MacRobertson Steam Confectionery Works was a confectionery company founded in 1880 by Macpherson Robertson and operated by his family in Fitzroy, Melbourne until 1967 when it was sold to Cadbury.

This story accompanies the 'Nail Can to Knighthood: the life of Sir Macpherson Robertson KBE' exhibition which took place at the Royal Historical Society of Victoria in 2015.

During the nineteenth century, horse-drawn vehicles were an essential part of life in rural Victoria.

In Ballarat, local coachbuilding firms assisted with the town’s growth in more ways than providing passage to the diggings. Horse-drawn vehicles were vital for the delivery of goods, responding to emergencies and often symbolised one’s social standing.

The Gold Rush ushered in a period of incredible growth for colonial Victoria. Ballarat’s escalating population and burgeoning industries highlighted the need for horse-drawn transport – not only for getting to the diggings, but also for delivering goods and building material, responding to emergencies and performing significant social rituals.

In the early nineteenth century, the goldfields were dominated by vehicles either imported from England or English-style vehicles built locally. Coaches, carriages and carts were typically constructed part-by-part, one at a time. As a result, each vehicle was highly unique.

By the mid-1850s, the American coachbuilding tradition had arrived on the goldfields. The American method, which had been developing since the 1840s, relied on mass-produced, ready-made components. In comparison to English designs, American coaches were known to be more reliable for goldfields travel; they were primed for long-distance journeys on rough terrain and were less likely to tip over.

As the nineteenth century progressed, a plethora of English, American and European vehicles populated Ballarat – both locally made and imported. The abundance of coaches, carriages and carts – and their value to the Ballarat community – can be seen in photographs and objects catalogued here on Victorian Collections.

'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.

"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.

In its heyday of the 1920s - 1950s, North Shore (a small northern suburb of Geelong) was the hub of industrial development in Victoria’s second city.

Situated against the backdrop of Corio Bay, North Shore and its immediate surrounds was home to major industries including Ford, International Harvester, Shell, the Corio Distillery and the Phosphate Cooperative Company of Australia (the 'Phossie').

Residents grew up with these companies literally over the back fence and many of their stories depict childhood memories of mischievous exploration. Many residents were employed by the industries, some hopping from job to job, whilst others spent the majority of their working lives at the likes of Ford or the Phossie.

At the commencement of World War II in September 1939, much of the local industry was placed on war footing. Two thirds of the newly opened International Harvester was commandeered by the R.A.A.F. and an ad hoc airfield was established. The U.S. Air Force arrived shortly thereafter.

The presence of American servicemen has left an enduring impression on the North Shore community. Their arrival was the cause of much local excitement, particularly among the children who made a pretty penny running errands for them. They were also a hit with the ladies, who enjoyed a social dance at the local community hall. The story of the American presence in North Shore remains largely untold, and the reflections of local residents provide a fantastically rare insight into a unique period in Victorian history.

A special thanks to local historians Ferg Hamilton and Bryan Power for their assistance during the making of this story. Also thanks to Gwlad McLachlan for sharing her treasure trove of Geelong stories.

Reading about Flinders Street Station can give you the impression this grand old building is past its useful life. Not so. This is a hardworking station – Melbourne’s public transport hub.

Over 100,000 commuters pass through the station every day, well up from the daily total of around 30,000 in the 1930s. In my childhood the concourse was smaller with iron pillars and a galvanized iron roof. I remember it being full of wooden shops, brown panelling and a floor that used to contain bottle top lids, pen caps, paper clips, broken chains and other intriguing items fossilized into the black asphalt.

Every now and then, when the Hume Dam is at a low ebb, the ghostly remains of old Tallangatta, in northern Victoria, can be seen above the water. Now located 39 kilometres east of Wodonga, Tallangatta is known as 'the town that moved'.

In 1956, 2 hotels, 4 petrol stations, numerous shops and businesses, 4 churches, more than 900 residents and all the usual public amenities of a country town were relocated 8 kilometres west of the old site. The original location was then flooded under 6 feet of water after the Hume Dam was expanded.

During 1954 the State Rivers and Water Supply Commission took more than 180 photos in and around the town, documenting houses, businesses and facilities before they were moved. Other images capture the remarkable feat of transporting the buildings to the new site, such as a weatherboard house being carefully towed toward a narrow bridge. Many photos give a vivid picture of the commercial centre of a small country town in the mid-1950s. Advertising signs promote Sennitts Icecream and The Argus newspaper, cluttered shops are packed to the gunnels with equipment and staples for small town life before large chain stores, supermarkets and cars changed country towns forever.

The shops and houses are distributed along straight Towong Street. Cars were scarce and bicycles were an important form of transport in the wide and mostly empty streets. Men and women in the 2 hotels were still segregated in the ladies lounge and main bar; and the hotel’s kitchen equipment was basic. The town offered butchers, barbers, and hairdressers, while the garages, plumbers, and hardware stores served both town and farming needs.

The Tallangatta photographs are part of The Rural Water Corporation Collection of more than 50,000 photographs held at The State Library of Victoria. This collection covers a range of water management projects and activities during the first half of the 20th century.

Although largely unacknowledged today, James Harrison was a major figure in the history of the city of Geelong. A politician, engineer, inventor, publisher and journalist, he was a man of huge energy and diverse talents.

