Carlo is appointed Chairman of the Motor Traffic Committee

The 1903 Local Government Act placed all roads under the control of the local municipality. It soon became apparent that there were a number of issues associated with this such as the fact that some Councils were spending up to sixty per cent of their budget on road maintenance (1); that there was a lack of co-operation between local Councils and that there was no overall central body to oversee road construction and maintenance (2).   In 1910 William Davidson (3), Inspector General of Public Works, recommended the establishment of a Roads Board to take control of main roads. The Country Roads Board Bill was proclaimed on January 1, 1913 and the Country Roads Board (CRB) came into existence. The first meeting of this Board was held in the chambers of the Minister for Public Works on March 31, 1913 with William Calder (4), the Chairman, W.T.B. McCormack (5)  and F. W. Fricke (6), being the other members.

At one stage Carlo Catani was considered the most likely candidate for the Chairmanship of the CRB. Punch reported in October 1912 that The Chairman of the Main Roads Board is to receive £800 a year. He will almost certainly be Mr. Catani, who has been thinking out the engineering problems of the Public Works Department for many years, and yet gets only £650 a year, a remuneration which the average successful engineer in private practice would scorn (7). The Bendigo Independent reported in December of that year that When the bill was first introduced Mr C. Catani, Chief Engineer of Public Works, was accepted as almost a "certainty" for the position of chairman of the board. Under the new State reclassification scheme Mr. Catani's position will be so improved that it is just possible he may prefer to remain with the Public Works Department (8). However in January 1913, Punch reported that Carlo had declined to leave his present position (9).

Photo of Carlo - Chairman of the Motor Traffic Committee 

(or the committee which has suggested new regulations as The Herald says)

The Herald May 22, 1916  https://trove.nla.gov.au/newspaper/article/242328115

Continuing his career in the Public Works Department did not stop Carlo's involvement with roads and  roads maintenance as in February 1916 the Minister of Public Works, W. A. Adamson (10) appointed him as Chairman of the newly created Motor Traffic Committee. The purpose of the committee was to suggest legislation [to deal] with the problem of alleged destruction of roads by motor traffic (11). The other members of the Committee were William Calder and Frederick Fricke of the CRB and  A.T. Clark (12), Public Works Department Engineer of  Roads and Bridges.

The Victorian Year Books (13) give us some interesting statistics about the increasing popularity of motorised vehicles.  On June 30, 1912  there were 3,944 motor cars registered and 2,784 motor cycles; on December 31, 1916 - 10,713 motor cars and 8,123 motor cycles; and on December 31, 1918 - 15,158 motor cars and 9,928 motor cycles, so even the War didn't dint the enthusiasm for motor vehicle ownership, and thus it was not surprising that roads designed for horse traffic were not coping with more traffic and heavier vehicles.

The Committee reported back to Mr Adamson a few months later in May 1916 and recommended that legislation be enacted to (a) to protect roads from damage by the unrestricted use of heavy motor vehicles, and to require owners of vehicles to contribute toward the cost of special contribution and maintenance necessary for the case of traffic; (b) to protect roads from injury by excessive speed of heavy and light motor vehicle; and (c) to require large contribution to the fund for main road maintenance from users of motor cycles and motor cycles with side car attachment (14).

The Automobile Club (15) objected to the speed restrictions of commercial vehicles and  argued that roads should be built to suit the traffic and allow produce to be transported at the fastest speed at which a mechanically propelled vehicle can travel. The Motor Committee  said that if this was done it would cost the state £344,205,000 (16).  At the time Victoria had 68,841 miles of roads - that's about 111,000 kilometres (17).

As  a matter of interest it was recommended that the speed of heavy vehicles be restricted to eight miles per hour, but they could travel on any road. If the heavy vehicles were restricted to particular routes then the speed limit  could be increased to ten miles per hour (18). The  Automobile Club  also suggested that as a way to raise extra revenue for road maintenance all horses in Victoria should be taxed as it was ridiculous to assert that the 10,000 motor vehicles of all descriptions had caused more damage than the 562,321 untaxed horses (19). 

The Motor Traffic Act was debated in the Victorian Parliament in November and December 1918, I am unsure if it was passed. The Parliamentary debate included Mr Bayles (20) arguing that iron wheels and horses' feet were more destructive to road surfaces than motor cars; Mr Weaver (21) arguing that vehicles should be taxed on weight and not horse-power and Mr Prendergast (22) arguing that a distinction should be made between those who used motor vehicles for commercial purposes and those who used them for pleasure (23).

Carlo had an obvious interest in roads and road maintenance both from an engineering viewpoint and from the value that good roads had in opening up areas for farming and tourism. He knew that they also improved the amenity of people living in country areas by giving them better access to markets, shops, education and social activities. He was especially sensitive to the isolation of women in rural areas - It was not right to keep women in this back country unless they had proper road communication. The woman had to bear children. She was doctor, mother, teacher, everything, in this part of the world, and for her sake alone it was the duty of Governments to provide roads to enable her to get in and out. She was entitled to the same rights and privileges as the ordinary civilised being. These she could not have without decent means of communication (24).

The Victorian Year Books also have statistics on the number of people who were licensed by the Chief Commissioner to drive a motor vehicle. In 1912 there were 8,467 licenses; 1916 - 21,634 and 1918 - 27,423. I wondered whether Carlo had a licence and drove a motor car. There are many articles in the newspapers where he is driven, or 'motored', to various locations, often with politicians such as the Minister for Public Works, who I would assume had a government car and driver; or with other public servants or local councillors. I haven't come across any references to Carlo specifically being the driver, but I feel that with his interest in machinery, technology and new innovations that he would almost certainly have learnt to drive a car. Did he own a car? There was not a car listed in his assets in his Probate papers, so it doesn't appear that the Catani family owned a car (25).

Trove List
I have created  a list of articles on Trove related to the Motor Traffic Committee and the suggestion that Carlo's would be appointed as the first Chairman of the CRB, access the list here.

