Victoria Bridge | NSW Environment, Energy and Science

Culture and heritage


Victoria Bridge

Item details

Name of item: Victoria Bridge
Other name/s: The Nepean Bridge, RTA Bridge No. 333
Type of item: Built
Group/Collection: Transport - Land
Category: Road Bridge
Location: Lat: -33.74545 Long: 150.68041
Primary address: Nepean River, Great Western Highway, Penrith, NSW 2750
Local govt. area: Penrith


The curtilage of Victoria Bridge is taken as a one metre perimeter around the bridge, including the piers and abutments of the bridge, its approach spans and the area under the bridge.
All addresses
Street AddressSuburb/townLGAParishCountyType
Nepean River, Great Western HighwayPenrithPenrith  Primary Address

Statement of significance:

Victoria Bridge is of state heritage significance as one of only three bridges of its type that were ever constructed in NSW, of which only two remain ('wrought iron-through girder'). Although two bridges of this type still remain, Victoria Bridge is unique in NSW due to the intactness of its form compared to Menangle bridge, which has undergone significant alterations to its structural form through the addition of intermediate piers.

Victoria bridge represents a type of bridge that was considered to be the cutting edge of technology when it was designed in 1862. Design principles used in Victoria Bridge were pioneered by Robert Stephenson in his design of the Britannia Bridge and The Conwy Bridge in Britain. In addition to this prestigious design history, Victoria Bridge has the largest spans of any metal girder bridge in NSW.

The bridge is of state significance due to its role in bridging the Nepean River for the Great Western Railway. Victoria Bridge was a key element in bringing the railways to western NSW. The bridge's association with the designer of the Great Western Railway, John Whitton is also of significance.
Date significance updated: 18 Mar 15
Note: The State Heritage Inventory provides information about heritage items listed by local and State government agencies. The State Heritage Inventory is continually being updated by local and State agencies as new information becomes available. Read the OEH copyright and disclaimer.


Designer/Maker: John Whitton
Builder/Maker: William Piper, Peto Brassey and Betts (superstructure), W Watkins (piers)
Construction years: 1862-1867
Physical description: DESCRIPTION OF BRIDGE (From visual inspection on 27/5/08 and from Maw and Dredge Modern Examples of Road and Railway Bridges 1872 pp 8,9)

Victoria Bridge is a continuous iron through-bridge (the deck is between the girders rather than on top of them). The three main girders, each spanning a clear 56.7m, were designed and constructed as one 181m long continuous structure (no separations over the piers), a novel structural feature for 1867 (Maw and Dredge). This structure, supported by hollow stone piers at 60.35m centres, has iron cross girders which support a concrete deck, 3.5m below the tops of the main girders which are 3.95m deep. Each span has a camber of 100mm. There is a secondary, shorter, shallower, simply-supported girder, 41.1m long at the western (Emu Plains) end of the bridge. All four iron girders have pairs of hollow boxes top and bottom separated by two web plates, an early version of box-girder construction. They are all of riveted construction. The total weight of wrought iron is around 1100 tonnes.

The bridge consists of three main spans of iron box girder, one secondary span of iron box girder and three concrete approach spans on either side of the bridge.

The piers that support the main spans are constructed of sandstone, the pier supporting the western end of the secondary iron girder span is constructed of mass concrete. The piers supporting the approach spans are constructed of concrete trestle frames. Piped services are supported under the pedestrian walkway portion of the deck and a large pipe is supported on the top flange of one of the main girders.

T-section shaped stiffeners can be seen running vertically down the sides of the girders at the bearing ends. There are 5 stiffeners over the central piers and 3 over outer piers. Stiffeners prevent the thin web plates from buckling vertically.

Architectural curved angle sections appear on the outer face of the girders of the main span. These serve no structural function but "lighten the appearance of the structure"

There are flood markers on the side of the easternmost sandstone pier. The remnants of old light posts can be seen on the piers on the northern side of the bridge.

