"We have at last discovered a venue for a hillclimb par excellence. I cannot tell you about it in this issue but .... This I can promise you; that when the news is released, hillclimb enthusiasts will set to work on their cars with great zest".

The Car, October issue, 1935

In 1935, members of the Light Car Club of Australia inspected a property in Christmas Hills, some thirty kilometres north-east of Melbourne, known as Clinton's Pleasure Grounds, a picnicking venue which included the Rob Roy Shetland Pony Stud, a swimming hole, tennis courts, a cricket and football field, tea room and dance hall.

Their mission was to establish a Hillclimbing venue. Hillclimbing, a speed event in which drivers compete, one at a time, on an uphill course against the clock, is one of motorsport’s oldest events; the first was held at La Turbie near Nice, France, in 1897.

Opening on February 1, 1937, the Rob Roy Hillclimb was the first purpose-built Hillclimb in Australia. Cut out of the bush, it included an uphill half-mile, graded dirt road, a judges box and telephone boxes at the start and finish. In 1939, the track was sealed and became one of only three bitumen-surfaced purpose-built hillclimbs in the world, the other two being the Shelsley Walsh and Prescott courses in the UK.

The Rob Roy Hillclimb has a special place in Australia’s motoring history, with eight record holders going on to become Australian Grand Prix winners and one – Jack Brabham – a triple F1 World Champion. The roll call of other drivers who displayed their skills at the Rob Roy includes Harry Firth, Stan Jones, Lex Davison, Bill Patterson, Doug Whiteford, Peter Whitehead, Reg Hunt, Diana Davison Gaze, Tony Gaze and Len Lukey.

The Rob Roy Hillclimb was more than a racing event, it was a culture. Connected to Formula One racing, celebrities, champion drivers, patrons, collectors, and prestige and iconic cars, the Rob Roy had an aura of glamour, and club meets were social occasions, with drivers adhering to collar and tie dress codes and picnickers fashionably attired.

Nevertheless the cars were central. Over the years Bugattis, Jaguars, MGs, Falkenbergs, Oldses and Altas have competed with Australian makes such as Holdens, Fords and Elfins, from road cars to specialist cars. Many Australian cars started or developed their racing history at Rob Roy, including the Chamberlain, Maybach, BWA, Wyliecar, Klienig Special, the Walton JAP, and numerous other Australian Specials.

The Specials were modified and home-built cars. Hillclimbs make particular demands – lightweight cars with loads of torque are ideal – and so engines were upgraded, bodies stripped, cars were made up of the most suitable parts or whatever one had access to. The Specials were evidence of the culture of creativity and passion that surrounded the Hillclimb. Many cars, some pre-war, and modified constantly over time, have passed from driver to driver along with their history, to compete to this day.

In 1962, bushfires ravaged the Rob Roy, and it lay unused for another 30 years until the MG Car Club of Victoria secured a lease on the property and faithfully restored the track to host a bustling schedule of Hillclimb events. Since 1993, the Rob Roy Hillclimb culture – the drivers, the cars, the inventive mechanics and the enthralled daytrippers – thrives in the Christmas Hills.

Sources: Leon Sims, A history of Rob Roy Hillclimb - 1937 to 1961 - The Hill, The Drivers, The Cars. And, the MG Car Club of Victoria

This innovative collaboration between community museums and local artists captures the unique living memories and rich cultural heritage of communities along the Murray River between Wodonga and Corryong.

Seven short films were created as part of the project:

Nox-All Rabbits: How do you deal with a plague of rabbits? With Nox-All. Rabbiting was a way of life in Victoria, especially during the plague of 1932. Rabbits were a source of food and income (the felt from their pelts used in Akubra hats), and thought by some to be "better than chickens".

Jim Simpson's knitted war trophy: During World War II Jim Simpson's aircraft was shot down over Germany and he became a prisoner of war at Stalag IVB. Jim's ingenuity helped to keep prisoners warm, and ultimately resulted in an extraordinary memorial.

Old time music in the blood: Nariel Creek residents have music in the blood, so much so that they've been told their accordion style is special, using all four fingers at once. The Nariel old time style of Australian traditional music and dance continues with the Nariel Creek Folk Festival.

