Fremantle Engineering Heritage Tour A + B + C

Welcome

Welcome to the first Engineering Heritage walking tour of Fremantle City and Wharfs. Follow this online tour guide and learn how engineers helped create the Fremantle we know today. You can start and end at any location, and take as long as you like, or stop for coffee or a cool drink along the way. Keep this page open on your phone.

We have presented the tour locations in a convenient sequence of three walks, Walking Tour A, Walking Tour B and Walking Tour C, each one of comfortable length for an able-bodied person. We recommend driving to the start of each walk. You can also choose your own tour and see what sites are of interest to you. To get the most out of this app, simply open Google Maps on your phone and then click on the green arrow "directions" symbol alongside the images of each location below. This will help guide you to the best viewing location. Wander as you like when you reach the location and when you have had enough click the green arrow for the next location. Displayed on this page is a map of Fremantle showing each of the three tours.

Safety

While exploring, please consider your safety at all times. Do not look at your phone while walking! Please, please watch out for vehicles when crossing roads and stepping back to admire the engineering works. If you are taking photographs, ask your companions to watch out while you are concentrating on photography!

WALKING TOUR A

Port of Fremantle

Port of Fremantle Container Terminal under construction in 1967.^[1]

For 125 years the port has been a key import and export location on the Australian continent.

Annual trade in financial year, 2021-22 was worth 37.6 billion, directly employed 341 people, handled 28.3 million Tonnes of cargo, mostly consisting of 792,000 containers, and 5 million Tonnes of bulk cargo and 162,000 new and used motor vehicles.

The Fremantle Port signed a sister port affiliation with Port Nagoya Japan on 19th April 1983. You can enter the office on working days and enquire about Port Authority tours which are held on Tuesdays and Thursdays.

As well as its contribution to Western Australia’s economic life, the Port of Fremantle has had a vital wartime role.

Many Western Australian service people left for and returned from wars at Victoria Quay. Those wars included the Boer War, WWI and WWII. During times of hostilities, the harbour and its facilities have accommodated scores of Australian and allied naval vessels on active service ‑ battle ships and troop transports, hospital ships and support vessels, including many passenger ships and commercial vessels seconded to the war effort.

Among the famous ships to pass through Fremantle during the Second World War were the massive liners Queen Mary and Queen Elizabeth in the role of troop carriers. However, because of their size neither of these ships could take up a berth in the Inner Harbour, and anchored instead in Gage Roads. Other well-known ships used in the troop transport role were the liners Strathaird, Strathnaver, Orford, Orion, Orcades and Otranto. There were many more. Interstate passenger vessels such as Kanimbla, Manoora and Westralia were also requisitioned for war service. The Port of Fremantle is an economic powerhouse that performs a critical role facilitating trade for Western Australia.

Statue: Engineer-in-Chief Charles Yelverton O'Connor

Statue of C. Y. O'Connor
Source: Russell Ellen

O'Connor's monument 1923^[2]

The statue commemorates Irish born Charles Yelverton O`Connor, the Engineer-in-Chief of the Colony, later State, of Western Australia from 1891 to his untimely death in 1902.Fremantle Harbour and the..

Plaque commemorating C. Y. O'Connor
Source: Russell Ellen

It commemorates O`Connor’s most significant achievements:

• the Fremantle harbour, • the Goldfields Water Supply Scheme (GWSS) which included a 560 kilometre pipeline from Mundaring in the hills overlooking Perth to Kalgoorlie, the centre of the state’s gold mining industry and • all railways built in Western Australia between 1891 and 1902. In March 1902, subject to scrutiny by Royal Commissions and hounded by the press, he rode his horse into the sea near Robb’s Jetty, 3-4 miles south of Fremantle and took his own life.

Monash Heritage Marker
Source: Russell Ellen

This site was recognized as a National Engineering Landmark (NEL) on 4th December 1990. A marker and symbolic structure was erected to recognize this NEL. The webpage address for the Fremantle Harbour EHRP marker is https://heritage.engineersaustralia.org.au/wiki/Place:Fremantle_Harbour.

Read more…. In August of 1908, Sir John Forrest launched a campaign for the erection of this memorial as reported in the Sunday Times (Perth), 16th August 1908 As it has been decided to erect a permanent memorial to the late C. Y. O Connor, whose memory will ever be associated with the huge scheme which supplied the Eastern Goldfields with water, we trust that the movement will be "made worthy of the subject". The proposal is to have a bronze statue of the eminent engineer placed on some suitable site overlooking Fremantle Harbor, and to be effective the statue should be an imposing one. . Front Inscription: C. Y. O`Connor. A.D. 1843 – 1902 The wording on the plaque reads: “The memorial was erected by the people of Western Australia. In grateful memory of the public services of Charles Yelverton O`Connor C.M.G. M.Inst.C.E., Engineer-in-Chief 1891 to 1902 He designed and constructed Fremantle Harbour, the Goldfields Water Supply from Mundaring to Coolgardie and Kalgoorlie. A distance of 352 miles and all railways and other public works throughout Western Australia during the above period.”

Maritime Museum

The WA Maritime Museum is symbolic of Fremantle’s past, present and future as a coastal city and port.

It houses significant historic objects and vessels that highlight WA’s sporting, sailing and adventure heritage, including the America’s Cup winning yacht, Australia II and Jon Sanders yacht, Parry Endeavour. The WA Maritime Museum is open daily from 9:30 to 5pm. Admission is $15 and $10 concession. Read more… Australia II won the Americas cup in 1983. On 26 September 1983, the yacht made history when the oldest sporting trophy in the world, the America’s Cup, was wrested from the United States of America in whose possession it had been for 132 years.

Australia II Yacht displayed in the museum
Source: Russell Ellen

Australia II was owned and built by a syndicate Western Australians headed by former businessman Alan Bond. The syndicate had unsuccessfully challenged for the Cup three times, which had been held by the New York Yacht Club since 1851, but the syndicate was determined to bring home the ‘auld mug’ in 1983. The designer of Australia II, Ben Lexcen, had conceived a winged keel that under secret testing in the Netherlands had out-performed conventional keels. The yacht was built in Cottesloe by local boatbuilder Steve Ward. The crew was based in Perth and undertook a rigorous training program to prepare them for the series of races that would determine the challenger for the America’s Cup, held in Newport, Rhode Island. Following the success of Australia II in the Round Robin series to select a challenger for the Cup, the yacht raced in the best of seven races to determine the ultimate winner. At the end of four races, with the score 3-1 against them, the crew of Australia II faced an enormous challenge. Against all the odds they went on to win the remaining three races, becoming the first non-American yacht to win the Cup. In 1988 the yacht and associated material was bought by the Australian government for $2,000,000 and accessioned into the National Museum of Australia collection. The yacht was subsequently displayed in Fremantle before a new home was prepared at the Australian National Maritime Museum in Sydney. In 1995 the Australian government offered the yacht back to the Western Australian community, recognising the value of conserving objects in their place of origin. A purpose-built facility to house the yacht was proposed. The museum, located at the western end of Victoria Quay in Fremantle, was completed in May 2002 and installation of the Museum’s exhibition completed for opening in December of the same year. Australia II is displayed in what was a defining moment of the final race. Having just passed the American boat, Liberty, on the last downwind leg, Australia II is fast approaching the last rounding mark, the America’s cup buoy. The yacht is heeled to approximately 9 degrees as it approaches the mark, to begin the final leg to the finish. During the final windward beat Australia II tacked many times to defend their precious lead. At 5.21pm the yacht crossed the line to win the America’s Cup.

