Sydney was declared a city in 1842 and was concentrated in the area currently occupied by the modern CBD. In the mid-1800s, it was a mix of commerce, retail, residences, manufacturing works and factories, with the Botanic Gardens and Domain to the east, port activities to the west and north and road outlets at its southern border leading to the inner western suburbs via the Parramatta Road, which was also the beginning of the Great Western Highway. By mid-century, it had become clear that a shorter route out of the city was available, across Johnstons Bay to the Glebe Island and on to Annandale.[1]
First bridge
The first Glebe Island Bridge in 1872
The first Glebe Island Bridge was a private toll-bridge completed in 1862 and was a timber beam viaduct with a small, one arm, hand-cranked swing-span tucked into the Pyrmont shore. After 30 years, this bridge was in need of extensive repairs and the Colonial Government purchased the structure and the Public Works Department (PWD) began planning a replacement bridge.[1] Work on the new Pyrmont Bridge and the bridge across Black Wattle Swamp shortened the travel distance to the inner west suburbs making it easier for produce to be conveyed to the city. A previously un-used part of Johnston's Bay was promoted as the site for a larger abattoir than the others previously used around the closer areas of high water. The new abattoir, to be opened in January 1860, was provided a punt system to cross the short distance to Pyrmont.[3] Work commenced on the first Glebe Island bridge in 1860;[4][5] and the first bridge opened for traffic in 1861.[6]
The construction of the second bridge related also to a project commenced in the 1880s for the Five Bridges Route, to facilitate traffic flow from the city to the northern and western suburbs of the expanding city. Bridges were to be built or replaced at Pyrmont Bay, Glebe Island, Iron Cove, Gladesville and Fig Tree (until these bridges were built, the only access to the northern shore of the Harbour was by boat, punt or by road via Parramatta). For this project, the (old) Pyrmont Bridge and the (old) Glebe Island Bridge were purchased from their private owners and new bridges were built at Gladesville (1881), Iron Cove (1882) and Fig Tree (1885).[1]
These completed, attention turned to replacement of the Pyrmont and Glebe Island Bridges. The Sydney Morning Herald reported in September 1890:[1]
"The Departmental Board appointed by the Minister for Public Works nearly a year ago to consider the desirability of constructing new bridges to replace the present Pyrmont and Glebe Island bridges ... has now furnished the Minister with a lengthy report on the subject. The Board has decided in favour of the construction of a new bridge adjoining the present Pyrmont Bridge. The structure recommended is an iron or steel superstructure on cast-iron cylinders, with a roadway 12ft, in width, and two 12ft. footpaths. ...With regard to the Glebe Island Bridge, the Board recommended the construction of a bridge close to the present one, of a character similar to the proposed Pyrmont Bridge, at a cost of £140,000."[1]
An international design competition for a new "Pyrmont Bridge" was called in 1891. The Department of Public Works submitted a non-conforming design based upon a much larger bridge than specified in the design brief.[1]
Prizes were awarded but no designs were selected and the proposal was deferred, largely owing to the economic downturn of the early 1890s but also owing to different opinions regarding the best approach. The Chief Engineer for Harbour and Rivers, C. W. Darley, favoured the construction of a new bridge - the Chief Engineer for Roads and Bridges, Robert Hickson, favoured the reclamation of Darling Harbour as far north as Bathurst Street and no replacement for the Pyrmont Bridge at all.[1]
