would come into the centre
of the town. In this respect he would like to hear the views of the aldermen so that they could
be borne in mind.
The Town Clerk, at the request of the Mayor, read the petition to the counci 1, signed by over 200
citizens, asking that the route should be across Clarence Street and thence through the corner
of section 24 to Fitzroy Street.
The Mayor stated that the question of the route of access had been under the consideration ofthe
Council for some time and the aldermen, he thought, as well as the citizens, were unanimous in
the view that the Fitzroy Street route should be decided upon. They did not want money to be
wasted and they did not want the town to be mutilated. The people of Grafton were proud of their
main street and they wanted every traveller to see it if possible. If the Main Roads Board could
not see their way clear to take the main road along Prince Street, they might adopt a route that
would enable visitors to see as much of the town as possible. If, as Mr Garlick had said, there
were places where the people wanted the traffic to be keptout of the main streets it would not
be wondered at, because he had been in some places where the main street would not impress
anybody. .
He did not, however, think that would apply to Grafton where the citizens took a pride in their
town and wanted to keep up its appearance, preserving as much as they could the beauty of the
place. The council had given a good deal of consideration tothis matter. Unfortunately, in the
beginning, this matter had been treated rather lightly by some members of the council and now
things were a little more difficult than they otherwise would have been. However, they would
have to make the best of it. They wanted the road to go where the people who used it would be
able to see as much as possible of the city and they did not want them to come into Grafton
through a lot of backyards. That would certainly not be a good introduction to the place, and
people would be going away saying that they could not seethe beauty of the town until they got
right into the place. In asking for the Fitzroy Street approach to the bridge, he thought the
council had a good case to make out and he hoped the Main Roads Board in its wisdom would
recognise the fact that the council had only one object and that was to preserve the best
interests of the city and the citizens. If the board considered that the number of turns would
be a disadvantage he hoped it would not interfere with the adoption of a route that would enable
visitors to travel through the main street if they so desired. The road which the council
suggested via Fitzroy Street would bring the travellers to the main street and then they could
please themselves how they got to the main road. That route would be the cheapest and most
satisfactory from everybody's point of view.
A7derman McKenna said there was no question about the views of the council and of the citizens
that the route suggested would be the cheapest, safest and best.
Alderman Joseph Reid said that his opinion right through had been that the road to the bridge
should be via Fitzroy Street and he had no reason to change that view. There was no doubt tha
it would mean the most economical way of constructing the road. The traffic could then b
diverted either into Prince Street or Queen Street and that seemed to be the most accepta
route.
Alderman Eggins also spoke in favour of the Fitzroy Street approach to the bridge and said h
thought it would be far better for the main road to be along Prince Street on account of t
public school being in Queen Street. The council knew how the citizens of Grafton fe
concerning this matter. They had sent in the petition that had been read and the council a1
considered that the Fitzroy Street route should be adopted.
Alderman John Reid, who spoke in similar terms, called attention to the financial aspect
work and said that the road into Pound Street would involve the board in greater expense t
Fitzroy Street proposition.
Mr Garlick said that Mr Upton and himself had conferred and they had been convinced by th
council that they should decide in favour of'the Fitzroy Street route. They also considered
the facts as they had seen them on the ground supported this route so that, so far as the b
was concerned, he thought he could say "Yes" now. Whether they would adopt the route via Pri
70 C7arence River Historical Societ

S t r e e t was a matter t h a t they would reserve f o r f u r t h e r consideration and they would l e t the
c o u n c i l know t h e i r decision l a t e r . M r Upton and himself wanted t o confer w i t h t h e i r colleagues
i n Sydney regarding t h e route f o r t h e main road a f t e r i t l e f t t h e boundary o f t h e Grafton
M u n i c i p a l i t y , b u t they could say a t once t h a t they had been convinced t h a t morning w i t h regard
t o t h e F i t z r o y S t r e e t route.
The Mayor s a i d they were pleased t o know t h a t , by going t o t h e spot and seeing the place, t h e
departmental o f f i c e r s had been c o n v i n c e d t h a t t h e route suggested was t h e r i g h t one. It was n i c e
t o know t h a t they could agree upon a matter l i k e t h i s . As Mayor, he wished t o g i v e M r G a r l i c k
and h i s colleagues a hearty welcome t o t h e c i t y . He knew t h a t M r G a r l i c k had been i n t e r e s t e d i n
Grafton f o r many years and had o f t e n spoken o f t h e beauty o f t h i s place t o many people. The
people here appreciated t h a t , f o r they a l l l i k e d t o see v i s i t o r s coming t o t h e c i t y who showed
some i n t e r e s t i n t h e development o f t h e d i s t r i c t . When they had v i s i t s from important bodies
l i k e t h e Main Roads Board i t gave them an opportunity o f knowing t h e c l a s s o f o f f i c e r s t h a t they
had t o deal w i t h and i t enabled t h e v i s i t o r s t o l e a r n something o f t h e c o n d i t i o n s i n which t h e
l o c a l a u t h o r i t i e s were working. M r G a r l i c k had had enough experience i n l o c a l government matters
t o r e a l i s e how important it was t o get i n t o d i r e c t contact w i t h people on t h e spot. T h i s matter
o f t h e approach t o t h e bridge had been cleared up t o t h e i r s a t i s f a c t i o n , b u t w i t h regard t o t h e
c o n t i n u a t i o n o f t h e main road a f t e r i t l e f t t h e approach they r e a l i s e d t h a t there were d i f f e r e n t
aspects t o be considered. They would always be pleased t o see t h e o f f i c e r s o f t h e Main Roads
Board whenever they had time t o come here.
Messrs G a r l i c k and Upton thanked t h e Mayor f o r h i s k i n d l y welcome. The l a t t e r s t a t e d t h a t it was

a pleasure t o come t o a town w i t h such a r e p u t a t i o n as Grafton and which had so many b e a u t i f u l
features.
They f e l t t h a t t h e bridge would be something t h a t would make n o t o n l y f o r t h e development o f

Grafton, b u t f o r t h e development o f a good deal o f t h e country both t o t h e n o r t h and south, so
they thought t h a t any a l t e r a t i o n t h a t might be necessary should be undertaken a t t h i s stage. For
t h a t reason they had given a good deal o f consideration t o t h i s matter.
There were t h e two proposed connections, Pound S t r e e t o r F i t z r o y S t r e e t , and whichever was

decided upon it was a question o f money. They wanted t o avoid doing anything now t h a t would have
t o be a l t e r e d l a t e r on.
Fourth Span i n p o s i t i o n ,
a l s o showing Bascule span r a i s e d f o r t h e f i r s t time
From North Side o f River
Photo from Souvenir Booklet, 1932

P r o g r e s s o f t h e work
The D a i l y Examiner - 15 August 1931
Notwithstandingthe employraentrationing processand other r e t a r d i n g d i s a b i l i t i e s .