Victoria Quay

Royal Yacht Ophir pictured in Victoria Quay in 1901^[3]

Royal Yacht Ophir, Victoria Quay

In the early years of European settlement, the port facilities at Fremantle comprised various wooden jetties in the area known as Bathers Beach and Arthur's Head. These jetties were exposed to the elements, including the strong south-westerly winds known locally as the Fremantle Doctor. Work began on the Fremantle Inner Harbour, designed by the State’s Engineer-in-Chief, CY O'Connor, in 1892 and the harbour was officially opened on 4 May 1897.

Victoria Quay was briefly known as South Quay but was renamed Victoria Quay in 1901 when the Duke and Duchess of Cornwall and York visited the port. Queen Victoria had died earlier that year.

In the early days most of the cargo handling and activity occurred at Victoria Quay. North Wharf (now known as North Quay) became the major hub of cargo handling only after 1969 when the container era began. Victoria Quay has played a significant part in Western Australia's development and history, including during wartime.

Tide Meter

New Tide Meter gauge in Fremantle harbour
Source: Russell Ellen

Fremantle Ports’ tidal records commenced at the opening of the port in January 1897. Originally using a tide gauge located in A Shed, Fremantle Ports has since produced near-continuous monthly average data. 125 continuous years and counting! This makes the Inner Harbour’s tide record the longest continuously recorded tide data for any location in the Indian Ocean basin and the second longest in southern hemisphere, pipped only by 11 years by Fort Denison in Sydney Harbour.

The original gauge used a clockwork driven ink pen on paper recorder.

Item 15 - Arthur Head Lighthouse. Item 16 Harbour Battery + Gun Mounts

You can see Arthur Head Lighthouse, Harbour Battery, Gun Mounts from the verandah of the Maritime Museum rather than walking out to the South Mole (Arthurs Head) Lighthouse. You can read about Item 15 and Item 16 in tour notes below.

3000 Tonne Slipway

2000 (later 3000) Tonne slipway approved by State Govt in 1938 for Fremantle Harbour
Source: Russell Ellen

Since the construction of Fremantle Harbour in the late 1890s, provision of slipping facilities for the maintenance and repair of large vessels had long been an intention of the Western Australian Government. However, financial constraints meant that other public works took priority until combat moved into the Pacific region during World War II. The need to repair and maintain defense vessels on the west coast of Australia then became acute. With financial assistance from the Commonwealth Government, the Western Australian Public Works Department (PWD) designed and built a slipway of 2000 ton capacity at Arthur Head, Victoria Quay, to provide such a facility. Known as the Fremantle South Slipway, it came into operation in September 1942, servicing many Allied submarines and other navy and merchant vessels for the remainder of the war. Together with adjacent slipways built in the late 1950s by the PWD and the Fremantle Harbour Trust, Fremantle South Slipway remained in operation until the late 1990s.

In 1938, the Western Australian Government announced its intention to construct a 2000-ton slipway at Fremantle Harbour at an estimated cost of £70,000. This new slipway was intended to replace the ageing Rous Head slipway on North Mole. The Rous Head slipway, completed in 1909 as a ‘temporary’ measure until a more permanent facility could be constructed, was operated by the Fremantle Harbour Trust. It had a capacity of 650 tons, with a cradle of 185 feet able to accommodate vessels to a maximum keel length of 160 feet. Although there were many private slipways at Fremantle Harbour and elsewhere at the time, they were generally small outfits. The Government was keen to build a large slipway capable of accommodating the largest ships of the State Shipping Service as well as military and commercial vessels, and to operate it as a public venture.

Aerial photographs of a ship on slipway Fremantle 30 1964. ^[4]

The Navy advised that a slipway of 2000-ton capacity would be capable of accommodating any Navy vessel including the largest destroyer. In fact, the construction of a slipway at Fremantle had already been included in a proposed schedule of works related to defence to be undertaken by the State of Western Australia. In August 1940, over £66,000 was set aside in the State’s loan fund for the works. Designed by the PWD as a winch operated retrieval and launching slip, the plan was based on that for a slipway in Mombasa, Kenya. Following the District Naval Office’s approval of the site and design, work commenced in October 1940. By mid-1941, the dredge Parmelia had removed almost 14,000 cubic yards of rock from the area; steel sheet piling cofferdams had been constructed; the foundations for the ways (rails) had been commenced above and below the water line; and the winch and cradle had been designed. Following the collapse of the cofferdam in July 1941, construction was held in abeyance while the State Government reconsidered its financial situation. With the Navy showing considerable interest in the progress of construction, the Government agreed to continue on the understanding that the slipway was required for defence purposes. Due to wartime restrictions, no rails were available for the cradle and an order was placed with BHP for 560 feet of 3” billets. The contract for the winch and winding gear was let to a local engineering firm, Hoskins Foundry, for £20,525. Hoskins successfully fabricated the electrically controlled double drum haulage winch, while sub-contractors Eilbeck & Sons were responsible for machining the two main drum shafts. Kalgoorlie Foundry Ltd, an affiliate of Hoskins Foundry, manufactured the down haul drum.

With Japan’s entry into the war at the end of 1941 and its subsequent attacks on allied naval facilities in the Pacific, and on northern Australian ports, the slipway situation at Fremantle became acute. The first US submarine arrived in Fremantle on 3 March 1942. Three days later, the United States Navy formally advised the Australian authorities that the US Asiatic Submarine Fleet would operate out of Fremantle under the command of Captain John Wilkes. The slipway under construction at Fremantle was to become part of an extensive Allied Naval presence in Fremantle, concentrated around Fremantle.

Despite this urgency, financial concerns and the PWD’s commitments to other wartime capital projects continued to delay the slipway’s completion. State Treasury did not approve additional loan funds until August 1942, and the £135,000 was only set aside ‘subject to the State Government taking action to obtain a subsidy from the Commonwealth Government. In the same month, the local Works Director of the Commonwealth Allied Works Council confirmed that the PWD would be reimbursed £12,000 to cover the cost of the extension. Meanwhile, the United States Navy requested that the slipway be extended by another 33 feet (making a total of 133 feet longer than the original design) in order to accommodate their Fleet-type submarines. By this time there were 15 USN Fleet-type submarines based at Fremantle, and following the United States Navy’s advice that perhaps twice that many would be stationed at Fremantle, local authorities agreed that this could be achieved. For the US Navy and the Commonwealth Government, it was imperative that suitable slipping facilities be provided on the western side of Australia for maintenance and repair work on large US destroyers and submarines. Construction of the slipway and associated buildings (including the winch house, workshop and store, slipway office, paint store and amenities building) was finally completed in September 1942. Two cranes were transferred from North Wharf in readiness for the first slipping. The PWD continued to be responsible for the complex, with workers coming from both the PWD and the State Engineering Works. Due to wartime needs, it was agreed that the Rous Head slipway at North Mole would also remain in operation, and responsibility for this complex was transferred from the Fremantle Harbour Trust to the PWD. The PWD subsequently referred to the Rous Head slipway as ‘Fremantle North Slipway’, while the new Arthur Head slipway was to be known as ‘Fremantle South Slipway’.