In 1894 the proposal was referred to the Parliamentary Standing Committee for Public Works (the Public Works Committee) and, reporting in June, the Committee favoured no particular scheme but recommended that, when renewal of Pyrmont and Glebe Island bridges became advisable, they should be replaced by timber structures.[1]
On 21 November 1894 the Public Works Committee (reformed in the interim under a new government) recommended that Pyrmont Bridge be replaced by a timber bridge with steel swing-span, to cost £82,500, and that Glebe Island Bridge did not require renewal. No funds were allocated, though and no action resulted. By 1897, however, the Committee had reconsidered its stance and recommended the replacement of the old Glebe Island Bridge with a stone causeway and a bridge with a steel swing-span, at a cost of £89,100. Parliament voted the funding for these works in 1898 and detailed design work commenced in the Public Works Drawing Offices.[1]
Design of the bridges was led by Percy Allan, who had been appointed Engineer-in-Chief for bridge design in 1896. His assistant engineer was Ernest de Burgh and the junior engineers were H. H. Dare, J. J. Bradfield and J. W. Roberts, all of whom went on to have distinguished careers in public works engineering. Bradfield had charge of the team responsible for the substructure, foundations, abutments and retaining walls for both bridges. Tenders for the construction of both bridges (separate contracts) were invited in March 1899.[1]
For both sites, Allan designed an electrically-operated swing bridge, the earliest use of electrical power for this purpose in Australia. The bridges were considered very innovative at the time of their construction and attracted international attention. For the Glebe Island Bridge, the large pivot pier was founded on a nest of timber piles capped by concrete, whereas the Pyrmont pivot pier was founded on rock.[1]
Third and current bridge
Construction commenced on the Glebe Island Bridge and Pyrmont Bridge at the same time but Glebe Island involved more extensive (and time-consuming) land resumptions, extensive waterfront reclamation and the construction of an elevated causeway across Glebe Island. Over 9,072 tonnes (10,000 short tons) of mud was dredged to establish the causeway and the fill was obtained by cutting down what was left of the hillock of Glebe Island, producing 5.3 hectares (13 acres) of flat land for railway yards and 853 metres (2,799ft) of deepwater frontage for wharfage. In August 1899 a large load of ballast being placed for the causeway to the new bridge slipped sideways and crushed the piles of the old bridge, rendering it unfit for anything but pedestrian traffic for the following two weeks.[1]
Construction of the trussed swing spans at each site was by simple cantilevering out from the steel pivot ring. Where timber trusses were used for the approaches of the Pyrmont Bridge, the Glebe Island Bridge used two steel deck trusses, then stone-faced embankments to reach each shore. The use of steel trusses for the approach spans had been part of Allan's original design for the Pyrmont Bridge but the Parliamentary Standing Committee on Public Works directed that this material be replaced with timber, presumably as a cost-cutting measure. When Glebe Island Bridge was built, Allan's original specification was reinstated (perhaps owing to the use of built-up embankments and shorter approach spans, providing a more economical outcome).[1]
The contractor for construction was H. McKenzie and Sons and the bridge was opened on 1 July 1903 by Miss Lily See, daughter of Premier, Sir John See.[1][7][8] It was opened the year after the opening of the new Pyrmont Bridge over Darling Harbour, which has a similar design. The bridge was designed by Percy Allan of the New South Wales Public Works Department who also designed the Pyrmont Bridge. During normal operation the two 29.1-metre (95ft) swing spans rotated about a central vertical axis.