A history of engine power: Watch out... refurbishing engines can become an addiction. The gem of this collection of over 150 engines is an 1866 Ransom Sims engine, one of only 5 in the world, which has been lovingly restored.

The Saleyards Made Wodonga: Cattle were one of the biggest industries in Wodonga, and the saleyards a focal point town, not least because plum pudding was served in the luncheon room all year round.

The Icon of Wodonga: You need more than a trickle of water to fight a fire. The Wodonga water tower was welcomed as it brought the 'luxury' of water to town, and when it was decommissioned the community rallied to prevent its demolition.

The Saw Doctor's Wagon: The 'Sharpening King' and his family travelled throughout eastern Australia sharpening knives in their 'road urchin'. A circus-like wagon, the urchin was first pulled by horses, then a Chevron truck, and finally, by a David Brown tractor.

Participating museums: Granya Pioneer Museum, Man From Snowy River Museum, Tallangatta & District Heritage Group, Wodonga Historical Society.

Supported by: the Commonwealth Government’s Regional Arts Fund, Regional Arts Victoria, National Museum of Australia, City of Wodonga, Shire of Towong, Museums Australia (Vic) and Arts Victoria. Auspice organisation: Murray Arts

Digital Storytelling is a powerful form of media expression that enables individuals and communities to reclaim their personal cultures and stories while exploring their artistic creativity.

The Australian Centre for the Moving Image (ACMI) is Australia’s premier engine for screen and digital culture industries and assists in the creation and recording of hundreds of stories by individuals, community groups and organisations through its respected Digital Storytelling program, and ensures public access to the stories through exhibition.

Recording these stories has ensured many vital individual and community memories are preserved. The digital stories provide a personal voice that gives 'life' to issues that are often hard to personalise.

The ACMI Digital Storytelling program reflects its philosophy of drawing people closer to the moving image in all its forms and to foster interaction, understanding and a personal connection.

For more information on ACMI’s Digital Storytelling program, visit: Collections digital storytelling

In his hometown of Ararat, Stan Kelly (1911 – 2001) was known as an engine driver and as a talented painter of plants and flowers. A determined amateur, Stan painted at home on a small table and shared his talent by teaching botanical art in Ararat. Today, many Australians travelling overseas carry his artwork in their pocket.

Kelly is now recognised as one of Australia’s premier botanical illustrators, especially respected for his works on eucalypts. His first book, Australian Eucalypts in Colour, was published in 1949. His most celebrated work, Eucalypts Volumes I & II, was first published in 1969 and became a core reference for students of Australian botany.

Kelly received an Order of Australia Medal in 1980. In 2009, he was posthumously honoured when a selection of his botanical illustrations was adapted for the ‘N’ series Australian passport.

The Langi Morgala Museum in Ararat houses a permanent exhibit on Stan Kelly and his work, including a fine collection of his paintings.

A collection of over 500 of Kelly’s watercolour paintings is held by the National Herbarium of Victoria, Royal Botanic Gardens Melbourne.

As the rest of the world became enthralled in the exciting and mysterious world of scuba diving - devouring the anecdotes of early adventurers such as Jacques-Yves Cousteau and Lloyd Bridges - Victoria’s own pioneers were hard at work.

John Black is one of Australia’s early underwater explorers. He began his career in abalone diving in 1951 and became involved in the new and developing sport of scuba diving in the 1960s.

At the time, specialty equipment was hard to get so John and his colleagues used the DIY attitude to create boats out of wooden planks and Victa lawnmower engines and breathing equipment using hoses and hotel CO2 gas tanks. With these extraordinary apparatus they were among the first to enter the pristine underwater wilderness of the Gippsland coast.

John’s stories describe the evolution of diving gear, the triumphs and near-misses of working in a burgeoning field and the excitement of being the first to dive on the remains of Victoria’s spectacular shipwrecks.

John was interviewed as part of the Heritage Victoria East Gippsland Oral Histories project in 2003. This story includes audio extracts from his interview and a transcript of his full interview.

"Don't you overlook that Maryborough station, if you take an interest in governmental curiosities. Why, you can put the whole population of Maryborough into it, and give them a sofa apiece, and have room for more." Mark Twain, during his 1895 tour of Australia.