Fremantle South Slipway opened in 1942
Source: Russell Ellen

The first vessel to be slipped on Fremantle South Slipway was the Chungking, a vessel of 1850 tons deadweight operated by the State Shipping Service. From 22 to 26 September 1942, the Chungking sat high on the slipway while her hull was washed down, chipped and painted below the wind and water plate.

Between 1942 and 1945, the port of Fremantle hosted over 170 Allied submarines from the US, British and Dutch navies, together with their support vessels. Many of these were serviced on the Fremantle South Slipway. However, the slipway still could not fully accommodate the USN Fleet-type submarines. Repair work to USN submarines was done with only part of the vessel hauled out of the water. Divers completed the underwater work. Despite this, the USN authorities were satisfied with the land based slipping facilities at Fremantle, reporting in 1944 that all work on ships up to 3000 tons—steam turbines, reciprocator engine and diesel—could be handled by the Western Australian Government workshops and employees, together with civilian contractors. the USN'S Floating Auxiliary Repair Dock, ARD 10, arrived from San Francisco in March 1944. Despite its diminished role with the USN Fleet-type submarines many other Bristish and Dutch submarines were significantly smaller than their USN counterparts continued to be hauled up the slipway for painting.

The first British submarine was the Clyde, which arrived in Fremantle for repairs in August 1944. In December of the same year, another British submarine, Sea Rover, was escorted to Fremantle after it collided with HMAS Bunbury off Rottnest Island. Sea Rover was slipped at Fremantle, where ‘her mangled bows were cut away and replaced with a makeshift bow’.

As previously agreed, at the end of 1942 the Western Australian Government sought reimbursement from the Commonwealth for part cost of construction of Fremantle South Slipway. In support of the State’s claim, the PWD advised that additional costs had been incurred due to the amount of overtime worked, the need to employ casual labour, the 7.5% increase in the basic wage, and the need to use billets instead of rails. The need for quick delivery of materials for the cradle also added to the cost.

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The Board advised that the slipway had been used for 96 days out of the 102 since its completion, and continued to be used by Australian, British and US Navy vessels. Other users included some Commonwealth ships (other than war ships), State owned ships and a number of local vessels. The Board concluded: ‘It is quite clear that the slip is performing vital defence services...’. It recommended that the Commonwealth contribute £79,000 (50%) to the total cost of the slipway complex. The Commonwealth Government accepted the Board’s recommendation provided that a number of conditions were met, viz. the provision that all Commonwealth ships, Allied warships and ships operating under Naval Charter, as well as US lend-lease ships, pay a concessional rate for use of the slipway. Against normal practice, the Navy would use its own labour in preference to workers provided by the PWD or State Engineering Works.

Requirements for the future operation and management of the slipway were also included in the agreement. These provisions, which proved to be quite onerous for the State, broadly required that:

l. the State keep the slipway in working order;

2. the State retain the slipway for the duration of the war and for at least 12 months thereafter;

3. if the State were to sell the slipway after this time, the Commonwealth would have first right of refusal. If the Commonwealth did not exercise this option and the State sold the slipway, the Commonwealth was to receive 50% of the sale price. Commonwealth agreement was also required if the State were to lease the complex to a third party or transfer it to another State Government instrumentality;

4. the State allow a Commonwealth appointed officer to review the accounts at any time; and,

5. the State provide an inventory of all plant and equipment.

The WA Government agreed to all conditions.

After the war, Fremantle South Slipway continued to service State Government and Commonwealth ships (naval vessels in particular), and the 8 ships of the State Shipping Service fleet. Commercial firms such as Mcllwraith McEachern Ltd, the Orient Line, Adelaide Steamship Co and McDonald Hamilton & Co also used the slipway for maintenance and repairs.

By the mid-1950s, as vessels began to exceed the load design, problems with the haulage of ships began to emerge. Bearings which could not be adequately maintained under water were also wearing and failing. Although improvements were made by replacing the old half-shell open bearings with sealed bearings with pressure lubrication, Fremantle South Slipway was still not able to accommodate the increased tonnage of vessels requiring slipping, particularly the new State Shipping Service ships. In 1957 repairs were made to the lower section of the cradle, thus increasing the slipway’s capacity to 2400 tons, primarily to allow for the slipping of new State ships. In the following year, the capacity of the slipway was again upgraded through the revision of the pulley system, ‘which allowed the last and heaviest portion of the haul to be carried out on a four part rope haul in place of two’. This ‘double up’ winch block increased the capacity to 2750 tons, and the slipway could now accommodate the heaviest of the State ships, Delamere. In 1967 Fremantle South Slipway was further upgraded to 3000 tons through the replacement of the cradle and rails. This enabled the slipping of MV Kangaroo, now the largest of the State ships.

By July 1954, the ‘temporary’ Fremantle North Slipway at Rous Head (constructed in 1909) was nearing the end of its useful life. In addition to its reduced capacity (by this time it down to 150 tons), its location prevented the extension of No 1 Berth into a fully land-backed wharf. It also inhibited the widening of the Entrance Channel, which was necessary to allow for the entry of the large passenger liners expected on the Australian run in the early 1960s.

Due to the favourable foundations and existing infrastructure at Arthur Head, it was decided that a new slipway of 600 tons to replace the Fremantle North facility would be built to the north of the Fremantle South Slipway. Preliminary designs were completed in October 1956 and construction commenced in the following January. The hauling winch (which had been manufactured in the workshops of the State Engineering Works at Leighton) incorporated the motive and gearing components of the winch from the old Fremantle North Slipway. The PWD purchased from the Fremantle Harbour Trust a second-hand Arrol electric gantry crane which had been built in 1912 for use in servicing both slipways.

Construction of the slipway known as Fremantle South Slipway No. 2 (together with its associated winch and winch house) was completed by May 1959, when the first vessel was slipped for maintenance. This new slipway was used for small vessels operated by the PWD, Fremantle Harbour Trust and commercial interests.

At about the same time, the Fremantle Harbour Trust constructed its own small slipway to the south of Fremantle South Slipway No l. This 100-ton slipway was also built by the PWD and came into operation in September 1958 when the Lady Forrest was slipped for maintenance. The slipway was used for maintenance of the Trust’s own craft and it operated independently of the adjacent PWD Slipways. Permanent labour for the slipway was recruited from the ranks of the members of the Federated Ship Painters and Dockers Union.