The Glebe Island Bridge operated from 1903 to 1995 with little interruption and few major works, apart from maintenance, being undertaken. In 1933, the bridge underwent an underwater upgrade, with underpinning to replace decayed piles around the central pier. In 1961, the DC electricity supply from the Tramways system was shut down, as was the tramway system in Sydney. A new AC supply was obtained from the local reticulated network and a set of rectifiers was installed in a small kiosk erected on the north east side of the bridge. In the 1980s, the Control Cabin was burnt out and was subsequently rebuilt to the original design.[1][9]
In 1995 the bridge was decommissioned being made redundant with opening of the adjacent Anzac Bridge, and remains in a permanently open position with no access to pedestrians or vehicular traffic. The bridge was operated and used for access by cyclists in the annual Spring Cycle in October until 2008.[1]
A 2009 structural assessment found the bridge in "very poor condition" and in April 2013 a new report found that it had deteriorated further. City of Sydney Council and the community groups lobbied the state government to restore the structure and reopen the bridge for pedestrian and cyclists.[10] A cost–benefit report by ACIL Allen consultants for Transport for NSW on options for the bridge was released in September 2013.[11] In 2015, it was suggested the bridge could be reused to extend the Inner West Light Rail as part of the White Bay redevelopment.[12]
Description
The Glebe Island Bridge over Johnstons Bay is an electrically-operated, low-level, steel central swing-span road bridge. The central swing-span is supported by a massive pivot pier, founded on a nest of timber piles capped by concrete, on which it can rotate through ninety degrees to allow passage of maritime traffic. The approach spans are two steel deck on stone-faced piers and stone-lined abutments. The bridge includes constructed embankments on both sides of its western approach.[1]
The bridge has an approach span at each end of 24.7 metres (81ft), two main spans of 29.3 metres (96ft) and an overall length of 108 metres (354ft). The roadway is 12.2 metres (40ft) wide between kerbs and has a 1.5 metres (4ft 11in) wide footway on each side. The central pivot in the waterway is protected by an extensive ring of timber piles. The swing span is mounted on a steel roller track on the cylindrical stone masonry and concrete pivot pier (13.9 metres (46ft) high and 12.9 metres (42ft) wide) and is swung by means of a 600 volt motor.[1]
Traffic was controlled by lights and a pair of timber swing-gates on either end which were electronically interlocked to ensure that the bridge cannot open until the gates are closed.[1]
The bridge includes a rare surviving operable Mercury-arc rectifier, as well as some early silicon rectifiers, installed in 1960 when the reticulated DC supply was discontinued.[1][9]
Both Pyrmont and Glebe Island Bridges were electrically operated and could swing in 44 seconds, much faster than contemporary bridges in the world. Pyrmont Bridge, also designed by Percy Allen, has more numerous fixed spans of timber than Glebe Island Bridge where they are of steel supplemented by stone causeways.[13] The swing-span of Glebe Island Bridge is smaller than that of Pyrmont.[1]
High quality Pyrmont yellowblock sandstone is thought to be used for dimension stone and Pyrmont coloured sandstone on the abutment facing and causeway fill.[1][14]
Condition
The Glebe Island Bridge was in good condition in December 1995. The ensuing years have seen little maintenance and the bridge has been left with the swing span in the open position. It is believed to now[when?] require extensive catch-up maintenance and repairs. The Glebe Island Bridge remains generally intact and in the form it was when closed to traffic on 3 December 1995.[1][9]
Modifications and dates
1936–abutments were underpinned
1944–construction of a stairway to the control cabin
1955–tram tracks and wood blocks replaced by Bitumen
1959–electrical modifications were made as Sydney County Council became the source
1982–bridge control cabin destroyed by fire and replaced with modern electrics[1]
No other modifications apart from upgrades to traffic signals and signage.[1]
Further information
Although superseded in operation as a main road bridge by the Anzac Bridge, the Glebe Island Bridge remains operable, with both approach roads open and available for future use.[1] Many Australian heritage bridges such as the Pyrmont Bridge have been adapted for pedestrian and cycle use. Today Pyrmont Bridge serves as a strategic link to the CBD despite initial attempts to demolish the structure as part of the Darling Harbour redevelopment in the late 1980s. Similarly, its twin possesses equal value as a strategic transport link from Glebe Island to the city. The Glebe Island Bridge's role as one of the five bridges route to the north west will once again become critical with the urban renewal of the Bays Precinct.[1][9]
Heritage listing
As at 23 April 2013, the Glebe Island Bridge, across Johnstons Bay, is of state significance as it demonstrates one of the earliest examples of an electric-powered swing bridge in Australia. Technically, it is a complementary structure to the already acclaimed Pyrmont Swing Bridge, and has all the same significant features, including the electrically-driven swing span. Both bridges were designed by Percy Allan, a highly regarded Australian bridge designer of the late 19th and early 20th century. Both represent the only examples of such types of bridges in New South Wales and are still operable.[1]
The place is important in demonstrating the course, or pattern, of cultural or natural history in New South Wales.
