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METROPOLITAN RAILWAY SYSTEM
ELECTRICITY SUBSTATIONS /
Heritage Analysis
.. \ I I .I
__-.- · Andrew C Ward & Associates architects - planners
I N1iiiliillif~l11ltii~RY M0041731
Infrastructure Library
METROPOLITAN RAILWAY SYSTEM
ELECTRICITY SUBSTATIONS
Heritage Analysis
prepared for the
HISTORIC BUILDINGS COUNCIL
December 1991
VR 725. 00104652 3309 0451 Metropolitan railway AND:M system electricity substations : heritage analysis
Andrew C. Ward B.Arch .. Oip.T.& R.P .. M.RAPJ, A.RAIA 12 Leonard Slreet. Burwood 3125. Tel: 808 4329 Andrew C Ward & Associates
CONTENTS
1. INTRODUCTION 1
2. BACKGROUND HISTORY 5
2 .1 Early Moves Toward Electrification 5 2.2 The Adopted Scheme 6 2.3 Implementation of the Scheme 9 2 .4 The War Years 12 2.5 Inauguration of Electrified Services 17 2 .6 Expansion of the Network 19 2. 7 11 0peration Phoenix" 23
3. CULTURAL SIGNIFICANCE OF THE ELECTRIFICATION SCHEME 29
4. BUILDING DESIGN TYPES 31
4 .1 Type A: 1914-1916 31 4.2 Type B: 1920-1922 32 4.3 Type C: 1920-1922 41 4.4 Type D: 1925-1933 41
5. SUBSTATION EQUIPMENT 51
6. DATA SHEETS 62
~ Newmarket ---· :: ~l c;.,r ....,o~ 63 Newport -- ~ -1• e,. 4 .if<. 68 Glenroy 74 North Fitzroy 78 Alb.ion 80 Caulfield 82 Reservoir 84 Mentone 86 i") Seaford 88 Spring Vale 92 Rosanna 94 East Camberwell 96 Mitcham 101 Greensborough 103 Lower Ferntree Gully 105 Hurstbridge 107 Coburg 109
7. INDEX TO SLIDES 111
J Andrew C Ward & Associates
1. INTRODUCTION
Andrew C Ward a nd Associates were appointed by the Historic Buildings Council in April 1991 to undertake a heritage analysis of the substation buildings forming part of the .Mel bour ne met_ropolitan railway electrification scheme . This Report is the result of that appointment, and it fulfils the aims of the study, which are as follows:
to undertake research as is necessary to firmly establish the comparative architectural · and historic significance of all extant metropolitan railway electricity substation buildings;
to document the research, including a Statement of Significance for each of the buildings; and
provide relevant slides, photographs, maps and plans sufficient to support the documented evidence.
The scope of the study included all necessary research and documentation for the following substations in the Melbourne metropolitan a rea:
Newmarket North Fitzroy East Camberwell Caulfield Newport Middle Brighton Mentone Glenroy Albion Macleod Mitcham Springvale Reservoir Seaford Lower Ferntree Gully Mooroolbark Rosanna Greensborough Coburg
In addition to these, the Jolimont car shed was to be examined as a comparable building, as well as any additional substations identified but not included in the list. 2 Andrew C vVard & Associates
The following tasks were to be undertaken:
Collection of Information
Review all relevant sources that document the history of all buildings, including Public Records Office holdings, Public Transport Corporation archives, Historic Buildings Council files, and National Trust files.
Subject to access being granted, undertake an inspection of the physical fabric of each building to determine the history and sequence of development, physical condition and integrity.
Maintain a photographic record, using colour slide film, of all buildings inspected.
Assessment of Evidence
Concisely set out the e vidence to support the assessment of each building. Supporting documentation shall include a physical description of each building, background history and an indication as to its integrity.
Identify which of the buildings are considered to have State significance and provide detailed supporting evidence for the cultural significance of each.
Statements of Significance
Buildings regarded as of State significance are to have a. comprehensive Statement of Significance, in accordance with the Guidelines to the Burra Charter: Cultural Significance and the criteria of the His ~oric Build in gs Council.
Buildings assessed as of regional or local importance should have a brief Statement of Significance only, in order to establish the relative importance of each building.
Due to time and budget constraints, it was not possible to fully research all documentation held by the Public Records Office. However, a number of original working files relating to the electrification works were located in the possession of the Electrical Engineering Branch of the Public Transport Corporation, and proved a valuable source of information. The assistance of John Tawton and Peter Nanscawen is acknowledged in this regard, and for their help in gaining access to the buildings.
Preliminary investigations indicated that a number of alterations needed to be made to the list of substations to be studied. Those at Middle Brighton and Mooroolbark had been demolished, and so could not be assessed, while the substation at Macleod, proposed in the initial electrification scheme, was never built. An additional substation at Hurstbridge, identified as being contemporary with the substations at Lower Fern tree Gully and Coburg, has been included. 3 Andrew C Ward & Associates
The Report covers all metropolitan railway electricity substations erected prior to the Second World War, and data sheets have been prepared for all substations still extant. As indicated in the Background History that follows, a large number of substations were erected after this period; however, as they weee the result of a major change in operations for the Victorian Railways as a whole, and the Electrical Engineering Branch in particular, these buildings have been excluded from the current analysis. The Background History also indicates that a number of substation buildings erected for and/or by the Victorian Railways during the period covered by this Report have been excluded from detailed analysis. These buildings do not form an integral part of the power distribution scheme for the operation of electric trains on the various br"1.nch tines of the Melbourne metropolitan railway network.
Information on individual substation buildings is provided in the Data Sheets which form the bulk of this Report. Each Data Sheet lists the results of documentary research and site inspection of a particular building, and provides a Statement of Significance. This establishes the relative importance of each building, summarised in Table 1.1, in accordance with the principles of the Burra Charter and the crite ria of the Historic Buildings Council.
A requirement of the heritage analysis brief was that a photographic record be maintained of all buildings inspected, using colour slide film. These slides form an integral (?art of this Report, and an index is provided herewith. 4 Andrew C Ward & Associates
Table I .I SUMMARY OF SIGNIFICANCE
SUBSTATION DESIGN LEVEL OF SIGNIFICANCE TYPE State Regional Local
Newmarket A * Newport A * Glenroy A * North Fitzroy A * Albion A * Caulfield B * Reservoir c * Mentone B * Seaford B * Spring Vale c * East Camber well B * Mitcham c * Rosanna c * Greensborough c * Lower Ferntree Gully D * Hurstbridge D * Coburg D * 5 Andrew C Ward & Associates
2. BACKGROUND HISTORY
2. I Early Moves Toward Electrification
The idea of electrifying the Melbourne metropolitan railway system was first mooted in the 1890s, after schemes had been successfully implemented overseas. In 1896, A. W. Jones of the General Electric Co. USA prepared a proposal for the adoptio n of electric traction, which allowed for a portion of the Melbourne suburban system to be converted. The scheme was opposed by the Railway Commissioners, on g rounds of the cost of installation and anticipated loss of revenue during conversion.I
Sufficient interest had been aroused by Jones' plan .fo r a Select Committee of the Legislative Council to be appointed in 1898 to examine the possibilities of electric traction. One of the recommendatio ns of this Committee was that no new lines be built until the question of electrification had bee n fully investigated, although this was not put into effect. 2 A second Parliamentary Committee was set up in 1901, which recommended that an electric t raction expert be engaged to examine local conditions a nd advise on the best system to be adopted ."3 However, the Commissioners were slow to react , and in 1903 Parliament proposed the electrification of the St Kilda line as a forerunner to total conversion. 4 Chief Commissioner Thomas Tait urged Parliament to await expert advice, and Minister of Rail'!lays Thomas Bent authorised Tait to select and engage a consulting engineer . 0
It was not until 1907, while on leave-of-absence, that Tait performed the task with which he had been entrusted. Tait vis ited a number of railways in Europe and USA, in particular electrified railways which had been converted from steam operation, which it was thought would be of relevance to the situation in Melbourne. He encountered widely divergent views on the various methods of electrification, including direct current, single-phase alternating current. and three-phase alternating current; and on the relative merits of third r ail a nd overhead conductors. As a result of Tait's enqu1r1es, negotiations were entered into with Charles Hesterman Me r z, M. I. C. E., of Newcastle- upon-Tyne. Merz had acquired experience of railway electrification as an e ngineer on the North Eastern Railway , acting as consulting engineer on the 1904 electrification of the Newcastle suburban lines. 6
Merz was engaged by the Victorian Government in June 1907, and arrived in Melbourne in November. After an examination of the existing rail network, he submitted a Report in June t he following year. Merz's scheme allowed for the conversion of 124 route miles of the metropolitan system, to be completed by 1912 at a cost of £2,227,000. The main features of the scheme were:
co n ver sion would be im plemented in three stages, allowing capital expe nditure to be spread over an extended period. The first stage comp rised the Port Melbourne, St Kilda, Sandringham and Broadmeadows lines, which Merz contended would show the best r eturn on conversion. Stage 2 was the Camberwell and Williamstown lines, and Stage 3 the Sunshine, Fawkner, Preston, Heidelberg, Dandenong and Mordialloc lines . 6 Andrew C Ward & Associates
a power station would be required to meet electricity supply requirements. There were only two power stations of sufficient size in Melbourne at that time, and neither were considered suitable from the points of view of quantity and price of supply. After examination of available sites, Merz selected one in Yarraville for a power station.
the protected third rail system would be adopted, at a pressure of 800 volts.
a new passenger car design would be required to allow increased schedule speed, but some existing rolling stock would be suitable if modified.
capital expenditure would be considerable, but would be offset by greater revenue from an improved service, as well as savings in operating expenses. 7
After examination of Merz's report, the Railway Commissioners made their recommendations to the Minister. Although agreeing with the technical aspects of the report, they disagreed with the financial projections, and so considered that electrification was not warranted at that time. The Commissioners called for a regular review of the financial results of con version, and for possible ultimate electrification to be borne in mind in any rearrangement or provision of additional tracks and facilities. As a result, some preparatory steps were taken in the ensuing years, particularly in relation to the upgrading and building of new rolling stock. 8
2 .2 The Adopted Scheme
In 1910, the State Government established a Metropolitan Traffic Commission, which recommended electrification as part of a general improvement of trans port services. Although opposed by the Railway Commissioners, the Government concurred with the MTC's findings, and it was decided that conversion would proceed. Merz, now in partnership with William McLellan, was engaged in 1912 to review his plan, and submitted his 11Further Report 11 in October of that year . After examination by the Railway Commissioners and a Parliamentary Select Committee, Merz's scheme was adopted, and the Government authorised electrification. Merz was commissioned to supervise the work, and returned to London to engage contractors for equipment. 9
In the introduction to his report, Merz stated that the arguments and conclusions of the 1908 Report had been strengthened in the intertm, and that the estimates of growth of suburban traffic made had proved to be too conservative, making the case for conversion considerably stronger. It was also realised that power generated by the Railways could be sold for other purposes, accruing even greater profits and further improving the financial results of electrification .1 O
Although largely a revie w of Merz's 1908 scheme, the adopted plan differs in one important respect: the system of electric traction to be used. The 1912 Report proposes the use of an overhead wire system, making comparisons between direct current and single-phase alternating cu rrent supply. In his evidence to the Select Committee, Merz states that he rejected the third rail system proposed in the 1908 scheme because it would be unsuitable to country traffic.11 It is clear from this that in engaging Merz a second time , the Railway Commissioners expressed a desire that allowance be made for the possible electrification of the major country lines. 7 ~ I Andrew C Ward & Associates
In order that financial comparisons could be made, Merz invited tenders on the two systems. The direct current system, recommended by Merz and endorsed by the Railway Commissioners, proved to have considerable financial ad vantages over the single-phase system. It was to employ overhead conductors conveying direct current to the trains at a pressure of 1500 volts , and supplied from twelve wayside substations containing converting machinery delivering direct current and receiving high tension three-phase alternating current at 20,000 volts and 25 cycles per second. High tension transmission woul d be by underground cables from the power station to the important substations in the central area and by overhead wires erected on the same structures which carry the railway track conductors, to the outlying substations .12 Each traction substation would contain stepdown transformers, rotary converter plant and switchgear, and would require an attendant night and day, except the Prince1 s Bridge {Jolimont) substation which would require a second attendant in charge of the switchboarct.13 Thus the total traction substation staff would be 39 men working in eight hour shifts.
The area originally proposed by Merz to be electrified included the lines to Sandringham, Broadmeadows, St Kilda, Port Melbourne, Dandenong, Mordialloc, Ringwood, Kew, Darling, Deepdene, Ashburton, Preston, North Fitzroy, Heidelberg, Coburg, Sunshine and Williamstown. In order that the full advantages of electrification could be realised, and to eliminate any operating difficulties that may arise, the Commissioners decided that the revised report should allow for the inclusion of all suburban lines. The area to be electrified was therefore extended to Fran ks ton, Eltham, St Albans, and Fawkner, with the lines to Flemington Racecourse and Showgrounds, the Williamstown Racecourse, and the Spring Vale Cemetery also included. This comprised a total mileage of 150 route miles, 289 miles of running track, and 24 miles of sidings. Conversion would occur in the following order:
all the lines served by the Flinders Street viaduct, commencing with the line from Sandringham to Broadmeadows; the Camberwell group; the Caulfield group; the Clifton Hill group; the St Kilda and Port Melbourne lines .14
There was much deliberation over the capital cost of conversion. Merz estimated that total expenditure would amount to £3 ,991,360, from which £1,315,000 could ·be deducted as required expenditure under steam traction.15 The Commissioners concluded that allowances for the provision of rolling stock would necessitate total appropriations in the order of £3,031,ll0.16 According to the Select Committee, various errors were made in the estimates, including an over-estimate of £48,000 in respect of the substations, and the total net cost would amount to £2,751,770. Approximately 12% of this sum would be spent on the provision of substations. r7 VICTORIAN RAILWAYS. CONYERTRR BUllBTATIONe (WITH ,Ol .....-HSVl.AT&O •Anl•.Al.'-Y COOL& .D TltAHSf"O•Maft& )o
VtCTOf! IAN RAILWAYS.
ELEVATIONS FOR CDNY£1tTER SUBSTATION.
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a·-ti ~-is:~ n r~--1~-r:-·rT-· 1111.j .,f:awi::3 h ~ i: ...... ~~~~ r::::::::'.' ~~?~ a. ,:u-:Z'::::.,~..: ,1 ...... ,, I Hl ~ So.w...L 'Ai."l'o l Fout . ~ '41 29 •O ~ 40 to ~•Q J O-~ • • eo Plt• T >rJl rJl 1'1'1"A•.•••"ta 80.uc. ...._, ,..,_. t ,. ~ •o K u •o .... , 0 1 () p;· Ci CJ> Fig. 2.1 Design for a Converter Substation prepa red by the Victorian Railways, 1912.
( 11 Report of the Victorian Railways Commissioners in Connexion with the Furth e r Report by Mr . Charles H. Merz on the Application of Electr ic Tr action to the Melbou rne Suburban Railway System") 9 Andrew C Ward & Associates
2.3 Implementation of the Scheme
As suggested by Merz, a new branch of the Victorian Railways was established, to be known as the Electrical Engineering Branch, with William Stone appointed Chief Electrical Engineer on 1. 5 .1913 .18 Stone had entered service with the Victorian Railways in 1883, and was appointed Lighting Inspector in 1889. He was promoted to Electrical Engineer in 1892, and played a significant role in the 1902 design and operation of the Spencer Street power station . 19 In 1912, Stone held the position of Electrical and Lighting Engineer in the Telegraph Branch, and visited Europe and USA to make investigations in connection with Merz's proposals.
