'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.

Once a symbol of cultural survival, traditional crafts have in recent years become a means of reaffirming cultural identity.

In the hands of Waradgerie artist Lorraine Northey Connelly, this rich tradition undergoes further reinterpretation. She transforms woven string baskets and coolamons into contemporary colonial artefacts, using rustic materials, synthetic paint, ochre painted on sheets of corrugated iron, scrap metals and wire netting: expressive of a shared history and her own heritage of mixed cultures.

Over the past fourteen years Lorraine has been re-discovering her childhood environments, namely the mallee and riverine, acquiring a knowledge of local native and introduced plants and their cultural uses. Lorraine's personal interest in the protection of the environment and equality for all is represented in her art, through the use of recycled materials and symbols of reconciliation.

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.

“...the voice, pure and limpid, with an adorable timbre and perfect accuracy, emerges with the greatest ease.” Arthur Pougin, in Le Ménestral (Paris), May 12, 1889.

Dame Nellie Melba (1861 – 1931), was Australia’s opera superstar, performing in the great opera houses of the world - the Paris Opera, La Scala, the Metropolitan Opera House, and the Royal Opera House, Covent Garden, where she became prima donna, returning season after season.

The extensive Melba Collection at the Victorian Arts Centre includes costumes, records, accessories, letters, programs, photographs, opera scores and other personal effects. Other holdings of interest include 78rpm disks at the State Library of Victoria.

When you first come down the stairs, the Degraves Street Subway seems a bit daunting.

The long, pale pink tiled corridor with its blocked-off doorways and blotched asphalt, seems the perfect place for a mugging. A mysterious blind alley, which used to be an opening into the Mutual Store (and the earliest bowling alley in the CBD), leads off to your right. But stick with this corridor. It’s safe and is actually the route into the Campbell Arcade - a little slice of indie fringe artist-land which I think is a fine place to be.

The current Flinders Street Station building has been part of the lives of Melbournians for over 100 years.

Inspired by the launch of the latest competition to put forward proposals for its restoration and reinvigoration, and to highlight some of the amazing Flinders Street-related material in Victoria's cultural collections, I will be celebrating the past, present and future of my favorite station.

Over the next few months, I will be recording impressions and stories found whilst exploring the station as it exists today, trawling the internet for related sounds and images (such as this timelapse) and featuring some of the wonderful images of the station that are held in Victoria's cultural collections. As a taster for my future posts, here's a selection of images that I've found.

Melbourne is an expanding city, with a growing population and sprawling urban development. It is predicted that by 2056 an additional 4 million people will settle in Greater Melbourne, increasing the population from 5 million to 9 million people over the next 30 years (1). While some expansion is vertical, in the form of high-rise developments, much of this growth is across the peri-urban fringe, described simply as ‘areas on the urban periphery into which cities expand’ (2) or ‘which cities influence’ (3).

In Melbourne, these peri-urban areas of most rapid growth are currently the local government areas of Cardinia, Casey, Hume, Melton, Mitchell, Whittlesea and Wyndham. With population growth comes the inevitable expansion of infrastructure, services and transportation. As the fringes of the city continue to sprawl, what was once the urban fringe and green edge of the city has to be negotiated, as it is increasingly encroached upon.

The artists and photographers in Urban Fringe examine these spaces on the fringe of the expanding city of Melbourne, where urban and natural environments meet, clash and coexist. Beginning with white colonisation and the myth of ‘terra nullius’, these artists discuss the treatment of the Greater Melbourne environment over time, consider the cost of progress, and explore protest and the reclamation of space.

An authoritative presence on Platform One at Spencer Street Station for almost one hundred years, the Main Line Starter Clock stood over the people of Victoria from its installation in 1871 until 1960, when the station was re-developed and the clock was gifted by Victorian Railways to the Melbourne Museum.

This majestic artifact is now cleverly housed in a model ‘Museum Station’ in the new Pauline Gandel Children’s Gallery.

Built by watchmaker Thomas Gaunt at his premises in Bourke Street’s Royal Arcade in consultation with Government Astronomer Robert Ellery, the clock weighs some 150kg and stands – as you can gauge from this image of Conservator Sarah Babister as she repaired paint loss and removed decades of accumulated grime from the face – an imposing 1820mm high by 1190mm wide.

Television broadcasting arrived in Australia in 1956. At the end of that year only about 5% of Melbourne households had a television set. That figure is now closer to 99%.

Fifty years have seen many much-loved shows and celebrities come and go. The technologies of production have changed. Our televisions are no longer the bulky furniture items that once dominated the lounge room.

In 2006 the Australian Centre for the Moving Image (ACMI) celebrated the 50th anniversary of Australian TV with an exhibition dedicated to its rich heritage.

TV50 brought together iconic objects from the ACMI collection, the television networks and memorabilia accrued in private collections.

Many significant objects were acquired by ACMI from Mr Bob Phillips, whose career as a floor manager/producer - and collecting passion - began in the still pioneering days of the early sixties.

Being a teenage mother, expressing the power of music and defining identity and sexuality are just some of the stories shared by the young people who have taken part in the Australian Centre for the Moving Image (ACMI) Digital Storytelling program.