Glebe Island Bridge has historic significance at the state level as it demonstrates one of the earliest examples of an electrical powered bridge of its type in Australia. The Glebe Island Bridge, along with Pyrmont Bridge, both designed by Percy Allan at the turn of the century were innovative in their day and attracted worldwide engineering interest, with Allan invited to present a paper on the design of its older twin, the Pyrmont Bridge, to the Institution of Civil Engineers in London in 1907.[1]
The Glebe Island Bridge has been an important item of infrastructure in the history of Sydney, Australia's famous harbour city and the capital of New South Wales, for over 90 years. The bridge was a vital component of the "five bridges" route from the city to the northern and western suburbs. The history of this crossing, going back to 1892, is closely associated with the economic and social development of Sydney at the end of the 19th century.[1]
The place has a strong or special association with a person, or group of persons, of importance of cultural or natural history of New South Wales's history.
Glebe Island Bridge is of state significance for its close associations with Percy Allan (1861-1930), a highly regarded Australian bridge designer of the late 19th and early 20th century. Percy Allan was responsible for the introduction of American timber bridge practice to NSW, and designed over 500 bridges in NSW. The bridge is also associated with JJC Bradfield (1867-1943), later known for his work on the Sydney Harbour Bridge.[1]
It is associated with the NSW Department of Public Works, a highly regarded, prolific and historically significant organisation in the history of NSW.[1]
The place is important in demonstrating aesthetic characteristics and/or a high degree of creative or technical achievement in New South Wales.
Glebe Island Bridge is of state significance as its design and construction represented a significant technical achievement in the era that it was built. The bridge's innovative design included: the size of the swing span and speed of operation; development of steel bridge truss; caisson construction; design of the swing span bearing; and use of electric power.[1]
The design of the Glebe Island Bridge represents the pinnacle of nineteenth century engineering and material technology, prior to the development of locally produced modern steel.[1]
Aesthetically, the bridge is an impressive structure, sited in the middle of a wide and busy waterway, giving it landmark qualities that are apparent from numerous vantage points around Sydney Harbour.[1]
The place has a strong or special association with a particular community or cultural group in New South Wales for social, cultural or spiritual reasons.
The Glebe Island Bridge is valued by the Sydney community for its significant contribution to the social and commercial development of Sydney and the inner western suburbs, as demonstrated by the public statements and interest in its conservation demonstrated in the broad-ranging community consultation undertaken for the Bays Precinct by the NSW Government.[9][1]
The place has potential to yield information that will contribute to an understanding of the cultural or natural history of New South Wales.
The bridge is a fine example of late nineteenth and early twentieth century technology, and is almost completely in original condition. The combined structural, mechanical and electrical efficiency of the bridge established it as an epitome of well designed bridge building of the time.[15][1]
The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales.
Glebe Island Bridge is of state significance as it is one of only two examples of an electrically-operated steel swing bridge in New South Wales.[1]
It is the second oldest (after its older twin, the Pyrmont Bridge) surviving bridge across a Sydney Harbour waterway. The two bridges remain the only large, electrically-operated swing spans in Australia.[1]
The Bridge includes a rare surviving, operable Mercury-arc Rectifier, as well as some early silicon rectifiers, both of which were important early electrical technologies which have been superseded by solid-state technology. Mercury arc rectifiers are now rare outside of museum situations and only a very few remain in their original context in Australia.[16][1]
The place is important in demonstrating the principal characteristics of a class of cultural or natural places/environments in New South Wales.