There are modern street light posts and lights on the southern piers of the bridge.
Physical condition and/or
Archaeological potential:
The fabric of the bridge is generally in very good condition. There is little sign of rust on iron elements and concrete and stone elements also appear to be in good condition.

Theremay be remains of the plies of the earlier bridges may still be embedded in the riverbed. There is also the possibility that relics of the construction platforms, crane bases or coffer damns used to construct Victoria Bridge may be found in the riverbed.
Date condition updated:01 Dec 08
Modifications and dates: The bridge has undergone several alterations in its life so far. The bulk of the bridge however remains intact.

1869 - Western approach spans were rebuilt following damage of the original timber approach spans by flood two weeks after the bridge was opened. The new spans were of a similar design to the main spans but with cast iron caisson piers.

c1870-90 - The original road surface was close-fitting timber planking, wheel guides were installed early in the life of the bridge to help horse and bullock drawn vehicles drive in a straight line on the timber boards.

1883 - a galvanised iron fence was installed between the single railway track and the single lane road portion of the bridge. Around this time a warning bell was also installed to warn of approaching trains. This was installed after several incidents on the bridge involving livestock on the bridge being disturbed by passing trains.

1907 - new double track railway bridge was opened and the single railway line was removed from Victoria Bridge. The deck was also reconstructed to accommodate two lanes of traffic.

1934 - Approach spans and abutments reconstructed in steel and concrete

19?? - The footway across the main spans reconstructed to provide for utility pipes.
Current use: 2 lane road bridge
Former use: Rail and road bridge


Historical notes: See also files: 10/08925, S90/06939, S90/05150

Until 1856 travelers who wished to cross the Nepean River were required to use either the Emu Ford or a punt that was located south of the present day Victoria Bridge on Punt Road. This arrangement meant that in times of flood, travellers were often delayed at Penrith for days or even weeks waiting to cross the river. A small village developed near Emu Ford to cater to the people waiting to cross the river. With the discovery of gold west of the Great Dividing Range the flow of people, produce and animals through Penrith and across the river increased dramatically. It was no coincidence that attempts were made to build a permanent structure across the river, resulting in two timber road bridges located near to the eventual Victoria Bridge site being constructed.

In 1850 the Government, reacting to lobbying by Penrith locals, passed an Act authorising the construction of a bridge at the western end of Jamison Road. This scheme never went ahead. A second Act was passed in 1851 authorising the formation of a company, allocating 6,000 pounds for the construction of the bridge and allowing for the collection of tolls on the bridge. Following this act the Penrith and Nepean Bridge Company was formed. A further Act in 1854 increased the allocated funds to 20,000 pounds. The first directors of the Penrith and Nepean Bridge Company were local entrepreneurs Robert Fitzgerald, James Thomas Ryan, Edwin Rouse, John Perry, Charles York, Henry Hall, Alexander Fraser. Construction of the bridge was under the supervision of David McBeth, a Scottish surveyor.

The bridge, completed in December 1855, was 700 feet (213m) long and 26 (7.9m) feet wide, becoming the first bridge across the Nepean River in the area. McBeth received a 200 pound bonus on top of his (Pounds)300 salary for the timely completion of the works, the toll rights for the first year were sold by the Penrith and Nepean Bridge Company for 2,250 pounds and traffic flowed across the bridge. The successful Penrith and Nepean Bridge Company held a celebration party costing approximately (Pounds)1,000 on the new bridge to celebrate its completion.

Unfortunately this success did not last long. In August 1857 a flood carried away the four centre spans, no doubt due to the poor security of the mid-stream timber piles which reportedly were frayed like mop heads where McBeth had attempted to drive them into rock. McBeth had lacked experience and knowledge in bridge building and although the piles close to the bank went in easily, the mid-stream timber piles had struck rock and failed to achieve a secure penetration.