An Electrification Committee was set up to oversee the implementation of the scheme. It consisted of Victorian Railway Commissioners Jones and Shannon; William Stone; T.B. Molomby, general superintendent of transportation; W.R. Rennick, assistant chief engineer of Way and Works; and secretary Mr W.D. Bracher. 20
While Merz remained in London arranging te nders and preparing contract specifications and drawings, he sent Mr E.P. Grove to act as Australian Representative for Merz and McLellan. Grove took up the position of Chief Superintending Engineer on the electrification scheme in October 1913 ,21 By June of that year, major contracts had been let with: Parsons and Company, England, for power station generators; Babcock and Wilcox, England, for power station buildings and boiler equipment; Siemens Brothers, England, for substation equipment; and the General Electric Company of New York and England for rolling stock electrical equipment. 22
Soon after the commencement of construction work, it was decided that the power station should be relocated, as the Yarraville site was found to be inadequate in respect of its condensing water facilities.23 Although the site would have served admirably for the scheme as proposed in 1908, the new scheme required an increase in capacity from 40 ,000 to 80 ,ooo kilowatts. Merz suggested that a discharge channel be constructed to allow for the larger capacity, but it was determined that the power station should be designed for an ultimate capacity of 120, 000 kW. It was therefore decided to select a new site at Newport, which because of its location at the mouth of the Yarra River , would allow easier separation of intake and discharge water. The greater cost of the transmission cables from Newport, being further from the centre of the system than Yarraville, would be offset by the cost of the discharge channel that would have been required at Yarraville. Prior to relocation, £16,000 had been spent on preparation of the Yarraville site, including the laying of a branch line.24 By February 1914, plans had been received from Merz, and siteworks had begun under the supervision of the Engineer of Way . A branch line from Spotswood was almost complete. 25
Contracts were let with Siemens Brothers Dynamo Works Limited for substation plant amounting to 60,000 kilowatts, which it was thought would be sufficient to provide for 1917 traffic conditions. The tender of Siemens Brothers was also accepted for the provision of switchgear, after none of the tenders originally invited were considered acceptable . Contracts for the provision of cranes for the substations at Prince's Bridge, Middle Brighton, Newmarket and Glenroy, which were the first required to be completed, were to be arranged by Merz in London, while tenders would be invited locally for the cranes required elsewhere. 26
J j IO Andrew C Ward & Associates
Work proceeded apace on the substations. Plans and specifications were to be supplied by Merz, and it was intended that the Victorian Railways construct the footings while the remainder of the buildings were to be erected under contract. By February 1914, preliminary plans only had been received for the Prince's Bridge substation. Sites for the substations had been selected, and were approved by Merz. Those at Glenroy, Newport, Albion, Springvale and East Camberwell were to be located on railway land, while private land had been secured for the buildings at Middle Brighton, Macleod and Mitcham. The Prince's Bridge substation was to be located on park land on the east side of Scotch College, the site previously selected being large enough for only the proposed· Jolimont Car Shed. A public reserve was acquired for the Caulfield substation. A site had not yet been finalised for the substation at Chelsea, which was dependent on a decision by the Commissioners regarding the location of goods sidings . It had been decided to relocate the proposed North Carlton substation to Nor th Fitzroy, and a site on railway land had been selected.
In addition to the twelve substations proposed by Merz, it was decided that substations should be provided at Newmarket and Reservoir. The Newmarket substation was considered · necessary to provide for any drop in voltage experienced during heavy traffic to Flemington Racecourse, and selection of a site was in hand. A site had been selected on railway land for the Reservoir substation, which was considered necessary to provide for increasing traffic on that line.27
Works in hand by J une 1914 also included the construction of the Jolimont Car Repair Shed, and the selection of the tender of British Insulated a nd Hels by Cables Limited for the provision and laying of the 20, 000 volt feeder cables. 28 The Car Repair Shed was to allow for all work in connection with the maintenance and overhaul of electrical equipment and rolling stock,29 and the first section was anticipated to be completed by December, 1914. The laying of underground 20, 000 volt cabling was originally proposed to extend from Newport to Prince's Bridge, Richmond and North Fitzroy. In order to increase public safety and secure against interruptions to traffic, it was decided to extend this zone as far as Newport, Westgarth West Footscray, Essen don, East Camberwell, Middle Brighton and Caulfield. 3o By June 1914, the cable routes had been ·selected, and the contractor's engineers had arrived in '.\ilelbour ne.
The Commissioners recognised that the electrification of the suburban lines would allow a system of automatic signalling to be introduced which would provide a much greater degree of safety than the system then in use. To this end, Mr G.H. Wion of the Pennsylvania Railroad Company was engaged to supervise the execution of this work,31 which required that electrical equipment to power -the signals be installed in the traction substations.32
It was originally anticipated that the conversion of the Broadmeadows to Sandringham line would be completed by May 1915. 33 However, owing to delays caused by the relocation of the power station and the need to re-invite tenders for switchgear, this date was put back to the end of that year. 34 It was recognised that other works then being undertaken by the Victorian Railways may cause delays in the completion of the electrification scheme; these included the duplication and regrading of the Caulfield line , the duplication of the Flinders Street viaduct, the rearrangement of roads a t Flinders Street and Jolimont, duplication works from the viaduct to the Franklin Street junction, and the contemplated regrading of the Camberwell line.35 ~·~··· I ~1111t.-M
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iJ f41rrum > ::i0. ~ p.. ,,. .. t1 ~ MAP OF SUBURBAN RAIL~AY.:'>Y5TE'/i . '' s~"r""" l'fU(""'"lt (') 5NE\Jlf1u LINE~10 6E ELECTlllFIED.POSITION OF 1Hc POWER .STATION. 5uo:>TATION:S & Tt1E PROP05f'I) ROUTE:> lME- 20000 OLT UN.OER600Ul1C>a. Vt:Rt1EAO fEEDEP.:>. i_, 0. REFER~NCESi- qi PoUER5TATIOJt!! & 5UB5TATIOf\:) :<>ttE\ln THIJ.} • Ur1DER6~0Uf'\'D > Z0.000 VOLT FEEDER~ Cl> 2.0000 VOLi OVrRHEAOFf.t:OEP.5 . 3 15,00 VOLTCR05~ CounTRY FEEDERS (l iJ"7lr11•,.f 03· ·~~\,i.;~.~.
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·~ Fig. 2.2 (E.P. Grove, Railway Electrification: Melbourne Suburban System, The Commonwealth Engineer, 1919) 12 Andrew C Ward & AMociates
2.4 The War Years
Considerable delays in the completion of the scheme were caused by the intervention of the First World War. The workshops of some contractors were requisitioned for the production of munitions, there were delays in the deli very of equipment and materials from overseas, and some contracts had to be cancelled. Despite these setbacks, work on the scheme continued in areas not directly affected by the hostilities, although the inauguration of electrical services was delayed indefinitely.
Work on the substation buildings at Prince's Bridge, Newmarket, Middle Brighton, Glenroy and Newport was carri~d put l;>y the Victorian Railways on a day labour basis. The Prince 1 .S'Jc:>l'B"riag~, Middle Brighton and Newmarket substations were sufficiently advanced in June 1915 to allow the installation of equipment,36 while Glenroy and Newport had reached a similar stage by March the following year .37 Contracts were progressively let for the erection of the remainder of the substation buildings, beginning with North Fitzroy in 1915, and Al bion in 1916. Both of these buildings were ready for the installation of electrical apparat us by June 1917 .38
It was originally intended that all the substations be built under contract. However, due to delays in receiving drawings and specifications from 1.Vlerz, and because of the complicated and unusual nature of the internal brickwork involved, the Victorian Railways were forced to complete construction of the first five substations. By June 1915, drawings and building notes for all the substations had been received from Merz.39
A decision was made by June 1915 to provide an extra substation at Seaford, to meet the requirem_ents of increased traffic on the Frankston line, and a site on Crown land had been selected. The proposed substation at Chelsea was relocated to Mentone, on a site purchased for the purpose. The Glenroy substation was reloca ted to private land purchased by t he Railways. A site was selected on Railway land adjacent to the cattle yards for the Newmarket substation. 40
The installation of equipment in the substations proceeded slowly. The total capacity of the system was increased to 73,500 kiloWatts, mainly due to a decision by Merz to provide spare rotary converters in some substations.41 The converter equipment was to be distributed as follows: {'"'J .... 1,,:...... \ 3000 kW units: Prince's Bridge (6), Newmarket (3), North Fitzroy (3), East Camberwell (3), Caulfield (3};
1500 kW units: Newport (3}, Middle Brighton (4), Mentone (3-);
750 kW units: Glenroy (2), Albion (3}, Macleod (2), Mitcham (2), Spring Vale (2), Reservoir (2), Seaford (3).42
By June 1916, this equipment was in the process of erection in the substations at Newmarket and Newport. 43 It was not until June 1918 that rotary converters had been erected at Middle Brighton, but those for the Prince's Bridge substation, now refer red to as Jolimont, were not expected to arrive until October of that year. 44 This equipment was to be provided by the General Electric Company of America, 45 as the workshops of Siemens Brothers in England had been requis itioned by the Imperial Government. 46 13
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Deliveries of other substation equipment occurred concurrently: Herbert Morris and Company were contracted to manufacture and supply the overhead cranes for the power station and the substations at Prince's Bridge, Newmarket, Middle Brighton and Glenroy, which had been installed by March 1916;47 and deliveries of switchgear from Siemens Brothers were expected in June 1915,48
The Newport power station and Jolimont Car Repair Shed were approaching completion in June 1917, though both required the installation of further equipment. The laying of underground transmission cables between the power station and the Prince's Bridge, Newmarket, Middle Brighton and Newport substations had been completed by this date, and the overhead equipment for the Sandringham-Essendon and Flemington Racecourse lines was nearing completion. Some work was proceeding on the steel support masts for the Williamstown, Williamstown Racecourse, St Kilda and Port Melbourne lines. 49 The process of bonding the track, which allowed a return circuit to be completed from the overhead wires through the cars and back to the substations, was also proceeding satisfactorily. AEG of Berlin were originally contracted for equipment relating to this work, but the War caused this contract to be cancelled, and the British Insulated and Helsby Cables Limited were engaged to provide the bonds. 50 Other works in hand included the construction and adaptation of rolling stock, the installation of electrical apparatus in the cars, alteration of platform verandahs to allow clearance for the pantographs, and the alteration of road bridges along the Sandringham-Essendon and Williamstown lines. The need for sufficient clearance for the overhead wires also required the lowering of tracks and platforms under Swanston Street , which had been completed by March 1916.51 A lecture room equipped for training motormen and guards was built at Flinders Street, and the Flemington Racecourse line was to be used as a training track. 52
The arrangements for automatic signalling equipment had been largely decided by March 1916. Signalling bays were to be provided at the Prince's Bridge, Newmarket, Middle Brighton, Newport, North Fitzroy and Caulfield substations, and similar provisions would be made at the remaining substations when required. 53
By March 1916, the Commissioners decided that the provision of electric power should be expanded to include the following locations:
Spencer Street Lighting Station; Newport Rolling Stock Shops; North Melbourne Repair Shops; Worksmaster's Shops, Arden Street; Elwood Tramway Power Station; Newport Signal Shops; Ironwork Shops, Spencer Street; electric lighting of stations in the suburban area.54
In his 1908 and 1912 reports, Merz had discussed the utilization of the State's brown coal reserves for the production of cheap electrical energy, and the electrification scheme was sanctioned by the Government on the understanding that it would be part of a general scheme to provide electric power . 55 To this end, an Act of Parliament passed in April 1918 authorized the Victorian Railways to sell electrical energy in excess of that required for railway purposes, and the municipalities of Footscray, Williamstown, Werribee, Braybrook and Port Melbourne became part of this scheme.56
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./':/ · Cl> 0 n ii5...... (I) Go
Fig. 2.5 Jolimon t Car Repair Shed, 1918: Lifting Bay for Electric Cars. (Victorian Railway s Annual Report, 1918) 17 Andrew C Ward & Associates
The electrification scheme and the subsidiary schemes associated with it called for the erection of a number of other substations, not directly required for railway traction purposes.57 Substations were required at Newport Workshops and the Jolimont Car Repair Shed to power machine tool equipment, and these had been largely completed by June 1917, on a day labour basis. A similar substation to the one at the Newport worl The Victorian Railways ha d been operating an electric tramway between St Kilda and Brighton since 1906.58 The power station was located at Elwood, and the line was brought into the general electrification scheme by the erection of a substation on the former power station site. This building had been completed by June 1917 ,59 but was not conne-cted to the Newport power station until the following year. 60 Construction work on a second tramway between Sandringham and Black Rock began in 1914, 61 and a substation was built at Sandringham in 1918.62 The first section of this tramway was opened in March 1919, significantly two months before the inauguration of electrified rail services. Services on the Sandringham-Black Rock tramway were terminated in 1956, while the St Kilda-Brighton tramway closed the follow ing yea r. 63 The substation at Sandringham s till stands, but the Elwood substation has been demolished. 2 • 5 Inau gu ration of Electrified Ser vices By the end of the War, preparations were well under way for the extension of the scheme beyond the Sandringham-Essendon line. Wiring to complete the overhead equipment for the St Kilda, Port Melbourne and Williamstown lines had been ordered, which together with the Sandringham-Essendon line, cons tituted nearly half of the suburban system.64 The Clifton Hill, Caulfield, and Camber well groups of lines would then follow; the p reposed regrading of the Hawthorn-East Camberwell section had to be comple ted before electrification works to the Camber well group could proceed, while duplication and regrading of the Caulfield line was completed by March 1916 and no longer presented a hindrance to the scheme. 65 Although the installation of equipment in the power station and the substations had still not been completed, the first turbo-generator at Newport began producing power on 20. 6 .1918. The scheme was now sufficiently advanced to allow trial runs to be made, and on Sunday October 6th, the first electric train ran between the Newmarket s ubstatton and Flemington Racecourse. Several trials were made during the day with different numbers of cars, and the train remained on the line for driver training during the following months. 66 The main work that remained to be completed to enable the commencement of electric services was the installation of certain equipment in the Newport power station and the Jolimont substation. At the power station, two generators were now r eady for use, two others were in the course of erection, while the remaining two had been commandeered for the war effort and were yet to be r e placed. The erection and testing of the rota ry converters, transformers and switchgear for the Jolimont substation was expected to be completed in time for the inauguration of electric services to occur at the beginning of 1919. 67 J l8 Andrew C Ward & Associateo It was not until 18.5.1919 that a trial service operated between Essendon and Sandringham, the cars being loaded with ballast to simulate a full compliment of passengers. 68 Official inauguration occurred on 28 May 1919, with a special train leaving Flinders Street for Essendon where a short ceremony was performed by Acting Prime Minister Watt, who had sponsored the electrification s cheme in 1912 while Premier of Victoria. Also present were Premier Laws on, the Minis ter of Railways Mr S. Barnes, Members of Parliament, and the Lord Mayor. The train then departed for Sandringham, where further spee ches were made, and returned thereafter to the city. Regular services between Essendon and Sandringham commenced the next morning, in tandem with steam services. 