Notes
(1) Lay, Max Melbourne Miles: the story of Melbourne's Roads (Australian Scholarly Publishing, 2003) p. 46.
(2) Country Roads Board Victoria 1913-1963: Fifty Years of Progress (CRB, 1963), p. 14. There is also a history of the early days of the CRB in Roads for the People: a history of Victoria's Roads by W.K. Anderson (Hyland House, 1994).
(3) William Davidson, Inspector General of Public Works. Mr Davidson retired in 1912, you can read an interesting account of his life, here, in The Argus of August 24, 1912. He died  September 2, 1920 aged 75.
(4) William Calder (1860-1928) - the namesake of the Calder Highway. Read his entry in the Australian Dictionary of Biography, here.
(5) William Thomas Bartholomew McCormack - before he was appointed to the CRB he was an engineer with the Public Works Department. After William Calder's death he was appointed as the Chairman of the CRB. He died on January 22, 1938 aged 59. Read his short obituary, here, in the The Argus of January 24, 1938. Mr McCormack was the honorary engineer of the Great Ocean Road Trust and  a Memorial Arch and Tablet was unveiled in his honour in November 1939, read about this here.
(6) Frederick William Fricke, became Chairman of the CRB after Mr McCormack's death. He had previously been with the Lands Department and retired from the CRB in 1940.  Frederick's brother, Frederick Thomas Allan Fricke (they really were both called Frederick) was the Secretary for Lands. Frederick William died December 15, 1949 aged 79, read his obituary here.
(7) Punch October 24, 1912,  see here.
(8) Bendigo Independent December 25, 1912, see here.
(9) Punch, January 2, 1913, see here.
(10) William Addison Adamson (1858 - 1924). Read about him here on the Victorian Parliament website - Re-Member Former Members.
(11)  The Age July 11, 1916, see here.
(12) Alfred Thomas Clark. Appointed Assistant Engineer, Public Works Department Roads, Bridges and Harbours in October 1909 (Victorian Government Gazette October 20, 1909). Appointed as a member of the St Kilda Foreshore Committee to replace Carlo Catani in August 1918 (see here). His wife Evelyn Annie  Clark instituted divorce proceedings against him in 1920 (the file is at the PROV). This seems to have been the start of a decline in his behaviour, in 1923 he was charged with having obstructed the footpath in Elizabeth Street (see here) - must be more to that story than was reported. In July 1928 he was charged with drink driving (see here) and a month later was the subject of a Public Service Inquiry  due to alleged misconduct under the provisions of the Public Service Act (see here). The verdict of the Inquiry was not proved (see here). Perhaps connected to this, his services were Dispensed with (Victorian Government Gazette August 27, 1930). However, unless there were two A.T. Clarks, both Public Works Department engineers, there are still reports in the newspapers of Alfred working with the Public Works Department after this date (such as here), so perhaps he was reinstated. I believe his final position was as Shire Engineer at Warracknabeal (see here). He died December 19, 1949, aged 69.
(13) Victorian Year Books are digitised from 1973 - 2002, access them on the State Library of Victoria website https://guides.slv.vic.gov.au/vicgovpubs/yearbooks
(14) The Age September 7, 1916, see here.
(15) Automobile Club of Victoria, now the Royal Automobile Club of Victoria. For a history read The Crown of the Road: the story of the RACV by Susan Priestley (Macmillan, 1983)
(16) The Herald September 11, 1916, see here.
(17) The Age September 7, 1916, see here.
(18) The Herald September 11, 1916, see here.
(19) The Age September 7, 1916, see here.
(20)  Norman Bayles (1865 - 1946) Read about him here on the Victorian Parliament website - Re-Member Former Members. 
(21)  Isaac Job Weaver (1869 - 1954) Read about him here on the Victorian Parliament website - Re-Member Former Members. 
(22)  George Michael Prendergast (1854 - 1937)  Read about him here on the Victorian Parliament website - Re-Member Former Members. 
(23)  The Argus, December 5, 1918, see here.
(24)  Weekly Times, June 1 1912, see here.
(25) Probate papers at the Public Records Office of Victoria.

Anzac Memorial Highway

In February 1917 Mr Horace Washington Harrison (1), editor and founder of the Australian Motorist magazine suggested the construction of the "Anzac Highway" from Perth to Brisbane, and linking up these capitals with Melbourne, Adelaide, and Sydney and that this would be a fitting memorial to the Australian soldiers who have fallen in the war (2). 

The idea soon took hold and a correspondent with the pen name of Roman Roads wrote a letter to The Argus  suggesting that we could plant it with a double row of olive trees, symbolic of both the scene of our brave fellows' deeds, and of the "olive leaf" that these deeds will have helped to hold out to an outraged world. This tree is proof against every adversity, and shady and pleasing to the eye. Such a mammoth avenue of them would grow to yield £1,000,000 a year (3).

The  Anzac Highway concept was also taken up by  the Road Users' Association. This group had been around for well over  a decade, starting as the National Touring Association. In 1905 it changed its name to the Touring and Good Roads Association (4) and in January 1917, the name changed again, this time to the Road Users' Association (5).  The original purpose of the Group, as the name suggests was a touring association and one of the members was George Broadbent. Mr Broadbent (1863-1947) was a keen cyclist who held many Australian and Victorian records, including that of riding 203 miles (327 km) in 24 hours on a penny farthing - apparently that record has never been beaten, so if you are up for  a challenge (and happen to have  a penny farthing bicycle handy), then give it  a go. George began producing maps initially for cyclists but later for other road users and formed the company,  Broadbents Official Road Guides (6).

The Secretary of the Road Users' Association was Eric Boult and he wrote an article, published in the Truth newspaper about the Anzac Highway. The idea that the road should be a monument to fallen soldiers was expanded upon. As well, Mr Boult compared the Anzac Highway to the Roman Roads in Britain - now, these Roman roads have lasted because they were well built-far better built than those of our Country Roads Board and it is probably desirable that this highway, if built, should be constructed up to as high a standard as possible, with a view to making it thoroughly permanent (7). 