The Penrith and Nepean Bridge Company decided to rebuild the bridge and employed an engineer named Moriarty to supervise the works. The construction contract was awarded to William Lockhart for 9,000 pounds. The piles that remained from the first bridge were utilised in the new bridge design, against the advice of both Lockhart and Moriarty. The new bridge was of a different, stronger design than the first and construction was completed in good time with the toll rights for one year selling for 2,850 pounds. The bridge withstood its first flood, but in 1860 the most devastating flood in New South Wales history until that time washed away the entire superstructure and deposited it on a bank down river. The structure was almost intact. Had the piles been replaced as originally suggested by the engineer and builder, the bridge might well have survived the flood. The Penrith and Nepean Bridge Company was ruined by the destruction of the bridge and the directors lost large sums of money. Following the destruction of this second bridge the Government supplied two punts to convey people and goods across the river. The punts were irreparably damaged by a flood in 1867.

The loss of the punts coincided with a period in which the Great Western Railway was in the advanced planning stages, including plans for the construction of a bridge over the Nepean River to link Penrith with Bathurst in the west, as part of the Penrith to Weatherboard Line (later Wentworth Falls). It was decided that the required bridge would carry both a railway line and a single lane of road over the river, as a temporary solution.

Victoria Bridge was designed by the Engineer-in-Chief of Railways in N.S.W, John Whitton and checked in Britain by his brother-in-law and renowned railway engineer John Fowler. Victoria Bridge was designed to carry two railway tracks as it was intended that the road on the bridge be only a temporary arrangement. The flood of 1860 that had carried off the previous bridge influenced Whitton to raise the bridge deck by six feet after witnessing the power of high flood waters.

The design of the bridge uses half through girders which are actually tall boxes made of riveted wrought iron plates was driven by the need to keep the underside of the bridge as shallow as possible to maximise headroom for flood clearance. The configuration of their boxes with their tall web plates, and upper box for lateral stability, reflected cutting edge design for the period. It utilised cutting edge of structural technology, using principles developed by Robert Stephenson in his design of the Britannia Bridge and the Conwy Railway Bridge in Wales, Thomas Telford and others who, by testing and theoretical work, developed techniques to prevent plate buckling by providing frequent vertical stiffeners, and sideways buckling of girders members by adding torsionally stiff boxes at the top and bottom. The first deep box girder bridge was designed by Stephenson and built across the Menai Strait in 1850. It was provided with suspension towers in case the deck was insufficiently strong and stiff, but the cables were never installed.

The construction contract for Victoria Bridge was split into several parts. One contract for the construction of the piers was awarded to William Tyler in 1862. He commenced work but flooding in 1863 and 1864 damaged his equipment and contributed to his abandonment of the contract in August 1864. The contract was subsequently awarded to W.Watkins for the sum of 44,658 pounds. He completed the work before the agreed completion date and avoided the 50 pounds per week penalty he would have incurred had he not delivered on time.

The ironwork for the bridge was supplied by Peto, Brassey and Betts of Birkenhead, England for 41,750 pounds. The same firm had supplied the ironwork for the Menangle Bridge constructed on the Nepean River in 1863 and now the oldest surviving bridge on the NSW railway system. The timber approach viaduct for the Victoria Bridge was constructed by Mr Baillie at a cost of 8, 716 pounds. Other small contracts for earthworks were also made bringing the total cost of the 1100 tonne iron bridge to approximately 110,000 pounds.

High floodwaters struck again soon after the bridge was opened in 1867, when the highest flood recorded until that time damaged the western timber approaches and washed away a portion of the spans and river bank. The main span however withstood this first major test and the flood waters did not reach the underside of the deck. A result of this flood a portion of the damaged timber viaduct was replaced by a shorter wrought iron box-girder span manufactured by the Thames Iron Company, Blackwall, England. The bridge was in operation as a rail bridge during the repair works and was re-opened to road traffic in 1869. The Victoria Bridge was considered to be of such modern design that it was featured in the "Modern Examples of Road and Railway Bridges" by Maw and Dredge in 1872.

