page_title: History of Hobart
section_title: Late 20th century
hierarchical_section_title: History of Hobart / Late 20th century
caption_attribution_description: English: Picture of the Bowen Bridge, taken in the early hours of the morning from the northern side of Goodwood Road, on the western side of the Derwent River.
context_page_description: The modern history of the Australian city of Hobart in Tasmania dates to its foundation as a British colony in 1804. Prior to British settlement, the area had been occupied for at least 8,000 years, but possibly for as long as 35,000 years, by the semi-nomadic Mouheneener tribe, a sub-group of the Nuenonne, or South-East tribe. The descendants of the indigenous Tasmanians now refer to themselves as 'Palawa'.
  Little is known about the region from prehistoric times. As with many other Australia cities, urbanisation has destroyed much of the archaeological evidence of indigenous occupation, although Aboriginal middens are often still present in coastal areas.
  The first European settlement in the Hobart area began in 1803 as a penal colony and defensive outpost at Risdon Cove on the eastern shores of the Derwent River, amid British concerns over the presence of French explorers in the South Pacific. In 1804 it was moved to a better location at the present site of Hobart at Sullivans Cove, making it the second oldest city in Australia.
context_section_description: Although post-war Hobart was a thriving small city with a growing population and good combination of industry and primary agriculture, the city was largely confined to the western banks of the Derwent River.
  The first plans for a bridge across the Derwent River had been made in 1832, but the width and depth of the river, combined with the powerful currents, proved to be too much of a deterrent for then current construction materials and techniques. A solution was hit upon to create a pontoon bridge, and in 1943, the Hobart Bridge was opened, spanning the Derwent River for the first time. To deal with the perceived problem of upriver shipping access, a lifting span was added near the western landing that allowed quite large vessels to pass through.
  The Hobart Bridge had created the desired expansion of residential development on the eastern shore of the river, but by the mid-1950s, the population of the eastern shore, as it soon became commonly known, was so great that massive traffic congestion problems plagued the bridge. Stormy weather also created severe hazards on the water level roadway, with large waves sometimes sweeping over the roofs of vehicles.
  By the late 1950s, it was realised a larger capacity bridge was needed. Construction on the much larger concrete arch Tasman Bridge began in May 1960, and was completed on 18 August 1964 at a total cost of £7 million. The bridge was originally four lanes, and expanded access to the eastern shore dramatically.
  The 1950s brought an increased sense of mobility amongst Australians, both socially and geographically. Tourism was on the increase in Tasmania, and the state government invested £2,000,000 in the early 1950s for the construction of the 4700-ton Princess of Tasmania. Built in 1958, she was the first of a line of drive on ferries to cross the Bass Strait between Melbourne and Devonport that allowed tourists to travel by car from mainland Australia to Tasmania. Despite the popularity of the ferry service, it was already clear that aviation was the future of travel. In 1956 Lanherne Airport (now known as Hobart International Airport) was opened 20 km to the east of Hobart, and immediately created an increase in the number of tourists visiting the city.
  The Hobart Metropolitan Tramways reached a peak in popularity in the 1930s and 40s, but by 1960 increased pressure from private car ownership and petrol-powered buses led to economic trouble for both passenger rail and the Hobart Tramways.
  The final straw for the Tramways came on 29 April 1960 when a number 131 tram was struck by a lorry near the intersection of Elizabeth and Warwick Streets. The brakes failed as a result of the collision and the tram began to roll backwards down the steep gradient of Elizabeth Street during evening peak hour traffic. Despite being dazed by the collision, and rather than secure his own safety by jumping clear, tram conductor Raymond Donoghue guided the remaining passengers to the front of the vehicle as it was rolling backwards, and warned motorists by continuing to ring the tram's bells and desperately trying to operate the emergency hand brakes to no avail. It is estimated that the tram built up a speed of 40 to 50 miles per hour (64 to 80 km/h). The tram collided with the front of the following number 137 tram, killing Donoghue instantly. He remained vigilantly at his post throughout the disaster and in his heroism, he saved the lives of all of the passengers aboard, although 40 people were injured. Raymond Donoghue was awarded the George Cross posthumously for his actions.
  As a result of the accident and the economic questions, Hobart's trams were abandoned that year in favour of the Metropolitan Transport Trust's fleet of petrol driven buses. Most of the fleet of trams were sold off for scrap metal, although some were placed into storage, and the early 21st century saw calls for the restoration of a tram service, possibly as a reduced tourism service along the Hobart waterfront.
  1967 proved to be a disastrous year for the city of Hobart. On 7 February 1967, a combination of high wi
caption: The Bowen Bridge, completed in 1984, provides an alternative crossing of the Derwent River between Risdon Cove and Glenorchy, 10 km to the north of the Tasman Bridge.
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