steady progress continues t o be made w i t h t h e c o n s t r u c t i o n o f t h e Clarence R i v e r
Bridge.
The s t e e l work f o r a l l o f t h e main spans, w i t h t h e exception o f one has been completed, and t h a t
one i s r i v e t e d and ready f o r f l o a t i n g o u t t o i t s p o s i t i o n between p i e r s Nos 4 and 5 as soon as
t h e dolphins a t t h e bascule span f o r guiding boats t o t h e channel are ready.
A t t h e bascule span t h e work o f assembling and g e t t i n g t h e machinery i n t o operation, and the

e l e c t r i f i c a t i o n arrangements are i n progress, and a s a t i s f a c t o r y t r i a l l i f t o f t h e bascule span
was conducted. A number o f t h e p i l e s f o r t h e dolphins are on hand, and t h e work o f d r i v i n g these
w i l l probably be s t a r t e d during t h e coming week. The dolphins w i l l be timber s t r u c t u r e s
extending about 100 f e e t upstream and downstream from t h e second p i e r , thus guiding t h e way t o
t h e opening a t t h e bascule span.
The s t e e l work f o r t h e approach spans has been completed on e i t h e r s i d e o f t h e r i v e r w i t h t h e

exception o f a few j o i s t s on t h e south side.
The b r i c k work and t h e concrete work on t h e road approaches are now i n progress, and t h e bridges
o v e r t h e various s t r e e t s o f Grafton are w e l l i n hand. The bridges a t Queen Street, Duke S t r e e t
and V i l l i e r s S t r e e t are now completed and t h e s t r u c t u r e a t t h e lower end o f Pound S t r e e t w i l l be
f i n i s h e d i n a day o r two.
Work i s i n progress a t t h e bridge over Jacaranda Avenue and on t h e Mary S t r e e t and Prince S t r e e t
bridges.
The concrete work on t h e railway viaduct between t h e r i v e r bank and Pound S t r e e t i s about h a l f
f i n i s h e d and the r a i l w a y embankments through town are about 90 percent completed.
South G r a f t o n Approach
Reconstruction of Bent S t r e e t
The D a i l y Exaainer - 25 August 1931
The question o f t h e approach t o t h e Clarence River b r i d g e on t h e South Grafton side engaged the
a t t e n t i o n o f t h e South Grafton Council l a s t n i g h t .
A l e t t e r was received from t h e Main Roads Board asking what was t h e present p o s i t i o n as t o t
board's request t h a t t h e Council should submit a proposal f o r t h e i r consideration w i t h regard
t h e approach.
I n t h i s connection, t h e f o l l o w i n g r e p o r t was received from t h e c o u n c i l ' s c o n s u l t i n g engineer

(Mr B S Marsh) :
"Reconstruction o f Bent S t r e e t from Ryan S t r e e t t o the new Clarence River Bridge -

I now submit herewith t e n t a t i v e estimates o f t h e approximate cost o f
reconstruction i n cement concrete and i n bitumen penetration. These c o s t s may
vary somewhat, b u t may be used as a b a s i s f o r comparison.
The l e n g t h i s approximately h a l f a mile. Construction i n cement concrete, £4000;

c o n s t r u c t i o n i n bitumen penetration, E3000. The council under t h e present
arrangements would be required t o f i n d h a l f t h i s amount.
C 7arence River Historica 7 Societ

Discussing t h e matter w i t h M r Horniman r e c e n t l y he suggested t h a t a l t e r n a t i v e
estimates f o r t h e two types be submitted, w i t h a recommendation as t o which c l a s s
o f c o n s t r u c t i o n i s favoured by t h e c o u n c i l . I would recommend t h a t concrete be
adopted. It w i l l be noted t h a t t h e d i f f e r e n c e i n cost i s £1000, but i t should be
borne i n mind t h a t t h i s a d d i t i o n a l amount which t h e c o u n c i l would have t o f i n d
(£500) would be spread over a minimum l i f e o f 25 years, amounting t o about £20 per
annum. The l i f e o f bitumen may be taken as 15 years.
I n considering t h e type o f construction, t h e cost o f maintenance and t h e probable

l i f e o f t h e pavement should be borne i n mind. Bitumen would r e q u i r e seal c o a t i n g
every couple o f years a t a cost o f probably L300, and w i t h t h e consequent
i n t e r f e r e n c e t o t r a f f i c , w h i l s t concrete would not r e q u i r e more than p e r i o d i c
a t t e n t i o n t o j o i n t s c o s t i n g no more than £25 per annum.
As t h e bridge w i l l be opened e a r l y next year, i t i s advisable t h a t t h i s matter be

put i n hand as e a r l y as possible. The preparation o f the plans and s p e c i f i c a t i o n s
w i l l take several weeks and i t w i l l be about t h e end o f September before they
would be submitted t o t h e board. I f everything i s i n order, i t w i l l be t h e end
o f October before tenders could be c a l l e d , and these would be open f o r a month.
Consideration o f tenders and n e g o t i a t i o n s w i t h t h e successful tenderer would
prevent t h e commencement o f t h e work t i 1 t h e new year and a p e r i o d o f about t h r e e
months would be necessary t o complete t h e work.
I t w i 11 be seen, therefore, t h a t it would be about Apri 1 next year before t h e road

i s completed.
I t i s considered imperative t h a t t h e work be completed before t h e b r i d g e i s opened

as t h e t r a f f i c over t h e r i v e r w i l l be very heavy and any by- tracking over t h e h i l l
w i l l be a very serious inconvenience, e s p e c i a l l y during wet weather, owing t o t h e
clayey nature o f t h e n a t u r a l surface."
Alderman T Agst moved t h a t t h e p r o p o s i t i o n f o r concrete c o n s t r u c t i o n should be adopted.
Alderman J J M c P h i l l i p s seconded t h e motion.
Alderman W E C r i s p thought the council should f i r s t consider a scheme f o r f i n a n c i n g t h e work.
The Mayor (Alderman J Flaherty) s a i d t h a t t h e c o u n c i l ' s o v e r d r a f t would not stand t h i s

expenditure i n one year and he was s a t i s f i e d t h a t t h e y could not undertake t h e work under present
c o n d i t i o n s without increasing t h e r a t e t o t h e extent o f 35d i n t h e £.
I t was u l t i m a t e l y decided t h a t t h e consideration o f t h e question should be deferred u n t i l t h e

next meeting o f t h e council, and t h a t t h e Finance Committee should be requested t o f u r n i s h a
r e p o r t upon t h e proposition.
I t was a l s o resolved on t h e motion o f Alderman E G Reid t h a t t h e Town Clerk should i n t h e

meantime negotiate w i t h a view o f o b t a i n i n g a loan o f E2000 f o r t h i s work.
- -- . - - -
-
This massive steel s an was floated
f
into position by urge barges.
The spans were ltted to concrete
6
viers which stan 23 feet above the
river level.
Last S t a g e s o f C o n s t r u ~ t i o n
The Daily Exminar - 30 January 1932
The bridge over the Clarence River at Grafton, which has been in the course of construction
during the past three years, will in all probability be ready for the formal opening at the end
of April.
From what can be learned from official sources that is expected to be the time for the completion
of the bridget although it is stated that it might be either a little earlier or later.
Some comment has been made in distant parts regarding the delay of the completion of the bridge,
but when inquiries were made yesterday no particular reason was advanced for the delay.
It appears, however, that some little trouble has been experienced in connection with the work
of the bascule span, but the official comment was that it was nothing out of the way.
The last span, the third fromthe northern bank ofthe river, still remains to be floated out to
its position on the piers, and everything is in readiness for this operation to take place as
soon as the necessary adjustments to the bascule span have been accomplished.
The earth works for the railway through Grafton are now practically completed with the exception
of one of the overhead bridges - that at Clarence Street which is expected to be ready by the end
of February.
L I G H T TO CLARENCE B R I D G E
(South Grafton Council Report)
The Daily Examiner - 23 February 1932
The Grafton Lighting Company Ltd wrote suggesting that a gas lamp fitted between each electric
lamp on the bridge would safeguard the public from dangers and inconvenience in the event of the
electricity failing.
Alderman Agstmovedthat the Gas Lighting Company should be informed that the council had already
made satisfactory arrangements for the lighting of the bridge, and did not feel disposed to
entertain the company's proposal.
Alderman Fitzgerald, in seconding the motion, suggested that the council might go further a
state that they did not want any obsolete system of lighting when they had an up-to-da
reasonably sure electric lighting system.
Alderman Flaherty,thoughtthere might be something in the proposition of the Gas Company, because
of the attitude of the South Grafton Council so far as the lighting arrangements for the bridg
were concerned might not always be as it was at present.
The motion was carried.
C7arence River Histor ica 7 So