Victoria Bridge had a significant impact on the local economy. Prior to its opening Penrith station formed the rail head of the western line, making Penrith a trade hub. The introduction of the road across the Nepean River diminished the business in the town previously brought in by travellers delayed in Penrith by poor river conditions. Conversely the opening of the bridge and the road and railway to the west enabled the growth of centres west of the mountains and the tourist industry of the Blue Mountains to become established.

Following the increase in rail traffic on the Great Western Railway and the increase in the weight of locomotive engines, options were considered for the duplication of the railway line and of the Victoria Bridge. The possibility of using Victoria Bridge to carry two rail lines was considered. But this would have required the strengthening of the bridge by constructing intermediate piers between the existing piers of the bridge, thus halving the length of the spans. This technique had been applied to Victoria Bridge's sister structure the Menangle Bridge in 1907. It was however decided that the construction of a second bridge alongside the Victoria Bridge would be more appropriate and construction on a steel truss bridge was undertaken. The piers of the new bridge lined up with Victoria Bridge's existing piers in an attempt to minimise stresses on the structures during high river flows. In 1907 the railway bridge that now stands alongside Victoria Bridge was completed. With its completion the Victoria Bridge was converted to carry two lanes of traffic and a footway while the new bridge carried two rail lines.

In the mid 1930s the timber approach spans of the bridge were discovered to be heavily deteriorated through termite attack and the approach spans were replaced with reinforced concrete trestles and a concrete deck supported by rolled steel joists (RSJs).

The site of Victoria Bridge has long been a centre of recreation in the Penrith region. From the 1850s it has been used for national and international rowing competitions.

Historic themes

Australian theme (abbrev)New South Wales themeLocal theme
3. Economy-Developing local, regional and national economies Industry-Activities associated with the manufacture, production and distribution of goods (none)-
3. Economy-Developing local, regional and national economies Pastoralism-Activities associated with the breeding, raising, processing and distribution of livestock for human use (none)-
3. Economy-Developing local, regional and national economies Technology-Activities and processes associated with the knowledge or use of mechanical arts and applied sciences (none)-
3. Economy-Developing local, regional and national economies Transport-Activities associated with the moving of people and goods from one place to another, and systems for the provision of such movements (none)-

Assessment of significance

SHR Criteria a)
[Historical significance]
Victoria Bridge is of state significance for its historical role as a vital element in the development of key road and rail transport routes across NSW from the 1860s and 1870s. In particular this includes the Great Western Railway line which opened up the western regions of the NSW, and made a significant contribution to improving trade flow across the state. As a road bridge it places a significant role in the story of crossing of the flood prone Nepean River, and was the first successful bridge crossing at Penrith. In addition to the wider advantages the bridge brought for transport across the state, it also has local significance for its economically on local workers and economies.
SHR Criteria b)
[Associative significance]
Victoria Bridge is of state significance for its association with its designer John Whitton, Engineer-in Chief for the NSW Railways, who also designed the Great Western Railway and the Zig Zag Railway at Lapstone and Lithgow. Mr Whitton was an outstanding engineer of his time and was also responsible for overseeing construction of the bridge and the railway line between Penrith and Wentworth Falls. It is also associated with the renowned British engineer John Fowler, of Firth of Forth Bridge Fame, who checked Whitton's design and plans and supervised the fabrication of the bridge in England.
SHR Criteria c)
[Aesthetic significance]
Victoria Bridge is of state aesthetic significance because its design was based on important principles pioneered by Robert Stephenson on the Britannia Bridge and the Conwy Bridge in Wales. It is the most intact of only two iron through girder bridges built in NSW. Menangle Bridge now has intermediate piers and so no longer has its original form. Victoria Bridge is the only one of its type still operating with the same structural system that it was built with. The bridge has been an important landmark in Penrith since its construction.