Twain’s remark stuck, and Maryborough became known as the railway station with a town attached.

Why was Maryborough chosen for one of the nation's grandest stations? Was it meant for Maryborough, Queensland? Was it indeed a ‘governmental curiosity’, a monumental bureaucratic mistake?

In fact, neither is the case. The Maryborough Station tells a much larger story: the vision for a rail-connected Victoria in the age that preceded the motor engine. Maryborough would be a crucial junction between the Wimmera, Geelong, Ararat, Warrnambool, Ballarat, Bendigo and Melbourne, especially for freight such as wheat.

The original station was built in 1874 but, as part of the 'Octopus Act' of 1884, Parliamentarians began arguing the case for a grander station.

The new Queen Anne style red brick building with stucco trimmings and Dutch-Anglo influences was erected in 1890-1, with 25 rooms, an ornate clock tower, Flemish gables, oak wall panels, a large portico, and a spectacular platform veranda - the longest in country Victoria.

Here, oral histories, expert opinions and archival photographs from local collections are presented, giving us a sense of the station's importance, its role in an earlier era and, as a magnificent late 19th century Australian building, the place it continues to hold in the district.

Ned Kelly, born in June 1855 at Beveridge, north-east of Melbourne, Northern Victoria, came to public attention as a bushranger in the late 1870s.

He was hanged at the Melbourne Gaol, November 11th, 1880. Kelly is perhaps Australia’s best known folk hero, not least of all because of the iconic armour donned by his gang in what became known as the Siege at Glenrowan (or The Last Stand), the event that led to Ned Kelly’s capture and subsequent execution.

The siege at Glenrowan on Monday, June 28th, 1880, was the result of a plan by the Kelly Gang to derail a Police Special Train carrying Indigenous trackers (the Gang's primary targets), into a deep gully adjacent to the railway line. The plan was put into effect on Saturday, June 26 with the murder [near Beechworth] of Aaron Sherritt, a police informant, the idea being to draw the Police Special Train through the township of Glenrowan, an area the local Kellys knew intimately. After the Glenrowan Affair, the Kelly Gang planned to ride on to Benalla, blow up the undermanned police station and rob some banks.

However, Ned miscalculated, thinking the train would come from Benalla not Melbourne. Instead of the 12 hours he thought it would take for a police contingent to be organized and sent on its way from Benalla, the train took 31 hours to reach Glenrowan. This resulted in a protracted and uncertain wait, leading to the long period of containment of more than 60 hostages in the Ann Jones Inn. It also resulted in a seriously sleep deprived Kelly Gang and allowed for the intervention of Thomas Curnow, a hostage who convinced Ned that he needed to take his sick wife home, enabling him to get away and warn the Police Special train of the danger.

Eventually, in the early morning darkness of Monday, June 28th, the Police Special train slowly pulled into Glenrowan Railway Station, and the police contingent on board disembarked. The siege of the Glenrowan Inn began, terminating with its destruction by fire in the mid afternoon, and the deaths of Joe Byrne, Dan Kelly and Steve Hart. Earlier, shortly after daylight on the 29th, Ned was captured about 100 metres north east of the Inn.

Glenrowan is situated on the Hume Freeway, 16 kms south of Wangaratta. The siege precinct and Siege Street have State and National Heritage listing. The town centre, bounded by Church, Gladstone, Byrne and Beaconsfield parade, including the Railway Reserve and Ann Jones’ Inn siege site, have State and National listing.

Born in a Trunk and Living in a Suitcase

Whether bonded by blood or shared experience, family strongly underpins the foundations of the performing arts industry. "I was born in a trunk" is a familiar introductory phrase used by those born of theatrical parents.

This story tells of the great Australian theatrical managements of J.C. Williamson Ltd (The Firm), and the Tivoli Circuit.

It also provides insights into Australian theatrical families such as: Tony Sheldon, his mother Toni Lamond, father Frank Sheldon, grandparents Max Reddy and Stella Lamond, and aunt Helen Reddy; and Val Jellay and her husband Maurie Fields, who met and married while touring together in the travelling company Sorlie's.