LAST SPAN - CLARENCE R I V E R BRIDGE
F i r s t T r a i n on May 8?
T r a f f i c T h r o u g h B a s c u l e Span
The D a i l y Examiner - 4 A p r i l 1932
The f l o a t i n g i n t o p o s i t i o n yesterday o f t h e l a s t span b r i n g s t h e c o n s t r u c t i o n o f

t h e Clarence River Bridge i n t o i t s f i n a l stage.
For over f o u r years, t h e coming i n t o being o f t h i s p r e t e n t i o u s s t r u c t u r e has been followed w i t h

i n t e r e s t not only by t h e residents o f t h e d i s t r i c t , but by t r a v e l l e r s whose business b r i n g s t h e m
t o Grafton a t r e g u l a r and frequent i n t e r v a l s , and t h e e f f e c t which t h e work has had on t h e
i n d u s t r i a l l i f e o f t h e community has been an appreciable l o c a l counteracting f a c t o r i n t h e
present p e r i o d o f widespread depression.
With t h e exception o f t h e t h i r d span from t h e northern bank o f t h e r i v e r , t h e other spans have

been i n p o s i t i o n f o r months, b u t i t was necessary t o w a i t u n t i l t h e i n t r i c a c i e s o f t h e bascule
s e c t i o n were f i n a l l y adjusted before t h e l a s t span could be placed on t h e p i e r s , thus c l o s i n g t h e
r i v e r t o navigation except f o r t h e passage through t h e bascule span.
The work yesterday, therefore, o f p u t t i n g one o f t h e f i n i s h i n g touches t o t h e superstructure

created considerable l p c a l i n t e r e s t , and a l a r g e crowd o f e n t h u s i a s t i c spectators assembled a t
t h e eastern end o f F i t z r o y S t r e e t t o watch t h e proceedings, and when t h e f i r s t steamer, t h e
"Kalipso", followed about h a l f an hour l a t e r by t h e t r a i n f e r r y "Swallow", passed through t h e
bascule span, t h e r e was a f l u t t e r o f excitement and much cock-crowing from r a i l w a y locomotives
and r i v e r steamer sirens.
F l o a t i n g Last Span I n t o P o s i t i o n
The l a s t span o f t h e bridge across t h e Clarence River, which connects Grafton and South Grafton,
represents t h e l a s t l i n k i n t h e Sydney-Kyogle-Brisbane railway. I t was f l o a t e d i n t o p o s i t i o n
under t h e superintendency of M r S D Webb, engineer i n charge o f t h e construction, w i t h M r W i l l i a m
Rees d i r e c t i n g the proceedings.
Operations commenced a t 3 am w i t h t h e work o f p u t t i n g t h e f l o t a t i o n punts under t h e span, which

was r e s t i n g on t h e g r i l l e on t h e south s i d e o f t h e r i v e r . A t about 7 am t h e task o f f l o a t i n g the
span o u t on t h e punts and towing i t t o t h e p i e r s was commenced. By 8.15 am t h e span was over t h e
p i e r s w a i t i n g f o r t h e t i d e t o f a l l , and t h i s process was completed without a h i t c h , although

there were only four inches to spare between the other spans within which to manoeuvre the huge
structure. About two hours later, with the falling tide, the steel superstructure rested
securely in its place on the piers.
The first person to cross the span was Mrs Blackall, daughter of Mr William Rees, foreman, who
walked across the girders the full length ofthe span and back again. Mrs Blackall has been the
first person to cross many bridges of which Mr Rees has been the erector, and when only three
months old she was carried in arms across the Victoria Bridge, Brisbane. She was also the first
person to walk on the first span ofthe Clarence Bridge when it was floated into position on the
south side of the river.
The bascule span of the bridge is operating satisfactorily and it was lifted yesterday morning
ready for river traffic. The first boat to pass through, as stated above, was the "Kalipso",
carrying the Sydney-Brisbane express passengers from South Grafton to Grafton statiqn shortly
before ten o'clock. About 30 minutes later the train ferry, "Swallow", conveying the guards and
mail van of the express made its first passage through the opening.
A1 1 that is needed to complete the rai lway bridge is the putting down of the transoms and laying
the rails. The line from the bridge to Grafton station has also to be ballasted and it is to be
made bitumen waterproof.
It is expected that equivalent to 100 men in constant work.

the bridge will be
ready to carry The engineering staff arrived to commence preparations forthe structure
railway trafficearly about 49 years ago and the actual work was begun about 33 years ago, the
next month and the first rivet being driven in May or June, 1928.
first train to cross
will probably be the
S y d n e y -Bri s b a n e
express on Sunday,
May 8.
Work on the road

portion of the bridge
is not so far
advanced, but it is
expected that this
will be ready for
traffic about the
beginning of July.
There are now about

200 men sti 11
employed on the
bridge, but with the
application of the
- -
rationing system cross the bridge.
there are real 1y on1y
THE BRIDGE
Editorial
The Daily Examiner - Tuesday 5 April 1932
That which was a figment ofthe imagination - the bridge over the Clarence River at Grafton i -
now an accomplished fact. It stands as a monument, in steel and concrete, to the capabilitie
of the engineers and an ever present reminder of the progress of civilisation. Sydney bridge,
. with its mammoth arch and towering pylons is a more imposing structure, no doubt, but it is mor
a local conven5ence than a national work, and could very well have been done without for man
years. It provides another expensive example of the evils of centralisation - of the massin
76 Clarence River Historical Society

together i n one small area t h e b e n e f i t s o f huge loans r a i s e d by t h e State -
t o t h e detriment o f
t h e f a r away p r o v i n c e s t h a t are a w a i t i n g development and languishing f o r t h e lack o f population.
I t has been s a i d before, t h a t w i l l bear repeating, t h a t , i f t h e m i l l i o n s o f money spent upon
underground r a i l w a y s and t h e great harbour bridge had been spent i n t h e development o f t h e
country d i s t r i c t s , t h e primary i n d u s t r i e s upon which t h e n a t i o n depends f o r i t s very existence
could have been expended t o an e x t e n t t h a t would have enabled us t o get over our f i n a n c i a l
d i f f i c u l t i e s much more r a p i d l y than i s possible i n present circumstances.
When money was o f f e r e d upon easy terms f o r development schemes which would have had t h e e f f e c t
o f opening up new areas o f country f o r settlement, f o r e s t a b l i s h i n g new i n d u s t r i e s i n t h e r u r a l
areas, and f o r l a y i n g t h e foundations o f prosperous centres o f population i n areas s u i t a b l e f o r
t h e purpose, t h e opportunity was neglected, b u t t h e r e was no h e s i t a t i o n i n borrowing money f o r
expenditure upon undertakings which cannot by t h e i r very nature add one pennyworth o f value t o
t h e productive c a p a b i l i t i e s o f t h e State.
The Clarence Bridge comes w i t h i n a d i f f e r e n t category. I t i s n o t p r e t e n t i o u s i n any way and

gives t h e impression t h a t u t i l i t y r a t h e r than grace o f design was t h e o b j e c t o f those who planned
it. I t ranks next i n importance t o t h e bridge over t h e Hawkesbury, b u t has t h e d i s t i n c t i o n o f
p r o v i d i n g f o r v e h i c u l a r as w e l l as r a i l w a y t r a f f i c . The substructure c o n s i s t s o f seven concrete
p i e r s b u i l t i n t h e r i v e r channel on a rock foundation, varying i n depth from 30 t o 76 f e e t below
h i g h water mark. Two o f these p i e r s support a bascule span, which provides a navigable fairway
Of 76 f e e t , w i t h a depth o f water o f 44 f e e t , s u f f i c i e n t t o f l o a t l a r g e r v e s s e l s t t i a n a t present
v i s i t Australian ports. The t o t a l distance between t h e end p i e r s i s 1309 f e e t . The
superstructure c o n s i s t s o f f i v e f i x e d t r u s s spans and t h e moving span o f t h e bascule, which i s
operated e l e c t r i c a l l y . Such, i n b r i e f , are t h e c h i e f features o f t h e s t r u c t u r e . With t h e
f l o a t i n g i n and p l a c i n g i n p o s i t i o n o f t h e span on Sunday morning, t h e a c t u a l s t r u c t u r e i s
complete and t h e r e o n l y remain t h e d e t a i l s t o p e r f e c t . The gap i n t h e s t e e l highway between t h e
southern and north- eastern p a r t s o f t h e Commonwealth a t t h e bank o f t h e Clarence River no longer
e x i s t s and t h e c l o s i n g o f t h i s gap renders i t possible f o r the t r a v e l l e r t o make t h e continuous
r a i l w a y journey from Sydney t o Brisbane without change o f t r a i n s .
The completion of t h e bridge must make some d i f f e r e n c e t o t h e d i s t r i c t which surrounds i t . I t