The bridge has state technical and aesthetic significance. Whitton's design employed the latest in British Bridge technology, utilising the through girder form, reinforced with boxes at the top and bottom of the girders, and long continuous spans to achieve maximum waterway, a feature of major importance at this site. The construction of the bridge constituted a major project carried out under extremely difficult circumstances. The bridge has strong and bold lines, providing a reassure presence in a landscape continually attacked by high floods which destroyed two previous bridges. It is a highly visually distinctive structure, and its enclosing form has always provided a distinctive travel experience, whether crossing by train, horse drawn vehicle, motor vehicle or on foot. The Victoria Bridge and the visually complimentary adjacent rail bridge form a landmark from both the Great Western highway and from the Nepean River and its banks. Both bridges are visually articulate about their structural properties and together, through their contrasting forms, provide an essay on the developments in metal bridge design across the late nineteenth and early twentieth centuries.

The quality and longevity of the bridge is evidence of Whitton's correct understanding of the power of the Nepean and his enormous commitment to build railways of a high standard, employing cutting edge British technology in a colony barely out of its infancy. The high level of the bridge and its robust stone piers, as well as s the iron span on the western end of the bridge added after its initial completion are articulate about the devastating potential of the river and the high level of persistence intelligence and investment required to bridge it.
SHR Criteria d)
[Social significance]
Public esteem for the bridge and an enduring interest in its management and use over its lifetime has imbued Victoria Bridge with social significance at a State level. Its historic, technical and aesthetic qualities are widely recognised within the Penrith, Sydney and Blue Mountains communities and more widely among railway and bridge enthusiasts and historians. It forms a landmark in the Penrith area and has been the centrepiece of the tourist and sporting activities of the Nepean which have attracted boating parties, swimmers, rowers, spectators and picnickers from a wide catchment area.

The bridge has local significance as a place of recreation. It is significant to the Heritage Engineers of Australia.
SHR Criteria e)
[Research potential]
Victoria Bridge has research significance at a State level as one of the oldest metal bridges in Australia. Together with the Menangle Railway Bridge and Prince Alfred Bridge at Gundagai, it is an important benchmark in early metal bridge design and construction practices giving insight into these activities which would be difficult to gain from other sources. With the largest spans of any metal girder bridge in NSW and being the most intact of two remaining bridges in the state of this type, the Victoria Bridge is of state significance for its research potential to illustrate the design and construction techniques of this type of bridge.
SHR Criteria f)
Victoria Bridge is of state significance as the only 'iron-through girder' bridge that has not been significantly altered, making it unique in NSW. It was one of three iron box-girder bridges built in NSW and one of only two surviving bridges, the other being at Menangle. The third, being an 1869 single span over the Wollondilly River near Goulburn, was demolished after duplication of the Great Southern Railway in 1914. The bridge also has State significance more generally as one of the oldest metal bridges in NSW and Australia.
SHR Criteria g)
It is of state significance because it is representative of the cutting edge of bridge design in 1864 and is representative of early wrought iron heavy bridge design. It also represents the importance of high quality bridge design in the opening up of Western NSW to the railway.
Integrity/Intactness: The bridge has undergone several alterations in its life so far. The bulk of the bridge however remains intact.
Assessment criteria: Items are assessed against the PDF State Heritage Register (SHR) Criteria to determine the level of significance. Refer to the Listings below for the level of statutory protection.

Procedures /Exemptions

Section of actDescriptionTitleCommentsAction date
57(2)Exemption to allow workHeritage Act - Site Specific Exemptions HERITAGE ACT 1977


Victoria Bridge Great Western Highway Penrith

SHR No. 1950

I, the Minister for Heritage, on the recommendation of the Heritage Council of New South Wales, in pursuance of section 57(2) of the Heritage Act 1977, do, by this my order, grant an exemption from section 57(1) of that Act in respect of the engaging in or carrying out of any activities described in Schedule 'C' by the owner, mortgagee or lessee of the land described in Schedule 'B' on the item described in Schedule 'A'.

Mark Speakman SC MP
Minister for Heritage

Sydney, 17 Day of May 2016

The item known as Victoria Bridge, situated on the land described in Schedule 'B'.