By the late 1970s, the two PWD slipways at Victoria Quay were operating at a loss and the Government investigated alternatives for their continued use. In response to a report prepared by consultant engineer CC Hughes in the early 1980s, the PWD embarked on a refurbishment campaign to provide improved facilities. New spray painting and sand blasting equipment was purchased and the activities of PWD staff were limited to the operation of the cradle; the slipping and de-slipping of vessels; and the maintenance and security of the slipways, buildings and equipment. As the PWD no longer undertook any hull cleaning work or ship repairs, private industry (which already carried out all engineering, refrigeration, plumbing and shipwrighting works) could expand into this field. Arrangements were also made to transfer two 3-ton luffing cranes from the Fremantle Port Authority to replace the existing cranes.

Modifications were also made to the No 1 Slipway to allow for the slipping of naval vessels, particularly Oberon class submarines and destroyer escorts. The previous alignment of a 1:20 grade was reduced with a movable support structure built above the cradle to provide for better retrieval of submarines. Following these modifications, the submarine HMAS Onslow slipped on 16 September 1981. HMAS Swan, a destroyer escort, successfully slipped the following month. Other ships serviced at the complex over the years included whaling vessels; tugs from Fremantle, Kwinana and northern ports; Departmental dredges and pontoons; and the Fremantle Port Authority’s 80-ton floating crane Pelican, as well as a variety of commercial vessels. The Navy’s hydrographic survey ship Diamantina (used for updating most of the hydrographic information around Australia), the survey vessel Moresby, and the lighthouse tender Cape Don were also regularly slipped at Fremantle.

As the three slipways continued to operate at a loss, the Government regularly reviewed their operation through the 1980s. Although it was proposed that the complex close on 1 July 1984, the decision was not formally made until 16 March 1987, when State Cabinet finally resolved to close the complex as alternative (private) slipways were operating effectively at Jervoise Bay. In the following year all three slipways were decommissioned and Swandocks, a local firm, began operating the complex as a private ship maintenance enterprise. The Swandock lease which covered all three slipways and associated buildings, ended in 1998.

Today, the slipway complex at Victoria Quay remains largely intact, complete with ways, dolphins, winches and associated buildings. As a complex of three retrieval and launching slipways of differing capacities constructed in the 1940s and 1950s, it forms a very important component of Fremantle’s industrial heritage. Fremantle South No 1 Slipway, the largest of its type in Australia, is now used by the Maritime Museum of Western Australia for the conservation and display of HMAS Ovens, an Oberon class submarine. Fremantle South No 1 Slipway thus continues in a new role: assisting in the interpretation of Western Australia’s maritime history.

HMAS Ovens

HMAS Ovens (S70) was an Oberon class submarine of the Royal Australian Navy
Source: Russell Ellen

HMAS Ovens (S 70) was an Oberon-class submarine of the Royal Australian Navy (RAN). She was one of six Oberon's built for the Royal Australian Navy by the Scotts Shipbuilding and Engineering Company based in Greenock on the River Clyde and entered service in 1969. The vessel was named after the Irishman John Ovens (1788–1825), the explorer who named the Victorian River. During her career, Ovens was the first RAN submarine to deploy with the ANZUK force, and the first RAN submarine to fire an armed Mark 48 torpedo, sinking the target ship Colac. The boat was decommissioned in 1995. and is preserved as a museum ship. The submarine was 295.2 feet (90.0 m) long, with a beam of 26.5 feet (8.1 m), and a draught of 18 feet (5.5 m) when surfaced.[6] At full load displacement, she displaced 2,030 tons when surfaced, and 2,410 tons when submerged.[6] The two propeller shafts were each driven by an English Electric motor providing 3,500 brake horsepower and 4,500 shaft horsepower; the electricity for these was generated by two Admiralty Standard Range supercharged V16 diesel generators. The submarine could travel at up to 12 knots (22 km/h; 14 mph) on the surface, and up to 17 knots (31 km/h; 20 mph) when submerged, had a maximum range of 9,000 nautical miles (17,000 km; 10,000 mi) at 12 knots (22 km/h; 14 mph), and a test depth of 200 meters (660 ft) below sea level. When launched, the boat had a company of 8 officers and 56 sailors, but by the time she decommissioned, the number of sailors had increased to 60. In addition, up to 16 trainees could be carried.

HMAS Oxley Submarine Bow

HMS Oxley was an Oberon-class submarine of the RAN
Source: Russell Ellen

HMS Oxley was an Oberon-class submarine of the RAN
Source: WA Maritime Museum

The bow of the HMAS Oxley is erected next to the entrance to the HMAS Ovens submarine.

HMAS OXLEY was the first submarine built for the RAN for almost forty years.
The HMAS Oxley was built at Greenock by Scotts Shipbuilding and Engineering Company and was first launched in Scotland on 24 September 1965. The Oxley completed sea trials and sailed to Australia arriving on 18 August 1967, at Cockatoo Island Dockyard for the Submarine Weapon Update Program, a major overhaul of the Australian Oberons' warfighting capability. The upgrade was completed in February 1980.
The Oxley had years of sea trials and departures to Asian ports.
During her twenty five years of service she had steamed 403,056 nautical miles in 54,910 hours underway.
Oxley was retired on 13 February 1992 and was scrapped. Her bow is preserved at the Western Australian Maritime Museum in Fremantle and her fin is on display outside the Submarine Training and Systems Centre at HMAS Stirling. HMAS Ovens was the third Oberon class built for the RAN in this same post war time period.

Robert Steel Steam Machinery Exhibition

Steam Machinery Exhibition organized by Insitute of Marine Engineers and Science Technologist (IMAREST)
Source: Russell Ellen

The Robert Steel Steam Machinery Exhibition has been prepared by the Institute of Marine Engineering and Science & Technology [IMAREST.] This exhibition has been open since 1989 and is open 6 days a week from 9 am to 1 pm. The working models have been collected and restored to working conditions and run on compressed air. Robert Steele (1909 - 1984) was a well-known and respected Marine Engineer, Naval Architect and Marine Engineer Surveyor who worked for 30 years in the Fremantle shipping industry. As a Naval architect, Robert designed the first two steel fishing vessels to be built in Fremantle, Saturn and Jupiter, for Planet fisheries. He also designed another steel vessel, Andrew, which was employed around the coast for some years.

Boom Defence Jetty

Boom defences were placed in operation in December 1940 as a security measure to control shipping movements, and anti-aircraft installations were established around the harbour to guard the port against any enemy air attacks. Two buildings were constructed at the western end of Victoria Quay to accommodate the Naval Boom Defence Operating Unit. Read more....