w i l l enable t h e railway s e r v i c e s t o be expedited and thus b r i n g t h e Clarence River d i s t r i c t i n t o
more r a p i d touch w i t h t h e centres o f population n o r t h and south o f i t . I t w i l l f a c i l i t a t e t h e
marketing o f l o c a l products. I t i s not unlikely t h a t i n the not f a r distant future a
considerable trade i n primary products w i l l develop between A u s t r a l i a and t h e East and t h e
nearest way t o t h e Eastern p o r t s i s v i a Torres S t r a i t s . Provided t h a t t h e New South Wales
r a i l w a y a u t h o r i t i e s do not, by t h e imposition o f d i f f e r e n t i a l rates, discourage t r a d e from
seeking an o u t l e t northwards and endeavour t o drag every t o n o f f r e i g h t southwards t o Sydney,
t h e r e does n o t appear t o be any reason why a considerable amount o f t h e products o f t h i s d i s t r i c t
should n o t f i n d a p r o f i t a b l e market i n t h e State o f Queensland, a t any r a t e during c e r t a i n
seasons o f t h e year.
I t has o f t e n been s a i d t h a t trade, l i k e water, w i l l f i n d i t s own l e v e l , b u t t h a t can o n l y be when

i t i s allowed t o take i t s n a t u r a l course. I f i t i s hampered by a r b i t r a r y r e s t r i c t i o n s , so t h a t
i t cannot go t h e way i t would, l i t t l e expansion may be a n t i c i p a t e d . For instance, i f a Clarence
River primary producer d i s c o v e r s t h a t i t w i l l c o s t him as much t o send h i s products 250 m i l e s as
i t w i l l t o send them 450, there i s n o t much inducement f o r him t o change. I f t h i s s o r t o f t h i n g
i s t o be allowed t o p r e v a i l then we might as w e l l get back t o pre Federation days and post
customs house o f f i c i a l s a t t h e State borders.
The completion o f t h e b r i d g e w i l l ensure t h e more r a p i d t r a n s i t o f passengers, goods and m a i l s

between Queensland and t h e southern States, and w i l l no doubt b r i n g more people t o t h e d i s t r i c t .
I n t h i s connection, i t appears t h a t a r e a l opportunity w i l l be provided t o make t h e Clarence
River one o f t h e most popular t o u r i s t r e s o r t s i n t h e Commonwealth. The value o f t h e t o u r i s t
t r a f f i c t o a d i s t r i c t has o f t e n been pointed out, and i f those whose i n t e r e s t s are wrapped Up
w i t h t h e p r o s p e r i t y o f t h e d i s t r i c t w i l l b e s t i r themselves there i s no reason why t h e two towns
and t h e a d j o i n i n g l o c a l i t i e s should not reap considerable advantages. E f f o r t s i n t h i s d i r e c t i o n ,
however, must be continuous and not spasmodic, i f r e s u l t s are t o be obtained. The c l o s i n g o f t h e
l a s t gap i n t h e Clarence Bridge on Sunday morning may s e t t h e seal upon a new era o f p r o s p e r i t y
since i t means t h e f o r g i n g of another l i n k i n t h e chain t h a t serves t o u n i t e t h e commercia1
a c t i v i t i e s o f t h e nation.

THE CLARENCE BRIDGE
The Daily Examiner - 30 July 1932
The bridge o'er the mighty Clarence When passing o'er that bridge, look back
Is an accomplished fact, indeed; On time, and bear in mind -
Outstanding in significance The pioneers have blazed the track
It meets the public need. That we might comfort find.
Today the ski51 of man achieved Then just one moment silence keep
The dreams of long ago; For trials that were borne
And now the traveller is relieved By those who now are fast asleep,
Right onward he may go. All hardships they did scorn.
No more delay by punt or car, May young and old this day rejoice,
Gone is the weary change; Goodwill meet everywhere;
The thro' train now is better far, Acclaim in one united voice,
The ferry, out of range. "Advance, Australia Fair".
The march of progress doth demand

All hindrance to curtail;
The famous bridge joins land to land, Palmer's Island
Success must now prevail. 18/7/32
This book serves t o cover t h e period o f planning and construction o f the Clarence River Bridge
and t h e r a i 7way r o u t e through Grafton. I n the f u t u r e , i t i s proposed t o pub 7 i s h a second book
which covers t h e h i s t o r y o f the b r i d g e since i t s o f f icia7 opening.
C7arence River H i s t o r i c a 7 Society I

APPENDIX
THE CLARENCE RIVER BRIDGE AT GRAFTON
LOCATION - Grafton i s located on t h e North Coast o f NSW about 700 km n o r t h o f Sydney and 85 km
n o r t h o f Coffs Harbour. I t i s s i t u a t e d on a meander o f t h e Clarence River, which i s t h e l a r g e s t
2
o f t h e Northern Rivers, w i t h a catchment area o f about 22000 km .
BEFORE THE BRIDGE - Grafton was gazetted a m u n i c i p a l i t y i n 1859 and proclaimed a c i t y i n 1885,
and has been an important centre since i t was established a f t e r an escaped c o n v i c t from Moreton
Bay penal colony, Richard Craig, discovered l a r g e stands o f r e d cedar i n t h e area i n t h e e a r l y
1800s.
The r i v e r was a n a t u r a l obstacle t o development, e s p e c i a l l y i n t h e area o f t r a n s p o r t . The

r a i l w a y had reached North Grafton, l i n k i n g i t t o Brisbane i n 1905, and South Grafton was l i n k e d
t o Sydney i n 1923.
I n order t o cross t h e r i v e r , f e r r i e s were used t o c a r r y a number o f r a i l carriages a t a time

across t h e r i v e r . As e a r l y as 1900, t h e necessity f o r a b r i d g e across t h e Clarence was c l e a r ,
b u t plans were shelved on t h e outbreak o f World War 1.
PREPARATION OF DESIGNS AND TENDERING - Tenders - On 15 June 1927, tenders were c a l l e d by t h e

Railway Department f o r t h e bridge w i t h t h e s t i p u l a t i o n t h a t a l l A u s t r a l i a n s t e e l must be used.
Only two tenders were received, t h e lowest being from Dorman, Long and Company f o r 484,100
pounds. The o r i g i n a l departmental estimate was only 400,000 pounds so it decided t o c a r r y out
t h e c o n s t r u c t i o n i t s e l f . The completed p r o j e c t had been done a t Eighty thousand pounds l e s s cost
than i t estimated o r i g i n a l l y - a f e a t i n i t s e l f i n respect t o modern estimations where
overspending i s common w i t h government departments.
The Clyde Engineering Company o f G r a n v i l l e won t h e c o n t r a c t f o r t h e supply and manufacture o f

steelwork and was required t o construct three concrete pylons i n t h e i r yard i n G r a n v i l l e , then
f i x i n p o s i t i o n about 100 m o f s t e e l bridge deck, i n order t o ensure t h a t they could do t h e works
required o f them. Once complete, it was dismantled and t r a n s p o r t e d t o Grafton, where i t was used
i n t h e c o n s t r u c t i o n o f t h e bridge i t s e l f .
The importance o f t h e bridge was evident when a large crowd o f Graftonians g a t t ~ e r e d t owatch the
M i n i s t e r f o r Works and Railways, A E Buttenshaw, d r i v e t h e f i r s t r i v e t , on 1 1 J u l y 1928. Two
m i l l i o n r i v e t s were used i n t h e c o n s t r u c t i o n o f t h e bridge.
Design - I n 1921, t h e design o f t h e r a i l w a y bridge was approved b u t i n 1922, when drawings were
w e l l advanced, t h e M i n i s t e r asked f o r new d e s i g n s t o be prepared and estimates made f o r a bridge
c a r r y i n g vehicular t r a f f i c , i n a d d i t i o n t o r a i l and footway.
A number of a l t e r n a t i v e s were considered, i n c l u d i n g one w i t h road and r a i l on a common l e v e l and