All of the built fabric of the Victoria Bridge within the existing road reserve of the Great Western Highway, Penrith shown on the plan catalogued HC 2638 in the office of the Heritage Council of New South Wales.

a.Restoration of the bridge by returning significant fabric to a known earlier location without the introduction of new material
b.Restoration of the bridge without the introduction of new material (except for fixings or fastenings) to reveal a known earlier configuration by removing accretions or reassembling existing components which does not adversely affect the heritage significance of the item.

2. Maintenance and Cleaning
a.The maintenance of the bridge to retain its condition or operation without the removal of or damage to the existing fabric or the introduction of new materials
b.Cleaning including the removal of surface deposits, organic growths or graffiti by the use of low pressure water (less than 100 psi at the surface being cleaned), neutral detergents and mild brushing, scrubbing or abrasives.
c.Maintenance and minor repairs necessary to preserve and maintain the functioning of the bridge as a transport corridor, including pavement resurfacing; maintenance and repair of roadside kerbing; maintenance and replacement of deck joints; concrete coring and testing; traffic management; relocation and maintenance of signage.
d.Use of anti-graffiti treatments including sacrificial coatings, where it is known that this activity would not harm the heritage values of the structure.

a.Repair of structural components of the bridge to include pavement resurfacing, painting, traffic management and navigational infrastructure on the bridge.
b.Repairs and activities associated with the maintenance and repair of services and utilities including communications and electricity.
c.The repair (such as refixing and patching) or the replacement of missing, damaged or deteriorated fabric that is beyond further maintenance, which matches the existing fabric in appearance, material and method of affixing and does not involve damage to or the removal of significant fabric.

4. Works
a.Works and activities associated with the maintenance and repair of the pedestrian walkway; maintenance and repair of pedestrian signage and plaques; and maintenance and repair of the pedestrian footpath.
b.Temporary works, not exceeding 12 months, including containment areas, deck support or inspection systems, scaffolding and enclosures necessary for the carrying out of maintenance, enhancement or upgrading works.
c.Minor works that do not alter the structure's overall form or shape or significantly change the appearance of bridge elements.
d.Minor works necessary to preserve and maintain bridge lighting including the upgrade of existing lighting fixtures.
e.Temporary and reversible works, not exceeding 6 weeks, for the operation of special events including the use of temporary event lighting.

5.Minor Development Endorsed by the Heritage Council
a.Minor development specifically identified as exempt development by a conservation policy or strategy within a conservation management plan or a conservation management strategy which has been endorsed by the Heritage Council of NSW, which does not materially impact on heritage significance.

a.Painting which does not involve the disturbance or removal of earlier paint layers other than that which has failed by chalking, flaking, peeling or blistering.
b.Painting which involves over-coating with an appropriate surface as an isolating layer to provide a means of protection for significant earlier layers or to provide a stable basis for repainting.
c.Painting which employs the same colour scheme and paint type as an earlier scheme if they are appropriate to the substrate and do not endanger the survival of earlier paint layers.
d.Removal of lead paint or other hazardous coatings using methods that are verified to not affect original fabric, where followed immediately by recoating to protect the exposed surface.

a.Installation of new signage or relocation of signs, except where these are commercial signs, modular sign structures, cantilever sign structures, or signage over 2 square metres in size.
b.Replacement of signage (up to a 50% increase in size) in the original sign area

8. Excavation
a.The excavation or disturbance of land that will have a nil or minor impact on archaeological relics including the testing of land to verify the existence of relics without destroying or removing them, where: archaeological assessment, zoning plan or management plan has been prepared in accordance with Guidelines endorsed by the Heritage Council of NSW which indicates that any relics in the land are unlikely to have State or local heritage significance; and/or
ii.evidence relating to the history or nature of the site, such as its level of disturbance, indicates that the site has little or no archaeological research potential.
b.The excavation or disturbance of land is for the purpose of exposing underground utility services infrastructure which occurs within an existing service trench and will not affect any relics.
c.The excavation or disturbance of land is to maintain or repair the foundations of the existing bridge which will not affect any associated relics.
d.The excavation or disturbance of land is to expose survey marks for use in conducting a land survey.

