Bay Sidings. This station was in operation for just seven weeks, from 30 May 1915 to 18 July 1915, as the inconvenience to passengers transferring between ferries and trains was unacceptable. Due to later overcrowding, a third platform was added on 12 December 1920 by removing the centre road track and laying a new track on inland side of the new platform 2. This station remained in use until the site was requisitioned to allow construction of the Sydney Harbour Bridge. It was not until 1922 that legislation was passed and acted upon, authorising the construction of a bridge. Tenders were invited in 1923 in accordance with general plans and specification prepared by Dr John Bradfield, Chief Engineer, Sydney Harbour Bridge and Railway Construction. The plans and specification provided the alternatives of a cantilever or an arch bridge. Twenty proposals were received from six different companies of various types of design. The tender of Dorman Long & Co Ltd, of Middlesbrough, England, for an arch bridge was accepted, the design being substantially in accordance with one of Dr Bradfield's proposals. The detailed design was carried out by the contractor's consulting engineer, Sir Ralph Freeman, and the fabrication and construction were under the direct charge of Mr Lawrence Ennis, a director of the firm. The design and construction of the bridge were supervised at all stages by Dr Bradfield and his staff. Temporary station From 27 April 1924, a new temporary station was brought into use, approximately back along the line on the site of the present Lavender Bay car sidings, just beyond the present Luna Park amusement park. It was linked to the street by stairs and three escalators, and to a new adjacent ferry wharf. The escalators at Milsons Point were the first installed in Australia, one of which was transferred to Town Hall station when the temporary station closed. The tram line was also relocated to terminate adjacent to the entrance to the new station in Glen Street. First work on the bridge commenced in 1924 with construction of the bridge approaches and the approach spans. Construction of the approach spans was undertaken concurrently with erection of the steelwork for the actual bridge structure. The building of the approaches on the north side included the construction of North Sydney Station, Milsons Point Station and a number of underbridges to carry the railway. The approaches were designed and built