one w i t h road a t a higher l e v e l t o t h e r a i l . The double deck design o f road on top, r a i l
underneath was n o t only much cheaper than t h e other options but i t allowed a l l previous drawings
and c a l c u l a t i o n s t o be u t i l i s e d .
Due t o t h e low clearance o f t h e bridge, t h e lower l e v e l being about 8 m above h i g h water l e v e l ,

a s e c t i o n o f t h e span was required t o open t o allow large v e s s e l s t o pass - remembering t h a t i n
these times t h e r i v e r was s t i l l an important form o f t r a n s p o r t a t i o n . A bascule span, which i s
l i f t e d l i k e a hinge allowed these vessels t o pass.
The bascule, considered t o be "the most f a s c i n a t i n g f e a t u r e o f t h e bridge" was operated by two

26 kW motors. Weighing 728 tonnes, i t was c a r r i e d by two l a r g e s t e e l r o l l e r s about 1.5 m i n
diameter, which r o l l e d on a s t e e l t r a c k . When t h e span was f u l l y opened, i t had moved an angular
displacement o f 80 degrees ( i e a l m o s t v e r t i c a l ) , leaving a width o f 21.3 m and a depth o f 12.2 m
o f water, which allowed ships o f up t o 2300 tonnes t o pass. The depth o f t h e channel a t t h e
bascule span i s now only 9 m, demonstrating the s i l t i n g occurring i n the r i v e r bed. The l i f t i n g
took about 2-3 minutes b u t the procedure which followed t h e i n i t i a l blow o f t h e vessel's w h i s t l e
t o s i g n a l i t s i n t e n t i o n t o pass, and t h e c l o s i n g o f t h e span would take about 7 minutes. Between
1942 and 1967 l i f t i n g occurred 3400 times.

CONSTRUGTIOW - The Clarence River Bridge was t h e l a s t s e c t i o n o f t h e North Coast Railway t o be
completed. A l l s t e e l was made a t Clyde and sent t o Grafton on r a i l w a y t r u c k s . I t was then
checked and t h e s t e e l f o r each span was kept separate u n t i l ready f o r assembly. The f i v e Truss
spans were b u i l t on a G r i l l a g e on the south side o f t h e r i v e r and then f l o a t e d o u t i n t o p o s i t i o n
on f l o t a t i o n punts, which were c o n t r o l l e d by tugs. A Grillage i s a structure o f p i l e s with
decking on top. On t h i s occasion i t had a l i n e t o run a mobile crane along i t . Each span
weighed approximately 500 tons. A l l t h e other spans were b u i l t on t o t h e bridge. Each span can
expand 3/4 i n c h i n mid summer and can c o n t r a c t 1 i n c h i n mid w i n t e r .
AFTER CONSTRUCTION - The completed bridge was and s t i l l i s t h e o n l y one o f i t s k i n d i n A u s t r a l i a

and i s regarded as an important s t r u c t u r e o f t h e h i s t o r y o f bridge b u i l d i n g i n t h i s country.
Opened three months a f t e r t h e Sydney Harbour Bridge, i t possessed some s i m i l a r c h a r a c t e r i s t i c s ,
although t h e designs o f t h e two bridges d i f f e r e d v a s t l y . They were both unique designs i n regard
t o bridge b u i l d i n g i n A u s t r a l i a and i n t e r n a t i o n a l l y - i t i s believed t h a t a t t h e time o f
construction, t h e Clarence River Bridge was t h e only one o f i t s k i n d i n t h e Southern Hemisphere -
and o f course t h e Sydney Harbour Bridge was t h e l a r g e s t o f i t s type when i t was constructed.
The Clarence River Bridge i s an a l l A u s t r a l i a n p r o j e c t being designed and b u i l t by t h e Railways

Commission o f NSW and t h e s t e e l used manufactured by an A u s t r a l i a n f i r m based i n Sydney. About
42% o f t h e s t e e l used was cast i n New South Wales.
The r a i l w a y was opened on 7 May 1932 and t h e f i r s t t r a i n t o cross t h e new b r i d g e was t h e l a r g e s t

ever run i n NSIJ, c o n s i s t i n g o f 15 carriages c a r r y i n g 1700 passengers. The M i n i s t e r f o r
Transport, M r McGirr, drove t h e f i r s t t r a i n . The road s e c t i o n was opened, along w i t h the
o f f i c i a l opening o f t h e bridge i t s e l f on 19 J u l y 1932 by t h e Governor General S i r Isaac Isaacs,
whose c l a i m t o fame was being t h e f i r s t Australian- born Governor General o f t h e Commonwealth o f
Australia.
The bridge not o n l y closed t h e l a s t gap i n t h e common i n t e r s t a t e r a i l gauge between Sydney and
Brisbane but gave a continuous r a i l l i n k between Cairns and P e r t h ! !
The t o t a l l e n g t h o f t h e bridge i s 457 m and spans 396 m o f water, which i s t h e narrowest s e c t i o n

o f t h e r i v e r a t Grafton. The e l e c t r i c i t y required f o r t h e operation o f t h e bascule span was
supplied by t h e nearby Nymboida Hydro- electric power s t a t i o n , whose outflow waters now provide
t h e whitewater f o r t h e National whitewater canoe course a t Nymboida.
I n recent times, w i t h t h e advent o f s e m i - t r a i l e r s , congestion i s appearing, e s p e c i a l l y a t the

bends i n t h e b r i d g e on t h e approaches. I t must be remembered before c r i t i c i s i n g the design, t h a t
the road was only an a d d i t i o n t o t h e o r i g i n a l r a i l w a y bridge design, t r a i n s cannot t u r n on a
small radius so t h e r a i l l i n e had t o be s t r a i g h t by necessity, and a t t h e time o f construction,
such l a r g e v e h i c l e s were unheard o f . A f t e r years o f i n a c t i v i t y , t h e equipment o f t h e bascule
span was removed i n 1 September 1969, h e r a l d i n g t h e end o f t h e l i f t i n g span. The Bascule span
was l i f t e d 3 , 4 0 0 times between 1942 and 1967.
Only one o f t h e two r a i l l i n e s i s u t i l i s e d f o r t r a c k s , t h e other now c a r r y i n g t h e water supply