Inside each story is a profusion of ideas and emotions that are edited together as an illuminating way for the young storytellers to evoke memories, places and events that inspire them. Digital Storytelling provides a powerful multimodal learning tool that allows young people to tap into their creativity and critical awareness while allowing for a fluid manipulation and construction of technical and storytelling knowledge.

For more information visit the Australian Centre for the Moving Image website

"Do you remember the garden in which you grew up, or the part the backyard played in your family life? Imagine if you had actually grown up in one of Australia's finest gardens.

Created in the English-landscape tradition which traces its roots back to Capability Brown and Humphry Repton, Rippon Lea is one of Australia's most important historic homes, exemplifying the lifestyle of wealthy families living in 19th and 20th century Australian cities. Although its architecture and that of its outbuildings is impressive, it is the mansion’s gardens, which are truly remarkable, both for their landscape qualities and because they have survived many threats and changes in the past 130 years.

Today, the amenities offered by a typical garden are still greatly valued: a safe place for children to play, somewhere to dry the washing, a plot for vegetables and a flower garden that adds colour and produces blooms for the home. Today as then, the scale differs but the experience of owning a garden - with its balance of utility and ornament - is essentially the same.

The National Trust of Australia (Victoria) now runs Rippon Lea as a museum, conserving the architecture and the landscape, and presenting the social history of the owners and their servants. Visitors to Rippon Lea enter a mansion preserved as the Jones family lived in it after their 1938 modernisation. In the pleasure garden the Sargood era is evoked by the staging of a range of performing arts events including opera, theatre, chamber music and outdoor activities."

The text above has been abstracted from an essay Solid Joys and Lasting Treasure: families and gardens written by Richard Heathcote for the publication The Australian Family: Images and Essays. The entire text of the essay is available as part of this story.

This story is part of The Australian Family project, 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.

St Nicholas church in Humffray St, Ballarat East, was built in 1867. Originally named the Bible Christian Church, it was built by Cornish miners in the evenings and weekends after they had returned from their work at the diggings.

Like most buildings of its time it was built to last, constructed of solid brick with lime mortar. By the 1970s, the mortar was crumbling and the church community of the time re-mortared it with cement, a process we now know was incorrect for buildings of its age. The cement mortar, combined with rising damp, caused salt attack in many of the original bricks and the building literally began to crumble.

In 2009 the Greek Orthodox community of St Nicholas approached the City of Ballarat, Heritage Victoria and the trade school at the University of Ballarat to form a unique partnership to restore the church. This project allowed young apprentices to learn traditional trade skills and practice the technique of mixing and using lime mortar. In the process, the humble church has had its life extended, and the Greek community have a religious and cultural centre they can use for generations to come.

Established in 1968, Ararat Regional Art Gallery has a unique collection of textiles and fibre art dating from the 1970s, '80s and '90s through to now.

The gallery started collecting work in the 70’s arising from Australia’s growing craft movement – including glass and ceramics. A decision was later made to focus the collection on textiles to reflect the region’s historical association with fine merino wool production. The gallery now has over 1,200 items in its collection, with pivotal works by leading Australian and international artists working in fibre and textiles.

Textiles have been woven from fibre to create clothing and other items since prehistoric times. The 1960’s were a time of great change, with feminism entering the general lexicon and encouraging a questioning of the status quo. Initially aligned with 'women’s work', textiles have become a rich field for both male and female artists to examine gendered roles and social mores, as well as the boundaries of artistic practice.

Ararat Regional Art Gallery’s collection provides an invaluable history of textiles and fibre arts, and in doing so, it maps the influential role fibre and textiles have played in extending the boundaries both of visual art and social parameters.

Contemporary works featured in the gallery’s collection continue this tradition, with Lucas Grogan’s hand embroidered quilt offering a critique of contemporary culture.

Featured here are twenty representative works from the gallery’s textile and fibre art collection. Watch a video to learn about the history of Ararat Regional Art Gallery’s collection and see works by artists John Corbett (Australia), Olga de Amaral (Columbia), Tony Dyer (Australia), Kate Just (USA/Australia), Sebastian Di Mauro (Australia) and Yvonne Koolmatrie (Australia/Ngarrandjeri).

Antoine Fauchery and Richard Daintree's images offer rare fine quality images of early Victorian landscapes and Melbourne streets of the late 1850s.

Antoine Fauchery and Richard Daintree's Sun Pictures of Victoria was the first photographic album of Australian scenes made available for sale to the public.

Using the latest in photographic techniques of the time, the Fauchery-Daintree images offer rare fine quality images of early Victorian landscapes and Melbourne streets of the late 1850s; from pristine waterfalls, to the already altered Yarra River, to the dusty corner of Spring and Bourke Streets.

Further material can be found at the State Library of Victoria's Ergo site: Early Street Names of Melbourne

John Payne and Michael Varcoe-Cocks, conservators at the National Gallery of Victoria, explain how the restoration process for 'Shearing the Rams' by Tom Roberts began, with an x-ray of the iconic painting.

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.