Glebe Island Bridge is of state significance as it features all the significant structural and technical features of a swing-span bridge.[1]
It is an excellent example of one of the various types of opening bridges, which are the economical solution to constructing road bridges across navigable waterways, where high-level bridges are possible but unaffordable. Opening bridges have been a crucial factor in the economic development of NSW since the late nineteenth century, with its high-level of industrialisation but relatively low population levels on an international scale.[16][1]
Port Jackson, consisting of the waters of Sydney Harbour, Middle Harbour, North Harbour and the Lane Cove and Parramatta Rivers, is the ria or natural harbour of Sydney, New South Wales, Australia. The harbour is an inlet of the Tasman Sea. It is the location of the Sydney Opera House and Sydney Harbour Bridge. The location of the first European settlement and colony on the Australian mainland, Port Jackson has continued to play a key role in the history and development of Sydney.
Gladesville Bridge is a heritage-listed concrete arch road bridge that carries Victoria Road over the Parramatta River, linking the Sydney suburbs of Huntleys Point and Drummoyne, in the local government areas of Canada Bay and Hunter's Hill, in New South Wales, Australia. Despite its name, the bridge is not located in Gladesville.
The Anzac Bridge is an eight-lane cable-stayed bridge that carries the Western Distributor (A4) across Johnstons Bay between Pyrmont and Glebe Island, on the western fringe of the central business district of Sydney, New South Wales, Australia. The bridge forms part of the road network leading from the central business district, the Sydney Harbour Bridge, and Cross City Tunnel to the Inner West and Northern Suburbs.
Pyrmont is an inner-city suburb of Sydney, in the state of New South Wales, Australia 2 kilometres south-west of the Sydney central business district in the local government area of the City of Sydney. It is also part of the Darling Harbour region. As of 2011, it is Australia's most densely populated suburb.
The Pyrmont Bridge, a heritage-listed swing bridge across Cockle Bay, is located in Darling Harbour, part of Port Jackson, west of the central business district in the City of Sydney local government area of New South Wales, Australia. Opened in 1902, the bridge initially carried motor vehicle traffic via the Pyrmont Bridge Road between the central business district and Pyrmont. Since 1981 the bridge has carried pedestrian and bicycle traffic only, as motor vehicles were diverted to adjacent freeway overpasses. The bridge was added to the New South Wales State Heritage Register on 28 June 2002, the centenary of its opening.
The Victoria Bridge is a heritage-listed timber trestle truss road bridge across the Stonequarry Creek, located at Prince Street in the south-western Sydney town of Picton in the Wollondilly Shire local government area of New South Wales, Australia. The bridge is owned by Transport for NSW, an agency of the Government of New South Wales. The bridge is also known as the Victoria Bridge over Stonequarry Creek. It was added to the New South Wales State Heritage Register on 20 June 2000. Designed by Percy Allan and opened on 7 October 1897, Victoria Bridge employs Allan trusses and was built by C. J. Ford of Sydney.
Glebe Island was a major port facility in Sydney Harbour and, in association with the adjacent White Bay facility, was the primary receiving venue for imported cars and dry bulk goods in the region until 2008. It is surrounded by White, Johnstons, and Rozelle Bays. Whilst retaining its original title as an "island", it has long been infilled to the shoreline of the suburb of Rozelle and connected by the Glebe Island Bridge to Pyrmont.
Percy Allan was a civil engineer who designed many public works in New South Wales, including the design of 583 bridges.
This list documents historical bridges located in New South Wales, Australia. Road, rail and pedestrian bridges are listed. Generally bridges built before WWII (1939) have been included in this list.
Morpeth Bridge is a heritage-listed road bridge over the Hunter River at Morpeth, New South Wales, Australia. It was designed by Percy Allan and built from 1896 to 1898 by Samuel McGill. It is also known as Morpeth Bridge over the Hunter River. The property is owned by Transport for NSW.