In the theatrical industry people like Irene Mitchell, artistic director of the Little Theatre which became St Martin's Youth Arts Centre, Gertrude Johnson, artistic director of the National Theatre, and Betty Pounder, choreographer and casting agent for J.C. Williamson, provided role models and mentoring for a generation of Melbourne actors and performers.

The text above has been abstracted from an essay Born in a trunk and living out of a suitcase written by Carolyn Laffan for the publication The Australian Family: Images and Essays. The full text of the essay is available as part of this story.

The Performing Arts Museum (now known as The Arts Centre, Melbourne, Performing Arts Collection) produced the exhibition Kindred Spirits - The Performing Arts Family as part of The Australian Familyproject, which involved 20 Victorian museums and galleries. The full series of essays and images are available in The Australian Family: Images and Essays published by Scribe Publications, Melbourne 1998, edited by Anna Epstein. The book comprises specially commissioned and carefully researched essays with accompanying artworks and illustrations from each participating institution.

Stories of a time in history when holidaying was a grand pastime, and when special and unique places in Victoria began to be appreciated, celebrated and shared in that iconic mode of communication: the picture postcard.

Inspired by postcards in their collections, eight historical societies developed themes to explore the history of the Mornington Peninsula. 

This story is based on a touring exhibition which was initiated by the Mornington Peninsula Local History Network and the Mornington Peninsula Shire.

Over the last 150 years Victoria has experienced a number of landmark capital works and landscaping projects in response to its changing economic, environmental and cultural relationship to water. The sewerage system that we take for granted today had to be built from scratch.

For all the grandeur that was 'Marvellous Melbourne' in the 1880s, the city was nicknamed 'Smellbourne', and for good reason. The building of Yan Yean Reservoir in the 1850s had ensured the availability of fresh water, but there was still no sewerage system.

An appalling stench wafted from the many cesspits and open drains. 'Nightsoil' (as human waste was politely referred to) polluted the streets and ran into the Yarra. Nightsoil collectors frequently dumped their loads on public roads. Ignorance and neglect of the hygienic disposal of human waste had devastating results at this time when hundreds died in a savage outbreak of typhoid.

Melbourne and Metropolitan Board of Works

In 1891 the Melbourne and Metropolitan Board of Works (MMBW) was created. It immediately began plans to build an underground drainage system linked to a pumping station at Spotswood, located on the western banks of the mouth of the Yarra River. The sewage flowed by gravity to Spotswood, where it was then pumped to the Werribee Treatment Farm.

Spotswood Pumping Station

Spotswood Pumping Station built to pump Melbourne's sewage to Werribee, was finished in 1897. At the pumping station, steam engines (later replaced by electrical ones) worked to pump the sewage up a rising main to join the major sewer outfall at the head of the pumping mains near Millers Road at Brooklyn. The outfall sewer then carried the sewage to the Werribee Treatment Farm where it was purified and discharged into the sea.

Werribee Farm

Werribee was the perfect site for the MMBW's new sewage farm. The farm was the Board's most important project, and one of the largest public works undertaken in Australia in the nineteenth century.

Land at Werribee was cheaper than at Mordialloc - the other site considered. Rainfall was low compared with the rest of Melbourne, which meant the land would adapt well to irrigation. Werribee was also 9 miles (14.4 KM) away from the nearest boundary of the metropolitan district (Williamstown), and 24 miles (38.6 KM) away from the influential and well-to-do suburb of Brighton. The Chirnside family sold 8,857 acres (3.2 hectares) to the Board for 17 pounds per acre.

The Earl of Hopetoun, Governor of Victoria, turned the first sod of earth in a ceremony on May 1892, which marked the beginning of the building of the outfall sewer near Werribee.

Connection!

On 5 February 1898, a ceremony marked the official connection of Melbourne to the new sewerage system. Guests - politicians, board members, city councillors and federal delegates - boarded a steamer to watch the Governor, Lord Brassey, raise the penstock (the partition between the smaller and larger sewers) at the Australian Wharf. They then visited the pumping station at Spotswood and the sewage farm at Werribee. Horses and carts conveyed the 180 guests around the farm.

After lunch and toasts, many of which looked forward to the future of a federated Australia, MMBW Chairman Mr Fitzgibbon proudly declared it "was not a question of how much the scheme was going to cost, but how much it was going to save in the lives of the citizens." Before the work was completed he hoped to see those puny punsters and petty wits who spoke of Melbourne as Marvellous Smellbourne constrained to speak of her as one of the sweetest and healthiest cities of the world.