9. Landscape Maintenance (Approaches)
a.Weeding, watering, mowing, top-dressing, pest control and fertilizing necessary for the continued health of plants, without damage or major alterations to layout, contours, plant species or other significant landscape features.
b.Pruning (to control size, improve shape, flowering or fruiting and the removal of diseased, dead or dangerous material), not exceeding 10% of the canopy of a tree within a period of 2 years.
c.Pruning (to control size, improve shape, flowering or fruiting and the removal of diseased, dead or dangerous material) between 10% and 30% of the canopy of a tree within a period of 2 years.
d.Removal of dead or dying trees which are to be replaced by trees of the same species in the same location.
e.Tree surgery by a qualified arborist, horticulturist or tree surgeon necessary for the health of those plants.

10.Safety and Security
a.The erection of temporary security fencing, scaffolding, hoardings or surveillance systems to prevent unauthorised access or secure public safety which will not adversely affect significant fabric of the bridge including landscape or archaeological features of its curtilage.
b.Development, including emergency stabilisation, necessary to secure safety where the bridge has been irreparably damaged or destabilised and poses a safety risk to its users or the public.
c.Minor works necessary to preserve and enhance the security of the structure, including security fencing, video surveillance and detection systems.
d.Works that, in the opinion of the Heritage Council or its Delegate, are required for the security of the bridge and bridge users, and that need to remain confidential.

1Maintenance means 'the continuous protective care of the fabric and setting of a place'.
2Replacement elements may be date-stamped or otherwise marked to indicate they are later components.
May 27 2016

PDF Standard exemptions for works requiring Heritage Council approval


Heritage ListingListing TitleListing NumberGazette DateGazette NumberGazette Page
Heritage Act - State Heritage RegisterNominated by Engineerrs Australia Heritage Committ0195027 May 16 401151-1152
Heritage Act - s.170 NSW State agency heritage register     
Regional Environmental PlanHawkesbury-Nepean REP 07 Nov 97   
Local Environmental PlanNR-4 20 Dec 91 180 
National Trust of Australia register  10674   
Register of the National Estate 312028 Sep 82   

References, internet links & images

TypeAuthorYearTitleInternet Links
Written 0Article
Written 0article p 36
Written  Penrith Valley Heritage Drive
Written  National Trust Item Sheet
Written  RTA Bridge File 5/358.123 t1
Written  The Nepean Times 14 April 1882 & 1883, 26 Jan 1884, 19 Apr 1884, 28 June 1884, 20 December 1884 View detail
WrittenCardno MBK2001Study of Heritage Significance of Pre 1930 RTA Controlled Metal Road Bridges in NSW
WrittenCC Singleton1956'Ascents of Lapstone Hill' The Australian Railway Historical Society Bulletin No 277 September
WrittenConnell Wagner Pty Ltd2001Duplication of the Victoria Bridge over the Nepean River EIS
WrittenDepartment of Main Roads1934Main Roads Magazine Vol 5 No 3 May
WrittenFraser. D1995Bridges Down Under
WrittenLangdon. M2006Conquering the Blue Mountains
WrittenLee. R1988The Greatest Public Work
WrittenLorraine Stacker2002A Pictorial History of Penrith and St Marys
WrittenLorraine Stacker Victoria Bridge - A Story of Four Bridges
WrittenMaw and Dredge1872Modern Examples of Road and Railway Bridges
WrittenNSWGovernment Printer1879The Railway Guide of NSW
WrittenPalmer H1976Some Bridges Around Penrith
WrittenRapley J2003The Britannia Bridge and other Tubular Bridges
WrittenRTA S170 Register on line information  
WrittenSue Rosen and Associates2004Study of Heritage Significance of a group of RTA Controlled Bridges and Ferries

Note: internet links may be to web pages, documents or images.

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Data source

The information for this entry comes from the following source:
Name: Heritage Office
Database number: 5060797
File number: EF14/22755

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