In the 1850s he invented the worlds first ice-making machine from experimentations begun along the Barwon River in Geelong. He was also the founding editor of the Geelong Advertiser, after purchasing an old press from John Pascoe Fawkner and he was an important public commentator in the colony. He was a member of Geelong's first town council and represented Geelong in the colony of Victoria's Legislative Assembly.

Although travelling to Britain, and producing the first large commercial ice making machines, his business enterprises were not a success. He pioneered the development of a precursor to the modern refrigerated transport container but it failed during an experimental shipment of refrigerated beef to England and he was financially ruined.

After his death at Point Henry, Geelong in 1893 the people of Geelong paid for his tombstone and it was inscribed with the biblical quotation "one soweth, one reapeth".

Dromedary camels were introduced to Australia in 1840. The first significant shipment, however, was made to service the Burke and Wills expedition, which was the first exploring party to use camels, as well as horses, for transporting supplies.

In 1858, George Landells, who had worked as a horse trader in India, wrote to the Victorian Government explaining how the camel was ideally suited to the Australian landscape. He offered to travel to India and purchase camels on behalf of the Victorian government for use in exploration, and as the basis of a breeding stud. The government’s Board of Science and Zoological Gardens Committee agreed that the camel would be useful on the Australian continent, and Landells was authorised to borrow money from the Indian Government and make the purchase.

Landells traveled through India, Pakistan and Afghanistan to source the animals, engaging eight camel drivers to assist him on the journey from Karachi to Melbourne in December 1859, arriving mid-June 1860.

He was hailed for his travels through the ‘very unsettled’ lands by the English Scindian Newspaper, and similarly lauded in Melbourne where the ‘exotic’ animals caused a sensation, as did their handlers, identified variously as Indians, Sepoys, and Malays.

Partly in response to his fame, Landells was appointed second in command of the Burke and Wills expedition. He was also appointed officer in charge of the camels.

Landells recruited John Drakeford and John King, who had helped him bring the animals from Karachi to Melbourne, and four of the eight handlers: Samla (described by Becker as a Hindu), Dost Mahomet (or Botan), from Guznee; Esau Khan (or Hissand or Isaah), Belooch, who came from Mahadpoor in the Punjab, and another man from Kelat.

The expedition party departed Melbourne with 26 camels. As the expedition progressed, Landells and Burke disagreed over their treatment and Landells resigned in Menindee.

Four of the 26 camels were left at Menindee. Dost Mahomet stayed with 16 at the Coopers Creek depot. Burke and Wills took six animals with them on their trek to the Gulf and John King, travelled with them, to care for. Some of the animals strayed or were lost, others were abandoned. Burke, Wills, Charlie Gray and John King ate the last of them, as they struggled back from the Gulf of Carpentaria.

However the Burke and Wills Expedition was not the end of the story. Camels had proved their worth in negotiating the harsh and dry Australian interior and camels became an increasingly important form of transport in the Australian inland. Between 1870 and 1900, over 15,000 camels and 2000 cameleers were brought to Australia. The cameleers were commonly known as “Afghans” although small in number, they made a vital contribution to Australia’s exploration and development.

Feral camels now roam across outback Australia. In response, markets for live camels and camel meat have developed. It is more than likely that the descendents of Landells’ camels are among those that now roam the Australian continent.

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.

Koorie makers of art and artefacts draw upon rich and ancient cultural traditions. There are 38 Aboriginal Language Groups in Victoria, each with unique traditions and stories. These unique traditions include the use of geometric line or free flowing curving lines in designs.

This selection of artworks and objects has been chosen from artworks made across the range of pre-contact, mission era and contemporary times and reflects the richness and diverse voices of Koorie Communities. It showcases prehistoric stone tools, works by 19th century artists William Barak and Tommy McRae right through to artworks made in the last few years by leading and emerging Aboriginal artists in Victoria.

The majority of the items here have been selected from the extensive and significant collections at the Koorie Heritage Trust in Melbourne. The Trust’s collections are unique as they concentrate solely on the Aboriginal culture of south-eastern Australia (primarily Victoria). Over 100,000 items are held in trust for current and future generations of Koorie people and provide a tangible link, connecting Community to the past.

Within the vibrant Koorie Community, artists choose their own ways of expressing identity, cultural knowledge and inspiration. In a number of short films Uncle Wally Cooper, Aunty Linda Turner and Aunty Connie Hart practice a range of traditional techniques and skills. These short documentaries show the strength of Koorie culture today and the connection with past traditions experienced by contemporary Koorie artists.

Taungurung artist Mick Harding draws upon knowledge from his Country about deberer, the bogong moth: "The long zigzag lines represent the wind currents that deberer fly on and the gentle wavy lines inside deberer demonstrate their ability to use those winds to fly hundreds of kilometres to our country every year."

Koorie artists today also draw inspiration from the complex and changing society we are all part of. Commenting on his artwork End of Innocence, Wiradjuri/Ngarigo artist Peter Waples-Crowe explains: "I went on a trip to Asia early in the year and as I wandered around Thailand and Hong Kong I started to think about Aboriginality in a global perspective. This series of works are a response to feeling overwhelmed by globalisation, consumerism and celebrity."

Koorie culture is strong, alive and continues to grow.

CULTURAL WARNING: Aboriginal and Torres Strait Islander users are warned that this material may contain images and voices of deceased persons, and images of places that could cause sorrow.