Fremantle had a key role as the largest submarine base in the Southern Hemisphere during World War II. The first United States submarines arrived at Fremantle in 1942, and over the next three years, the port accommodated more than 170 submarines from the United States, British and Dutch navies with many troop, naval and liberty ships also berthing at Fremantle Harbour during the period. A submarine repair facility was established by the United States Navy on North Quay in 1943. Today, the remnants of the support structures of the anti-submarine boom net winch installation at the entrance to the harbour can still be seen on North Mole and South Mole. This maritime defence system became operational in December 1940 and was constructed from a buoyed wire net with a central gate that opened via a winch off North Mole. The winches allowed for anti-submarine nets to be raised to keep out enemy submarines and lowered to allow authorised vessels to pass.

Arthur Head Lighthouse

South Mole Lighthouse, Fremantle 1924^[5]

Arthur Head Lighthouse on South Mole
Source: Russell Ellen

The South/North Mole lighthouses were designed by C.Y.O'Connor. The South Mole lighthouse was installed in 1903, the North Mole was not installed until 1906. The reason for the North Mole lighthouse being erected later was so that the new mole could settle. The original lighthouse meant for the North Mole was installed at Gantheaume Point, Broome. The towers were made of cast iron and were 30ft. tall. All the components that made up the lighthouses were handmade. These lighthouses are still in use today and are used as indicators to the entrance of Fremantle Harbour.

The first light used in the South Mole lighthouse was a dioptric white occulting light of the fourth order and was visible up to 12 nautical miles away. After the light was first lit, it was found to be too powerful and caused confusion with the Woodman Point lighthouse. Both could be seen past Rottnest by shipping coming into the area and it was hard to tell which was which. To combat this problem the harbour trust decided to put a fixed green light in the South Mole lighthouse and a fixed red light in the North Mole lighthouse.

Harbour Battery + Gun Mounts

Harbour Battery and Gun Mounts at Arthur Head Lighthouse
Source: Russell Ellen

The gun mounts for two 6" (155mm) Mark VII guns are all that can be seen at the Arthur Head (Sount Mole) battery. The Arthur Head battery was made up from a 6-pounder Hotchkiss gun, this battery was constructed for Fort Arthur's Head in 1906. The Fort Arhtur batteries were built to defend Fremantle harbour out to a range of 15,800yds (14,400m) The guns at Fort Forrest, which had been obscured by later works, were relocated to Swanborne in 1938 and the ones from Fort Arthurs Head were relocated in 1943 firstly to Leighton (Buckland Hill) and then in 1945 to Albany where one remains. The fort was demolished in 1965 and the area was quarried down to the level you see today, with only the quarters and toilets remaining. The remains of the two 6" (155mm) Mark VII gun mounts constructed for Fort Arthur's Head in 1906 are lying abandoned in the sea just off the shoreline.

Long Jetty

Long Jetty, Fremantle 1906^[6]

Remains of the Long Jetty, Fremantle

This was built in 1878 by Mason, Bird and Co.: it ran in a south westerly direction for a length of 750 feet into 12 feet of water.

Read more…
In 1887 a major westward extension was made, so that the total length became 2,837 feet. Accommodation was provided for six vessels, however the depth of water at the end was only 20 feet. A further 457 foot extension, making a total length of 3,294 feet, was completed in 1896 giving a depth of about 22 foot in lower water. This was an emergency measure to accommodate an extra two vessels, pending the opening of the inner harbour in 1897. . In 1904, after a period of abandonment, the jetty was turned into a promenade.[2] In 1906 a hall was built at one end for entertainment purposes. The new incarnation of the jetty was unpopular with the public and by 1910 it was closed off and fell into a state of disrepair. The major demolition of the Long Jetty took place before March 1913. The original (SW) portion then became a matter of maintenance controversy between the Government and Fremantle Municipal Council until its complete demolition in 1921.

Long Jetty Plaque No1

Long Jetty Plaque No3

Long Jetty Plaque No2

WA Shipwrecks Museum

WA Shipwreck Museum, Cliff Street Fremantle, 1986^[7]

Those interested in older maritime history might wish to detour to the WA Shipwrecks Museum at 47 Cliff St, just across the rail line from the Long Jetty..

This museum is internationally recognised for its contributions to maritime archaeology and shipwreck conservation. Journey through its galleries to learn about Western Australia’s treacherous coast, first European encounters, the riches of maritime trade and one of the deadliest mutinies in known history.

The Museum is housed inside Fremantle’s historic Commissariat buildings which operated between 1852 and 1898 to store the food, clothing and building supplies of the Swan River colony. These buildings are among the first Western Australian sites built using convict labour. With the creation of the Commonwealth Historic Shipwrecks Act 1976, the Western Australian Museum became the delegated authority for management of Commonwealth historic shipwrecks and relics in Western Australia.

The WA Shipwrecks Museum opened to the public in 1979. The WA Shipwrecks Museum is open daily from 9:30 to 5pm. Admission is free with suggested donation of $5.

Whalers Tunnel

A spur tunnel was dug under Fort Arthur's Head in 1905
Source: Russell Ellen

Whalers Tunnel below the Round House, Fremantle 1928^[8]

Civil engineer Henry Reveley supervised the construction of the Whalers Tunnel (1837-38) which runs underneath the Round House jail, through Arthur Head. It was the first underground engineering project in the colony and 'convict labour' was used - meaning the labour of convicted men who were imprisoned in the jail, not that of transported convicts, who did not begin to arrive until 1850. It was built by the government at the request of the Fremantle Whaling company who would in turn build a breakwater for their operations on Bather's beach and allow for other cargo operations.

The Round House

The Round House
Source: Russell Ellen

The Round House was the first permanent building built in the Swan River Colony. Built in late 1830 and opened in 1831, it is the oldest building still standing in Western Australia.

The Round House, 1985^[9]

Volunteers fire the Cannon every day at 1pm
Source: Russell Ellen

It was designed by Henry Willey Reveley as a prison, it had eight cells and a jailer's residence, all of which opened onto a central courtyard. The design was based on the Panopticon, a kind of prison designed by philosopher Jeremy Bentham.

The Round House was built by Richard Lewis in partnership with W Manning and J H Duffield for £1,840. Work commenced in August 1830 and was completed in January 1831 for the cost of £1603/10/0. The lower cost was due to the builders' being able to source the limestone locally. In 1833 a well was dug in the central compound. Reveley calculated that the depth of the well needed to be 14 metres (45 ft).

Read more... The Round House was used for colonial and indigenous prisoners until 1886, when control of the Convict Establishment prison (now Fremantle Prison) was transferred to the colony. After that the Round House was used as a police lockup until 1900, when it became the living quarters for the chief constable and his family.

Enjoy the spectacular views from the headland which overlooks the river mouth and has uninterrupted views of Cockburn Sound.

A team of volunteer guides are on duty at the Round House during opening hours. They operate the signal station, fire the time gun and drop the time ball every day at 1pm.

Tramways Building

Fremantle Municipal Tramways Depot
Source: Russell Ellen

Blacksmiths sharpening a pick, building the Fremantle Tramway, 1905^[10]

The Fremantle Municipal Tramways car barn and Electric Lighting Board Depot, was erected in 1905 for the Fremantle Municipal Tramways and Electric Lighting Board. The building was designed by J. Herbert Eales and built by Abbot and Rennie.