The Goodradigbee River Bridge is a heritage-listed road bridge that carries Main Road across the Goodradigbee River in Wee Jasper, New South Wales, Australia. It was designed by Percy Allan and built in 1896 by W. J. Lansdown. The bridge is also known as the Wee Jasper Bridge over Goodradigbee River. The bridge is owned by Transport for NSW. It was added to the New South Wales State Heritage Register on 20 June 2000.
The Wallaby Rocks Bridge is a heritage-listed road bridge that carries Hill End Road across the Turon River, at Wallaby Rocks near Sofala, New South Wales, Australia. It was designed by Percy Allan and built in 1897 by E. Taylor of Balmain. The bridge is owned by Transport for NSW. It was added to the New South Wales State Heritage Register on 20 June 2000.
The Murray River bridge is a heritage-listed road bridge that carries Main Road across the Murray River located at Barham in the Murray River Council local government area of New South Wales, Australia. It was designed by Department of Public Works and built in 1904 by John Monash. The bridge is also known as the Barham Bridge over Murray River and the Barham bridge. The bridge is owned by the Murray River Council and was added to the New South Wales State Heritage Register on 20 June 2000.
The Murrumbidgee River bridge, Carrathool is a heritage-listed road bridge that, until its closure in 2019, carried Carrathool Road across the Murrumbidgee River in Carrathool, New South Wales, Australia. The bridge is owned by Transport for NSW. The bridge is also called the Carrathool Bridge over Murrumbidgee River and provides a key connection between the Sturt Highway and the Murrumbidgee Road. It was added to the New South Wales State Heritage Register on 20 June 2000.
The Tooleybuc Bridge is a dual heritage-listed road bridge that carries Tooleybuc Road across the Murray River, located in Tooleybuc, New South Wales, Australia. It was built in 1925. The bridge is owned by the Transport for NSW, and is also called the Tooleybuc Bridge over Murray River. The bridge was added to the New South Wales State Heritage Register on 20 June 2000 and the Victorian Heritage Register on 10 July 2008.
The Paterson River bridge, Vacy is a heritage-listed road bridge that carries Gresford Road across the Paterson River located in Vacy, New South Wales, Australia. The bridge was designed by Percy Allan and built in 1888 by Taylor and Littleproud. The bridge is also known as the Vacy Bridge over Paterson River. The bridge is owned by Transport for NSW. It was added to the New South Wales State Heritage Register on 20 June 2000.
The Dunmore Bridge is a heritage-listed road bridge that carries Clarence Town Road across the Paterson River in Woodville, New South Wales, Australia. It was designed by Percy Allan and built in 1899 by Morpeth contractor, S. McGill. The property is owned by Transport for NSW. It was added to the New South Wales State Heritage Register on 20 June 2000.
The Hinton Bridge over Paterson River is a heritage-listed road bridge that carrier the Hinton-Morpeth Road across the Paterson River at Hinton, New South Wales, Australia. The bridge was designed by Ernest de Burgh and built in 1901. The bridge is owned by Transport for NSW. The bridge was added to the New South Wales State Heritage Register on 20 June 2000.
The Glebe and Wentworth Park railway viaducts are a series of two adjacent heritage-listed railway bridges and arch viaducts that carry the Inner West Light Rail across Wentworth Park, Jubilee Park, and Johnstons Creek in the inner western Sydney suburb of Glebe in the City of Sydney local government area of New South Wales, Australia. They were designed by the New South Wales Government Railways and built from 1892 to 1922 by day labour. They are also known as Wentworth Park Viaduct, Jubilee Park Viaduct and Glebe Viaducts. The viaducts were added to the New South Wales State Heritage Register on 2 April 1999.
Raymond John Lloyd Wedgwood was an Australian engineer who served as the Chief Bridge Engineer of the NSW Department of Main Roads (DMR) and the Roads and Traffic Authority of NSW (RTA). He designed and supervised the construction of many major bridges across New South Wales and led the design team for the cable stayed Anzac Bridge in Sydney. He also played a pivotal role in the development of a common code of bridge design practice used by all Australian state road authorities.
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