'Introduction to Melbourne Trams: Step aboard!'

Written by Carla Pascoe, May 2012

Trams are what make Melbourne distinctive as a city. For interstate and overseas visitors, one of the experiences considered compulsory is to ride a tram. When Melbourne is presented to the rest of the world, the tram is often the icon used. The flying tram was one of the most unforgettable moments of the Opening Ceremony of the 2006 Commonwealth Games. When Queen Elizabeth II visited Australia in 2011, she was trundled with regal dignity along St Kilda Road in her very own ‘royal tram’.

The history of trams is closely bound up with the history of this southerly metropolis. Melbourne’s tram system originated during the 1880s economic boom when the Melbourne Tramway and Omnibus Company opened the first cable line. Cable tram routes soon criss-crossed much of the growing city and cable engine houses can still be seen in some inner suburbs, such as the grand building on the south-east corner of Gertrude and Nicholson streets, Fitzroy. Some older passengers like Daphne Rooms still remember riding cable cars.

In the late 19th century, cable and electric tram technologies were vying for supremacy. Australia’s first electric tram line opened in 1889, running through what was then farmland from Box Hill station to Doncaster. The only surviving clue that a tram line once traversed this eastern suburb is the eponymous Tram Road, which follows the former tram route in Doncaster.

Gradually, various local councils joined together to create municipal Tramways Trusts, constructing electric lines that extended the reach of the cable system. In 1920 the tram system came under centralised control when the Melbourne and Metropolitan Tramways Board (MMTB) consolidated the routes and began electrifying all cable lines.

Manpower shortages during World War II meant that Australian women stepped into many roles previously reserved for men. The tramways were no exception, with women being recruited as tram conductors for the first time. After the war, tram systems were slowly shut down in cities around both Australia and the world, as transport policies favoured the motor vehicle. But thanks to the stubborn resistance of MMTB Chairman, Sir Robert Risson, as well as the wide, flat streets that characterise the city’s geography, Melbourne retained its trams.

Melbourne’s tram industry has always possessed a unique workplace culture, characterised by fierce camaraderie and pride in the role of the ‘trammie’ (the nickname for a tram worker). Many Trammies, like Bruce MacKenzie, recall that they joined the tramways because a government job was seen as a job for life. But the reason they often remain for decades in the job is because of the strong bonds within the trammie ‘family’. This is partly due to the many social events and sporting clubs that have been attended by Trammies, as Bruce MacKenzie remembers. It is also because the demands of shift work bond people together, explains Roberto D’Andrea.

The tram industry once employed mainly working-class, Anglo-Australian men. After World War II, many returned servicemen joined the ranks, bringing a military-style discipline with them. With waves of post-war migration the industry became more ethnically diverse, as Lou Di Gregorio recalls. Initially receiving Italian and Greek workers from the 1950s and 1960s, from the 1970s the tramways welcomed an even broader range of Trammies, from Vietnamese, South American, Turkish and other backgrounds.

Trammies perform a wide range of tasks critical to keeping the system running, including driving, track maintenance, tram maintenance, time tabling, customer service and more. But just as designs of ‘rolling stock’ have changed - from the beloved veteran W class trams to the modern trams with their low floors, climate control and greater capacity - so too have the jobs of Trammies changed over time. Bruce MacKenzie remembers joining the Preston Workshops in the 1950s when all of Melbourne’s fleet was constructed by hand in this giant tram factory. Roberto D’Andrea fondly recalls the way that flamboyant conductors of the 1980s and 1990s would perform to a tram-load of passengers and get them talking together. As a passenger, Daphne Rooms remembers gratefully the helping role that the connies would play by offering a steadying arm or a piece of travel advice.