Read more.... Initially four routes were constructed with 14 single trams. This was later expanded to 10 routes with a total of 36 trams. By 1923 the old car barn was insufficient to meet requirements and a new car ban was erected in Quen Victoria St

In 1952, the tramways closed, and the building was sold to Elder Smith & Co for a wool store. In 1966 it was sold to Lionel Samson & Son Pty. Ltd. and used as a dispatch centre for their wholesale liquor business. In 1985 the building was redeveloped as apartments by new owners.

The original building had a two storey section facing High Street and a one storey car barn behind for the trams. Only the facade now remains. The original barn contained five tracks, one of which was used for cleaning.

Horse Trough Cliff St

Water trough ECU Courtyard
Source: Russell Ellen

A monument preserved in the ECU courtyard from an old Water Trough.

TO DO WHAT IS JUST.
TO SHOW CONSTANT LOVE, AND
TO LIVE IN HUMBLE FELLOWSHIP
WITH OUR GOD.

MICAH 6:8

Horse Trough Phillimore St

Water trough for Draught Horses Phillimore St
Source: Perry Boer

Original Photo of Water trough for Draught Horse, Phillimore St
Source: Fremantle City Library

The Fremantle City Council have preserved the original Water Trough in Phillimore St, just before the Fire Station.

It is in its original condition with an upgrade to the lighting pole. The road works have been installed to keep the horse trough as a heritage item while maintaining traffic flow with cars. You will notice that the original position of the horse trough is in the middle of the road. Now it is part of the pathway in front of the P&O Building.

Fremantle Fire Station

Fremantle Fire Brigade and Fire Station, 1899^[11]

Fremantle Fire Station
Source: Russell Ellen

Fremantle Fire Station, in Phillimore Street, Fremantle, Western Australia, was the second fire station built for the Fremantle Fire Brigade and was opened in 1909. It was designed by the architectural firm Cavanagh and Cavanagh and constructed by J. Lake. The fire station was designed to house four horse-drawn vehicles, including the district's ambulance, which was also operated by the fire brigade. During World War II the building was taken over by the US military for use as Marine quarters.

In the early 1970s the accommodation at the fire station was inadequate and the Fire Brigade Board wanted to demolish the building, to allow the building of a larger station suitable for vehicles. This proposal was met with opposition from The Fremantle Society and the Fremantle Council. In 1975 the Fire Brigade built a new building on railway land next door, and in 1977 the old building was converted in the City of Fremantle.

Fremantle Post office

Fremantle Post Office, 1924^[12]

Fremantle Post Office opened 1907
Source: Russell Ellen

The Fremantle Post Office located in Market Street, Fremantle was designed by Hillson Beasley of the Public Works Department, planned in 1906 and opened in 1907. It was renovated during the Western Australian Centenary year of 1929, and again in 1987 for the America's Cup challenge.

Horse Trough Market St

Water trough for Draught Horses 1930/40
Source: Russell Ellen

The horse trough was built about 1924 when draught horses were still heavily used. Its use ceased in 1949/1950 and it was later converted into a garden. The Taylor Memorial Drinking Fountain and Horse Trough is an elaborately designed monument of glazed stoneware construction combining a drinking fountain with water troughs for horses and small animals and has cultural heritage significance for the following reasons:

The place is a unique and creative monument of glazed stoneware construction and elaborate design that combines a drinking fountain with water troughs for horses and small animals;
The place is highly valued for its aesthetic qualities as an interesting and unique landmark in the City of Fremantle;
The place has associations with shipowner John Taylor, who erected the structure in memory of his two sons, Ernest Baines Taylor and Peter Southern Taylor, who had both died in Western Australia; and
The place is the only known monumental structure in Western Australia to have been constructed by the well known English stoneware manufacturers, Doulton and Company.
It was restored by the FCC (with the assistance of Joan Campbell) and moved to a firmer base in 1983.

Market St Pump Station

Fremantle’s sewerage system was first constructed in 1912
Source: Russell Ellen

Fremantle’s sewerage system was first constructed in 1912, with a main sewer draining into 3 septic tanks near Robb’s jetty, and the effluent pumped out into the sea.

The four foreshore pumping stations in Fremantle are all similar in type, with two rectangular receiving chambers 5m by 3m by 2.5m working depth and a rectangular machinery well. The pumping sets are in duplicate, consisting of horizontal centrifugal pumps, direct-coupled to electric submersible motors.

The stations were originally designed to use the 550-volt direct current of the tramway power system. As the pumping machinery is situated below subsoil water level, the motors are of the ventilated submersible type, designed to work even if the machinery chambers are flooded.

No. 3 Market St
• Completed June 1913
• 40,000L suction Tank
• 31 hp motor
• 250mm pressure main
• Discharge rate 50l/sec

Fremantle Railway Station

Fremantle Railway Station and yards, Phillimore Street 1906^[13]

Fremantle Railway Station
Source: Russell Ellen

The original Fremantle station opened in Cliff Street on 1 March 1881 as the terminus of the Eastern Railway to Guildford via Perth. As the Eastern Railway was extended its importance grew, becoming an important hub for gold miners arriving in Western Australia via ship and then travelling to the Yilgarn and Eastern Goldfields when the line opened to Kalgoorlie in 1896.

In 1907, a new station and marshalling yards were established 300 metres to the north-east on the site of the former Fremantle Railway Workshops to better service the newly constructed Fremantle Harbour. The station was designed by William Dartnall, Chief Engineer of Existing Lines of the Railway Department in 1905. The construction contract, at an estimated cost of £80,000, was awarded in May 1906 to S.B. Alexander and completed on 20 April 1907, with the official opening on 1 July 1907.

End Walking Tour A

WALKING TOUR B

Artillery Barracks

Artillery Barracks is the home of the Army Museum of Western Australia.
Source: Russell Ellen

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Soldiers on parade at Fremantle Artillery Barracks, 1934^[14]

The Army Museum’s collection consists of vehicles, weapons, equipment and memorabilia
Source: Russell Ellen

Artillery Barracks is the home of the Army Museum of Western Australia.

The Barracks was constructed as the base for the Royal Australian Garrison Artillery, who manned the heavy artillery guns guarding the port of Fremantle. The original concept for the buildings and spaces was designed by Hillson Beasley, the Government Architect at the Public Works Department of Western Australia. The barracks are constructed of red brick and limestone in a Federation Free Classical style of architecture and designed to accommodate 120 men and officers of the Artillery Corps, providing protection for the harbour and the hulks with emergency coal supplies for the British Fleet.

The first stage of construction in 1910 was a two-storey barracks, providing accommodation for 40 men, Orderly Room, Guard Room, Quarter Store, separate Kitchen block and Gymnasium, facing on to the parade ground. Three years later a second Barracks block, Married Quarters, Officers Quarters and a Hospital (later converted into the Sergeants' Mess) were completed. A large grassed area on the northern side of the hill was used for agistment of the horses.