The road would also have a number of other benefits - it could be built entirely by returned soldiers from labourers to engineers. It would also provide ongoing employment as returned soldiers could be employed as patrol men along the route. The road would open up land for settlement and thus would permit very large numbers of returned soldiers being settled on the land. The road would also be of  military value and would aid in the defence of the country as well as being of benefit to motorists generally (8). 

There were also various suggestions that plaques and memorials to fallen soldiers would be erected along the length of the road and that members of the public or communities could donate money to have, for instance, a bridge built to honor  a fallen soldier (9).  Each state would be responsible for their section and could incorporate existing roads into the project or make new roads. The proposed road was compared to the Lincoln Memorial Highway which was being built across the United States (10).

In early May the Road Users' Association formed a committee to  provisionally formulate a scheme to give effect to the proposition (11).  Amongt those on this committee were William Edgar, President of the Association (12).  Mr Edgar was the former Minister for Public Works (13). Also on the committee was Carlo Catani, the recently retired Chief Engineer of the Public Works Department. A report of his retirement function in Table Talk quotes Mr Edgar as saying Mr. Catani would in future bear the honor due for the work of the proposed Anzac memorial highway to link up the Australian States. It was at his suggestion that this scheme has been put before the public, and it has a very worthy object in its proposed employment of returned soldiers (14).  The first job of this new Committee was to obtain the co-operation of kindred groups in other States or if none existed, the automobile club (15). 

This was a very grand scheme but in the end it was only partially successful as there is no Anzac Highway which links Brisbane to Perth. There is an Anzac Highway in South Australia which runs from Adelaide to Glenelg. As early as August 1917 the proposal was made to widen this road, which was called Bay Road,  with the addition of  a tram track down the centre along with memorials to soldiers, resurface it and add landscaping and rename it the Anzac Highway (16).  From reports in the newspapers it seems to have been referred to as the Anzac Highway from the early 1920s, but the name was officially changed in November 1924 (17).  In 1925, there were plans to plant the entire length of the Highway with Norfolk Island Palms. Sir Sidney Kidman, the pastoralist, donated £250 towards the project and Adelaide Register reported that to plant the tree and erect guards costs £2 2/ each tree, and it has been decided by the Treeplanting Advisory Board that a contribution of that amount would carry with it the privilege of having a tree dedicated to the memory of any fallen soldier and a tablet placed on the guard (18). 

The Adelaide Chronicle wrote One cannot imagine a more fitting memorial than the living evergreen tree typifying as it does, the ever-present memory of our glorious dead, their heroic achievements, and their final sacrifice that we might be free. Many of them came from the country, and loved the flowers and trees, and would not have hesitated to select a living tree as their monument (19).

Anzac Highway / Bay Road, in South Australia, flooded. 1926.

State Library of South Australia Image B 28557

We did have an Anzac Highway in Victoria, it is now known as the Great Ocean Road. The road from Barwon Heads to Warrnambool was proposed in December 1917 by Cr Howard Hitchcock (20), Mayor of Geelong as a memorial to the fallen soldiers (21).  Early the next year, Cr Hitchcock, Mr. Fricke, of the Country Roads Board and Mr Edgar, the Road Users' Association President and  others toured the area and were impressed. Mr Edgar had this to say the scenery was one magnificent panorama of ocean views, rugged coast line, and undulating forest country. The country is second to none in Victoria as a tourists' resort. The vegetation is luxuriant (22).  The Road Users' Association  appointed Mr C. Catani to represent us in any action which may be taken (23).   Early reports in the press referred to the road as a part of the Anzac Memorial Highway, but the  Trust that was established on March 22, 1918 to oversee the project was called the Great Ocean Road Trust, so that appears to be the favoured name from the start (24).

Sadly, Carlo passed away only a few months later on July 20, 1918 so he played little role in the development of the Great Ocean Road, even though he was a committee member of the Trust (25).  It was Cr Hitchcock who oversaw the project as the President of the Great Ocean Road Trust and generous benefactor towards the project. Cr Hitchcock passed away August 22, 1932 (on the day that the Catani Memorial Clock Tower was officially dedicated) just three months before the roadway was officially opened on November the 26th by Sir William Irvine, the Lieutenant Governor of Victoria. Sir William paid tribute to Cr Hitchcock -
Before proceeding to the task which I am here to perform, I must express my profound regret that he to whose energy and devotion the completion of this Ocean road is mainly due has been called away on the eve of the consummation of his life's ambition. But no nobler monument could be erected to the memory of the late Mr. Howard Hitchcock than that which his own enthusiasm has taken such a large part in creating, and which will always be associated with his name (26).

The Great Ocean Road, near Lorne. 

This great image gives a good idea idea of the obstacles faced in the construction of the road.

Photographer: Rose Stereograph Co. State Library of Victoria Image H90.160/82

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Acknowledgement: I found out about Carlo Catani's connection to the Anzac Highway and the Great Ocean Road, from my research colleague, Isaac Hermann. Thanks, Isaac!

Trove List - I have created a list of articles connected to the Anzac Highway, Carlo Catani's involvement and various other things I have written about in this post, access it here.