69 The Middle Brighton substation had still not been fully equipped, and prevented the continuous operation of electric services. 70 It took four years to complete the scheme, the various lines commencing electric services as follows: 7l 28.5.1919 Flinders Street-Sandringham Flinders Street-Essendon Newmarket-Flemington Racecourse 31.8.1919 Flinders Street-St Kilda 26 .10 .1919 Flinders Street-Port Melbourne 27.8.1920 North :.vielbourne-Williamstown Pier Newport-Williamstown Racecourse (now dismantled) 2.12.1920 North Melbourne-Fawkner 30.5.1921 Graham-Princes Pier (now dismantled) 31.7.1921 Princes Bridge-Heidelberg Clifton Hill-Reservoir Clifton Hill-Royal Park (now dismantled ) 4.9.1921 Essendon-Broadmeadows 2.10.1921 Footscray-St Albans 5.3.1922 Flinders Street-Oakleigh Caulfield-Glenh untly 6.6.1922 Glenh un tly-Mordialloc 27.8.1922 Mor dialloc-Fran ks ton 11.12.1922 Oakleigh-Dandenong Spring Vale-Spring Vale Cemetery (now dismantled) 19.12.1922 Flinders Street-Box Hill Burnley-Darling Hawthorn-Kew (now dismantled) 30 .1.1923 Box Hill-Ringwood 15.4.1923 Heidelberg-Eltham A number of changes occurred during the time taken to complete the scheme. The most significant of these were connected with improvements to equipment that took place as a result of technological advances made during the War. The cost of the erection of the substations was able to be reduced by the employment of a new type of switchgear, . commencing with the Caulfield group of lines, and automatic operation was introduced at a number of substations following experiments made by Merz, which significantly reduced the number of attendants required. In addition, the final two generators installed at the Newport power station were of a considerably higher capacity than those already provided, significantly increasing output. 72 19 Andrew C Ward & Associates By June 1920, work had commenced on the Caulfield substation, and the erection of buildings at Mentone, Seaford, East Camber well, Mitcham, Reservoir and Springvale would soon follow. The installation of equipment at the Middle Brighton substation was finally completed in January of that year, 73 while at Jolimont, it was planned to replace the existing rotary converters with four 4,500 kW machines. The planned substation at Macleod was to be replaced by two smaller buildings at Rosanna and Greens borough , which would provide better distribution of power to the outer end of the Eltham line. These substations would be equipped for automatic operation, along with the Reservoir, Mitcham and Springvale substations. 74 At the time of inauguration approximately £2,800,000 had been expended on the electrification scheme. 75 This figure had leapt to £6 , 270, 000 by completion, 76 but the financial and operational advantages of conversion had been amply demonstrated . Electric trains were able to run at faster speeds , reducing travelling time and the frequency of services, while at the same time reducing the number of trains and operators required. Greater flexibility in the size of trains was also afforded, 77 and Flinders Street station was now able to be through-worked. 78 By 1922, these improvements had resulted in estimated increases over steam operation of 12. 5% in the number of passenger journeys, and £ l 70, 000 in revenue. 79 The following year, the number of passenger journeys represented an increase of 40% over the figure for 1919, and work had been completed on the extension of station platforms to accomodate the longer trains capable of being run. Nearly half of the power produced at Newport was sold for other purposes, realising £179,033 in extra revenue.80 Melbourne now had the largest electrified suburban train service converted from steam operation in the world, and the largest power generating plant in the Southern Hemisphere.81 It was also the first electric train service in Australia. 82 2.6 Expansion of the Network The highly satisfactory results of conversion soon encouraged the Commissioners to investigate expansion of the scheme. Electric parcel vans were introduced in 1921, and a total of six vans were eventually built, relieving normal passenger services from such duties . In July and August 1923, electric locomotives began shunting duties in the Flinders Street yard, and it was subsequently decided that all suburban goods traffic be handled by electric means. Goods sidings on most lines were eventually wired for electric use. 83 The Outer Circle line was excluded from the scheme because of the meagre traffic on it, but by June 1923, the matter was being reconsidered.84 This line originally extended from Oakleigh to Fair field , and was built between 1888 and 1891. It was progressively closed between 1893 and 1895, but the section from Camberwell to Ashburton reopened in 1898. Services on the section north of the Ringwood line as far as Deepdene recommenced in 1900, and a new station was opened at East Camberwell, allowing through-working between Deepdene and Ashburton. Electric services between Camberwell and As hburton commenced on 1.11.1924 , but steam services continued on the Deepdene branch. These were replaced by a rail motor service in 1926, but a bus service was introduced the following year and the branch was closect.85 The Ashburton terminus was extended and electrified to Alamein on 28.6.1948.86 -~ """~ -~::::.~':.'7~7- ':":=~ . ,<"..-.·· -····•r=-. ' ·r • .'. l. l t --= :::-·::::::"'.::----::::~•. / . - ...... I ~~~ .. '· ._ ::::~:·::: / ' . ' . . ' •--r-.- .:=:= :=: -r.--r· ~:....~.....- ...... """'--"'-~ .::=:....-.::.~.:...::::. =:::: . ~ --.- _ . , ""',.., -...,.._- " ""- ="'------·~~·~~:~·=~~/§~ g ~=~·~:~:.:.~:~~~~ -- ·········. / --~ ..~"·:: :.. :·=.:!:, ,,r' ·~ /(' ~.,~.. ,..... / A . .j _( lllC'f TO CU'JAClftfS --- I'-,) -=: =-==:~-.':'"':" !I:::::..,;:;:":"; .;,.=·::: : 0 t::.!. .. --:--~. = : ~~ ::-;:::·.:.':'7..::: =--...·--· _, ... J >_, ....,0.. ~ .. .. (\) ~ () f l!llllJS m Vlf)ll ~ 1· ~...., MELBOtmESUBURB.AN ~-· 0.. ELECTRIFlCATJON JI~'..... Q'l t• OWlllolf. 90HCP n1usf . JIWiSMl~IONa. $1./Ci 5 lATIOM$. --~!I- c~·,~:,. .. .._.. tr; ~ . ,J,~•>J...... e_ ,_...._.. --=··· ·~·-- ~ Cl>> ~ti.It#!~- ·-·!'~--'\ 0() .-...--·· c;· 11 11 11 ~ Fig. 2.6 Diagram of the electr ification scheme, 1926, showing Newport "A and 8 power stations , Cl> 1500 volt railway traction substations, 600 volt street tramway trac tion substat ions, industria l and static substations. (Electrical Engineering Bran ch , Public Transport Corporation) 21 Andrew C Ward & Associates By June 1923, the Commissioners had submitted to the Parliamentary Standing Committee on Railways plans for the conversion of the lines from Ringwood to Upper Fern Tree Gully and Lilydale. 87 The Minister of Railways asked the Committee to treat as a matter of urgency the electrification of the section between Ringwood and Croydon, so that conversion could be economically undertaken at the same time as the Camberwell to Ashburton line.88 This request was acceded to, and electric services were extended to Croydon on 28 .11.1924.89 At that time, the foothills of the Dandenong Ranges were largely patronised by holiday traffic, but the permanent population was rapidly increasing. The inconveniences of operating steam trains on the Upper Fern Tree Gully and Lilydale branches, which included the delays to electric services caused by having to run such trains from Melbourne, were obvious and the Committee recommended electrification. 90 The Upper Fern Tree Gully branch commenced electric services on 12.10.1925, and the Lilydale branch on 30 .11.1925. Services were extended to Belgrave from Upper Fern Tree Gully on 18.2.1962, after the narrow gauge Gembrook line had been rebuilt and electrified. 91 The conversion of the Upper Fern Tree Gully and Lilydale lines required the provision of two new substations, at Lower Fern Tree Gully and Mooroolbark. These were the first to be equipped with mercury arc rectifiers in place of the rotary converters used elsewhere,92 which allowed considerable savings in cost. They were also completely automatic in operation, supplying power only when required. The success of this means of control led to consideration being given to conversion of some of the existing manually-operated substations; Glenroy and Seaford substations were altered to automatic control in 1928. 93 By 1925, a check in the development of suburban passenger traffic had been experienced, due to increasing competition from improved tram services, and the operation of l?rivately-owned buses. Despite this, revenue continued to rise due to the rapid growth of the outer suburban areas. The Commissioners therefore decided that further steps should be taken to cater for these districts, and the line from Eltharn to Hurstbridge was the next to come under consideration for conversion. 94 The Parliamentary Standing Committee recommended electrification on 9.12.1925,95 and services commenced on 2. 8 .19 26. The proposal considered by the Committee called for a substation to be erected at Diamond Creek, but this was not proceeded with, and it was not until the beginning of 1930 that an automatic mercury arc rectifier substation was brought into service at Hurstbridge to boost the power supplied from Greensborough.96 The first new line to be built following electrification was the extension of the Burnley-Darling line to Glen Waverley, which was electrified from the outset. This was ratified by the Parliamentary Standing Committee on 16.12.1926,97 and services commenced in two stages: the unused section of the Outer Circle line between Darling and East Malvern on 3.2.1929, and the remainder on 5. 5 .1930. A 1500 volt automatic mercury arc rectifier substation was built at Glen Waverley, with 20, 000 volt supply originating at Hughesdale and routed along the formation of the Outer Circle line.98 Further extensions of the electrified suburban network occurred as follows:99 2.10.1926 Junction of Williamstown Racecourse Branch-Altona 10.1.1927 Port Melbourne-Bay Excursion Pier (now dismantled ) 16.12.1929 Reservoir-Thomastown 22.5.1933 Bay Excursion Pier-Station Pier (now dismantled) C1t.ltf"l'ZRaV1tr llOAb EAST \ JUU¥00D ••o ·~~""" """" H.'~HIJUP'f ROAD Q ~ ' I OOraK. t _: I I I ' I ~ "' " ·''"'-' N I NU~SflUCT ROAD ~ \ c.11 t tJ. )•llj.•·d-···ink4 : ·----' .ii LEV ~IJVA~£RL£Y ii Rl>AD ~ ~. > .,,. ::>a. ~~ >; ~~. ""0:1..£~' (1) l'~ltN,.1!&_(:.CVtl.r' "'u. ~ () PRO .POSED RAILWAY a~ WfJ.l/.tl&T~ll DARLING TO GLEN WAV ·ERLEY ~ iCAl t: Of MILE? - i i i >Cl? !:lee. Tr.. mw.11ys shewn thu11 •••• •• • ~ Prope>a ad Tra mwaya ah cwn lhu.s • ••• • • (") Ei.isfon' R;;iilways In uu st.ewn thus Q:> (b" ,. • Ur'lt.JS8d " ·~ --- PrGpOUd Aailway " • •• • • • Cl> Fig. 2.7 ("Report From the Parliamentary JA,,1\Jlol4Y to..-i~'0" 11.MIKK Standing Committee on Railways on the •llUY81l. D•UMl&I\. eH Proposed Darling to Glen Waverley Railway", 1926) 23 Andrew C Ward & Associates 17 . 8.1959 Fawkner-Upfield 30.11.1959 Thomastown-Lalor 30 .11.1964 Lalor- Epping A ne w automatic substation was built at Coburg in 1933 to reduce the voltage drop on the outer portion of the Fawkner line, and to minimise electrolysis damage. Electrolysis is the process by which current returning to the substations along the bonded track leaks into the earth and is attracted to adjacent metallic objects such as water mains, causing corrosion. Other improvements to power su pply made in the years leading up to the Second World War included the duplication of the 20 ,000 volt supply to several substations, and the installation of high s peed circuit breakers between pairs of s ubstations to protect the overhead system from 11 lightning damage . These circuit breakers were housed in "tie stations , small brick buildings adjacent to the tracks .100 The need for tie stations diminished as a result of later changes in policy regarding the siting of substations, but tie stations still exist at Bayswater, Clifton Hill, Diamond Creek, East '.\1alvern, Fawkner, Footscray, Surrey Hills, Toorak, and Upper Ferntree Gully.101 In 1924, the newly-constituted State Electricity Commission commenced output from its own power station at Newport, known as Newport 11 B 11 to distinguish it from the Railways' power station, which became Newport "A" from that date. The SEC gradually began to take · over bulk s upply of electricity to large consumers such as the Melbourne City Council and the Melbourne Electric Supply Company, which had previously purchased power from the Railways .102 Despite this reduction in demand, the Newport "A" Power Station continued to prod uce power in large quantities, which was supplemented to a small extent by energy received from t he SEC system. For a time, the Railways operated the Newport 11 B 11 Station on behalf of the SEC .103 Plans were prepared for the reflacement of turbine a nd boile r plant at the Newport "A" Station in 1936,10 and work commenced in 1939. This plant included new turbo-alternators capable of generating the transmission voltage of 20 ,000 volts; power generated by the original plant had to be stepped up to this level with transformers.105 This modernization ~rogram continued t hroughout the War, and was not completed until 1951. 06 Control over power supply was improved whe n a new control centre was established at Batman Avenue in 1938. The equipment r equired, including complementary control gear in the various substations and tie stations, was installed over the next four years ,107 2. 7 "Operation Phoenix" In · 1950, the Victorian Railwa ys embarked on a rehabilitation and mode rnization plan, the main aims of which were "to make Victoria's railway services more efficient than they have ever been; to re-establish them in public confide nce and to restore in them the full measure of railwaymen's own pride" .108 The scheme, known as "Operation Phoenix", provided for improvements to country rail services, s tation rebuilding, duplication of sections of suburban lines, introduction of new s uburban rolling stock, improvements to signalling and communicat ions, and the building of new goods depots at Dy non. The featu res of the scheme that are of mo st inte rest here a re the electrification of the Gippsland line, improvements to power supply including the erection of new substations, and the relieving of congested city traffic conditions by the provision of an underground railway . J 24 Andrew C Ward & Associates Regrading and duplication of the line from Dandenong to Morwell commenced in 1948, to handle the increasing traffic to the State's developing brown coal reserves in the Latrobe Valley. Electrification works between Dandenong and Traralgon commenced in 1950, and were completed in 1956. It was the first main line electrification in Australia, and the 97 .5 miles from Melbourne to Traralgon the longest electrified line .109 When the section of track between Spotswood and the Newport power station was electrified in 1954, it enable d brown coal trains from the Latrobe Valley to be electrically-hauled to Newport without change of motive power . To prevent delays to suburban traffic, sidings were provided at Springvale and Dandenong, allowing freight trains to be refuged while suburban trains passed on the main Ii n e • 11 0 The Newport 11 A 11 Power Station was transferred t o the SEC in January 1951, and the Victorian Railways ceased operation as a power generating authority .111 This necessitated a change in supply frequency, as the SEC had adopted the national standard for industrial power genera tion of a.c. power at 50 Hertz. When the electrification scheme was embarke d upon, 25 Hz a . c . power was adopted, as the convers ion of higher supply frequencies to 1500 volts d .c. was uneconomical due to t he s ize of rotary converter required. The introduction of mercury arc rectifiers from 1925 negated this requirement, as this type of equipment was able to operate efficiently over a wide range o f frequencles.112 The decision to alter supply frequency brought about a change in policy from the existing small number of large capacity su bstations to a large number of small to medium ins tallations. This had the advantage of reducing the problems of electrolys is and voltage drop associated with long track sections between substations. The Caulfield group of substations was the first to be converted, to allow continuous 50 Hz supply to the Gippsland line, and because 22,000 volt supply was easily obtainable at the SEC's Malvern terminal. Noble Park was the first s ubstation commissioned in September 1954, and the program continued until December 1972 when the Crernorne substation was brought into service. As a result of this work , 50 substations r a nging in capacity from 1000 to 6000 kW had replaced the previous 23 installations ranging from 1000 to 18 ,000 kW. Of the 21 substations erected prior to the Second World Wa r, those at Fe rntree Gully (formerly Lower Fern Tree Gully), East Camberwell, Rosanna, Mitcham , Greens borough, Reservoir, Coburg and Glenroy had the 50 Hz equipment installed in the existing buildings ; those at Seaford, Mentone , Caulfield, Albion, Glen Waverley and Middle Brighto n had new buildings provided; and those at Springvale (forme rly Spring Vale), Mooroolbark, Hurstbridge, Newmarket, North Fitzroy, Ne wport and Jolimont were replaced by new buildings at other locations. In addition t o t hese, 25 Hz rectifier substations were erected at Box Hill and Alphington in 1951 to cope with increasing traffic on the Ringwood and Hurstbridge lines; these buildings were retained and 50 Hz equipment installed. The newly-commissioned substations with 50 Hz power began operation as follows. All are of 1500 kW capacity unless otherwise noted, 113 1954 Noble Park 195 5 Westall, Seaford ( 3, 000 kW), Mount Waverley, Chelsea 1956 MordiaUoc , Gardiner, Mentone, Highett, Caulfield ( 6 ,000 kW) 1957 Fern tree Gully, Bentleigh, Oakleigh, Lilydale 1958 Ashburton (lOOO kW), Eltham (1000 kW), Blackburn (1000 kW, extended to 1500 kW in 1960) 25 ,'\ndrew C Ward & Associates 1959 Box Hill, Hawthorn, Campbellfield (1000 kW, for extension of electrification from Fawkner to Upfield) 1960 East Camberwell, Albion, Thomastown, Tottenham 1961 Burnley (3,000 kW), Wattle Glen, Rosanna 1962 Upwey (3, 000 kW, for extension of electrification from Upper l Fern tree Gully to Belgrave) , Mitcham, Croxton, Greensborough, Ringwood, Glen Waverley (1000 kW), Alphington 1963 Reservoir 1964 Victoria Park (3,000 kW}, Royal Park, Pascoe Vale 1965 Coburg, Glenroy 1966 Essendon, North Melbourne (4,000 kW) 1967 Yarraville, Williamstown 1969 Paisley, Croydon, Hampton, Middle Brighton 1970 Balaclava 1972 Cremorne After trials carried out at Coburg and Glenroy beginning in April 1965, a new type of rectifier was introduced to all substations built after January 1969 . 