In 1914 with the commencement of World War I, the barracks were then used as hospital wards, firstly for sick recruits of the First Australian Imperial Force, then for the convalescing wounded from the Western Front, a use which continued for a year after the war concluded.

From 1948 onwards the barracks mainly served as a training venue for the Citizen Military Forces, which then became the Australian Army Reserves.

The Army Museum’s collection consists of vehicles, weapons, equipment and memorabilia, and represents a broad range of Australia’s military engineering heritage in that the majority of items in the collection have been either designed or built in Australia or fitted with Australian designed and fitted modifications to suit our particular national requirements.

The items in general have been used by Australians at home and overseas for military service in the defence of Australia and its allies.

Old Signal station

Fremantle Signal Station, 1957^[15]

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The first Signal Station was on Arthur Head, but moved to Cantonment Hill in 1929. The current building was constructed by the Port of Fremantle in 1956. With the expansion of the wheat silos on #9 berth on North Quay the Station sight lines were sufficiently obscured that a new (and current) signal station was built on the Fremantle Ports building on Victoria Quay in 1964. After being used by the Army for many years it is now the headquarters of Fremantle Sea rescue.

Naval Store

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The Navy Store was designed by Hobbs, Winning and Leighton in 1935 in the Inter-War Functionalist architectural style.

It was leased to the Navy from the Army from its construction up until 1980 and was occupied for most of the post war period by 113 Field Workshop.

It is a two storey masonry building with second floor timber framed windows and a rendered parapet hiding the roof line. There are two-storey height entrance doors at each end of the street elevation. The end roof line is a gable shaped parapet.

There is a crest on the eastern end of the building with the text NON SIBI SED PATRIAE, meaning 'not for self, but for homeland'.

Fremantle Railway Bridge

Railway bridge, Fremantle 1924^[16]

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Fremantle Railway Bridge (known also as the North Fremantle Bridge) is the railway bridge on the Fremantle railway line that crosses the Swan River between Fremantle and North Fremantle. It is the second structure with that name. The original bridge was of concern due to its structure, as well as its position limiting the eastern extent of the Fremantle Harbour. The current bridge is further up stream and closer to the Fremantle Traffic Bridge than the earlier lower structure, and was being planned in the 1950s.

In 1926 the earlier bridge were destroyed by floods, and was re-built soon after. The current bridge was damaged in the 2000s by ships hitting the bridge, one during a storm, but was repairable. It now has barriers to prevent further events.

Fremantle Traffic Bridge

Constructed in 1939, the Fremantle Traffic Bridge is located at a site that has been a river crossing point since 1866
Source: Russell Ellen

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Constructed in 1939, the Fremantle Traffic Bridge is located at a site that has been a river crossing point since 1866, when an earlier bridge was built by convict labour. The convict built bridge was replaced in 1898 when Fremantle Harbour was developed as part of the expansion of public works in Western Australia funded by the Gold Boom of the 1890s. The existing (1939) bridge is on the same site as the 1898 bridge and demonstrates the continued use of timber in bridge building in Western Australia into the 1930s, when its qualities were well understood and was low cost compared to other materials. The bridge was designed by engineer E W (Ernie) Godfrey, who was in charge of the Bridge Section of Main Roads from 1928 until his retirement in 1957. Godfrey was responsible for the design of all bridges built in Western Australia, and the construction of major bridges such as this, during this period

Stirling Bridge nomination by Engineering Heritage WA
Source: Russell Ellen

Fremantle Traffic Bridge is 222.9 metres in length and 14.23 metres wide. It has a predominantly timber superstructure with a flat bituminized concrete deck carrying four lanes of traffic and a concrete pedestrian deck. The vehicular deck is approximately 12 metres wide and is marked with painted lines for the two lanes of traffic in each direction. Metal safety rails are located to either side of the vehicular deck. Standard Main Roads lights are located at fixed intervals to the eastern side. The concrete pedestrian deck, which is approximately 2 metres wide, is located to the western side of the bridge. It has a timber, steel and wire mesh handrail, which is distinguished by the white painted handrail posts, which have curved heads, and the circular steel rails. The north and south abutments to the bridge are painted reinforced concrete. The abutments, which have bartered wings are tapered back to the top of the embankments. The bridge is defined by four pillars, which mark the entry points to the bridge, rising from the abutments. These painted, square concrete pillars have moulded string courses and are adorned with distinctive lanterns, capped by hooded bronze spheres. The circular timber piles which form the superstructure of the bridge have concrete bases. Each of the concrete bases has been fitted with a pair of galvanized metal straps around the circumference. The timber piles, which are predominately jarrah, have been inscribed with roman numerals. While varying in size they are approximately 450mm in diameter. They are set in rows, called piers. There are a set of thirteen piers of seven timber piles each supporting the northern end of the bridge and a set of eleven piers of seven timber piles each supporting the southern end of the bridge. These sets of piers are half-capped and cross-braced, above the high water line, with sawn timber. Ten rows of circular timber stringers, reinforced by timber corbels, are carried by the timber piles. A section of stringers to the southern end of the bridge has been replaced with steel I beams. Timber joists and bearers support the concrete deck, which has a concrete kerb. Timber access planks with galvanized metal handrails provide access at water level to the piers from either end. These access planks are well utilised by local residents for recreational fishing. The central section of the bridge has two navigation spans approximately 16 metres wide with a central span of approximately 12.5 metres wide. This central section of the bridge comprises four double pile piers with nine pairs of timber piles each. These piers support a system of five riveted steel girders across each of the navigation spans. Steel bearers are fixed to the girders across the width of the bridge and are sway braced to both sides of the bridge. Concrete fenders have been constructed to the double pile piers to prevent river vessels from striking the timber piles.

Capstan Base

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The ferry capstan base is between the railway bridge and the road traffic bridge on the south side of Beach Street. It was probably built by convict labour in the 1850s and may have been used both to drive a hawser-drawn ferry across the river, and also to pull river craft up onto the bank for maintenance.

Edward Sim RE reports using the hawser ferry during his time in Fremantle (1858-1862) as follows: The railway to Perth crosses the Swan River by a fine bridge below the road bridge, built perhaps twenty-five years before; in my time there was only a ferry worked by convicts, a punt on a hawser, at which I had been nearly drowned while the convicts were repairing it after a storm in 1861. WA The capstan base is almost completely hidden from view by vegetation, which has grown on and around it. It comprises a circular limestone base approximately 6 to 8 metres in diameter, which sits proud of the embankment at its north western side. The base is supported by dressed limestone blocks, approximately 400mm high ranging in size from 400mm to 700mm in length, arranged in a circular pattern. The base has a cementitious screed applied across its surface. A slight indent is visible in the centre of the base.

The date of construction and particulars of use for the Ferry Capstan Base are unknown. Ferry services were established at strategic points along the Swan River from the earliest years of the Swan River Colony. Early maps of Fremantle do not show the capstan and no documentary evidence has been located that provides insight into the workings of the structure. It is generally believed that the ferry capstan was connected to a ferry boat by a moving rope cable. The wood and iron capstan rotated around a vertical axle in the centre, supposedly moved by 10 convicts (according to some accounts; by animals according to others).