Notes
(1)  Horace Washington Harrison was the secretary of the Victorian  Chamber of Automotive Industries, which he founded around 1912 and the editor and founder of the Australian Motorist. According to his obituary, in 1950 he held the oldest driving licence in Victoria. Mr Harrison died in 1952, aged 73. His obituary was in the Herald, August 13, 1952, see here.
(2) Reported in The Argus February 12, 1917, see here.
(3) The Argus February 15, 1917, see here.
(4) Table Talk, February 16, 1905, see here.
(5) Geelong Advertiser,  January 25, 1917, see here.
(6) Information about George Broadbent comes from his Australian Dictionary of Biography entry by G.F. James, read it here.
(7) Truth, March 3, 1917, see here.
(8) Truth, March 3, 1917, see here.
(9) Geelong Advertiser May 9, 1917, see here.
(10) Albury Banner and Wodonga Express, March 2, 1917, see here.
(11)  The Argus May 5, 1917, see here.
(12) Mr Edgar took over as President in March 1917 - The Herald, March 12, 1917 see here.
(13) William Haslam Edgar (1858-1948) - member of the Legislative Council from 1904 to 1913 and from 1917 until 1948. Source: Parliament of Victoria Remember database, see here.
(14) Table Talk May 17, 1917, see here.
(15) The Argus May 5, 1917, see here.
(16)  The Adelaide Advertiser August 8, 1917, see here.  I initially found out about the connection about the Anzac Highway originally being called Bay Road from a document on the Australian Garden History Society website. The document is on Avenues of Honour, see it here.
(17)  The Adelaide Advertiser November 7, 1924, see here.
(18)  The Adelaide Register, October 26, 1925, see here.
(19)  The Adelaide Chronicle, October 31, 1925, see here.
(20) Howard Hitchcock (1866 - 1932) You can read about his life here, in his Australian Dictionary of Biography entry, written by Ian Wynd, here. I initially found the connection between Cr Hitchcock and the Great Ocean Road in the Victorian Heritage Database citation, see here.
(21) The Argus December 4, 1917, see here.
(22) The Herald February 18, 1918, see here.
(23) The Herald February 18, 1918, see here.
(24)  The report of the formation of the Great Ocean Road Trust can be read in the Colac Reformer of March 23, 1918, see here. References to the Great Ocean Road as part of the Anzac Memorial Highway can be found in the Herald of March 22, 1919 (see here)  where they are discussing the screening of  a new film of the Great Ocean Road, which was a comprehensive pictorial presentment of the route the proposed Anzac memorial highway will follow. George Broadbent wrote an article called The Great Ocean Road: Inception and Development and writes inter alia that it is further intended that the Great Ocean road shall be an Anzac memorial highway. It's a very informative article with photographs and  a map, read it in The Argus of April 29, 1922, here.
(25) Colac Reformer March 23, 1918, see here. The Committee of the Great Ocean Road Trust, as listed in the Colac Reformer were President, Cr Hitchcock, Mayor of Geelong; Vice-presidents, Cr Swinton, Warrnambool; Hon. A. Bell, M.L.C. Ballarat ; Messrs J. D. Deaney, Jas. M'Donald, Robt. Purnell, Duncan M'Lennan, M's.L.A. Committee - Cr J. Hancock, Colac; Hon. W. H. Edgar, M.L.C.; Mr P. H. Lock; Hon. T. Livingston, M.L.C.; Mr G. Broadbent, Cr W. Fletcher, Messrs W. B. Volum, John Pettit, C. Catani, Ed. Black, J. M'Phillimy, J. T. Anderson (Lorne), G. F. Sydenham, G. S. Mackay (Warrnambool), A. K. Stanford (Apollo Bay). Treasurer - Union Trustee Company of Australia. Organising secretary, Mr E. E. Hendy
(26) The Argus November 28, 1932, see here.

Vera and Enid - their life in Sydney

Carlo and Catherine had three daughters Elvira May, known as Vera, (born May 31, 1888); Eugenia Anastasia (born August 13, 1895) and Enid Marguerite (born November 3,  1899). I have looked at their school days and Eugenie's untimely death on August 1, 1915 at the age of only 19, here. This post looks at the life of Vera and Enid after they left school. Neither of the sisters went to University, Vera would have finished school around 1904 and Enid around 1915.

I feel as if neither woman reached their full potential - they had to cope with the death of Eugenie; a year later their brother Enrico was Killed in Action and two years later their father died. They must have been reeling while trying to cope with all that sadness and grief. Then perhaps things settled down until 1924 when their brother Ettore is committed to the Sunbury Hospital for the Insane and a year later their mother, Catherine died. No wonder the sisters sold up in Victoria and moved to Sydney, trying to leave all that misery and heartbreak behind. I hope they found some happiness there.

This is a timeline of Vera and Enid's life after they left school.

1909 - the first year Vera appears in the Electoral Rolls (ERs) (1). She is living with her parents at 4 Elm Grove at Armadale. Her occupation is Home Duties, that all purpose occupation assigned to most females in those days. Of course, Enid was living at home as well but she was too young to appear in the Electoral Rolls.  Glenluce, 4 Elm Grove was removed to make way for the duplication of the railway line between South Yarra and Caulfield in May 1912, read about this here.

1913 - Vera and the family are listed in the ERs at Orrong Road in Elsternwick. This must have been a short-term rental because in another 1913 Roll they are at Wyndham, Blessington Street in St Kilda.

1915 August 1 - Eugenie dies.

1916  July 29 - Enrico Killed in Action at Pozieres.

1918  July 20 - Carlo dies.

1924 - Enid appears in the ERs for the first time.  Also listed are her mother and sister and brother Ettore, who was listed on the Rolls from 1915 until 1925. Ettore is a Clerk and Enid's occupation is of course, home duties. The life of Ettore will be the subject of another post.

1924  December 26  - Ettore became of unsound mind and was committed to the Sunbury Hospital for the Insane (2).

1925 August 6 - Catherine dies.

1926 September 18 - The family home, Wyndham, is auctioned. Vera and Enid are at the address until 1927 (3).

1926 October 14 - The Catani property of six  acres on Mt Donna Buang Road at Warburton is auctioned (4).

1930  -  Vera and Enid are living at 45 Carrabella Street, Kirribilli, Sydney. Vera's occupation is Home Duties and Enid is a  Stenographer. The New South Wales ERs are on Ancestry from 1930, so I cannot say for sure where they were between 1927 and 1930.  There are two 1930 ERs on Ancestry and the sisters are also listed at 3 Wycombe Road, Neutral Bay.  Vera's occupation is listed as a Saleswoman and Enid's occupation is listed as aTypiste.