114 The silicon diode rectifier incurs lower power losses than mercury arc equipment,115 and is more compact. All suburban traction substations now use silicon diode rectifiers. The original substations at Jolimont , Middle Brighton, Mooroolbark and Glen Waverley have since been demolis hed . The Jolimont substation was removed in February 1973, when the land it occupied was required for track expansion associated with the Underground Loop. A design for the underground railway proposed by "Operation Phoenix" was approved in principle by Parliament in 1959, and the Melbourne Underground Rail Loop Authority was set up in 1970 to supervise construction. The function of the Jolimont substation was replaced by the new substations at Cremorne and North Melbourne, a new substation in Batman Avenue adjacent to the Metro! building, and the increased capacity of other nearby substations, 116 The Glen Waverley substation disappeared when the shopping centre was expanded, and the railway station was relocated. 1 26 Andrew C Ward & Associates NOTES TO SECTION 2 I. Leo J. Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, p .109. 2. S.E. Dornan and R.G. Henderson, The Electric Railways of Victoria, Australian Electric Traction Association , 1979, p.5. 3. Harrigan, loc. cit. 4. Dornan and Henderson, loc. cit. 5. Ibid. 6. Ibid, pp.6-7. 7. Ibid, pp.8-10. 8. Ibid, p.11. 9. Harrigan, op. cit., p.110. l O. 11 Further Reort by Charles H. Merz upon the Application of Electric T raction to the Melbourne Suburban Railway System", 1912. 11. "Re port of the Select Committee in Connexion with the Furthe r Report by Mr. C.H. Merz upon the Application of Electric Traction 11 to the Melbourne Suburban Railway System , 1912, p.xxi. 12. 11Further Report by Charles H. Merz .. . ", op. cit., p.7. 13. Ibid, p.11. 14. "Report of the Victorian Railways Commissioners in Connexion with the Further Report by Mr. Charles H. Merz on the Application of Electric Traction to the Melbourne Suburba n Railway System", 1912. 15. "F urther Report by Charles H. Merz ••• ", op. cit., p.17. 16. "Report of the Victorian Railways Commissioners ••• ", op. cit. 17. nReport of the Select Committee ... ", op . cit., p.xx. Interestingly, the Select Committee questioned Merz on whether a sinking fund should be allowed in respect of equipment such as substation plant , to write off capital in case a more efficient piece of apparatus could be bought at some future date. Although Merz conceded that energy losses between the power station and the car motors would amount to 17%, he stated that the only equipment capable of material improvement in efficiency was in con nection with the power station. He was soon proved wrong. 18. VR Annual Report, 1913, p.15. 19. "History of William Stone", Chief Electrical Engineer's Office, 1935: notes on file in the possession of the Substation Supervisor, Public Transport Corporation. 20. E.P. Grove, Railway Electrification: Melbourne Suburban System, The Commonwealth Engineer, 1919, p.l. 21. Dornan and Henderson, op. cit., p.13. 22. YR Annual Report, 1913, loc. cit. 23. VR Electrification Progress Report, 18.2.1914, p.4. 24. VR Electrifica tion Progress Report, 31.3.1916, p.16. 25. VR Electrification Progress Report, 18.2.1914, p.5. 26. Ibid, pp.7-8. 27. Ibid . 28. VR Annual Report, 1914, p.13. 29. VR Electrification Progress Report, 31.3.1916, p.43. 30. Ibid, p.24. 31. VR Annual Report, 1914, p.14. 32. VR Electrification Progress Report, 31.3.1916, p.62. 33. YR Electrification Progress Report, 18.2.1914, p.17. 34. VR Annual Report, 1914, p.14. 35. VR Electrification Progress Report, 18.2.1914, pp.17-18. 36. VR Electrification Progress Report, 30.6.1915, pp.22-23. 37. VR Electrification Progress Report, 31.3.1916, p.29. 38. VR Annual Report, 1917, p.21. 39. VR Electrification Progress Report, 30.6.1915, p.24 • .,., . ." . ' ...... 27 Andrew C Ward & Associates 40. Ibid, p.23. 41. Ibid, p.22. 42. Ibid, p.24. 43. YR Annual Report, 1916, p.12. 44. YR Annual Report, 1918, pp.17-18. 45. YR Annual Report, 1917, p.20. 46. YR Annual Report, 1916, p.12. 47. YR Electrification Progress Report, 31.3.1916, p.23. 48. YR Electrification Progress Report, 30.6.1915, p.25. 49. YR Annual Report, 1917, p.21. 50. VR Electrification Progress Report, 31.3.1916, p.40. 51. Ibid, pp.13-15. 52. Ibid, p.64. 53. Ibid, p.28. 54. Ibid, p.56. 55. YR Annual Report, 1917, p.22. 56. YR Annual Report, 1918, p.18. 57. YR Annual Report, 1917, p.22; VR Electrification Progress Report, 31.3.1916, pp.45, 56-58. 58. Harrigan, op. cit., pp. 250-254. 59. YR Annual Report, 1917, p.22. 60. VR Annual Report, 1918, p.18. 61. Harrigan, loc. cit. 62. YR Annual Report, 1918, p.18. 63. Harrigan, loc. cit. 64. YR Annual Report, 1918, p.17. 65. VR Electrification Progress Report, 31.3.1916, p.9. 66. Dornan and Henderson, op. cit., p.26. 67. VR Annual Report, 1918, p.17. 68. Dornan and Henderson, loc. cit. 69. Harrigan, op. cit., p.111. 70. Dornan and Henderson, loc. cit. 71. Ibid, p.100. 72. YR Annual Report, 1919, pp.17-18. 73. Dornan and Henderson, op. cit. p.50. 74. VR Annual Report, 1920, pp.15-16. 75. E.P. Grove, loc. cit. 76. Harrigan, op. cit., p.112. 77. VR Annual Report, 1919, p.17. 78. YR Annual Report, 1922, p.17. 79. Ibid, p.15. 80. VR Annual Report, 1923, p.15. 81. Ibid. 82. Harrigan, loc. cit. 83. Dornan and Henderson, op. cit., pp.27-29. 84. VR Annual Report, 1923, p.15. 85. Harrigan, op. cit., pp.103-106. 86. Dornan and Henderson, op. cit., p.100. 87. VR Annual Report, 1923, p.15. 88. "Report From the Parliamentary Standing Committee on Railways on Proposed Expenditure Under Railway Loan Application Act No. 3299 (Electrification of Fern Tree Gully and Lilydale Railways)", 9.9.1924, p.3. 89. Harrigan, op. cit., p.116. 90. "Report From the Parliamentary Standing Committee ••• ", op. cit. 91. Dornan and Henderson, op. cit, pp.76-79. 92. VR Annual Report, 1925, p.19. 93. Dornan and Henderson, op. cit., p.29. 94. VR Annual Report, 1925, pp.18-19. J 28 Andrew C Ward & Associates 95. "Report From the Parliamentary Standing Committee on Railways on Proposed Expenditure Under Railway Loan Application Act 1925 11 (Electrification of Eltham to Hurstbridge Railway) , 18.12.1925. 96. Dor nan and Henderson, op. cit., p. 63. 97. "Report From the Parliamentary Standing Committee on Railways on the Proposed Darling to Glen Waverley Railway", 16 .12.1926. 98. Dornan and Henderson, op. cit., p.82. 99. Ibid, p.100. 100. Ibid, p.30. I 01 . Electric Traction, Journal of the Australian Electr ic Traction Association, January 1981, p.9. 102. Harrigan, op. cit., p.112. 103. VR Annual Report, 1925, p.19. 104. Dornan and Henderson, op. cit., p.30. l 05 • The Victorian Rail ways Newsletter, May 1943 , p. 3 . 106. Harrigan, loc. cit. 107. Dornan and Henderson, op. cit., p.31. 108. Harrigan , op. cit., pp.136-138. 109. Ibid, pp.113-114. llO. Dornari and Henderson, op. cit., p.34. 111. Harrigan, op. cit., p.113. 112. Dornan and Henderson, op . cit., p.34. 113. Ibid, pp.35-36. 114. Ibid. 115. Electric Traction, January 1981, p.8. 116. Electric Traction, March 1981, p.45. 29 Andrew C Ward & Associates 3. CULTURAL SIGNIFICANCE OF THE ELECTRIFICATION SCHEME The electrification of the \1elbourne suburban rail network has historic importance both nationally and internationally. On a national level, it was the first large scale electric transport network, preceded only by a few electric street tramways. The first electrified railway line in Sydney did not begin operation until 1926, and the only other Australian cities to have an electrified rail network are Brisbane, which did not convert its lines until 1979, and Perth, which began electric services in 1991. On an international level, the Melbourne suburban network was, at the time of its completion, the largest electrified service converted from steam operation in the world, and its power generating capacity was unsurpassed in the Southern Hemisphere. In January 1924, the Victorian Railways Magazine noted that the only comparable system would be the recently-approved electrification of the Chicago Lake Shore lines, based on a similar 1500 volt d .c. overhead transfer. The adoption of this type of system for the Melbourne electrification was a bold move, as in 1912 no railway had installed an overhead system with a pressure of 1500 volts d .c.; in this respect, the Melbourne electrification scheme became a model for later installations in England, France, Holland, Brazil, Japan, New Zealand and India. The importance of the railway electrification scheme can also be measured against the development of Melbourne's network of electric street trams. The first electric tram in Australia began services in Box Hill in 1889, but was short-lived. The Victorian Railways established an electric tram service between St Kilda and Brighton in 1906, and the North Melbourne Electric Light and Traction Company built electric lines the same year. In July 1919, the Melbourne and Metropolitan Tramways Board was formed, just two months after the inauguration of electric rail services. The purpose of the Board was to bring together the operation of the various municipal tramways that had been established, and to arrange for the electrification of the entire network. By the completion of the rail electrification scheme, the Victorian Railways were beginning to experience a decline in patronage due to the improved tram service, and also to the introduction of motor buses. The electrification of the suburban rail system proved to be a major factor in the Railways' maintaining a competitive stance in the transport market. The electrification scheme also played an important part in the developme nt of the State Electricity Commission and the utilisation of the Latrobe Valley's brown coal reserves for large scale power generating purposes. Prior to the establishment of the Railways' power station at Newport, a number of small scale plants had been established for generating domestic lighting and for some industrial purposes, but it was not until the Railways began producing electric power that Melbourne and its suburbs were able to receive the full benefits of electricity. When the SEC established its own power station at Newport in 1924, the Railways continued as a major power generator until they handed over full responsibility to the SEC in 1951. 30 Andrew C Ward & Associates The electrified network also has a social significance for its role in determining the spread of Melbourne's suburbs. Up until the 1950's, Melbourne's development closely followed the railway lines, a direct consequence of a fast and efficient rail service which could only be achieved with electrification. It is only in recent years that this significance has been obscured, due to the gradual takeover of road transport. The surviving built structures associated with the electrification scheme are: the Jolimont Car Repair Sheds; the substations; the overhead support masts and bridging; the automatic signalling structures; the surviving Tait rolling stock. All are important reminders of the significance of the electrification scheme. The substations are of major significance as their existence is directly attributable to the adoption of electric power. The earliest group of substations are historically important for their associations with the inauguration of electrified services, and architecturally important for their adoption of the nee-Classical style on a grand scale for what are essentially utilitarian structures. From a scientific viewpoint, the equipment employed was at the forefront of the technology then available, and the changes in design of the substations reflect advancements in this technology. This significance has been compromised by the removal of the early equipment. The earliest group of substations are also socially important pue to the fact that at the time of their construction, they were dominant structures in Mel bourne's outer suburbs. J 31 Andrew C Ward & Associates 4. BUILDING DESIGN TYPES 4.1 Type A: 1914-1916 A large red brick and cement render neo-Clas sical building designed by the Way and Wor ks Branch of the Victorian Railways in conjunction with the engineering firm of Merz and MacLellan , l The facades are divided into three sections: a cement rendered basement with s quare perforated me tal ventila tion ope nings; a face brick lower floor with rectangular window openings having cement rendered voussoirs; and a "piano nobile" with tall round arched window openings having rendered drip moulds and keystones. A rendered moulding separates the lower floor from t he main level, and another encircles the building at the arch springing line . The building is topped by a deep rendered cornice and a brick parapet. The two halves of the building are distinguished by the machine hall projecting forward at each end as a separate pavilion, topped by a semi-circular pediment. T he switch cell section has brick pa nels dividing the upper window openings , a nd has an inset balcony along the side of the building at mid-level; wrought iron balustrading spans between the brick piers . The whole of one side of the building is taken up by the machine hall, which is a full height space broken up at the lower level by dividing walls, forming separate bays which housed the rotary converters. At one end is a loading bay, originally served by a siding from the adjacent track, and a bay for signalling equipment is adjacent to the loading bay in the larger subs tations . At basement level on t his side of the building a re separate walls designed to support the heavy equipment; these form a series of catacomb-like rooms. On the other side of the building is the switchgear, housed on three levels in separate cells with interlocked doors; each cell is continuous through all levels . Various types of switching apparatus are located on the first two levels , the second level being open to the balcony. At the top level is the bus bar chambe r, which provides power to all cells. Stairwells at each end of t h is section provide access to all levels; the bus bar ch am her is reached by steel ladders. The main operating floor is the middle level, which has a gallery and balcony overlooking the rotary bays. An office and bathroom a re provided at one end of this level, below which are battery rooms and other ancillary spaces including the building entry. Below the operating gallery is a row of d. c . switch cells • There are five surviving examples of this type, located at Newmarke t, Newport, Glenroy, North Fitzroy and Albion. The largest is Newmarket, while the smallest is Glenroy. At Newport and North Fitzroy, the basic plan is varied by the switchgear section being one window bay shorter t han the machine hall at one end of the building. 32 Andrew C Ward & Associates The use of neo-Classical styling for these substations is comparable with other buildings designed by the Way and Works Branch during the same period. These include Flinders Street Station, additions to the Spencer Street Administrative Offices, the Jolirnont Car Repair Sheds, and several station buildings . Flin ders Street Station, completed in 1910, was designed in 1899 by J.W. Fawcett and H.P.C. Ashworth, both then employed in the Existing Lines Branch .2 James W. Fawcett had a close association with the electrification wor ks; he transferred to the Way and Works Branch in 1905, and was appointed Chief Architect in 1918.3 Elements of the design for Flinders Street Station are suggestive of Fawcett's involvement in the design of the substations:4 these include the "piano nobile" division of facades, round-arched window openings, semi-circular pediments, and red brick walls with cement rendered accretions. A third floor was added to the Spencer Street Administrative Offices in 1912, 5 which included a semi-circular pediment atop the central portion of the main facade, replacing the original triangular pediment.6 Although the design of the additions is closely allied to the style of the original section of the building, parallels can be drawn with the pedimented end facades of the substations. The Jolimont Car Repair Sheds are a much more utilitarian design than that executed for the substations, yet there are common elements. Portions of the roof outline are similar in that semi-circular pediments are employed, and although few Classical mouldings are present, the overall division of the facades is nee-Classical. In other respects, this building is more closely allied with station buildings of the period, especially those at Essendon (1909) , Heidelberg, Caulfield, Oakleigh (1915) and Spotswood (1912). These buildings can also be compared with the substations for their use of Classical detailing. Another station design type in use at this time, examples of which can be seen at Ripponlea, Macedon (1912), Yarra Glen (1914), Wonthaggi and New port (1912), bears the influence of the Arts and Crafts movement, but still makes use of some Classical detailing. Later designs executed at Auburn and Glenferrie, both erected as part of the Camber well line regrading, show some resemblance to the substations. 