End of Walking Tour B

WALKING TOUR C

Fremantle Prison Réservoir & Tunnels

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At the south eastern corner of the eastern terrace is the former pumping station, associated tunnels and a set of 1850s workshops within an enclosing wall. Underneath parts of the eastern terrace, the adjacent Hampton Road, the pumping station and the workshops there are a complex series of shafts, drives and weirs cut from the rock during the 1890s and early twentieth century.

A tunnel network exists under the prison, built by prisoners, to provide the prison, and later the town of Fremantle, with a supply of fresh water. Guards in a gun tower adjacent to the tunnel entrance prevented any attempted escapes.

In 1852, during construction of the buildings, shafts were sunk into the limestone bedrock to provide the prison with fresh water from an aquifer. In 1874, the Fremantle's "Water House Well", used to supply ships, suffered storm damage. This prompted a tank to be installed at the prison, behind the main cell block, to offer the town an alternative water supply. Prisoners worked a pump to fill the tank, which was connected to the jetties through gravity-fed pipes.

Increasing demand led to the construction of a reservoir in 1876, from which water was drawn, still pumped by prisoners. From 1888 to 1894, additional wells were built, connected by a series of tunnels or horizontal drives 20 metres (66 ft)[22] under the north-east of the prison. A steam pump was implemented, which drew 68,000 litres (15,000 imperial gallons) per hour of water into the new East Reservoir. In 1896, a town reservoir was constructed on Swanbourne Street, fed from the prison by a triple expansion steam-driven pump which could take more than 4.5 million litres (1 million imperial gallons) per day from the prison tunnels. Prisoners, relieved of manual pumping, were employed to supply wood and stoke boilers.

The Metropolitan Sewerage & Water Supply authority took over control of the pumping station from 1901 until 1910, when both the prison and town were connected to Perth's metropolitan water supply. The tunnels were closed in 1910, but the groundwater continued to be used for the prison's gardens. In 1989, oil leaking from nearby tanks contaminated the water. The pollution was eventually cleared by 1996 through bioremediation.

The tunnels were re-opened in mid-2005, and within one year the main shaft had been refurbished, including "installation of audio-visual equipment, railings and lighting as well as the removal of debris from the access shaft and tunnels, the creation of new steel platforms and ladders and the addition of extra limestone rocks in the tunnels to help lift users out of the water.

Fremantle SEC Substation

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The former Fremantle Municipal Tramways & Electric Light Board Substation was built in 1932 in the Inter-War Functionalist style and comprised the substation and adjoining workshops, the Substation was taken over by the State Energy Commission in 1952, between 1989 and 2009 the building housed the Energy Museum and Energy Education Centre.

Essex St Pump Station

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Fremantle’s sewerage system was first constructed in 1912, with a main sewer draining into 3 septic tanks near Robb’s jetty, and the effluent pumped out into the sea.

The four foreshore pumping stations in Fremantle are all similar in type, with two rectangular receiving chambers 5m by 3m by 2.5m working depth and a rectangular machinery well. The pumping sets are in duplicate, consisting of horizontal centrifugal pumps, direct-coupled to electric submersible motors. The stations was originally designed to use the 550 volt direct current of the tramway power system. As the pumping machinery is situated below subsoil water level, the motors are of the ventilated submersible type, designed to work even if the machinery chambers are flooded.·

No. 2. Essex St. • Completed August 1913 • 40,000L suction tank • 34 hp motor • 250mm pressure main • Discharge rate 50l/sec

References

↑ Encore -- Port of Fremantle Container Terminal under construction, 10 Sept. 1967 [picture] (slwa.wa.gov.au)
↑ Encore -- O'Connor's monument 1923. [picture] (slwa.wa.gov.au)
↑ Source: Library of Western Australia
↑ Encore -- Aerial photographs of a ship on a slipway, Fremantle, 30 Oct. 1964 [picture] (slwa.wa.gov.au)
↑ South Mole Lighthouse, Fremantle - State Library of Western Australia (slwa.wa.gov.au)
↑ The Long Jetty, Fremantle, a favourite summer promenade. - State Library of Western Australia (slwa.wa.gov.au)
↑ Encore -- Maritime Museum, Cliff Street Fremantle, April 1986 [picture] (slwa.wa.gov.au)
↑ Encore -- Whalers Tunnel below the Round House, Fremantle [picture] (slwa.wa.gov.au)
↑ Encore -- the round house (slwa.wa.gov.au)
↑ Encore -- Blacksmiths sharpening a pick, building the Fremantle Tramway [picture] (slwa.wa.gov.au)
↑ Encore -- Fremantle Fire Brigade and Fire Station [picture] (slwa.wa.gov.au)
↑ Encore -- Fremantle Post Office [picture] (slwa.wa.gov.au)
↑ Encore -- Fremantle Railway Station and yards, Phillimore Street [picture] (slwa.wa.gov.au)
↑ Encore -- Soldiers on parade at Fremantle Artillery Barracks, 9 October 1934 [picture] (slwa.wa.gov.au)
↑ Encore -- Fremantle Signal Station [picture] (slwa.wa.gov.au)
↑ Encore -- Railway bridge, Fremantle [picture] (slwa.wa.gov.au)

[1] Encore -- Port of Fremantle Container Terminal under construction, 10 Sept. 1967 [picture] (slwa.wa.gov.au)

[2] Encore -- O'Connor's monument 1923. [picture] (slwa.wa.gov.au)

[3] Source: Library of Western Australia

[4] Encore -- Aerial photographs of a ship on a slipway, Fremantle, 30 Oct. 1964 [picture] (slwa.wa.gov.au)

[5] South Mole Lighthouse, Fremantle - State Library of Western Australia (slwa.wa.gov.au)

[6] The Long Jetty, Fremantle, a favourite summer promenade. - State Library of Western Australia (slwa.wa.gov.au)

[7] Encore -- Maritime Museum, Cliff Street Fremantle, April 1986 [picture] (slwa.wa.gov.au)

[8] Encore -- Whalers Tunnel below the Round House, Fremantle [picture] (slwa.wa.gov.au)

[9] Encore -- the round house (slwa.wa.gov.au)

[10] Encore -- Blacksmiths sharpening a pick, building the Fremantle Tramway [picture] (slwa.wa.gov.au)

[11] Encore -- Fremantle Fire Brigade and Fire Station [picture] (slwa.wa.gov.au)

[12] Encore -- Fremantle Post Office [picture] (slwa.wa.gov.au)

[13] Encore -- Fremantle Railway Station and yards, Phillimore Street [picture] (slwa.wa.gov.au)

[14] Encore -- Soldiers on parade at Fremantle Artillery Barracks, 9 October 1934 [picture] (slwa.wa.gov.au)

[15] Encore -- Fremantle Signal Station [picture] (slwa.wa.gov.au)

[16] Encore -- Railway bridge, Fremantle [picture] (slwa.wa.gov.au)

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