1932 and 1933 - Enid is living at Hotel Braeburn, Waruda Street, Kirribilli. She is a Stenographer.

Braeburn Hotel, Enid's home

The Sydney Morning Herald, January 2 1931  http://nla.gov.au/nla.news-article16742851

1932 July -  Table Talk announced the engagement of Enid to Keith Kenneth McKenzie of Richmond. The marriage did not take place (5).

1932 August 22 - Enid attends the unveiling of the Memorial Clock Tower in St Kilda, erected in honour of Carlo. Read more here.

1933 July 1 - Enid becomes joint proprietor of Special Press Photos.

Newspaper News January 2, 1933

State Library of Victoria Manuscript archives. Image: Isaac Hermann.

The article reads - Miss E.M. Loudon - Relinquishes interest in Special Press: Succeeded by Miss E. Catani. After having been associated with the representation of Special Press in Australia for 15 years, Miss E.M Loudon has relinquished her interest in that business in favour of Miss Enid Catani, who has acted in the capacity of secretary for nearly seven years. In addition to Special Press, Miss Loudon  has represented World Wide Photos, Keystone View Co. Inc., International Syndicate, Fox Photos, Blake Fashions and other syndicates. She is now devoting all her time to her advertising agency, which she has carried on for over 20 years. Miss Catani is the daughter of the late Carlo Catani, a former chief engineer of the Public Works Department, Melbourne.

Enid becomes joint proprietor of Special Press Photos

Dun's Gazette for New South Wales Vol. 50 No. 9 (August 28, 1933)

1934 -  Elvira is living at 1 Manns Avenue, Neutral Bay, her occupation is 'Home Duties.' I don't know where she was between 1930 and 1934, as she is not listed in the ERs.

Advertisement for a flat at 1 Manns Avenue, Neutral Bay, where Vera lived in 1934.

Sydney Morning Herald, September 26, 1934 http://nla.gov.au/nla.news-article17120388

1934  to 1937-  Enid is living at The Oriental, Milson Road, Cremorne, according to the ER's. Her occupation is listed as  'no occupation'. There are no ER's on-line between 1937 and 1943.

1935  July 20 - Enid inserts an In Memoriam notice in The Argus for Carlo.

Enid's In Memoriam notice for her father

The Argus July 20, 1935 https://trove.nla.gov.au/newspaper/article/11750011

1937 November 17 - Enid charged with stealing a darning set from David Jones.  I find this incredibly sad (not that I am condoning stealing).  Like all single women she had to support herself and with two thirds of her wage going on board, Enid  was in a fairly precarious position if anything unexpected cropped up.

Enid charged with theft

The Sun November 17, 1937  http://nla.gov.au/nla.news-article232015215

1937 November 29 - Enid retires from Special Press Photos. I wonder was this retirement linked to the Court case?

Enid retires from Special Press Photos

Dun's Gazette for New South Wales Vol. 58 No. 25 (December 20, 1937)

1943 -  Vera is living at 67 Macleay Street, Potts Point. Her occupation is a waitress. She was at this address when she passed away in 1947.

This is the Hotel Braeburn, formerly Astoria and originally Beulah, where Enid lived in Sydney. The building was erected in 1908 and was one of the first high-rises on the Sydney Harbour foreshore. Read more here on the Old Estates for Sale website.

National Museum Image 1986.0117.3763

1943 - 1949  Enid  is back at the Hotel Braeburn, Waruda Street, Kirribilli. Her occupation is still a Stenographer.

1947  April 16 - Vera dies at the Crown Street Womens Hospital in Sydney. She is buried at the Waverley Cemetery (7).

Vera's death notice

The Sydney Morning Herald, April 19, 1947 http://nla.gov.au/nla.news-article18022242

1950  October 21 - Enid dies at the Lanchester Private Hosital in Neutral Bay. She is buried at the Waverley Cemetery in the same grave as Vera (8).

Enid's death notice

Sydney Morning Herald October 23, 1950  http://nla.gov.au/nla.news-article18180355

Braeburn Hotel, where Vera lived. I wonder if she had a good view of the Harbour? Braeburn Hotel is the building on the foreshore on the left.

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Acknowledgment - The basis of this timeline was developed by my research colleague, Isaac Hermann. I have added some more facts, descriptions and opinions.

Footnotes

(1) The Electoral Rolls are available on Ancestry.com.

(2) The date of Ettore's admission to the Sunbury Asylum comes from an affidavit signed by Vera and Enid in Carlo Catani's Probate papers at the Public Records Office of Victoria.

(3) The sale of Wyndham was advertised in The Argus of August 21, 1926, see here.

(4) The sale of the Warburton property was advertised in the Lilydale Express of October 1, 1926, see here.

(5) The engagement announcement in Table Talk on July 28, 1932 can be seen here.

(6) & (7) Information from the Central Coast Family History Society; Collection Title: Index to the Charles Kinsela Funeral Directors Registers; Reference: Waverley Church of England on Ancestry.com.

By Catani 's banks and braes

This short report was published in Punch in January 1914. It is of interest for two reasons - firstly it is one of only two reports which I have found which mentions that Carlo came to Victoria with credentials from the Pope. I have written about this here.

By Catani's banks and braes

Punch, January 15, 1914  http://nla.gov.au/nla.news-article129696555

The second reason it is interesting is because I would love to hear By Catani 's banks and braes,  which I presume was a parody of  Robert Burns' 1791 poem, The Banks o' Doon. There are three versions of the poem according to the website  http://www.robertburns.org/  The poem was set to the tune of The Caledonian Hunt’s Delight. The  third version of the poem is

Ye banks and braes o' bonie Doon,
How can ye bloom sae fresh and fair?
How can ye chant, ye little birds,
And I sae weary fu' o' care!
Thou'll break my heart, thou warbling bird,
That wantons thro' the flowering thorn:
Thou minds me o' departed joys,
Departed never to return.