Trams have moved Melburnians around their metropolis for decades. As Daphne maintains, ‘If you can’t get there by tram, it’s not worth going’. Everyone has memories of their experiences travelling on trams: some funny, some heart-warming and some frustrating. Tram driver, Lenny Bates, tells the poignant story of the blind boy who would sometimes board his tram on Collins Street and unhesitatingly call out the names of the streets they passed. As the films in this collection demonstrate, every passenger has their routes that they customarily ride and these routes take on a personal meaning to their regulars. You could say that every tram line has its own distinct personality. Whilst the way the tram system is run inevitably changes across time, one thing has been constant: trams have always played a central role in the theatre of everyday life in Melbourne.

Joseph Jenkins was a Welsh itinerant labourer in late 1800s Victoria.

Exceptional for a labourer at the time, Jenkins had a high level of literacy and kept detailed daily diaries for over 25 years, resulting in one of the most comprehensive accounts of early Victorian working life.

Itinerant labourers of the 1800s, or 'swagmen', have become mythologised in Australian cultural memory, and so these diaries provide a wonderful source of information about the life of a 'swagman'. They also provide a record of the properties and districts Jenkins travelled to, particularly around the Castlemaine and Maldon area.

The diaries were only discovered 70 years after Jenkins' death, in an attic, and were in the possession of Jenkins’s descendants in Wales until recently, when they were acquired by the State Library of Victoria in 1997.

As Shackleton’s ambitious 'Imperial Trans-Antarctic Expedition' of 1914 foundered, the Ross Sea party, responsible for laying down crucial supplies, continued unaware, making epic sledging journeys across Antarctica, to lay stores for an expedition that would never arrive.

In 1914 Ernest Shackleton advertised for men to join the Ross Sea Party which would lay supply deposits for his 'Imperial Trans-Antarctic Expedition'. Three Victorians were selected for the ten-man shore party: Andrew Keith Jack (a physicist), Richard Walter Richards (a physics teacher from Bendigo), and Irvine Owen Gaze (a friend of Jack’s).

The Ross Sea party commenced laying supplies in 1915 unaware that Shackleton’s boat Endurance had been frozen in ice and subsequently torn apart on the opposite side of the continent (leading to Shackleton’s remarkable crossing of South Georgia in order to save his men). Thinking that Shackleton’s life depended on them, the Ross Sea Party continued their treacherous work, with three of the men perishing in the process. The seven survivors (including Jack, Richards and Gaze) were eventually rescued in 1917 by Shackleton and John King Davis.

In total, the party’s sledging journeys encompassed 169 days, greater than any journey by Shackleton, Robert Scott, or Roald Amundsen – an extraordinary achievement.

Jack, Gaze and others in the party took striking photographs during their stay. Jack later compiled the hand coloured glass lantern slides, which along with his diaries, are housed at the State Library of Victoria.

In the 1850s tens of thousands of Chinese people flocked to Victoria, joining people from nations around the world who came here chasing the lure of gold.

Fleeing violence, famine and poverty in their homeland Chinese goldseekers sought fortune for their families in the place they called ‘New Gold Mountain’. Chinese gold miners were discriminated against and often shunned by Europeans. Despite this they carved out lives in this strange new land.

The Chinese took many roads to the goldfields. They left markers, gardens, wells and place names, some which still remain in the landscape today. After a punitive tax was laid on ships to Victoria carrying Chinese passengers, ship captains dropped their passengers off in far away ports, leaving Chinese voyagers to walk the long way hundreds of kilometres overland to the goldfields. After 1857 the sea port of Robe in South Australia became the most popular landing point. It’s estimated 17,000 Chinese, mostly men, predominantly from Southern China, walked to Victoria from Robe following over 400kms of tracks.

At the peak migration point of the late 1850s the Chinese made up one in five of the male population in fabled gold mining towns of Victoria such as Ballarat, Bendigo, Castlemaine, Beechworth and Ararat. It was not just miners who took the perilous journey. Doctors, gardeners, artisans and business people voyaged here and contributed to Victoria’s economy, health and cultural life. As the nineteenth century wore on and successful miners and entrepreneurs returned home, the Chinese Victorian population dwindled. However some chose to settle here and Chinese culture, family life, ceremony and work ethic became a distinctive feature of many regional Victorian towns well into the twentieth century.

By the later twentieth century many of the Chinese relics, landscapes and legacy of the goldrush era were hidden or forgotten. Today we are beginning to unearth and celebrate the extent of the Chinese influence in the making of Victoria, which reaches farther back than many have realised.