7 4.2 Type B: 1920-1922 A concrete building of utilitarian nee-Classical design by James Fawcett, Chief Architect for the Victorian Railways. The facades are broken by ashlar pilasters without base or capital ornamentation, and the rectangular window openings have no embellishments. A basemen t level has square perforated metal ventilation openings. The building is topped by a narrow cornice 1 and a parapet which is divided by plainly-detailed extensions of the pilasters. The machine hall is expressed as a separate projecting pavilion, which is divided into three bays by pilasters. The wider central bay is topped by a rendered panel extending above the parapet. J 33 Andrew C Ward & Associates s:: ...... 0 ..s:: -~ i:.... Q:l Cl) ...... Q) IJ) 'O > "O ..i:: u ~ :.... < c: o;j c: .... 0 ll...... , ~ .... i:.... c: 0 (].) 0.. E :.... 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(Public Tra nsport Corporation Archives) 4 1 Andrew C Ward & Associates The layout of this type of substation is a simpler version of the Type A design, prompted by developments made during the First World War which enabled the switchgear section to be much smaller. Although the side of the building housing the switch gear has three levels as provided in the Type A design, the separate cells are confined to the bottom level, the upper two levels being open galleries with balconies overlooking the machine hall. In other respects, the layout is very similar to the Type A design, although stairs are only provided at one end of the building. Rooms for auxiliary transformers are provided to one side of the loading bay, with a balcony above reached by a bridge from the main operating gallery . There are four surviving examples of this type, located at Caulfield, Mentone , Seaford and East Camberwell. The largest are Caulfield and East Camberwell, and Seaford is the smallest. The ashlar courses to the pilasters bears the mark of Fawcett, and can be compared to similar detailing at Flinders Street Station. 4.3 Type C: 1920-1922 A simple rectangular concrete building with attached annexe of similar detailing. Tall window openings are topped by incised panels connected by a continuous frieze line, and the flat roof has a raised ventilation lantern. A basement level has small rectangular perforated metal ventilation openings, arranged to match the pattern of window openings. This design was developed for the smaller a utomatic substations. The building consists of one large room, with non-full height dividing walls employed as required. As these substations were unmanned, there was no requirement for office and bathroom facilities, though one corner of the machine hall was divided off to provide space for a desk and telephone. The signals annexe, which has a lower roof, is similarly designed as one room. There are five surv1vrng examples of this type, located at Reservoir, Springvale, Rosanna, Mitcham and Greensborough. Those at Rosanna and Greensborough are smaller than the other three, and at Greensborough, the basic design is varied by the signals annexe being a completely separate building. 4.4 Type D: 1925-1933 A red brick building of utilitarian design having a corrugated iron gabled roof with raised ridge ventilator. The rectangular window openings have concrete lintels. This design came into use when mercury arc rectifiers replaced the rotary converters. Like the Type C design, the building consists of one large room with small dividing walls. Surviving examples are located at Hurstbridge and Coburg, the latter being a much larger building. A third substation located at Fern tree Gully, although clearly different in layout, can be considered part of this grou p as it employs the same basic design elements of red brick walls, concrete Ii n tels, and a corrugated iron gabled roof. ,.,\\··· F,; :..,,'!·~~:.' ++±H. - ·11.ea3tf:i!3+®"3ftf~'.~F··# ~AJr CAAILJl!PWCl..L .$C/8..57A7'10111. . " . l .·jl ·.. ~.,·: t; . . ~ ...... ·<~,:;: .p. N ., ,. ~Y .,~ij6i ..: · I . i i·. "~·\" : > :::> 0.. ., ~ I I ~ n ~ ' "".. , ·l1· I ==- • -IL·===-= = ===- - ~( -- ll n - -- = JI M'C " · Ill " - - lL - --- d a :~'.:~·:,;;:i~_,; Q,/11 ~fiT;:JI, .· Q.C'VA TI QCWAlL /'A('/N[: Q'l CAf/l./'lt:'LO ' .51/0Sh4TION. -C°l.~~TliJlll('.Al'CJN&"',11~1.«:JV~.S~U.0~A/V.R,4J.(WAf.J \ , , ..•• •·• ;;:- ,"r..:: ·:.. .. ' -AMcND .CO ·.Ll'cVAT!ONSOi.3 VfJS.TA T/ONS. .~ . .. ;~ ·~ ,,.:~~::! ~~!. . .5/"IOW/N(i. f/Ol..rS l!Y (ORN/CJ:. - . r;).' :· -· ~ -- .( ?'• ~ • . ~•. " .;; •if< I ' \ .ko.rAf.:--1~-0:-.-.·. ~o...... "f. ..~,.j=~~;-~: 0 (") c;· (b" en Fig. 4:.9 Typical Type B Ele vation: Caulf ield. (Public Transport Corporation Archiv es) 43 Andrew C Ward & .A.">l)ociates .... 'O Q) -en c;::- Q) ...... > ::l a;S ..c: C) 0 ::.... 0 (/.] Oj 0 Ill ..... c.. j:Q 0 0.. (/) Q) c:: 0.. Oj >. c.. E-i E-< ...... a;S ...... u C) .J::J 0.. - ·- =' >. ii. E-< =.-4 ..,.• • ....b.c ~ J ...... ' - ...... , , ·~ ltJll · /19 ·-· 1 1 •4 I :uf.1:r-;--- 0:1.1· ----+ 3.'1.~"'"' -+~ '1·· o.•11'~.!.·1:r--.oru=-----r.1·::;--.i>·11.=------r.•:1·,....__tl.'tt.' .- · - -f .1.'1.'.f---":11.'--+1 :'7- ,;i:s:-t3~=;~ -:~ - I , , • l .._-,;:NP.HI.' "<; ... , .'\< I I I ~ o • ~-.,:• • -J : ·~ ..f ... ~ _,. ... ··-'.¥.".· 1 · 8 8 6 8 ~·;:~~a· B· ; ;,,,... t 1 ---t I ~- -r-·· 1 [';~..ii,, ·.r:·o· , I I : : . 1 i . ii '~ -1 • cs-trn. --- I Io F-l..J.;v~.,;.. l I ·m~ ~ : - I I ·1 I J I I · ~.:.,I :ii \ Vf l..dd'•r LJEJI- ~ I ~-I I q I ~ ~ I 11 .' ~ , j I ____LJ J- I / __ w ' ~-L, 1- I 11 t; -~lo I I / I 1 Co,,crcf~( loor re1ni0 rc~ ,,·: ~·· ;·c·.,·.;.~.. : lt ..~ :-::~f} . . 1,I (t-- · -- ) , --1 i 1--( ) .' . - . _.! L: . < I - - 1- :,.. ·- II 1 · . · ~ :,: :· -\ --l I ~1 -- 'f~~. ,~·' """ I I ' · ·· / ! · ~ ' :~· .. 111 ', ..-•.Ti : I ·.: / . 11 1' 1' ',, I I 1'?"+-:: I I '- .!.-+ ,- L_/ . , _..1. --1 i_ ;J:o.' ,1.1:0• /:s,'o. ' 1h·~··.·~,..:/~'. "l ·.·':.;''~~ ;. ~~~ ..~;': > . ~--...A- .•'F'_-'_ ;ti:>.~':\ :.;.·'~ :~ ::i ,j.::~:ifi-~flll~' Q, .. ... ~ ,,,,...,, ...., ~ () .. . " ~ . ·. '~~~~ ~...., ,.;; ~ .;,,,,,,,,., :-, _. ., .I +--. ..,.. ,_, __ .,,._, ' . ., :"· ·;f+ '"'" 0. ~~·...... · i ·: . . .:~~R.~· ··.:... .. •:.: : ...... '. .I . · .. .. ~<·:., !~~-.~~:t:·L~:= qi 4r.,r.-+.<:+- ~·o~t"'''t "'h~~o:.+'-;;- ...·1'- r'.¥4~: o' +z :1,;;-~,.-')'"1-~o·+z•~Y.1 .·7z·a1>r~· u: ;-z~"+21'+---~~~''f";"t:~.~ 4"+-'o.':fi'N>f•!1:~"1-.i/D .'t~~'"\.f;:~.'. .. ·:... i'::df . . . - /()4. ! . . . :.· : ..: ~·~~~: ~:. . . :. ·...... ·.. ~ ;~~· 3" ..... '. >g: 0n .... M ·A·C.H INE· .F.LO ..O.R.: p-LN.N~:: . -~.:;; '.:_'·.~:·~~:. ~.~~:'·~ -: j~,~~~~~$.~i:~~L~·. PJ ' ·. ro- cn Fig. 4.11 Ty pical Type B Machine Floor Plan: Caulfield. (Public Transport Corporation Archives) ..!;/~irf- &.-10:-ft-nff-6:',Q'-fi-"-''·fr .,·,u:--f~"'·1t-6'.'10.·-t,__,,,fHt- .s:·1~·--rt~'f1-6.'1c.·-rt_,·,1't-6·10:-r+~'1.!.f1-6:,.,·-ff-a~ I . I · ;. .-·uR.JK"I • I 1 1 I _.I l 1 I ' . . . - -----= == ""=="' ... ,,. "'===-=.r- =[ 11 · 11' ,, 1, . . ,, .18rhcul<>r.s o/" /n,s .<>crhljn .,.. .!/) '. •v .Se'1 i:/;.;;,y,iy H"~/~· '"'l 1, IJ ~ :l ~ i '<\ ~ " 1 h ~ -j I .L °') N I · ~ ~ .. 1---- -rr- -- - ! ~ ~ ~~~ ·1-- Ksihn ,.,,.,..,N,r -'~;.C~,..e uj • Oi I • ("Y.4& . .!..•f:}..S..._~ .po. ~~ I fi I ~ : ~ a~ :r''"'"r"!.'l \Jl • ~ I I '· : ~..,. , . • I a'11' )I • t, 11 "~ . I J ~.,,..... ll I "' H..SJ ~ ~ " :~~ ~;t~·-;-;;;,,,,,,' ~~~~=-a~f..1.s~,.t~-=-i.c~fll ~;.-i==j~o,tfi, ~~~ .,,;::;,----- ,,. ~~ ·b~1 1 f 1 ~. 111 :1.~o 1u itD 1:1 !' ralmi ~-..;1..~h,f 1 y 1 1 , >; .;t:t;::;~,1;- . "I • .II o o I 1 ' o I ,,l1 ,' 1 1•t 1.,,,.....,.,.,, =--= J ;::-., •! .11 l,1 11 .i.'r '• ·~IA'o~'-~1 '-~·a..if.•"r..- ,.._...,,._,_ v ~ "Y~~-- --ir ..<:S· > 0.:::> .f ...., -J-- i1 (1l ~ -~- I I ~I I~ ~. ~ ~ -~-C!J I "\ c!:i ;::!::j =r 9 ~ _i· ~ ~ ~ () 4-'CIR.A'.A ~ 1 1 I I 11 ; I ; L : I ; L . I ~3 ! .9.'11:--l--1:-.11. 9-'N·---l.,,,·1 .· s./;,'---1..t..__f..%'1. ~ :C+-86~--f_,: 1.4-- ~ 9.' ·--l-.a.'1.-4-- .9.'11.·---l. a/.' ~ /!-'11:--l.. : ..~ • :~·-· ··. • • •+ ._ _.. • " ~..;.•• ~:: .. -:.: ~·. ~·· - - · - ·· - . •• Q'> <:\.ff L. ..0::. R.: '. .'L, .'i :'.. '.~~_.. _:,,~..~~ . ·.:· 0 o~ee:RAT•N:G :· >Cl> en :,.:~:~ '• ..-~ ·· ~~~~t:>~~1.~·,. ·-~··!~ ', ·;:: ....:..;: .. :. · . 0 ~~-·· ""'' n jD' Fig. 4.12 Typical Type B Operating Floor Plan: Caulfiel d . (Public Trans port Cor pora.tion Archives) .;::...... , :,·.. °' ! ·. .:. ;~ \~ ::·. ';t· f[ ...,. ~ \ ·"-. . ·,.. )> ~:~':· H ri.:~. sWrrc~ t;E:Aa~;:::P. :LAN 5. ~ . '. ~ 3. Q'J > gen iii. Fig. 4.13 Ty pi cal Type B Switch gear (Second Floor) Plan: Caulfield. (Publi c Transport Corp oration Archives) 47 Andrew C Ward & Associates rll Q) 'O ...... > Q) ..c: c;::::- t) ...... r... ::s < Qj {.) c :p0 c: aj aj ~ 0 p.., a. - r...... 0 LL 0 0 0 0 p:: ...... r... 0 c:c a.0 Cl) 0: Q) c: a. Qj >. r... E--< E-< as t) -t) ...... ·-..CJ a. ::s >. p.., E--< - """ -...,.• • ....bD ~ ,;~ \ 4B :'\ndrew C Ward & Associates I. Fig. 4.15 North Fitzroy substation, c .1950 . (Electrical Engineering Branch, Public Transport Corporation) Fig. 4 .. 16 Rosanna substation. (Electrical Engineering Branch, Public Transport Corporation) 49 Andrew C Ward & Associates A feature incorporated in this design was a rendered panel incised with the words 11 V . R. Substation", and an identifying number. The Ferntree Gully substation was designated No.29, and Coburg was No.33 (the substation at Hurstbridge does not have this panel). This numbering system must have included the substations operated by the Victorian Railways for other than railway traction purposes. Prior to the Fern tree Gully substation being built, there were 16 railway traction substations located at Jolimont, Caulfield, Middle Brighton, Mentone, Seaford, Newport, Newmarket, North Fitzroy, Glenroy, Albion, East Camberwell, Springvale, Mitcham, Reservoir, Greensborough and Rosanna, the last five being automatic. In addition to these, the Railways operated two tramway traction substations at Elwood and Sandringham; a frequency changer substation at Spencer Street; and 9 static substations at Jolimont Workshops, Newport Workshops, Arden Street, Spotswood, North Melbourne, and other industrial sites, making 28 in total. Three railway traction substations were built after Ferntree Gully and prior to Coburg; these were located at Mooroolbark, Hurstbridge and Glen Waverley. lnfrastruct Ure Library 50 Andrew C Ward & Associates NOTES TO SECTION 4 1. Plans in the- possession of the Public Transport Corporation. 2. Leo J. Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, p.188. 3. The Statistical Register of Victoria 4. Fawcett's initials appear on the construction drawings for the Glenroy Subs tat ion, Public Trans port Corporation archives. 5. V/Line News, June/July 1988, p.7. 6. Harrigan, op.cit., endpapers. 7. Victoria's Railway Stations: An Architectural Survey, A. Ward & A. Donnelly in as sociation with the Australian Railway Historical Society, 1982, vol. 4. 5 1 Andrew C ~Nard & Associates 5. SUBSTATION EQUIPMENT E .P. Grove, chief superintending engineer for the electrification scheme and Merz and MacLellan's Australian representative, described the equipment provided at each substation in this manner: 'Each tractio.n substation building consists of two or more rotary bays with an unloading bay, and, in the case of central substations , a bay set apa rt for signalling equipment; an annexe forms the switch house and operating gallery. 'A particular feature in connection with the rotary bays is that each rotary is installed in a separate compartment, and while. in the initial stages some departure may be necessary, it is intended that, during the starting up and operation of any particular rotary, the chamber will be screened off - the locking gear on the entrance gate being interconnected with the 20 ,000 volt oil switch controlling the supply to the rotary static transformers and with the opera ting levers controlling the 1500 volt d.c. switchgear. 'The switch house consists of three floors. The ground floor is allotted to cable terminal boxes , earthing switches and potential transformers; the first floor to oil switch cells and current transformers; and the second floor to bus bar chambers. 'On the first floor is also the operating gallery, from which the 20,000 volt oil switches, 1500 volt d.c. switchgear, and the 2200 volt signalling supply switching is controlled, as well as the isolating of the oil switches from the busbars and the earthing of the 20 ,000 volt feeders for inspection and testing purposes. 'Below the operating gallery is installed the 1500 volt dH.c. positive busbar and switchgear. The negative and equaliser bus bars are run in the basement below the rotary converters. 'Signalling bays are intended to be equipped with 65kW motor generators for providing a supply to the signalling circuits of 2200 volt single-phase current, from the 440 volt side of the 3-phase auxiliary transformers - of which two a re provided in each substation. The auxiliary transformers are installed below a gallery carrying the 440 volt switchgear, which is of the ironclad type. 52 Andrew C Ward & Associates -VICTORIAN RAILWAYS . · ~ -JOLI MONT SU~8TATtON. - F . '!!1 c Ro;:s S!'CTI ON. ----~--- ._L_ SECTJON~.L PLAN Of TYPICAL 8AY. Rd.. renee :- A . R~t~nr Ci11rtrttr. B. field Swik\o . C. Fjeld .Rhe.istat. Q,___j!hor1 ·circuiting Switch G,. Sfa•~ing ~~itch . £__g_q'!_~l!!.g Swikh. .E.__~qua li3 l.!2s Sus R. ... G. Neqalivc Bin1 B.o~. ~;~Tio'! ot L,T, A.C. Connecliotts, .!S__Oircctiort al O.C. ConnKtio.,., L D. C. Swi tch1~ , . ;L-§j9Ml L~t•r O~ti~ fmne for Stuti ••g_~e~r & . O.C. Swit~eJ•. . N. · Sl""e" lor Tr-a~.. lor,...,r"S .. · . · · · ; P. ti.~- .fiob:j. Co,... ~.t~r f>•n~I . 10 b Fig. 5.1 Typical rotary bay, Jolimont substation (now demolished). (Victorian Railways, Specification for Four 4, 500 K. W. Converter Sets for Jolimont Substation, Specification No. N 37 .7/159) ,, - -· : ·- _...... __.. -- ~... .._ ·------• • !""... - -~-: ... lfl w ,. ;:_.) ~ ·~ r..:._ :.~ >-C/l V; 0 ~. p) ~ Fig. 5.2 Typical Siemens rotary converter. en (E.P. Grove, Railway Electrification: Melbourne Suburban System, The Commonweaffli- Engineer, 1919) 54 Fig. 5.3 Typical opera ting gallery , 1919 . (E . P. Grove, Railway Electrification: ~ 1 e l b o urne Suburban Syst em, The Commo nweal t h Engineer, 19 19) J 55 Andrew C Ward & Associates 'A travelling crane, hand operated, but equipped with a 3-phase induction motor for hoisting is provided for each substation. Each substation is equipped with a compressor for cleaning purposes, piped to each rotary converter chamber and other convenient locations. il In the early 1920s, the mercury arc rectifier was developed as a new way of converting a.c. power to d .c., eliminating the need for bulky and noisy rotary converters. The substations at Lower Fern tree Gull? and l\fooroolbark were the first to make use of this type of equipment, which gradually began to replace many of the rotary converters in use at other substations. Then in 1965, trials were carried out at Coburg and Glenroy substations using silicon diode rectifiers,3 which required still less space than the mercury arc equipment. Silicon diode rectifiers were installed in all substations built after January 1969, 4 and following the failure of several mercury arc rectifiers in 1974, replaced all remaining mercury arc equipment.5 This tyi;>e of equipment is still used in all railway traction substations. Although rotary converters are no longer used on the suburban rail network, several tramway substations still use this type of equipment. At the South Carlton substation, there are three rotary converters which, although much smaller than the type of equipment that had been used by the Victorian Railways , allow some appreciation of the working environment afforded by a substation such as Newma rket at the height of its functional life. A program is underway to gradually replace all of the remaining rotary converters in use on the tramway system, and it is anticipated that this program will be completed within the next five years, at which time there will be no rotary converters operating in the Melbourne transport network. 56 l Fig. 5.4 British Thomson-Houston Co. 4500kW rotary converter, Jolimont substation. (Electrical Engineering Dranch, Public Trans port Corporation) J 57 l ::l... ndrew C Ward & Associates l Fig. 5 .5 Operating gallery, Jolimont substation. (Electrical Engineering Branch, Public Transport Corporation ) 58 i~ndrew C vVard & Associates Figc 5. 6 Siemens 2000kW rotary converters: Caulfield substation. (Electrical Engineering Branch, Public Transport Corporation) Fig. 5.7 Operating gallery, Caulfield substation. (Electrical Engineering Branch, Public Transport Corporation) J 59 Andrew C \Vard & Associates Fig. 5.8 Siemens 500kW rotary converter, Albion substation. (Electrical Engineering Branch, Public Transport Corporation) Fig. 5.9 Spring Vale substation interior . (Electrical Engineering Branch, Public Transport Corporation) J J 60 ·\:~(frc~._ ... C Ward & Associates Fig. 5.10 A mercury arc rectifier. The small cylindrical object in front is a silicon diode rectifier which replaced this type of equipment. (Electrical Engineering Branch, Public Transport Corporation) 61 Andrew C Ward & Associates NOTES TO SECTION 5 1. E.P. Grove, Railway Electrification: Melbourne Suburban System, Th.e Commonwealth Engineer, 1919, pp .41-44. 2. VR Annual Report, 1925, p.19. 3. S.E. Dornan and R.G. Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, p.36. 