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For earlier generations the journey to Phillip Island was a matter of tide, weather, courage and good fortune, writes Pamela Rothfield. Photo: State Library of Victoria
By Pamela Rothfield
AS WORKS now get underway on the current Phillip Island bridge, it is timely to reflect on just how vital this crossing has always been to island life. Today, we may complain about traffic delays, lane changes or the inconvenience of roadworks, but for earlier generations the journey to Phillip Island was not a matter of slowing down - it was a matter of tide, weather, courage and good fortune.
In the early days of European settlement, sailing vessels and steamships were the mainstay of transport into Western Port. Supplies, passengers, livestock and produce all depended on the sea. Horses and cattle were moved on and off the Island by swimming them across the narrow waterway between San Remo and Newhaven, often behind a rowed boat and only when the tidal influence was at its weakest. It was a dangerous and arduous task. Sheep and cattle were also moved by punt, towed behind a ferry, in what was a slow and cumbersome process.
AS WORKS now get underway on the current Phillip Island bridge, it is timely to reflect on just how vital this crossing has always been to island life. Today, we may complain about traffic delays, lane changes or the inconvenience of roadworks, but for earlier generations the journey to Phillip Island was not a matter of slowing down - it was a matter of tide, weather, courage and good fortune.
In the early days of European settlement, sailing vessels and steamships were the mainstay of transport into Western Port. Supplies, passengers, livestock and produce all depended on the sea. Horses and cattle were moved on and off the Island by swimming them across the narrow waterway between San Remo and Newhaven, often behind a rowed boat and only when the tidal influence was at its weakest. It was a dangerous and arduous task. Sheep and cattle were also moved by punt, towed behind a ferry, in what was a slow and cumbersome process.
The Killara could carry 36 cars and 600 passengers. Photo: State Library of Victoria
For many years, ferry services connected Phillip Island to the mainland and served both locals and visitors well. As early as 1872, ferries were part of island life. Visitors commonly arrived at Cowes by ferry from Hastings on the Mornington Peninsula, having first travelled from Melbourne by horse-drawn coach. But the coming of the motor car would gradually change everything.
As car ownership grew, the landscape of travel began to shift. Roads improved, and by 1916 the convenience of kerbside petrol pumps was beginning to replace the old practice of buying four-gallon tins of petrol from grocers or hardware stores. Safety concerns with kerbside pumps later led to the introduction of the drive-in service station from 1926.
That same year, the Frankston and Somerville Standard reported the extraordinary growth in Phillip Island’s popularity as a holiday destination. In the summer of 1923, around 13,000 holidaymakers visited the Island. By 1926, that number had almost doubled to 25,000. Visitors arrived at Stony Point either by train or by automobile, before completing the journey by ferry on the S.S. Genista or S.S. Alvina.
The demand to bring motor cars onto the Island was becoming impossible to ignore. In 1928, a two-car punt was introduced between San Remo and Newhaven, allowing automobiles to cross the waterway. It also served local farmers by transporting stock. The following year, a six-car punt was introduced on the same route.
The timing was significant. In March 1928, Phillip Island hosted the first motor car road race held on Australian soil. Scheduled for the Sunday but postponed because of heavy rain, the race was eventually run on Monday 26 March 1928. Twenty-six competitors raced over a distance of 100 miles, while an estimated 1,000 spectators - reportedly the largest crowd ever to visit the Island in a single day - flocked to Phillip Island to witness what would become part of Australian motoring history.
As car ownership grew, the landscape of travel began to shift. Roads improved, and by 1916 the convenience of kerbside petrol pumps was beginning to replace the old practice of buying four-gallon tins of petrol from grocers or hardware stores. Safety concerns with kerbside pumps later led to the introduction of the drive-in service station from 1926.
That same year, the Frankston and Somerville Standard reported the extraordinary growth in Phillip Island’s popularity as a holiday destination. In the summer of 1923, around 13,000 holidaymakers visited the Island. By 1926, that number had almost doubled to 25,000. Visitors arrived at Stony Point either by train or by automobile, before completing the journey by ferry on the S.S. Genista or S.S. Alvina.
The demand to bring motor cars onto the Island was becoming impossible to ignore. In 1928, a two-car punt was introduced between San Remo and Newhaven, allowing automobiles to cross the waterway. It also served local farmers by transporting stock. The following year, a six-car punt was introduced on the same route.
The timing was significant. In March 1928, Phillip Island hosted the first motor car road race held on Australian soil. Scheduled for the Sunday but postponed because of heavy rain, the race was eventually run on Monday 26 March 1928. Twenty-six competitors raced over a distance of 100 miles, while an estimated 1,000 spectators - reportedly the largest crowd ever to visit the Island in a single day - flocked to Phillip Island to witness what would become part of Australian motoring history.
In 1928, Phillip Island hosted the first motor car road race held on Australian soil. It was later recognised as at the first Australian Grand Prix.
The motor car had arrived, and with it came growing pressure for easier, faster and more reliable access to the Island.
Although some ferries could carry vehicles, the process was slow and limited. Cars were often hoisted by crane onto the deck, making the journey awkward and time-consuming. A more practical solution was needed.
In 1931, the roll-on/roll-off vehicular ferry Killara, capable of carrying 36 cars and 600 passengers, made its last trip on Sydney Harbour. It was later purchased by Mr A.T.K. Sambell of Phillip Island for use on the Western Port service. By 1932, the Shire of Phillip Island supported the construction of a dock at Cowes for a roll-on/roll-off vehicular ferry operation, and by the end of 1933, following a major refit, the Killara began work on the Stony Point to Cowes vehicular ferry service.
Even so, the dream of a permanent bridge was gathering strength.
