Upfield railway line, Melbourne

From Wikipedia, the free encyclopedia

Upfield railway line, Melbourne

Line details
Commenced	1884
Completed	1889
Stations	14
Tracks	Double track to Gowrie, single track beyond
Used by	Connex Melbourne
Service pattern	Stopping all stations
Rolling stock	Hitachi, Comeng, Siemens
Former connections	Albury line
Railways in Melbourne
List of stations Freight railways Closed railways Proposed railways

This article does not cite any references or sources. (May 2008)
Please help improve this article by adding citations to reliable sources. Unverifiable material may be challenged and removed.

The Upfield railway line is a suburban electric railway in the northern suburbs of Melbourne, Australia.

1 Description
2 Infrastructure
3 History
4 Line guide
5 External links

[edit] Description

The line has 15 stations, in Metcard ticketing Zones 1 and 2. The future of the Upfield line was in serious doubt in the late 1980s and early 1990s with proposals for the line to be converted into a light rail line or even closed. However, the future of the line was secured in 1995 with the upgrading of the signalling, closure or upgrade of the numerous level crossings, and duplication of the track between Fawkner and Gowrie.

The Upfield line has one of the least-frequent peak-period services in Melbourne's railway network. Trains operate every 20 minutes during the day on weekdays (including peak periods) and weekends, and every 30 minutes during early morning and throughout the later evening through to the last train. Until the late 1990s, when the line was under threat of closure or conversion to light rail, late evening and Sunday services were provided by nearby tram lines and a bus service that connected with the end of the nearby tram line.

In mid 2004, the majority of peak services were increased from 3-carriage to 6-carriage trains.

The line also has one of the lowest proportion of premium stations amongst Melbourne's railway lines, there being only two stations on the line (past the junction at North Melbourne) classified as Premium stations. These are Coburg and Gowrie. Whilst being staffed from first to last train, and providing toilet facilities and waiting areas Upfield station, is not classified as a premium station, although it will be upgraded to Premium status as part of the Victorian Government's Public Transport and Liveability statement published in May 2006.

Brunswick station was initially announced as one of the host stations throughout Melbourne's network, however up until November 2006 this has not occurred. During the 2006 Commonwealth Games the area around Royal Park station was home to various event venues as well as the athlete's village, and as such this station was heavily staffed during the Games.

[edit] Infrastructure

The line is double track as far as Gowrie Station, then it is single track to Upfield Station. Terminating facilities are provided at Coburg as well as Gowrie and Upfield. Stabling sidings are provided at Upfield. Power signaling is provided throughout the line, with Coburg and Gowrie being remotely controlled from Upfield.

The line continues past Upfield to rejoin the Albury line at Somerton, but this section is in poor condition and has not been used for some time. However, it is said that in the future the DOI is looking to re-open the line to join the Craigieburn Line.^{[citation needed]}

[edit] History

Fawkner Station on the Upfield line

The line from North Melbourne to Coburg opened in September 1884, and in October 1889 it was extended to Somerton. Meanwhile, duplication had already started, being provided to Royal Park in September 1888, to South Brunswick (Jewell) in May 1889, Brunswick to Coburg in December 1891, and South Brunswick to Brunswick in August 1892.

Coburg to Somerton closed in July 1903, but reopened as far as Fawkner in December 1906, for funeral trains only, in conjunction with the opening of Fawkner Cemetery adjacent to the station. Full services were extended to Fawkner in 1915.

In December 1920, the line was electrified, then in March 1928, the section from Fawkner to Somerton reopened with passenger services provided by a railcar connecting with electric trains at Fawkner.

North Melbourne to Macaulay was converted to automatic signalling in June 1928, but the rest of the line remained as Double Line Block and Staff and Ticket until more recent times.

In May 1956, Fawkner to Somerton was again closed, but only three years later, Upfield to Somerton reopened (in July 1959) for goods trains, and on the same date Coburg to Fawkner was duplicated. The following month, Fawkner to Upfield was reopened and electrified, to cater for workers to and from the new Ford factory next to the station. Only one train each way was provided, although a second train was added the following month. Shortly before this, however, (in September 1958), Sunday evening services after 6 p.m. were withdrawn, being replaced by rail tickets being accepted on adjacent tram routes, particularly the North Coburg line, and, for the outer end of the railway line, a bus service connecting with trams at North Coburg. In June 1971, this arrangement was extended to apply for the whole of Sundays, and in October 1981 it was further extended to include services after 7:30 p.m. on Mondays to Saturdays.

In January 1963 Somerton to the Ford factory at Upfield was dual-gauged, and in October 1968 Upfield to Somerton was converted to Electric Staff working.

Automatic signalling crept a little further along the line, with Royal Park to Jewell being converted in August 1971 and Macaulay to Royal Park in April 1972.

Proposals to convert the line to Light Rail (to replace the parallel tram line) or a freeway were finally put to rest in April 1995 when it was announced that $23 million would be spent upgrading the line. This work included the provision of power signalling for the rest of the line, and boom gates at all level crossings, except for a few crossings that would be closed instead. Many of the level crossings at this time were still under the control of gate keepers who opened and closed the gates manually for every train.

Automatic signalling extended from Jewell to Brunswick in September 1998, Moreland to Batman in October, and Batman to Upfield in November. This last section coincided with extension of duplication from Fawkner to Gowrie.