4. Ibid. 5. Ibid, p. 95. I J 62 Andrew C Ward & ASl:iociates 6. DATA SHEETS 63 ,-\ndrew C Ward (; Associates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: NEW;o_.1A P.. T\ ET Location: Ncwmarl Photo Date: 6 .9.91 Description: Inspection Date: 11.9.91 Design: Type A. The machine hall is on the south side of the building , and consists of ten window bays . There are three rotary cells, a cell for signals equipment, and a loading bay at the eas t end of the building. There are 16 switchgear cells on the north side of the building. Overall, the building is of uniform length and width. Condition: Good . Windows generally are broken, and have been covered with steel sheeting. As the building is still in use, there has been little vandalism of working apparatus . Integrity: Good . Floors at machine level have been altered to provide a continuous surface in the former rotary bays. Equipment: Some early eq uipment remains, including s witchboard, crane control gear, i:tnd disused cell gear. The crane has been modernised . Some original lighting a nd exposed wiring is exta nt. 64 Andrew C Ward & Associates NEWMARKET (Cont.) History: Construction Date: 1914-15 Architect: Victorian Railways Way and Works Branch, in association with Merz and McLellan Builder: Victorian Railways Although not included in the original electrification scheme, Newmarket substation was considered necessary to provide for an expected drop in voltage on days when traffic to Flemington Racecourse would be heavy. It was one of the first substations completed, along with the now-demolished buildings at Jolimont and Middle Brighton, and was designed to house three 3,000kW rotary converters, although at first only two were installed . Prior to inauguration of electric services in 1919, trials were conducted between the Newmarket substation and Flemington Racecourse, commencing on 6 .1 0. 1918, and this section of line subsequently became the training track for electric train drivers. Upon conversion to 50Hz SEC power, most of the functions of the building were transferred to new substations erected at North Melbourne and Essendon in 1966. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: Living Museum of the West Industrial Heritage Study Significance: Important at the State level. Newmarket is the oldest substation still in use in the metropolitan system, and was one of the first to come into operation. It is also the largest, the now-demolished building at Jolimon t being the only larger substation. In terms of operating capacity, the substations at North Fitzroy, East Camberwell and Caulfield are comparable, but of these, only East Camberwell is still in use as a substation . Newmarket has strong associations wlth the inauguration of electric services, both for its involvement in the initial trials, and the subsequent opening of the first electrified line between Essendon and Sandringham. It also has strong visual and functional associations with the Flemington Racecourse and the adjacent Newmarket saleyards . The building is also important for its design, prepared by the YR Way and Works Branch in association with the engineering firm of Merz and Mclellan, who were responsible for the design of the entire electrification scheme . It was constructed by the Victorian Railways, and as such is one of relatively few buildings not built for the Department under contract. 65 Andrew C Ward & Associates NEWMARKET (Cont. ) Newmarket substation displays a high level of integrity in its built fabric, and is generally well preserved. It retains some pieces of original equipment, which enable some appreciation of early twentieth century power generating practices. References: Leo J .Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S .E.Dornan & R .G .Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp .14-36. E.P.Grove, Railway Electrification: Melbourne Suburban System, The Commonwealth Engineer, 1919, p.43. Victorian Railways Annual Reports: 1914, 1915, 1916, 1917, 1918. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Issue Date: October 1991 66 Andrew C Ward & Associates ~ I Cf.I (!.) > ..c I:) :.... .1 ' ;;. ·p-.. -- ...~ ../11·1-·- ~ "'I ., I I ... J ... 67 Andrew C Ward & Associates .... ------(9•L9--·--- ·-·· ------·- - ·- - ••••••,.J ,·..; I • I *·' . ·~ -) " · ~ ~" •it. . .t ; . ~ +· ~ .... - ' ~ \ ,.,· ~ . :~j' {" ~\:;_ ~ . ..: . : . I t. ,.. I I:. ~. I f~ ~>- ;;=:=;,;=:======!f I 'l: _' : 1 I :~:~ 1. ~~ I ~.. I l J; • ~·~ ~~ ·~ I ~ . L 1 I ·1 · t ' :n( ·: : .+,. ;i ~~w- -1 - -- I f• • ._... f~··~ i·· -~~======tt ... I>-! . '\(IT -r "' ~ . ~'~ -~ ,...... I : I .Cl i ·i· t I ::I ... .t:- ·.:. ~ , ·~ p... ~ ·t_·~ ~~ · ~ .I ..t '; J - ·"." 't I ~~~ · ' I ~'"~ "'r ' .. .:. ;_. ; : ~~: !. ---~- · ---- f.u:L,----- ~ ,_.. I' •t 0 0 .... ' -~ b.O c: . ; i ~ ·. ... ·~--- - ,'. . I 68 r\ndre'.•.: C Ward & Associates METROPOLITAN RAIL'Wftr SYSTEM ELECTRICITY SUBSTATION·S Substation: NEWPORT Location: Market Stree t, New port Photo Date: 6.9.91 Description: Inspection Date: 13.9.91 Design: Type A. The machine hall is on the west side of the building, and consists of t en window bays, while the section housing the s witchgear is one bay s horter at the south e nd. There ar.e three rotary cells, a cell for signals equipment, a nd a loading bay a t the south end of the building. There are 14 switchgear cells. Condition: Fair. Windows generally are broken, and there has been some damage to the fabric due to vandalism and water penetration. Integrity: Good. Rotary bay floors and d .c. s witch cells remain unaltered. Equipment: Some early equipment remains, including switchboard, crane control gear, and disused cell gear. Bus bars and other switch gear have been removed by vandals. 69 Andrew C Ward & Associates NEWPORT (Cont.) History: Construction Date: 1915 Architect: Victorian Railways Way and Works Branch, in association with Merz and MacLellan Builder: Victorian Railways A site on railway land was selected for the Newport substation in 1913, and by June 1915 the building was two-thirds complete. It was one of the first five substations, constructed by the Railways Department because of delays in receiving tender documents from Merz. Completed by June 1916, it was designed to house three 1500kW rotary converters, which were not installed until 1919. The building was designed so that larger units could be easily fitted if required. It began operation when electric services were extended to Williamstown on 27. 8 .1920, and its function was replaced by new buildings erected at Yarraville a nd Williamstown in 1967. Present Owner: Public Transport Corporation Present Use: vacant Existing Citations: Living Museum of the West Industrial Heritage Study Significance: Important at the State level. Newport is one of the oldest substations in the metropolitan system, and also one of the largest, comparable to the former North Fitzroy substation a nd slightly smaller than the Newmarket substation. It dis plays an exceptionally high level of integrity not seen in any of the other extant examples of t his substation design, and although much of the original equipment has been removed or vandalised, the building is highly demonstrative of early twentieth century power generating practices. The building has strong visual and functional associations with the nearby Newport railway works hops, established in 1882. The building has strong associations with the inauguration of electric services, due to its construction during the first phase of the scheme. It is also important for its associations with the engineering firm of Merz and MacLellan, who designed the electrification scheme as well as the early subs tations, in association with the YR Way and Works Branch. Its construction by the Victorian Railways sets the building apart from con temporary Railway structures built under contract. 70 Andrew C Ward & Aswciates NEWPORT (Cont.) References: Leo J .Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E .Dornan &: R .G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp .14-36. E.P.Grove, Railway Electrification: Melbourne Suburban System, The Commonwealth Engineer, 19 19, p.43. Victorian Railways Annual Reports: 1914, 1915, 1916, 1917. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916 . Issue Date: October 1991 7 1 Andrew C Ward & Associates fl) Cl > ;: (:.) c: a::l -l'.l...... s:: ' ' . - -;.,... ~c.',.t.-- ---"7- ·: 't ,O· .. '"i 72 Andrew C Ward (; Associates \. .-: • . ::· :3 ..~ ...... ";- '< '?· I- . 1. '. ,.' ..... ·· '.. :.. ; ··': ·~·~~i . Tc::i ' -9;. ~; SI- :~ ~ q; ·l '· ~ ... I '- ~ ' I: : I I iI +'o t: 'f. • : -I· I ' ' i i ·~ l !· i l I ',~ ! -r· iI •I' I .~ I lb ' I .. L~ ,., " ·;~ :~* ~· ·;"t";P ..·+·· .. ·-· <>, .,._,:. --·"""T'':'("":P··+.r:"'l .r·---··. --... -~ ,___ ,. ·--- -~-= r.c-·. ss:--:--.~------: ·: ' 73 Andrew C Ward & Associates I I I • J I ' I ·~:-r.·.t, ~; <>;.r;-;u;"'"':"-. ;·>-!'-:1• .~ L J 74 Andrew C \Nard & Associates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: GLENROY Hartington Street, Glenroy 1 Photo Date: 6.9.91 Description: Inspection Date: 11.9.91 Design: Type A. The machine hall is on the east side of the building, and consists of six window bays. There are two rotary cells, and a loading bay at the south end. There are eight switchgear cells, and the building is of uniform length and width. Condition: Fair . Windows generally are broken, and have been covered with steel sheeting. There is extensive cracking above the machine hall window openings, and the roof is leaking . As the building is still in use, there has been li ttle vandalism of working apparatus. Integrity: Fair. Floors at machine level have been altered to provide a continuous s urface in the former rotary bays. New dividing walls have been built in the loading bay, and a timber structure with fibreglass roof sheeting protects rectifier equipment from the leaking roof. The d .c. switch cells have been removed, a nd some small window and door op·enings have been altered or blocked . Equipment: Some original items of equipment remain in the switchgear cells, in a disused state. Some original lighting and exposed wiring is extant. J 75 Andrew C Ward & Associates GLENROY (Cont.) History: Construction Date: 1915 Architect: Victorian Railways Way and Works Branch, in association with Merz and MacLellan Builder: Victorian Railways Initial works connected with the construction of this substation had begun by June 19 14, as it was required for the first electrified line between Essendon and Sandringham. The building was constructed by the Railways Department because of delays in receiving tender documents from Merz. It was completed by June 1916, and designed to house two 750kW rotary converters . Equipment was altered fo r automatic cont rol in 1928, and replaced with 50Hz silicon diode rectifiers in 1965, as a trial for the whole system. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: none Significance: lmportant at the regional level. Glenroy is one of the oldest substations in the metropolitan system, and therefore has strong associations with the inauguration of electric services . The building is important for its design performed by the YR Way and Works Branch in association with Merz and MacLellan, and its construction carried out by the Victorian Railways. It is a visually prominent early building in this outlying suburb . References : Leo J .Harrigan , Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan & R. G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp .14-36. Victorian Railways Annual Reports: 1914, 1915, 1917. Victor ian Railways Electrification Progress Reports: 1914, 1915, 1916 . Issue Date: October 1991 76 Andrew C Ward & Associates ~ 'I • ~ . :~: ~;1·6~. :· . .. . ' • 'f.l Q) > . ~. .s:::::. ~ ~ ~ c .Q..... a3 ~ 0 0.. ._, ~ 0 ~~J 0 ..... ~ 0 0.. 1:1.l I:: ai ~ E- ...... 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(Public Transport Corpora tio n Archives) 78 :~ndrct..\' C Ward & l\ssociates .METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: NOR TH FITZROY Location: 863 Brunswick Street, North Fitzroy Photo Date: 6.9.91 Description: Inspection Date: 26 .9.91 Design: Type A. The machine hall is on the north side of the building, and cons ists of ten window bays , while the section housing the switc hgear is one bay shorter a t the east e nd. 'l'he loading bay is at the east end of the building. Condition: Fair . Renovation works a r e in progress . Integrity: Poor. The rotary bays have been demolished, a.nd the switc h gear cells altered. Wind ow openings have been altered, and the stairs and operating gallery balcony have been d emolished. Equipment: All equipment has been removed . -J 79 Andrew C Ward & Associates NORTH FITZROY (Cont.) History: Construction Date: 1915-16 Architect: Victorian Railways Way and Works Branch, in association with Merz and MacLellan Builder: Swanson Brothers (Contract No. 28767) Initial plans for the erection of a substation at North Carlton on the Inner Circle line were abandoned in 1913, and a site on railway land in North Fitzroy was subsequently selected. The contract for its e rection was let on 16.6.1915, and the building was ready for the installation of equipment by June 1916. Due to wartime delays, the first of three 3,000k\\1 rotary converters was not installed until 1919, and the building began operation with the extension of electric services to Fawkner on 2 .12 .1920. Its 20, 000 volt supply was duplicated in 1933, because of the building1s importance as a key substation for the Fawkner, Thomastown aO"d Hurstbridge lines. The Inner Circle line closed to passenger traffic in 1948, and the function of the substation was replaced by new buildings erected elsewhere in 1962-4. Present Owner: Vaccari Foundation Present Use: Hostel (under construction) Existing Citations: Classified by the National Trust North Fitzroy Conservation Study Significance: Important at the regional level. The former North Fitzroy substation was one of the largest in the metropolitan system, both in terms of building size and operating capacity. Although compromised by later alterations, the building is important for its design prepared by the VR Way and Works Branr.h in association with Merz and MacLellan, and also for its associations with the now-closed Inner Circle line. References: Leo J.Harrigan, Victorian Railways to '62, Victorian Railways Public Relations a nd Betterment Board, 1962, pp.109-117. S .E .Dornan &. R .G. Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp .14-36. E.P.Grove, Railway Electrification: Melbourne Suburban System, The Commonwealth Engineer, 1919, p.43. Victorian Railways Annual Reports: 1914, 1916, 1917. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Con tract Books. Issue Date: October 1991 80 i\ndrew C \.Vard & Associates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: ALBION Location: Talmage Street, Sunshine Photo Date: 6.9.91 Description: Inspection Date: 25.9.91 Design: Type A. 'The machine hall is on the west side of the building, a nd consis ts of eight window bays. There are three rotary bays , and a loading bay at the south end. There a re 12 switchgear cells on the east side of the building, and the building is of uniform length and width. Condition: Fair. Windo~'IS generally are broken, and there has been some damage to the fabric due to vandalism and water pentration. Integrity: Fair. Floors at machine level have been altered to provide a continuous surface in the former rotary buys. Windows to the switchgear section at machine level have been blocked . The d .c. cells and all balustr.ades have been removed. Equipment: Some early equipment re;nains , including switchboard, crane control gear, and disused cell gear. Bus bars and other switch gear l have been removed by vandals. 81 Andrew C Ward & Associates ALBION (Cont. ) History: Construction Date: 1915-16 l Architect: Victorian Railways Way and Works Branch, in association with Merz and MacLellan Builder: J.S.S. Wright (Contract No. 29371) A site on railway land one mile on the upside of the station was selected for the Albion substation, as a suitable site was not available closer to the station building. The contract for the building•s erection was let on 8.9.1915, and it was ready for the installation of equipment by June 1917. Designed to house three 750kW rotary converters, the substation came into use with the extension of electric services to St Albans on 2.10.1921. Its function was replaced by a new building in 1960. Present Owner: Public Transport Corporntion Present Use: vacant Existing Citations: Living Museum of the West Industrial Heritage Study Significance: Impot·tant at the regional level. The former Albion substation is one of the earliest buildings completed for the metropolitan electrification scheme, and is important for its design prepared by the YR Way and Works Branch in association with Merz and MacLellan. Together with the adjacent John Darling Flour Mills, it forms a notable group of industrial buildings. References: Leo J .Harrigan, Victorian Railwa;ts to 162, Victorian Railways Public Relations and Betterment Board, 1962, pp .109-117. S.E.Dornan & R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1917. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Con tract Books. Issue Date: October 1991 J 82 METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: CAULFIELD Location: 98 queens Avenue , Caulfield East ... Photo Date: 7.9.91 Description: Inspection Date: 20 .9.91 Design: Type B. The ;nachine hall is on the north side of the building, and consists of eight window bays. There is a loading ba y at the east end, and the building is of uniform length and width. Condition: Good. Integrity: Poor. The rotnry bays have been removed, and new tim ber floors and walls have been installed on all levels . New toilets and .staircases have been provided. The crane operating room is extant. Equipment: The crane re'111:1ins , but all other original equipment has been removed. 83 Andrew C Ward & Associates CAULFIELD (Cont.) History: Construction Date: 1920-21 Architect: James Fawcett Builder: Dorman Long & Co. (Contract No. 33798) A public reserve was resumed for the Caulfield substation site, and tenders for its construction were first called in 1916. Wartime delays caused the deferment of construction, and the contract was finally let on 22.11.1920. The final design of this 9,000kW substation was prepared by the Railway's Chief Architect, incorporating changes allowed by a new type of switchgear developed during the War. The building, located at the south-east limit of underground 20 ,000 volt cabling, began operation with the extension of electric services to Oakleigh and Glenhuntly on 5.3.1922. Its function was replaced by a new building in 1956, the Caulfield group being the first substations to be converted to 50Hz rectifiers. Present Owner: Public Transport Corporation Present Use: Signal Construction Depot Existing Citations: none Significance: Important at the local level. The former Caulfield substation was one of the largest in the scheme, in terms of operating capacity. It was the first of a new type of substation design, and is a notable contributor to the local streetscape. Its importance has been compromised by later alterations. References: Leo J. Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dorna.n & R.G. Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1919, 1920. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Contract Books. Issue Date: October 1991 84 :\ndre•.\' C \Vard & .Associates !\IBTROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: RESERVOIR Location: High Street, Reservoir ~, Photo Date: 7.9.91 Description: Inspection Date: 11.9.91 Design: Type C. The machine hall is five bays long, with a central trackside door. The signals annexe is on the east side, central to the machine hall. Condition: Good . Integrity: Fair. The position of a rotary converter is visible at the south end of the machine hall, the floor having been altered to provide a continuous surface. Equipment: All original equipment has been removed, including the crane. 85 Andrew C Ward & Associates RESERVOIR (Cont.) History: Construction Date: 1920-21 Architect: James Fawcett Builder: Although not part of the scheme as originally proposed by Merz, this substation was considered necessary to provide for future expa nsion and a more effective distribution of power. It was the first of a new substation design incorporating automatic operation, beginning with the extension of electric services to Reservoir on 31.7.1921. The plant was replaced with SOHz rectifiers in 1963. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: none Significance: Important at the local level. The Reservoir substation is locally important as a building associated with the electrification scheme . References: Leo J. Harrigan, Victorian Railway s to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp. 109-117. S.E.Dornan & R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920, 1925. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Issue Date: October 1991 J 86 ,\ndreh· C \\lard fJ Associates .l'rlETROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: ~.I ENTON£ Location: Collins Street, :VIentone Photo Date: 7.9 .91 Description: Inspection Date: 13 .9.91 Design: Type B. The machine hall is on the east side of the building, and consists of seven window bays. There is a loading bay at the south end, and the building is of uniform length and width. Condition: Good . Windows generally are broken, and some have been covered with steel sheeting. Integrity: Poor. The rotary bays a nd switch cells have been removed, a nd external doorways have been altered. Equipment: All equipment has been removed. I ) 87 Andrew C Ward & Associates MENTONE (Cont.) History: Construction Date: 1921 Architect: James Fawcett Builder: Originally proposed by Merz to be located at Chelsea, a site for the Men tone substation was selected in 1915, and purchased at a cost of £300. Construction began in 1921, the steelwork being erected by Dorman Long &. Co. (Contract No. 34190, 20.5.1921}. This 4,SOOkW substation began operation when electric services were extended to Mor dialloc on 6. 6 .1922, and its function was replaced by a new building in 1956, along with the other substations in the Caulfield group. Present Owner: Present Use: vacant Existing Citations: none Significance: Important at the local level. The former Mentone substation makes a notable contribution to the local streetscape. Its importance as a building associated with the electrification scheme has been compromised by later alterations. References: Leo J.Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan &: R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Contract Books. Issue Date: October 1991 I 88 :\ ndre1. .,, C \Va rd & l\ssociates .METRePOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: SEAFORD Location: Station Street, Seaford I Photo Date: 7.9.91 Description: Inspection Date: 13 .9.91 Design: Type B. The machine hall is on the west side of the building, and consists of five window bays. There are two rotary bays , and a loading bay at the north end. There are seven switchgear cells on the east side of the building , which is of uniform length and width. Condition: Poor. The building has been extensively damaged by exposure to the elements and by vandalism. Parquetry flooring to the operating level has been remo ved , and some walls and floors are partly demolished. Integrity: Good. Rotary bays and switch cells remain unaltered. Equipment: The original crane is exta nt, marked: 11 Herbert •.]orris Ltd., Empress Works, Loughborough , Leicesters hire, Capacity 20 tons". All other equiprncnt has been removed. 89 Andrew C Ward & Associates SEAFORD (Cont.) History: Construction Date: 1921 Architect: James Fawcett Builder: This 2250kW substation was considered necessary as part of the electrification scheme to provide a more effective distribution of power, Merz having originally proposed that a single substation at Chelsea perform the function of this building and the substation at Mentone. Crown land was transferred to the Railways Department for the purpose, and construction began in 1921, the steelwork being erected by Dorman Long & Co. (Contract No. 34327, 27 .6 .1921). The substation began operation when electric services were extended to Fran ks ton on 27. 8 .1922, and was altered for automatic control in 1928. Its function was replaced by a new building erected in 1955 as part of the upgrading of the Caulfield group. Present Owner: Public Transport Corporation Present Use: vacant Existing Citations: none Significance: Important at the regional level. The former Seaford substation is important as a building associated with the electrification scheme which, although damaged, displays a high level of integrity. It also makes a notable contribution to the local streetscape. References: Leo J. Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan &. R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Contract Books. Issue Date: October 1991 J 90 Andrew C Ward & Associates Cl) -Q) .>...... c:: ''ES"' ~ l.!: -- - · c:: .....Cl:j '1...... c:: Q,) E Q,) C'l.l a; co "O ...... ""0 Cl:j Q) 00 I \ :; __ 4t; •I ''>:...,_ ------r-~ ...... , ' " -~ ,;-.f '1' -~ ··1- r_J ...... ~ t; -~.,., - - .-·-cY _-J_ '-~~ ~/n/orc.e,qOnc;e~Tb/co17y ffo/ll': /tVO'e-P/A- .ru/r/a/ ,.ri>J.£-5"7·20 __,. ---1~"c: ·n: 1-8 - -.r_.::_1- ~ ' ....">.:~ "" - ----,.. \0 .. ,. - -~ ~~ \q '....,, I ~l".:v- d ...I.)/~ 1/a/con_y .6-. //o()r ~ or "<\ --~.~ :q"' o""r. Tn1nsrormer t"//a_.,~s~e • J~ ~ fhnl /Y.9.~000-.20. I/ -;- ~ ,,-1:._.(;_JrLo>.R.S:J;. 11:.;"lon,f'---.. - -d - >;:I ~~-=-- :;:~·~~=..= ~:::i _., - =~ F J.\~~ 0. ' " . , 4N , 3r I ''~ •;• "" ' ...., ·/O~.,f-q->{;o---6·8J$1. ,' -.<·4;-r :.9:6.i b --S ""> (J> .9-~ .. . _, l' 3Qi.6s. ll>kd/ "jO',Ys 11/oa :j. . I /l/ /r/ •. ·~:- " ! ...... _ I , _ __,., L : I --- 15'-2 .i 4· -10J7.!d ll"il'lU'd#S' . ;t,{;.J~dW.:'// i1U! i1"~i~ll ";if~·s. ~ 1 ...,,.,~... llK ' I ,.... I ( I N I -' 1 ' ,,.~-0 /II I - J ~, . i ~-// -11 .... II 11 ,, 11 110, ---l 3 ·1 ,...- ~ -+-iJ·/ :--- // ------'~. n 1 II II II '·- - ·- -- · ...... - -.·-~- 1 11 11 11 ~ . 11 . '":!: .. ~...., 0. ~ C/J> (J'1 0n p::i ...... (J> OPERA TING FLOOR PLAN (J'1 Seaford Operating Floor Plan. (Public Transport Corporation Archives) 92 ,\~1dreh· C \Nard & Associates 7'.'1ETROP OT,ITAN RAILWAY SYSTEM EL ECTRICITY SUBSTATIONS Substation: SPRING V..\L E Location: Sandown Road , Springvale Photo Date: 7.9.91 Description: Inspection Date: 25 .9.91 Design: Type C . Tile mach ine hall is five bays long, with a cent ral trackside door . The signals annexe is on the north side, central to the machine hall. Condition: Good. Integrity: Poor. A connecting doon·rny has been made between the machine hall and the signals annexe , which has bee n extended. Cell walls have been removed from the machine hall, and a me~zan ine level has been aci ded . The original trac ksidc doors r emain , and the holes in the floor to accomodate the rotaries a r e covered by timber hate.hes . Equipment: The or iginal crane remains , mod ified for continued use , but all o ther original equipment has been removed . 93 Andrew C Ward & Associates SPRING VALE (Cont.) History: Construction Date: 1922 Architect: James Fawcett Builder: Dorman Long &. Co. (Contract No. 34924) This lSOOkW automatic substation was erected on railway land under the same contract as the Rosanna substation , let on 3 .1.1922. It began operation when electric services were extended to Dandenong on 11.12 .1922, and also provided power to the line to Spring Vale Cemetery, which branched from the main line near the substation, and closed in 1951. This was the first substation to be de-commissioned during the changeover to SOHz power, its function being replaced by new buildings erected at Noble Park in 1954 and Westall in 1955. Present Owner: B.D. Johnson&. Co. Pty Ltd. Present Use: workshop Existing Citations: none Significance: Important at the local level. The former Spring Vale substation is locally important for its associations with the electrification scheme, and the now-closed Spring Vale Cemetery line. References: Leo J.Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S. E. Dornan &. R. G . Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920, 1925. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Contract Books. Issue Date: October 1991 94 ,'\mire\1.' C Ward & l\&Sociates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: Location: :~ee tham Parade , Rosa nna Photo Date: 7.9.91 Description: Inspection Date: 11.9.91 Design: Type C . 'J'h e machine hall is three bays long, with the trackside door at the northern e nd of the east elevation . The signals a nnexe is on the wes t side , aligned with the north end of the machine hall. Condition: Good. Integrity: Fair. The floo r h11s been altered to provide a continuous surface over the original rotary location. A concrete internal wall has recently been demolished to accomodate new equipment. Equipment: All original equipmen t has been removed, including the crane. 95 Andrew C Ward & Associates ROSANNA (Cont.) History: Construction Date: 1922 Architect: James Fawcett Builder: Dorman Long & Co. (Contract No. 34924 ) Land was originally purchased at Macleod for a substation, but this proposal had been abandoned by June 1920, in favour of the provision of separate substations at Rosanna and Greensborough. The 1500kW automatic substation at Rosanna was erected under the same contract as the Spring Vale substation, let on 3.1.1922. It began operation when electric services were extended to Eltham on 15 .4 .1923, which was the last section of the original electrification scheme to be converted. The plant was replaced with 50Hz rectifier equipment in 1961. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: none Significance: Important at the local level. The Rosanna substation is locally important for its association with the electrification scheme. References: Leo J. Harrigan, Victorian Railways to •s2, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. t S.E.Dornan &:. R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920, 1925. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Contract Books. Issue Date: October 1991 J 96 :\ndrc;\•: C Ward (: .A.ssociates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: EAST CA ':IBER\YELL Location: ~.1yr tle Road, Canterbury Photo Date: 7.9.91 Description: Inspect ion Date: 13.9.91 Design: Type B. The machine hall is on the north side of the building, and consists of eight windov1 bays. There are four rotary cells, and a loading bay at the west end . There are 19 switchgear cells on the south side of the building, which is of uniform length and width .. Condition: Fair . There is extensive water penetration, causing damage to the parquetry Dooring at operating level. There is some cracking in the external walls. Integrity: Fair . Floors at machine level have been altered to provide a continuous surface i.n the former rotary bays , and part of the east end of the building h~1s been divided off for a signals section, including recently-formed external doorways. Door .s have recently been instulled at basement level to form storerooms below the former rotary locations. Equipment: The crane remains, but all other original equipment has been removed . 97 EAST CAMBERWELL (Cont.) Andrew C Ward & Associates History: Construction Date: 1922 Architect: James Fawcett Builder: Constructed on railway land, this 9,000kW substation began operation when electric services were extended to Box Hill on 17 .12 .1922, and also provided power to the line from Hawthorn to Kew, which was closed in 1957. The building is located at the eastern limit of underground 20 ,ODO volt cabling, which was duplicated in t935 by an overhead line to safeguard supply. The original plant was replaced with 50Hz rectifier equipment in 1960. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: none Significance: Important at the regional level. East Camberwell is one of the largest substations in the electrification scheme, comparable in size to the former Caulfield substation, and in capacity to Caulfield, Newmarket, and the former substation at North Fitzroy . It makes a notable contribution to the local streetscape. References: Leo J. Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan &. R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Issue Date: October 1991 - J '.".\ 2;· I i \0 00 > /# ! S_ /.? ::i ~~ ....,Cl.. -d.'~L•s 41~ -.r-\1 ,. -!; ~ I t1> 11.::w-/ot.e ,tl,,,j/,M >-Y/h Cc;,w1l .'?r.,f.:>'en;14. ~ n ~.., 0. ----104'._1· ·------·------1M:1;j· Q'"J ~------·-----·------~ > en 0 .t ·:; -BASE!i·f.=NT PLAN-- () j=0• ., !: • ~· -,._ . . . ·-~ -'"'··'"" (D" Cl> East Camber well Basement Plan. (Public Transport Corporation Archives) f:hj.9·8·1~~1g.u1,:/10:1/~!/J..9·i/13:,,g://~-'~j.Y'·i1js·ij..9~1~s-lj.9·B'·3YI ;-x-- --:-r .";o-. • • ~': ~ ~ 1- "<\, -:::t ~ _ . T 7~~Jm~·R.s..J.~-a'd,ti'Y...rn :;... +--- ,·J.:.-:...:.!r m ·~: .,~ m m _J . ,. - ~ .. ~ • ... ' · -y------. .., "\t:--- ~ ',_.. -· l . . 1 .\ . ' ------~ ------ ~ ~ 'ii; -~ I J,, _ _ JI ... -i" lb ·~\ ...: ~;-~.. \0 ...: : -J.... .:~~::..:· ~ ..~ ...;...:..:.: . ~·. ~ 1 k(.. '\ t:T'P-~.r;! .=b .i 1 . , '71 ,,CJ CJ • = =" s.; = c• • ~.~ -CTI n--=1- ...... j _.~ 1~1 1 .1 Ii--¥- .'9,,ll .1 11=u=:1~=ll=l12=111 n=•n= ::i1!--ll-µ-j'-'-l11.11 I ::J> .....,a. '-t · ~_,:r~.. ~~ Ill . ~ (1) ... ~ ·:."!-,· () ;;;. r ~l i1' ~~-,::,·'*4:= u ·i µ--,-i4rt:r ·;a~: im,,i;,~J~ •• «:·. :·~ 3. Q'l ··.•·t: : ~:.L •..: - MACHliVE · - rLOOR PLAN- >en ~~:;·~~; : ~~i~J:~I~;:.;; :. ~ n o;· ,.... (D en East Camberwell Machine Floor Plan. (Public Transport Corporati on Archives) 100 Andrew C Ward & Associate<> = .2.... aJ.... 0 c.. ~ 0 0 ::.... 0 0 -~ 10 I .-\ ndrc\\. C \Nard [- ,-\ssociates METROPOLITAN RAILWAY SYSTEM ELECTRIC ITY SUBSTATI ONS Subs tation: Location: :,JcClone Street, :VIi tcham Photo Date: 7 . 9.91 Description: Inspection Date: 13.9.91 Des ign: Type C. The machi ne hall is five bays long, with a cen tral t rackside door. The signals a nnexe is on the north side , ce nt ral to the ma ch ine hall. Condition: Fair. Th e re is extensive s palling of t he exterior conc rete facin gs . Integrity: Fair. The position of a rot1.1ry converter is visible at t he east end of t he machine hall, the floor havi n g been altered to provide a continuou s su r face. A new roof has recently been provided. Equipment: All original equipment has been r emoved. 102 Andrew C Ward & Associates MITCHAM (Cont.) History: Construction Date: 1922 Ar'chitect: James Fawcett Builder: Private land was purchased for a substation in 1915 at a cost of £325. This 1500kW automatic substation began operation when electric services were extended to Ringwood on 30.1.1923, and its original plant was i·eplaced with 50Hz rectifier equipment in 1962. Present Owner: Public Transport Corporation Present Use: Substation Ex is ting Citations: none Significance: Important at the local level. The Mitcham substation is locally important for its association with the elec trifica tio n scheme. References: Leo J . Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan & R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920, 1925. Victorian Railways Electrification Progress Reports: 1914, 19 15, 1916. S .C.Weetman, "Men of Power - No.I: The Substation District Enginee'r", The Victoria n Railways Magazine, April 1930. Issue Date: October 1991 103 . \r.(irev..: C \Vard [; Associates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: GR EENSB OROrJGH Location: Poulter Avenue, Greensborough Photo Date: 7.9.91 Description: Inspection Date: 11.9.91 Design: Type C. The machine hall is three bays long, with the tracks ide door at th~ .southern e nd of the west elevation. The signals annexe is a completely separate building just north of the machine hall. Condition: Good . Jntegrity: Fair. The floor h8s been altered to provide a continuous surface over the original rotary location. Equipment: All orig·inal equipment has been removed, including the crane. Some early wiring is extant. 104 Andrew C Ward & Associates GREENSBOROUGH (Cont.) History: Construction Date: 1922 Architect: James Fawcett Builder: Land was originally purchased at Macleod for a substation, but this proposal had been abandoned by June 1920, in favour of the provision of separate substations at Rosanna and Greensborough. The 1500kW automatic substation at Greensborough was considered necessary to improve power to the outer end of the Eltham line, and was constructed in 1922, Johns and Waygood providing the ironwork in the roof (Contract No. 35009, 1.3.1922). It was the last substation to be built under the original electrification scheme, beginning operation when electric services were extended to Eltharn on 15.4.1923. Its 20,000 volt supply from Rosanna was duplicated in 1929, and the original plant was replaced with 50Hz rectifier equipment in 1962. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: none Significance: Important at the local level. Greensborough is locally important for its associations with the electrification scheme, and unique as a Victorian Railways traction substation of unusual design. References: Leo J. Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan & R.G.Henderson, The Electric Railwa~s of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1920, 1925. Victorian Railways Electrification Progress Reports: 1914, 1915, 1916. Victorian Railways Contract Books. Issue Date: October 1991 105 METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: LOWE R FERNTREE GULLY Location: Under'Nood Road , Fer ntree Gully / Infrastructure Library 1 ! Photo Date: 7.9 . 91 Description: Inspection Date: 13.9.91 Design: Type D. The main part of the building consists of tht·ee r ooms , the central one having a raised roof with transverse gable. The circuit breakers a re housed in the southern e nd of the building, which is half as wide AS the main section, its west wall being coincident with the main ridge line. A concrete panel on the west elevation is inscribed: 11 V .R. 11 Substntion No .29 • Condition: Good . Integrity: Good. :\ window has been blocked, and internal doors removed from the central section. Chases have been made in the floor at various times. Equipment: All original equi [Ynent has been removed . 106 Andrew C Ward & Associates LOWER FERNTREE GULLY (Cont. ) History: Construction Date: 1925 Architect: James Fawcett Builder: This substation was required when electric services were extended from Ringwood to Upper Ferntree Gully on 12.10.1925. It was the first to be fitted with mercury at•c rectifiers, and was completely automatic in operation. This plant was replaced with 50Hz equipment in 1957. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: none Significance: Important at the local level. Lower Ferntree Gully is locally important for its associations with the electrification scheme, and unique as a Victorian Railways traction substation of unusual design. References: Leo J .Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan & R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Victorian Railways Annual Reports: 1914, 1925. S.C.Weetman, "Men of Power - No.I: The Substation District Engineer" , The Victorian Railways Magazine, April 1930. "Report From the Parliamentary Standing Committee on Railways on Proposed Expenditure Under Railway Loan Application Act No.3299 (Electrification of Fern Tree Gully and Lilydale Railways)", 9.9.1924. Issue Date: October 1991 J 107 .-\ ndrc-1,.,· C \.Vl'.\ rd & Al)sociates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: HURS TB~I DGE Location: 83:J \lai:i RoHd, Hurstbridge Photo Date: 7.9.91 Description: Inspection Date: 28 .9.91 Desig n: Type D . The building is t hree bays long, with a co ntinuous raised roof ventilator . There is a small door at the south end of the bu il ding, and a la r ge trackside door in the west elevatio n. Condition: Good . Integrity: Poor. Orig inal internal walls have been altered and/or removed to form new rooms, and a me7.:7.:a nine level has been provided. Equipment: All original equipment has been removed . 108 Andrew C Ward & Associates HURSTBRIDGE (Cont.) History: Construction Date: 1929 Architect: Henry Stanley ( ? ) Builder: When the extension of electric services from Eltham to Hurstbridge was ratified in 1925, the proposal included provision for a substation to be erected at Diamond Creek. This was never built, and when electric services began operation on 2.8.1926, the line received all its power from Greens borough. This supply proved to be inadequate, and the Hurstbridge automatic mercury arc substation was built. Its function was replaced by new buildings erected at Eltham in 1958, and Wattle Glen in 1961 . Present Owner: Landmark Tours Present Use: vacant Existing Citations: none Significance: Important at t he local level. The former Hur stb ridge subs ta tio n is locally im por tan t for its association with the electrification s cheme. References: Leo J . Harrigan, Victorian Railways to '62, Victorian Railways Public Relations and Betterment Board, 1962, pp .109-117. S. E . Dornan & R.G. Henderson, The Electric Railways of Victoria, Australian Electric Traction Association , 1979, pp .14-36, 63 . Victorian Railways Annual Reports: 1925. "Report From the Parliamentary Standing Committee on Railways on Proposed Expenditure Under Railway Loan Application Act 1925 (Electrification of Eltham to Hurstbridge Railway)", 18.12.1925. Issue Date: October 1991 109 :\ ndrew C \N8rd c.~ Associates METROPOLITAN RAILWAY SYSTEM ELECTRICITY SUBSTATIONS Substation: COBURG Location: Munro Street, Coburg Photo Date: 6.9.91 Description: Inspection Date: 11.9.91 Design: Type D. The b uild.ing is three bays long, with a continuous raised roof ventilator . There is a small door at the south end of the east elevation , and a large tracks ide door at the west end of the north elevation. A small annexe on the south s ide of the building ·contains an office a nd bathroom. A concrete panel on the north elevation is 11 11 inscribed : V. R . Sub- station No .33 • Condition: Good. Integrity: Good. Floor markings indica te the position of original equipment. Some windows ha1.re been blocked . Equipment: The crane remains, but all other original equipment has bee n r emoved . 110 Andrew C Ward & Associates COBURG (Cont.) History: Construction Date: 1933 Architect: Henry Stanley (?) Builder: This substation was brought into use dul'ing the year ending June 1933, to minimise leakage of current and subsequent electrolysis damage associated with the return circuits to North Fitzroy substation. It also enabled the voltage drop on the outer portion of the Fawkner line to be reduced. Most of the apparatus installed in this· lSOOkW automatic mercury arc rectifier substation was transferred from Middle Brighton substation. Silicon diode rectifiers were installed on a trial basis in April 1965, and this type of equipment is now used throughout the system. Present Owner: Public Transport Corporation Present Use: Substation Existing Citations: Upfield Railway Heritage Study Significance: Important at the local level. Coburg substation is locally important for its association with the electrification scheme. References: Leo J .Harrigan, Victorian Railways to 162, Victorian Railways Public Relations and Betterment Board, 1962, pp.109-117. S.E.Dornan & R.G.Henderson, The Electric Railways of Victoria, Australian Electric Traction Association, 1979, pp.14-36. Electric Traction, Journal of the Australian Electric Traction Association, January 1981, p.9. Issue Date: October 1991 I J l l l Andrew C Ward & Associate5 7. INDEX TO SLIDES NEWMARKET SUBSTATION l. East elevation, showing the entry door and the entrance to the loading bay. 2. North elevation, showing the balcony to the switchgear gallery. 3. South elevation. Note the basement level windows, and that all the upper windows have been covered with steel sheeting. 4. West elevation, which faces the former sale yards. 5. Machine hall , viewed from the eas t end of the operating gallery. 6. Signalling bay, which is adjacent to the loading bay. The balcony houses early equipment including the crane operating gear, and is accessed via a bridge from the operating gallery. 7. No.1 rotary bay, with modern equipment installed. 8. No.2 rotary bay, now used for storage. 9. No.3 rotary bay, at the west end of the building and now used for storage. 10. Operating gallery, viewed from the west end of the building. The switchgear cells are behind the wall on the left. 11. Switchgear gallery, viewed from the east end of the building. Each set of doors opens onto a separate cell. 12. A typical switchgear cell at gallery level. Most of the equipment has been removed fr om the cells no longer in use. 13. Early switchboard, at the east end of the operating gallery and still partly in use. 14. Battery room, at machine level. Note the early light fittings with exposed wiring. 15. View of the roof. FORMER NEWPORT SUBSTATION 16. North and west elevations. 17. East and north elevations. Note the broken windows. 18. West elevation. 19. South elevation. Note that the switchgear section is one bay shorter than the machine hall, unlike Newmarket. 20. Machine hall, viewed from the north end of the operating gallery. 21. Machine hall, viewed from the sou th end of the operating gallery. 22. Rotary bay, showing the hole in the floor to accomodate the rotary converter. 23. Signalling bay, with access bridge to the balcony on the left. 24. Loading bay, at the south end of the building. 25. Operating gallery, viewed from the south end of the building. The switchgear cells are behind the wall on the right. 26. Operating gallery, showing the wall at the rear of the switchgear cells. The levers operated the cell door locking mechanism. 27. D .c. switch cells, at machine level below the operating gallery. 28. Switchgear cells at machine level. 29. Switchgear gallery, viewed from the south end of the building. 30. Bus bar chamber, at the top level of the switchgear cells. 112 Andrew C Ward & ,~ssociates 31. A typical switchgear cell at bus bar level. 32. Bus bar chamber, showing the insulators for the bus bars, which were removed by vandals. The lever isolated the cells so that maintenance could be safely performed. GLENROY SUBSTATION 33. South elevation, showing the loading bay door and modern equipment in the cage on the left. 34. West elevation, showing the switchgear gallery and machine level windows with cyclone wire coverings, and steel sheeting over the bus bar chamber windows. 35. North and west elevations. Note the former window openings. 36. Pediment over the north elevation, showing cracking over the machine hall windows. 37. East elevation. 38. Operating gallery, showing the wall at the rear of the switchgear cells. 39. Operating gallery with machine hall beyond, viewed from the balcony at bus bar level. 40. Switchgear gallery, showing some cells have been altered. FORMER NOR TH FITZROY SUBSTATION 41. South and east elevations. Note that the switchgear section is one bay shorter tha n the machine hall, like Newport. 42. East elevation, showing the loading bay door. 43. West elevation, obscured by recent buildings. 44. North elevation, obscured by recent buildings. 45. Machine hall, viewed from the east end of the building, showing that frames have been removed from all windows. 46. Machine hall, viewed from the east end of the building, showing the demolished operating level balcony and a new floor under construction. 47. South-east corner of the machine hall, showing excavations for a proposed lift shaft. 48. Former operating gallery, with new doorways formed in the wall on the left. 49. South-east stairwell, with stairs removed. 50. South-east stairwell, showing the location of the former office and bathroom, and the original roof access hatch. FORMER ALBION SUBSTATION 51. South elevation, showing the entry door and the entrance to the loading bay. 52. North and west elevations. 53. East and north elevations. Note the former window openings. 54. General view from the south, with Darling's Flour Mill beyond. 55. Machine hall, viewed from the south end of the operating gallery. 56. View of the machine hall ceiling and the crane. 57. Rotary bay, showing the altered floor (compare with slide no.22). 58. Loading bay, at the south end of the building. 59. Operating gallery, viewed from the south end of the building. The switchgear cells are behind the wall on the right. 113 Andrew C Ward & Associates 60 . Corridor at machine level below the operating gallery, with the d. c. s witch cells removed (compare with slide no. 27). 61 . Switchgear gallery, with nearly all cell doors removed. 62. Typical switchgear cell, with some early e quipment extant. 63. Bus bar chamber, at the top level of the switchgear cells. 64. Bus bar chamber, showing the insulators for the bus bars, which have been removed by vand~s . 65 . Bathroom, showing original bench. FORJ\IBR CAULFIELD SUBSTATION 66. South and east elevations . 67 . East and north elevations, showing t he loading bay entrance. 68 . North and west elevations. 69 . Machine level viewed from the loading bay. 70. Loading bay , showing the former crane operating room. 71 . New partitioning at machine level. 72. New floors at operating and switchgear gallery levels . RESERV OIR SUBSTATION 73. East elevation, showing the signals annexe. 74. West and south elevations, showing the trackside door in the centre of the west elevation. 75 . Machine hall, viewed from the sou th end of t he building, with modern transformer in the centre. 76. South end of the machine hall, with former rotary position visible on the floor. 77. Switch cell at the north end of the building, with office area beyond. 78. Trackside door in the west wall of the machine hall. 79. Machine hall ceiling, showing the roof lantern. 80. Signals annexe, now disused. FORMER MENTONE SUBSTATION 81. North elevation, s howing recent door opening, and windows covered with steel sheeting. 82. North elevation. 83 . South elevation, showing altered loading bay doorway. 84. View from former switchgear section, showi ng machine hall with rotary bays removed. 85 . View of former switchgear section. 86. View of former switchgear section, with machine hall beyond. FORMER SEAFORD SUBSTATION 87. North elevation, showing loading bay door. Note the damaged window frames. 88 . North ele vation. 89 . South elevation, showing windows covered with steel sheeting. 90. View of operating gallery from the crane operating balcony. 91. Rotary bays, with original floor configuration intact. 92. View of the crane operating balcony above the auxiliary transformer bays , with access bridge over t he loading bay door on the right. 114 Andrew C vVard & Associates 93. General view of the machine hall from the switchgear gallery. 94. Transformer bay at basement level. 95. Rotary support walls at basement level. 96. Switchgear cells at machine level. 97. Operating gallery, viewed from the north end of the building, showing partly-removed parquetry flooring. 98. Switchgear gallery, viewed from the north end of the building. 99. View of the crane. FORMER SPRING VALE SUBSTATION 100. North and west elevations. 101. North elevation, showing extensions to the signals annexe. 102. South and east elevations. 103. View of the machine hall from the west end of the building, showing the recent mezzanine level. 104. View of the north side of the machine hall, showing original cell walls, and recent doorway to the signals annexe. 105. View of the machine hall floor, showing timber hatch over the former rotary location. 106. View of the machine hall ceiling and the crane. ROSANNA SUBSTATION 107. West and south elevations, showing the signals annexe. 108. North elevation, with cage ho using modern equipment. 109. Timber and corrugated iron fence to roof access ladder, now removed. 110. General view of machine hall, showing recent cells over former rotary location. 111. View showing cell walls demolished to accomodate recent silicon diode rectifier equipment. 112. North-east corner of the machine hall, showing trackside door. 113. Office area in the south-west corner of the machine hall. 114. North-west corner of the signals annexe, now disused . EAST CAMBERWELL SUBSTATION ll5. North and west elevations, showing the loading bay door. 116. East and north elevations, showing recent doorways to the signals section. 11 7. South elevation, with cage housing modern equipment. 118. Machine hall, viewed from the east end of the switchgear gallery. 119. Machine hall, viewed from the west end of the operating level. Note the extended balcony walling on the right. 120. Machine hall, viewed from the loading bay. 121. View of crane operating balcony and bridge. 122. Switch cells at machine level. 123. Modern rectifier equipment housed at operating level. 124. Switchgear gallery, viewed from the west end of the building, now disused. MITCHAM SUBSTATION 125. West and south elevations, with signals annexe just visible on the left. 115 Andrew C Ward & Associates 126. South and east elevations. Note the recent roofing. 127. Machine hall viewed from the east end of the building, with modern transformer equipment. 128. Switch cell at the west end of the building, with office area beyond. 129. View of the east end of the machine hall, with recently installed equipment. 130. 22,000 volt cells on the north side of the machine hall. GREENSBOROUGH SUBSTATION 131. West and south elevations, with signals annexe beyond. 132. East and north elevations, with signals annexe to the right. 133. North and west elevations, showing fence protecting roof access ladder. 134. General view of machine hall, showing modern rectifier and transformer. 135. View of switch cells at the north end of the machine hall. 136. 22, 000 volt cells on the east side of the machine hall. 137. View of trackside door. FERNTREE GULLY SUBSTATION 138. West elevation, showing numbering panel. 139. North and west elevations, with cage housing modern equipment in the foreground. 140. South and east elevations. 141. Cells at the south end of the building. 142. Rectifier equipment in the south end of the main section of the building. Note blocked window. 143. Central section, housing modern transformer. 144. North section. 145. Floor of the north section, showing chases. FORMER HURSTBRIDGE SUBSTATION 146. East and north elevations. 147. South and east elevations. 148. North and west elevations. COBURG SUBSTATION 149. North and west elevations, showing trackside door and number panel. 150. West and sou th elevations. Note the former window openings, and the office annexe on the right. 151. General view of the machine hall from the south-west corner. 152. 22,000 volt cells at the south end of the building. 153. Switch cells at the north end of the building. 154. View of the crane. 155. View of machine hall floor, showing location of original rectifier equipment. I J