Aft hae I rov'd by Bonie Doon,
To see the rose and woodbine twine:
And ilka bird sang o' its Luve,
And fondly sae did I o' mine;
Wi' lightsome heart I pu'd a rose,
Fu' sweet upon its thorny tree!
And may fause Luver staw my rose,
But ah! he left the thorn wi' me.

I  wonder what the parody, By Catani's banks and Braes, was.  Did it start with Ye banks and braes o' St Kilda Shore? This sounds more likely than Ye banks and braes o' Koo Wee Rup Swamp, however Ye banks and braes of Mount Buffalo, is also a possibility.

Looking at the second verse - Aft hae I rov'd by Bonie Doon - could that be 
Aft hae I rov'd by Alexandra Gardens
To see Mr Cooper's Japanese Iris
And each bird sings of its love
Now that we are not in lockdown with the Corona Virus.

Or perhaps - 
Aft hae I rov'd by Morell Bridge
To see the Yarra flow beneath
And we all sing of our love
of a nice straight Yarra which no longer floods.

I think we can officially say that I do not have a poetical bone in my body. If I ever find the words to By Catani's banks and braes, I will let you know. In the meanwhile, if you are feeling poetical, have a go at creating a Carlo related poem.

Princes Walk Palms

In 1888 the new Princes bridge over the Yarra River was completed. It was designed by the firm of Jenkins, D'Ebro and Grainger  - J.S. Jenkins, Charles D'Ebro and John Harry Grainger, the father of Percy Grainger, the musician (1). The bridge required the Yarra Bank Road to the east to be realigned and the road was built up on top of vaults which were constructed in 1889/1890 and opened on to a walkway  along the Yarra River.  The new walkway was called Princes Walk and the vaults were known as Princes Walk Vaults (2).   In July 1913, the Melbourne City Council renamed this eastern portion of Yarra Bank Road, Batman Avenue (3).  The name was suggested by the Historical Society of Victoria to honour John Batman (1801-1839) the Melbourne pioneer.

Report of Melbourne City Council meeting, where the decision to use the name Princes Walk was made.

The Age February 10, 1891 http://nla.gov.au/nla.news-article201461346

 Princes Walk. 

River Yarra at Princes Bridge, Melbourne. Photographer: Charles Rudd (1849-1901)

State Library of Victoria http://handle.slv.vic.gov.au/10381/300243

Around 1901, nine palm trees were planted along the Princes Walk. At this time Carlo Catani was responsible for the Yarra River improvement and beautification works. Carlo had prepared the plans for straightening and widening the Yarra and the entire project was carried out under his direction and supervision. He also designed Alexandra Avenue, which runs alongside the Yarra and which was officially opened on May 17, 1901. The Alexandra Gardens, across the Yarra River from Princes Walk, were also designed by Carlo, in conjunction with the curator, George Cooper. The fact that Carlo was intricately involved with these Yarra beautification works, suggests that he was responsible for the planting of these palm trees. This post looks at the history of the nine palms - the Princes Walk Palms - which Melburnians either loved or loathed.

The earliest photo I could find of the Princes Walk palm trees, c. 1904.

Yarra River and Princes Bridge. Photographer: Robert Scott.

State Library of Victoria http://handle.slv.vic.gov.au/10381/67461 SLV have this photo incorrectly dated as c. 1920.

Spectators on the north bank of the Yarra amongst the Princes Walk Palms, 1906.

Henley Regatta, Melbourne. Photographer: Robert Scott

State Library of Victoria http://handle.slv.vic.gov.au/10381/54591

The Princes Walk Palms grew to become part of Melbourne's skyline and formed part of the backdrop for many Henley on Yarra Regattas. The Henley on Yarra races commenced in 1903 (4), and spectators lined up on both sides of the Yarra to view the race. So popular was this regatta that in 1908, Carlo Catani and George Cooper laid  out the Henley Lawn in the Alexandra Gardens.

Spectators amongst the Princes Walk Palms. I believe this photo was taken c. 1907.

Henley on the Yarra. Photographer: George Rose. 

State Library of Victoria http://handle.slv.vic.gov.au/10381/361634 SLV have this photo incorrectly dated as c. 1890-1900.

The Princes Walk Palms also appeared in many photos and postcards.

The Princes Walk Palms, c. 1908

River Yarra from Princes Bridge. 

State Library of Victoria http://handle.slv.vic.gov.au/10381/383210

A view of the palms, Princes Bridge and the Ferry Alexandra, 1917.

Princes Bridge. Public Works Department photographer.

State Library of Victoria http://handle.slv.vic.gov.au/10381/69688

Aerial view of Melbourne, c. 1927/1928. The Princes Walk Palms are standing proud, on the left.

Russell Street and Collins Street, looking south across Princes Bridge. Photographer: Airspy

State Library of Victoria http://handle.slv.vic.gov.au/10381/283337

The Princes Walk Palms viewed from the south bank of the Yarra River, September 1929.

Princes Bridge, Melbourne. 

State Library of Victoria http://handle.slv.vic.gov.au/10381/336908 

The first report that I could find that some Melburnians were not entirely enamoured with these nine palms was in August 1933, when the artist, Arthur Streeton had an article published  in The Argus. The article was about improving the City's gateway and he firstly commented on some on our grand bluestone buildings as Parliament House and the Victoria Barracks  and he noted that all the bluestone came from the north of Melbourne and none from south of the Yarra. He continued with attention it is remarkable how many "broken tooth looking," useless rocks have been transported from the north to the south side of the Yarra. For many years many thousands of them have been used by landscape gardeners for "decoration" and other purposes between Domain road and Prince's Bridge, along St Kilda road. Streeton also disliked  the forlorn row of nine palm trees north of the bridge waves rigged green heads against the motley of Flinders street architecture. The enormous bulk of their shabby skirts might have been dragged from the mud of the Yarra.  His two suggestions for improving Melbourne gateway were the removal of the stones and rockeries and  the removal of the nine tall palms - and all others like them--running eastward from the bridge, and the replacement of the palms with another row of Lombardy poplars (5).