p i p e s t o Grafton. While t h e bascule span was operational, t h e pipe was below t h e r i v e r , and many
times r u p t u r i n g o f t h i s l e d t o supply problems. The importance o f the b r i d g e was o f f i c i a l l y
acknowledged i n 1986, when i t was c l a s s i f i e d under t h e National Trust.
Arthur G a s t r i s s i o s - 1991
Research - sources of
the State Rai7 Authority of NSW
& the Roads and T r a f f i c Authority
" Induna" .... . . . . . . . . . . 1. 65 . . . . . . . . . . 43
C l a r e . C h r i s t i n a (Mrs)
" Kalipso" .... . . . . . . . . . . 75. 76 C l a r e . Reg (Mr) . . . . . . . . . . . . . . 43
"Pulganbar" ... . ........... 5 Clarence S t r e e t .. 24.28.
43. 51. 52. 54. 55.
"Swallow" .... . . . . . . 1. 65. 75. 76 5B. 70
Accidents .... . . . . . . . . 3. 61. 68 .............
C l e a r y . Mr . 6 1 . 62
Ager. H T ( M r ). . . . . . . . . . . . . 62 Clyde ................... 80
Ager. Mr .... . . . . . . . . 18. 33. 54 .
C l y d e E n g i n e e r i n g Co . 2. 44.49. 51. 79. 80
Ager. W (Mr) .. . . . . . . . . . . 38. 62 Clyne. D (Mr) ............. 48. 49
Agst. T (Mr) ............ 73. 74 CoalSeam ................. 57
Alice Street . . . . 20. 22. 24-28. 35. 36. .............
C o f f s Harbour 8. 61
38. 39. Collins. Peter ............ (viii)
43. 52. 61. 62 .......
Copmanhurst S h i r e C o u n c i l 35. 49
.
A l l e n T a y l o r & Co ........... 50 ................
C o r l i s . Dr 19
Allerton.James .. .......... (i) ...............
Country P a r t y 49
Alumny Creek ... 22. 30. 32. 37. 39. 61. Craig. Richard . . . . . . . . . . . . I. 79
62. 67 .............
Cranworth S t r e e t 24
.
Anderson. C a p t a i n . . ........ 5. 6 C r i s p . W E (Mr) . . . . . . . . . . . . . . 73
Angus. W (Mr) ... . . ....... 48. 49 ................
C r i s p i n . Mr 43
Apps' Motor Garage . . ......... 20 Criterion Hall .............. 48
A t t w a t e r . C E (Mr) . . ......... 66 ..............
D a r l i n g Harbour 34
Avery. E (Mr) ........ 14. 15. 18. 26 Davidson. W (Mr) ........... 48. 49
Bacon S t r e e t 14. 20. 22. 24. 25. 27. 38. 68 Depression . . . . . . . . . . . . . . 2. 75
Baker. E G (Mr) ............. 4 Deveroux. H W (Mr) ............ 49
Baker. Thomas .............. 61 DMR (RTA) ................. 3
Baldock. H M (Mr) ............ 7 ...............
Dobie S t r e e t 26
B a l l . R T (Mr) ............. 9 Donaldson. R T (Mr) ........... 4. 7
Ballina ... .............. 40 ...............
Donovan. G l e n 3
.........
Banana Growing I n d u s t r y 16 Dorman Long & Co L t d ...... 2. 9. 10. 79
.
B a r n i e r . Mr .............. 43 Dorrigo ................ 7. 32
Bavin. Mr .. .............. 49 Drummond. D H (Mr) .......... 48. 49
Beaudesert . ............ 9. 16 .
Duke S t r e e t . 24. 25. 27. 38. 43. 52. 69. 72
Beaver. Mr . .............. 56 Duncan. Mr .............. 14. 15
.
Bent S t r e e t .............. 72 Edwards. Mr ................ 29
Best. J (Mr) ............ 33. 34 Edwards' Route .......... 1 8 . 1 9 . 29
Big River .. .............. 1 Edwards' Survey .......... 18. 21. 28
............
B l a c k a l l . Mrs 60. 76 Eggins. B C ( M r ).......... . 6 9 . 70
Blood. W F (Mr) ..... 26. 33. 35. 42. 62 Elizabeth Island ........... 6. 46
Bonal bo ... .............. 48 Farrer. Harry Bertrand .......... 68
B r a i n . O W (Mr) ............. 16 Fenton. Mr ................ 11
B r a i t h w a i t e . R C (Mr) . 19. 24. 26. 28. 33. Ferguson. Mr ............... 7
41. 42. 62 Fiji ................... 16
Brisbane 1. 2. 4-6. 9. 10. 12. 15. 16. 18. Firestation ............... 17
40-42. 45. 64. 65. 75. 77. 80 Fisher Park .............. 17. 30
Budd. A E (Mr) ........... 48. 49 ...........
F i t z g e r a l d . G W (Mr) 49
Burgess. G A (Mr) ........... 4-6 ..............
F i t z g e r a l d . Mr 74
Buttenshaw. A E (Mr) .......... 79 Fitzroy Street . . 52. 54. 63. 64. 69-71. 75
Buttenshaw. E A (Mr) ...... 43. 45-49 ...........
F l a h e r t y . J (Mr) 73. 74
ButterFactory ............. 17 .........
F l a n n e r y . Mr 10. 11. 36. 37
Byron .................. 23 .............
F l i n d e r s . Matthew 1
Cairns ................. 80 Forbes. Mr & Mrs J ........ 8. 44. 47
..............
Carr's I s l a n d 4 Forde. Mr ................. 10
.............
C a r r o l l . W (Mr) 43 .............
F o s t e r . J D (Mr) 16
C a r t e r . Mrs............... 43 ................
F r a s e r & Co 7
Casino . . . . 14. 17. 25. 33. 34. 37. 39. ..............
F r a s e r . J (Mr) 16
...............
Castrissios. Arthur
Chaffey. F A (Mr)
.......
............
.
40. 48. 53
( v i ii ) 80
64
Fraser'sMill
.............
F u l l e r Government
. . . . . . . . . . . . .
F u r s t . H (Mr) 19. 33
5
9
chamber o f Commerce . 4. 5. 3. 5. 14. 17-22. Furst.Mrs ................ 43

25. 26. 28. 30. 31. 36. Gardenstreet ............. 43. 62
39. 41. 42. 67 ............
G a r l i c k . J (Mr) 69-71
Chamber o f Commerce (Sydney) ...... 42 Geneva .................. 61