In 1936, local resident Richard Grayden, who was President of the local branch of the Country Party, became a driving force behind practical moves to investigate a bridge linking Phillip Island to the mainland. Grayden had long harboured dreams of such a crossing, and he formed the “Bridge League” to push the idea forward.
The Bridge League quickly grew to around 300 members and became a strong and persistent voice in lobbying the government. Its members argued the economic and social benefits of a bridge, knowing that reliable access would change the future of Phillip Island.
Then, on Easter Sunday in April 1938, a violent northerly gale smashed the jetty ramp at Cowes, rendering it unusable for the car ferry Killara during one of the Island’s busiest tourist periods. Around 400 passengers were left stranded. The incident may well have helped accelerate the government’s decision.
Six months later, during a weekend visit to Phillip Island in November 1938, Premier Albert Dunstan announced that the Phillip Island bridge would be built at a cost of £30,000. The very next day, engineers from the Country Roads Board surveyed the site. The first pile was driven in April 1939.
Although some ferries could carry vehicles, the process was slow and limited. Cars were often hoisted by crane onto the deck, making the journey awkward and time-consuming. A more practical solution was needed.
In 1931, the roll-on/roll-off vehicular ferry Killara, capable of carrying 36 cars and 600 passengers, made its last trip on Sydney Harbour. It was later purchased by Mr A.T.K. Sambell of Phillip Island for use on the Western Port service. By 1932, the Shire of Phillip Island supported the construction of a dock at Cowes for a roll-on/roll-off vehicular ferry operation, and by the end of 1933, following a major refit, the Killara began work on the Stony Point to Cowes vehicular ferry service.
Even so, the dream of a permanent bridge was gathering strength.
In 1936, local resident Richard Grayden, who was President of the local branch of the Country Party, became a driving force behind practical moves to investigate a bridge linking Phillip Island to the mainland. Grayden had long harboured dreams of such a crossing, and he formed the “Bridge League” to push the idea forward.
The Bridge League quickly grew to around 300 members and became a strong and persistent voice in lobbying the government. Its members argued the economic and social benefits of a bridge, knowing that reliable access would change the future of Phillip Island.
Then, on Easter Sunday in April 1938, a violent northerly gale smashed the jetty ramp at Cowes, rendering it unusable for the car ferry Killara during one of the Island’s busiest tourist periods. Around 400 passengers were left stranded. The incident may well have helped accelerate the government’s decision.
Six months later, during a weekend visit to Phillip Island in November 1938, Premier Albert Dunstan announced that the Phillip Island bridge would be built at a cost of £30,000. The very next day, engineers from the Country Roads Board surveyed the site. The first pile was driven in April 1939.
The first bridge to Phillip Island was completed in just over 18 months.
The project was not simple. With limited funds, engineers faced the challenge of bridging the powerful tidal waters between San Remo and Newhaven. The bridge also had to be high enough to allow commercial fishing boats and other vessels to pass beneath it.
The result was a suspension bridge almost 1,800 feet long - approximately 540 metres - and 18 feet wide, or about 5.5 metres. It was designed to carry loads of up to six tons. There was no pedestrian footpath, although six refuges were placed along the length of the bridge, allowing pedestrians some protection from passing traffic.
Because of the restrictive budget, many of the materials used were second-hand. The main cables came from the North Shore Bridge in Sydney, while the vertical suspender cables supporting the wooden roadway came from Melbourne’s cable tram system.
The first Phillip Island bridge was officially opened by Premier Dunstan on Friday 29 November 1940. The day was declared a public holiday on Phillip Island. By then, the cost had risen to £62,000 - more than twice the amount originally anticipated.
The result was a suspension bridge almost 1,800 feet long - approximately 540 metres - and 18 feet wide, or about 5.5 metres. It was designed to carry loads of up to six tons. There was no pedestrian footpath, although six refuges were placed along the length of the bridge, allowing pedestrians some protection from passing traffic.
Because of the restrictive budget, many of the materials used were second-hand. The main cables came from the North Shore Bridge in Sydney, while the vertical suspender cables supporting the wooden roadway came from Melbourne’s cable tram system.
The first Phillip Island bridge was officially opened by Premier Dunstan on Friday 29 November 1940. The day was declared a public holiday on Phillip Island. By then, the cost had risen to £62,000 - more than twice the amount originally anticipated.
That elegant suspension bridge served the community for almost 30 years. More importantly, it transformed Phillip Island.
What had once required ferries, punts, favourable tides and patience became a direct road link to the mainland. It changed the movement of people, produce, livestock, supplies and visitors. It supported tourism, strengthened local businesses and gave island residents a more reliable connection to the wider world.
As the present bridge now undergoes major rehabilitation, it is worth remembering that this crossing has never been just a piece of infrastructure. It is the Island’s lifeline - a symbol of connection, persistence and progress, built on the determination of those who understood that Phillip Island’s future depended on a bridge.
What had once required ferries, punts, favourable tides and patience became a direct road link to the mainland. It changed the movement of people, produce, livestock, supplies and visitors. It supported tourism, strengthened local businesses and gave island residents a more reliable connection to the wider world.
As the present bridge now undergoes major rehabilitation, it is worth remembering that this crossing has never been just a piece of infrastructure. It is the Island’s lifeline - a symbol of connection, persistence and progress, built on the determination of those who understood that Phillip Island’s future depended on a bridge.
3 Comments
A very well-written article Pamela. I remember that the old bridge would sway in an alarming manner as you traversed it especially when the wind blew - ie. most of the time!
Thanks so much for a very informative article which brings back wonderful memories of the first time I crossed it as a 13 year old.
So very informative Pam - in awe of your historical knowledge of Phillip Island and Bass Coast region.