Another letter writer agreed and  hoped that if Mr Streeton's letter would help towards sounding the death knell of those terrible palms on the north bank of the Yarra, Melbourne should be eternally grateful (6). 

1934 was a mixed year for the palms. In the February, The Herald, had a photograph of the palms with the caption -  The Nine Palms of Princes Bridge, destined perhaps to rival "Under the Clocks" at Flinders Street station as a trysting place for Youth and Beauty (7). In the July the palm trees were featured in a view of Melbourne on stamps issued to celebrate Victoria's centenary (8).

The Yarra River and the Princes Walk Palms on the Centenary of Victoria stamps, issued July 1934.

Image: EBay.

In August 1934, Clare Lyle, Lady Lyle (9) wrote to the The Argus in support of the palms Nine stately palms, perhaps 30ft high, stand guard on the Yarra bank between Flinders street railway station and the river. Their uncommon beauty is remarkable. I know of no others like them. Report has it that they are to be destroyed. I cannot believe such a thing to be possible. There could be no excuse (10).

A letter, written by George Brown, in response took issue with Lady Lyle's description of the palms - "Their uncommon beauty is remarkable; I know of no others like them." To those viewing them daily such a description must cause surprise, and is very misleading to those at a distance. The palms Brahea Alífera, or "thread palm," have unsightly stems approximately 35ft. high, capped with few and half-starved leaves; forlorn objects which, having had their day and having fulfilled their purpose, must give place to things more in keeping with the position and changing conditions (11).

Mr Brown's letter brings up the issue of what sort of palms these were; he called the Brahea Alífera, or "thread palm. The Argus in July 1931 called them cotton palms (12). The Newcastle Morning Herald identified them as belonging to the Washingtonia genus (13). A friend of mine, experienced in municipal gardening, says they are the Washingtonia filifera palm. The palms may have been purchased from Cremorne nursery, in nearby in Richmond - they were reported to raise thousands of various palms every year of and for drawing-room and table decoration the tender varieties cannot be excelled, whilst the hardy specimens form excellent plants for the lawn or flower border (14).

It was in 1935 that the first rumblings were heard from the Melbourne City Council about the palms - The stately palms along the north bank of the Yarra near Prince's Bridge may be removed if a plan prepared by the curator of parks and gardens (Mr. J. T. Smith) is adopted. Mr. Smith admits that the palms have a strong sentimental value, particularly for artists who like to paint Melbourne from the opposite bank, but several members of the parks and gardens committee consider that they have a dirty, shabby appearance and should be replaced by more attractive trees. The estimated cost was  £8,000 which also included regrading of the lawn and  extending the path (15).

In 1936 there were the occasional letters in support of the palms  from time to time civic reformers gaze sorrowfully at the nine palms on the Yarra bank near Princes Bridge, and cry aloud that they should be removed. But if eccentricity in man is tolerated to add a little to the gaiety of nations, why should eccentricity in Nature be condemned? Nature would be dull if she reduced everything to a dead level of uniformity. She has her more whimsical moods, and the Nine Palms of the Yarra Bank betray her wholesome sense of humor (16). 

Also in  April 1936 The Herald conducted a vox pop on the issue -  while the problem of the palms on Princes Walk is looming large to the City Council, and strenuous debate about whether they should be removed is likely, public opinion, as represented by the first half dozen people met on a reporter's ramble at Princes Bridge today is almost unanimous that the nine palm should stay. One of those interviewed, Phil Boreham, a ferry attendant,  had this to say I do know that had it not been for them during the floods of December 1934, many expensive boats and ferries would have been lost. The river came right up past our mooring pasts, and we hurriedly roped up all the boats to the bases of the palms. They were all that held them (17).

Boats and Ferries tied to the Princes Walk Palms in the December 1934 flood.

Floods, Yarra from Princes Bridge.

State Library of Victoria http://handle.slv.vic.gov.au/10381/47091

It was fortunate that The Herald reporter did not ask, Cr Nettlefold of the Melbourne City Council because he described them as feather dusters and moulting ostriches and said they should be removed without delay (18).  His fellow councillor, Cr Stapley described them as  grotesque-looking things and that  it is now impossible for our employees to keep the foliage nicely cut. The trunks are very frail and to place a ladder against them would be risky. Cr Stapley did give this assurance that we will consider from every angle the possibilities of putting some other form of plant life to their place, before any decision to remove them is made (19). 

Princes Walk, 1940s. Photographer: Athol W. Moore.

Melbourne Street and Surrounds

State Library of Victoria http://handle.slv.vic.gov.au/10381/4207111

The Princes Walk Palms, c. 1940.

Princes Walk ferry terminal. 

State Library of  Victoria http://handle.slv.vic.gov.au/10381/383632

The Princes Walk Palms, c. 1940

River Yarra

State Library of Victoria http://handle.slv.vic.gov.au/10381/4246261

Elevated view of  Flinders Street Station, the Yarra and the Princes Walk Palms. A near identical photo at the State Library states that it was taken from the Nicholas Building.  There is a War Savings Certificate advertising hoarding on the roof of the railway walkway, so this dates the photo to c. 1945.

St. Kilda Road, Melbourne. Elevated view from corner Swanston & Flinders, looking across Princes Bridge to station. Photographer: Victorian Railways

State Library of Victoria http://handle.slv.vic.gov.au/10381/97458 SLV have this dated as c. 1945-1954.

Rose Series postcard showing the Palms, from Princes Walk. 

Princes Bridge, Melbourne, Vic. Photographer: Rose Stereograph Co. Undated.

Rose Series postcard showing the Palms, from the south bank of the Yarra River

Looking across the Yarra, Melbourne, Vic. Photographer: Rose Stereograph Co. Undated.