Gerard & Co . . . . . . . . . . . . . 17. 18 Maud S t r e e t . . . .
. . . . . . . . . . . . 26
Gill. D (Mr).............. 43 Maxted. H (Mr) . .
. . . . . . . . . . . . 18
..
G i l l i e s . R T (Mr) 23. 25. 36. 37. 39. 42 Maxted. M r . . . .
. . . . . . . . . . . . 7
Glen Innes ............. 22. 5 5 Maxwell. A (Mr) . .
............ 43
Glenreagh . . . . . . . . . . . . . . . . 32 Maxwell. D N (Mr) .
. . . . . . . . . . 48. 49
Goodwin. Mrs . . . . . . . . . . . . . . 43 McArthur. J (Mr) .
. . . . . . . . . . . . 64
Grafton Ambulance . . . . . . . . . . 61. 68 McCallum. J (Mr) .
. . . . . . . . . . . . 26
Grafton Gas Centre ........... 2 McDonald. C C (Mr) . . . . . . . . I S . 48. 49
Grafton Hospital . . . . . . . . . . 61. 6 8 McDougall. A L (Mr) . . . . . . . . . . . . 4
. . . . . . . . . . .
Grafton L i g h t i n g Co 74 McDougall. J B (Mr) ............ 67
Grafton P r i n t . . . . . . . . . . . . (viii) McDougall. J R (Mr) . . . . . . . . . . . . 19
Grafton School ............. 48 McDougall. M r ............... 42
Grant. John & Sons . . . . . . . . 2. 9. 1 0 McGirr. M r . . . . . . . . . . . . . . . . 80
Green. Athol ............ (viii) McKenna. C H (Mr) ........... 69. 70
Green. M r . . . . . . . . . . . . . . . . 11 M c K i t t r i c k . J T (Mr) . . . . . . . . . 7 . 46
Green. R (Mr) . . . . . . . . . . . . . . 13 M c P h i l l i p . James . . . . . . . . . . . . . 7
Green. Roland (Mr) . . . . . . . . . 1 0 . 11 McPhillips. J J (Mr) . . . . . . . . . . . 73
Harding. H (Mr) . . . 17- 19. 22. 28. 34. 35 Melba. N e l l i e . . . . . . . . . . . . . 22. 23
Hawkesbury Bridge . . . . . . . . 47. 60. 77 Melbourne . . . . . . . . . . . . . . . . . 10
Hawkesbury River ............ 9 Milton Street . . . . . . . . . . . . . 24. 26
Hawthorne. W J (Mr) . . . . . . . . . . . 5 Missingham. W T (Mr) . . . . . . .
42. 43. 45
Henson's Corner ............. 54 Mitchell Library . . . . . . . . . . . . . 3
Hiddleston. M r . . . . . . . . . . . . . 49 Moreton Bay . . . . . . . . . . . . . . . . 79
H i l l . G (Mr) .............. 34 Morpeth . . . . . . . . . . . . . . . . . . 4
H i l l . G E (Mr). . . . . . . . . . . 18. 19 Morrison,..D (Mr) ............. 62
Hill. Mr ......... ... 11. 12. 14 Mountain View . . . . . . . . . . . . . . . 7
Hodgson. C A (Mr) . . . . . . . . . . 24. 29 Murwillumbah ........... 1 6 . 3 2 . 40
Hollingworth. Graham ... ....... 3 Muston. W K (Dr) . . . . . . . . . . . . . 68
Hooton. M r . . . . . . . . . . . . . . . 34 Mylneford . . . . . . . . . . . . . . . 51. 57
Horniman. A L (Mr) . . . . . . . 52. 69. 73 National Trust Register .......... 3
Howe Street . . . . . . . . . . . . . . . 24 N a t i o n a l i s t Party. . . . . . . . . . . . . 49
Hurley. Hon W F . . . . . . . . . . . . 4. 7 Newcastle ................. 40
Hutchinson. M r . . . . . . . . . . . . . 24 Nicholas. G H (Mr) . . . . . . . . . . . . 16
....
Hutchinson. W i l l i a m ..... 1 1 . 24 North Coast Co . . . . . . . . . . . . . . 6
Imeson. C I (Mr) . . . . . . . . . . . . 26 North Shore Bridge . . . . . . . . . . 9 . 50
....
Isaacs. Isaac ( S i r ) ..... 2. 8 0 Noud. Mrs ................. 43
Jacaranda Avenue 1 8 . 20- 22. 27- 33. 35. 40. NR Federated Chamber o f Commerce..... 14
66. 72 NRCC (NRE) ................ 2
Jackschon's Orangery .......... 5 . . . . . . . . . .
NSWFresh Food L I c e C o 17
James S t r e e t. . . . . . . . . . . . . . 5 .............
NSW State L i b r a r y 3
Jesser. Ken . . . . . . . . . . (i). (viii) . . . . . . . . . .
Nymboida Power S t a t i o n 80
Jones. A R (Mr) . . . . . . . . . . . . . 43 Nymboida Shire Council .......... 49
Jones. S A (Mr) . . . . . . . . . . . . . 43 O l i v e r S t r e e t 20.22. 24. 25. 29.32. 3 8 . 52. 5 3
Jordan'sHall . . . . . . . . . . . . . . 17 Orara Shire Council . . . . . . . . . . . . 49
Kempsey . . . . . . . . . . . . . . . . . 60 Owens. William . . . . . . . . . . . . . . 61
Kennedy Route ... . .......... 32 P a c i f i c Highway .............. 3
Kennedy. Thomas . . . . . . . . . . . . . 25 Page. C ( M r ) . . . . . . . . . . . . . . . 7
. . . .
Kent S t r e e t . . . 5 . 24. 25. 27. 5 5 Page. M ( M r ) ............... 34
Kepper. Mark .......... (viii). 3 Palmerston. NZ .............. 19
Kyogle ...... 9. 14. 1 6 . 41. 48. 61. 75 Pearson. E (Mr) .............. 69
Lipman. Arthur ............. 67 Perth ................... 80
Lismore ................. 17 Phillips. M r ............... 35
Lobban. D J (Mr) .......... 5. 2 3 Phillips. WH(Mr) ............ 32
Lord Howe I s l a n d . . . . . . . . . . . . 3 PMG (Telecom) ............... 2
Lyons. Thomas . . . . . . . . . . . . . . 44 Pollack. A J (Mr) . . . 7 . 8 . 1 4 . 1 5 . 1 7 . 30.
Macleay River ..... . ........ 60 31. 35. 3 6 . 43. 45.
Macpherson. D W (Mr) . . .. 26. 61. 64. 65 46. 48. 49. 54. 63. 64
Mahoney. M r ...... . ........ 60 PortofClarence ........... 46. 49
Main Roads Board ... . ........ 63 Pound S t r e e t .... 20. 22. 24. 25. 2 7 . 28.
Maitland West ..... . ........ 16 3 4 . 36. 38. 43. 52. 541
Maritime Services Board . ....... 2. 3 58. 61- 67. 69-72
Marsh. B S (Mr) ..... ........ 72 Presbyterian Church ............ 17
Mary S t r e e t. 20. 24-28. 33. 35. 3 9 . 43. 72 Prince Street17-35. 40. 43. 52. 55. 56. 70. 72
Matheson. T (Mr) ............ 26 P u b l i c School ........... 29. 30. 70
Clarence River Historica7 Society I n c

Puddicombe. J A (Mr) . 15. 18. 19. 28. 32. Summerland Way . . . . . . . . . . . . . . 3
33. 35. 66 Susan I s l a n d. . . . . . . . . . . 2. 5.7. 46
..
Queen S t r e e t 17. 20. 24-28. 30. 32-35 Sydney . . . . . . . . . 1. 2. 10. 15.17. 34.
39. 40. 43. 69. 70. 72 38. 40. 56. 65. 75. 77
Quinton. M r . . . . . . . . . . . . . . . 42 Sydney Central Railway . . . . . . . . . . 65
Racecourse . . . . . . 4. 5. 7. 25. 31. 32 Sydney Harbour Bridge . . . .
2. 9. 56. 76. 80
Rationing System .......... 67. 68 Sydney-Brisbane Express .......... 76
. .
. . .
Rees. W i l l i a m (Mr) 60. 63. 75. 76 Taree . . . . . . . . . . . . . . . . . . . 16
Reid. E G (Mr) . . . .
. . . . . . . . . 73 Tenterfield . . . . . . . . . . . . . . . . 22
Reid. John ...... ....... 69. 70 The Sydney M a i l. . . . . . . . .
( v i i i ) . 2. 3
Reid. Joseph ..... ..... 6. 69. 70 . . .
Torres S t r a i t s . . . . . . . . . . . 77
Reid. Major ...... ......... 48 . . .
Trainer. A l f r e d . . . . . . . . . . . 68
Reid. Mayor ...... ......... 49 Travers. H o n J ... ......... .4. 6
Reid. M r ....... ......... 23 ....
Turf S t r e e t 24-27. 30. 32. 35. 39. 40
Roberts. James W ............ 3 TweedHeads ...... . ......... 16
Roberts. T J (Mr) ............ 43 TweedRiver ...... . ..... 5. 16. 17
Robinson. M r .............. 5 Tye. C W (Mr) . . . . . . . . . . . . . . .49
Robinson. W T (Mr) 18. 19. 26. 28. 30. 35. Upton. T H (Mr) .... . ....... 69-71
38. 64. 69 V i c t o r i a Bridge. Brisbane ....... 60. 76
Robson. HonW .... .
......... 4 ...
V i l l i e r s Street 24. 25. 27. 43. 54. 65.
Roger L Co .... . .
......... 43 68. 69. 72
Rogers. M r .... . .
......... 22 Vincent. M r .... . . . . . . . 43.....
RyanStreet .... . .
....... 5'72 Vincent. Roy ... . . . . . . . 42.....
Saraton Theatre ..
. .
....... 23. 43 Walsham. F (Mr) . . . . . . . . . 43. . . . .
Schafer. Alan . . . . .
. . . . . . . . (i) Ware. Canon . . . . . . . . . . . 66. . . . .
Scobie. R (Mr) ..
. .
. . . . . . . . 4'6 Webb. S D (Mr) . . 50. 51. 60. 62. 63. 68. 75
See. John .... . .
. . . . . . . . . 17 WestPark . . . . . . . . . . . . . . . . . 40
See. John ( S i r ) . .
. .
. . . . . . . . . 22 West Park Reserve . . . . . . . . . . . 39. 40
See. John & Co . . . .
......... 4 West. M r . . . . . . . . . . . . . . . . . 11
Sheather. W C (Mr) . .
. . . . . . . 54. 69 Westward Park ............. 5. 32
Shoal Bay ...... .
......... 1 White. Mrs ................ 43
Short. M r ...... .
. . . . . . . 54. 55 White. Ruby (Mrs) . . . . . . . . . . . . . 43
South Brisbane Railway S t a t i o n . . . . . 65 Wickham. M r . . . . . . . . . 9. 30-34. 36. 37
South Grafton High School . . . . . . . . 5 . . . . . . . . . . . . . . . .
South Grafton School . . . . . . . . . . 48
Stevens. T (Mr) . . . . . . . . . . . . . 43
Wilson. M r
Wilson's H i l l
Wing. M r
. . .
. . . . .
.
. . . . 2 5-7. 12. 13. 23
27
. . . . . . . . . . 5 4 . 55
Storey. J (Mr) ............. 4 Woods. R (Mr) . . . . . . . . . . . . . . . 61
Strauss. C (Mr) . . . . . . . . . . . . . 5 World War 1 ................ 79
Strauss. W J (Mr) . . . . . . . . . . . . 15 ............
Z u i l l . W A (Mr) 14. 42
CLARENCE RIVER HISTORICAL SOCIETY I N C

