Since 2009 the bridge has formed a core part of the Central Connector public transport route between the CBD and Newmarket, and is closed to private vehicles except taxis during the day.

Designed by the City Engineer Edward Anderson, the first bridge proved to be comparatively unstable, at least towards the end of its life when it would appear that maintenance was not kept up.

By the time it was approaching 20 years old, police were stationed at each end after rugby matches to ensure rowdy crowds did not cause it to wobble alarmingly by jumping or stamping on it.

In 1907 the Auckland City Council received two tenders for the bridge: a cheaper steel structure proposed by the American Bridge Company, and a more expensive ferro-concrete option designed by engineers R. F. Moore and Karl Rosegger Agster for the Ferro-Concrete Company of Australasia.

Even in its narrower form it was to cost £31,918, resulting in it being called "Myers' Folly" by many at the time, but was also seen to symbolise a commitment to a 'Greater Auckland', indicating leadership in technology development.

In order to dispel doubts about the strength of the still relatively untested type of construction, at the opening in April 1910 two steam rollers were driven across it.

[5] After repairs were made, the bridge was opened for exclusively car and pedestrian traffic; meaning that any trucks or fire engines accessing the Auckland City Hospital needed to take a longer route.

The bridge was closed for reinforcement works between late 2008 and October 2009 as part of the Central Connector, a 3 km bus priority route connecting the Auckland CBD to Newmarket and other destinations.

It received a $7 million carbon fibre strengthening upgrade to bring it up to current earthquake standards and to enable it to serve as a dedicated route for large numbers of buses.

[10][11] For this project, somewhat controversial due to the interruption of the direct car connection to Grafton, the bridge was tested and in 2008–2009, strengthened.

Costs were originally expected to be around $7.3 million for new anchors at the two main piers, carbon fibre wrapping around various steelwork and improvements to footpaths.

[3][10] The strengthening process involved the use of epoxy resin injections in cracked areas concrete beams and columns, the first time this technique had been used on a major structure in New Zealand.

However, the full intended level of bus services did not immediately use the bridge, as the Central Connector project was not finished.