We then read nothing of the fate of these palms for many year as the focus was on the War effort, but the Council were just biding their time and in September 1946, the made a decision in secret to destroy the palms. What follows is the time-line of the destruction of the palms

Wednesday, September 25 - The Melbourne City Council makes the decision to cut down the palms (20).

Wednesday, October 2 - The Herald reports that a Death sentence on the nine tall, palm trees on the water's edge in Princes Walk, at Princes Bridge was pronounced by the City Council's Parks and Gardens Committee a week ago. The reason:  the trees were too tall to trim, and falling branches constituted a danger to pedestrians (21). 

Thursday, October 3 - The Argus reported that Seven of the nine famous palms which line the north bank of the Yarra above Princes Bridge were still standing last night. Two had fallen to the axe during the day (22).

Thursday, October 3 - The Herald reported that the chairman of the City Council's Parks and Gardens Committee (Cr. W. J. Brens) today replied to criticism of his committee's action in ordering the removal of the palm trees in Princes Walk. He claimed at no time does the committee remove trees by stealth and that the decision not to tell the Press of the Council's decision was an oversight. Cr Brens also said that I know of no case where a person has been injured but numerous complaints that the trees are dangerous have reached the committee over a period of years. The fronds have long sharp spikes, and the committee thought it wise to remove the trees before a serious accident did occur (23). 

Friday, October 4 - Councillor Sir Harold GengouIt Smith is exploring the possibility of saving the five Palm trees still standing in Princes Walk (24). On the same day Cr Brens says that the parks and gardens committee had no intention of reversing its decision that all nine palms must go (25).

Friday, October 4 -  The Herald  published five letters on the palm trees, and the writers described the trees as  gaunt bedraggled relics of the Victorian era  and ugly and unsightly - those writers clearly agreed with Cr Brens.  One writer agreed with Sir Harold and called the palms unequalled in Victoria in grace and charm of setting (26).

Saturday, October 5 - The Argus reported there were five palms still standing (27).

Wednesday, October 9 - the last of the palms were removed (28).

Thursday, October  10 - The Argus reported that Cr Brens, chairman of the parks and gardens committee of the City Council, said last night that suitable replacements for the trees would be considered at next Wednesday's meeting of the committee (29).

The last palm standing.

The Herald  October 9, 1946 https://trove.nla.gov.au/newspaper/article/245524982?

In spite of Cr Brens saying that replacement trees will be planted and  in spite of Cr Stapley giving an assurance in 1936 that the trees will be replaced  in January 1947 a letter writer to The Age pointed out that no such trees had been planted (30).  No wonder the Melbourne City Council made the decision in secret and did not announce it, their objective all along seems to have been the destruction of the Princes Walk Palms and that they had no intention of replacing them at all.

We will give the then Premier of Victoria, Mr Cain (31) the last words on the subject of the destruction of the palms, as reported in The Argus, October 3, 1946 - Many Australians seem to be born with an axe in their hands, and to develop a constant urge to chop down trees. It seems that Melbourne could do with a few real beauty specialists to counteract the growing obsession for destroying trees it has taken many years to grow," Mr Cain declared. "Melbourne's green belt is something to be proud of, but it appears that a society will eventually have to be formed for the prevention of destruction of trees." (32)

Acknowledgement and Trove list

The first time I heard of the Princes Walk Palms, was when my research colleague, Isaac Hermann, pointed them out when we were looking at this postcard. He recalled that Professor Bill Russell had mentioned them during his Melbourne Day lecture held at the Royal Historical Society of Victoria in August 2018. Professor Russell's lecture, Revisiting Catani, was part of a programme of events held to commemorate the centenary of Carlo Catani's death. 

I then did some research on Trove and went through hundreds of photographs on the State Library of Victoria website, looking for any photo with even a glimpse of the Princes Walk Palms.  These articles and links to about 40 photographs are on my Trove list, which you can access here.

Sources

(1) The Princes Bridge citation on the Victorian Heritage database can be read here. You can read more about John Grainger on Culture Victoria, here.

(2) The Princes Walk Vaults citation on the Victorian Heritage database can be read here.

(3) The Herald, July 28, 1913, see here.

(4) The history of the Henley on Yarra can be found here.

(5) The Argus, August 5, 1933, see here.

(6) The Argus, August 8, 1933, see here.

(7) The Herald, February 27, 1934, see here.

(8) I discovered the information about the postage stamps in this article in The Herald, October 2, 1946, see here. 

(9) Clare, Lady Lyle, was the wife of Sir Thomas Ranken Lyle, a mathematical physicist, you can read about him in the Australian Dictionary of Biography, here. Lady Lyle was prolific 'letters to the Editor' writer mainly about animal welfare, especially dogs.

(10) The Argus August 11, 1934, see here.

(11) The Argus, August 18, 1934, see here.

(12) The Argus, July 18, 1931, see here.

(13) Newcastle Morning Herald, June 19 1937, see here.

(14) The Leader, September 7, 1901, see here.

(15) The Argus, July 27, 1935, see here.

(16) The Herald, April 3, 1936, see here.

(17) The Herald, April 16, 1936, see here.

(18) The Argus, April 16, 1936, see here.

(19) The Herald, April 18, 1936, see here.

(20) The Herald, October 2, 1946, see here.

(21) The Herald, October 2, 1946, see here.

(22) The Argus, October 3, 1946, see here.

(23) The Herald, October 3, 1946, see here.

(24) The Herald, October 4, 1946, see here.

(25) The Herald, October 4, 1946, see here.

(26) The Herald, October 4, 1946, see here.

(27) The Argus, October 5, 1946, see here.

(28) The Argus, October 10, 1946, see here.

(29) The Argus, October 20, 1946, see here.

(30) The Age, January 29, 1947, see here.

(31) John Cain (1882 - 1957), Premier  of Victoria. Read his Australian Dictionary of Biography entry, here.

(32) The Argus, October 2, 1946, see here.