SCHAEFFER HOUSE
192 FITZROY STREET. GRAFTON
OPENING HOURS 1.00 PM . 4.00 PM

TUESDAY. WEDNESDAY. THURSDAY & SUNDAY
TELEPHONE: (066) 42 5212
Clarence River Historica 1 Society I n c

4 OFFICIAL PROGRAMME +@+++
TUESDAY 19 JULY 1932 WEDNESDAY 20 JULY 1932
(Owning Day)
10.30 am Civic Welcome to Visitors, Town 10.00 am Civic Welcome to all Ex-Aldermen of
Hall, raft on, by His Worship the Grafton at Town Hall by His Worship
Mayor of Grafton (Alderman B C the Mayor, Alderman B C Eggins.
Eggins) and His Worship the Mayor of
South Grafton (Alderman Carl T 10.00 am Civic Welcome to all Ex-Aldermen of
Schwinghammer). South Grafton at Council Chambers by
his Worship the Mayor, Alderman Carl T
11.00 am Gigantic Procession, representing Schwinghammer.
theDistrictJsIndustries, Business,
Progress and Sporting spheres. 12.30 pm Opening day of Clarence River Jockey
Club's Annual Meeting at Grafton
12 Noon OFFICIAL OPENING OF CLARENCE RIVER Racecourse.
BRIDGE, by his Excellency the Rt Hon
Sir Isaac Isaacs, PC, KCMG, 12.30 pm First Race, Ramornie Handicap.
Governor-General of theCommonwealth
of Australia. 3.00 pm CRJC Handicap.
2.00 pm Cars depart for inspection of 7.00 pm Night Tennis, Grafton City Courts.
Nymboida Hydro-Electric Power Mixed-doublesTournament. Nominations
Station. Local Government received by Club's Secretary.
representatives specially invited.
7.00 pm MU Oddfellows' "At Home" to Visiting
2.00 pm "Queen of the Bridge" Carnival on Members, MU Hall Bacon Street,
the Bridge, Special Children's Grafton.
Session.
8.00 pm Musical and Operatic Society present
The New England Airways Ltd Fleet of Gilbert and Sullivan's Opera, "Trial
'Planes will give an Aerial Display by Jury", at Fitzroy Theatre, Grafton.
and Salute during the Official
Opening Ceremony. 8.00 pm Catholic Younger Set Ball in School
room.
During the afternoon this Company's
Modern Fleet of Tri-motored Service 8.00 pm Boxing Contests in Saraton Theatre,
'Planes will be available for Grafton.
visitors to view their own old home
town Prom the air. 8.00 pm Grafton High School Ex-Student's
Reunion Banquet.
7.30 pm Conclusion of "Queen of the Bridge"
Carnival. 8.00 pm Gold Club's Annual Ball.
1I 9
-
SOUTH GRAFTON
TO
Souvenir Ticket, a
I1
I " First Train across Clarence River Bridge
May 7, 1932 I
L- SOUTH GRAFTON
Clarence River H istorica 7 society I n c

1992 Report On The Construction of The Grafton Bridge

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1992 Report On The Construction of The Grafton Bridge

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NNING &

Researched and edited by James Allerton & Alan Schafer

@ Clarence River Historical Society I n c

National Library of Australia

Railway Bridge a t Grafton

Railway Department t o B u i l d Grafton Bridge

The Grafton Bridge

Clarence River Bridge

The Railway - South Grafton t o Grafton

The Railway Route Through Grafton

The Railway - A Correction

The Railway Line

Grafton Railway Deviation

The Railway - Route Through Grafton

Grafton Railway - The New Route

The Grafton Railway

Grafton Railway Route - A l t e r n a t i v e Proposals Debated

The Clarence Bridge

Railway Link-Up Through Grafton

Railway Through Grafton

Clarence River Bridge

Clarence Bridge - The Present P o s i t i o n

S p o i l From Bridge Foundations

The Bridge - D r i v i n g F i r s t Rivet

Clarence River Bridge

Clarence River Bridge

Clarence River Bridge

Clarence River Bridge Approaches

Clarence River Bridge -

The Railway Route Through Grafton

Three I n j u r e d - Bridge Works Accidents

Railway Through Grafton

Against Proposed Pound S t r e e t Embankment

Bridge Works Accident

Clarence River Bridge

Railway Through Grafton

Clarence River Bridge

Last Span - Clarence River Bridge

The Clarence River Bridge a t Grafton

Mr Arthur Castrissios, Grafton

File 825 Back to Grafton Week Official Souvenir Book

File 841 Correspondence, programmes, circulars "Back to Grafton"

File D59 NSIJ Government Railways - Plans of Clarence Bridge

Book El67 Clarence Bridge, 1932

"Daily Examiner" 17 July 1982. Grafton Bridge 1932-1982 - Supplement

"Daily Examiner" 20 July 1932.

"Daily Examiner" 21 July 1932. Page 4 - Summary of "Back to Grafton" week

FRONT COVER - GLAREPCE RIVER BRIDGE

A unique s t y l e o f bridge over t h e Clarence River was opened on 19 J u l y 1932, l i n k i n g n o r t h and

The Clarence River, probably t h e most b e a u t i f u l i n Australia, i s a l s o one o f t h e l a r g e s t , and i t s

The width, depth and navigable l e n g t h o f t h e r i v e r made i t i d e a l f o r shipping goods t o t h e new

The t r a n s p o r t a t i o n o f passengers between t h e townships o f n o r t h and south Grafton was simplest,

A hand-powered punt was u n o f f i c i a l l y "opened" by i r a t e residents i n J u l y 1861. They had s e e n t h e

A p r i m i t i v e hand-punt, p u l l e d across t h e r i v e r by means o f a rope was replaced by a Steam punt,

The e x i s t i n g vehicular f e r r i e s , b u i l t t o accommodate 12 vehicles, proved t o o small by t h e year

R a i l was developing a t a s i m i l a r r a t e t o road t r a n s p o r t , although by using an i n l a n d r o u t e had

I n 1924 t h e NSW Railways leased t h e "Swallow", a f e r r y remodelled t o c a r r y t r a i n s across t h e

From t h e days o f t h e f i r s t settlement, r e s i d e n t s canvassed f o r a bridge, b u t i t was n o t u n t i l

The proposed r a i l bridge was q u i t e d i f f e r e n t from t h e f i n a l design. The o r i g i n a l i n t e n t i o n Was

Clarence River Historical Society Inc 1

C7arence R i v e r Historica7 Society I n c

The sharp bends necessary t o d i r e c t t r a f f i c t o t h e c e n t r a l business d i s t r i c t have always

On 2 November 1972, over a 24 hour period, 11,590 v e h i c l e s t r a v e l l e d over t h e bridge, and i t i s