A BRIEF HISTORY OF
BROADMEADOWS LINE AND ITS TRAINS
index
In October 1860 one locomotive and two coaches began
operation from Spencer Street to Essendon.
This ceased in July 1864 due to financial losses.
Services were reinstated in 1871 with a branch line built to Flemington
racecourse in 1867. This later became the first electrified line in Australia,
and due to the sale yards by 1873 the Victorian Railways had extended the line
all the way to Albury. By 1881 this was duplicated all the way to Essendon. In May 1918 a test train ran on the Flemington Racecourse line from
Flinders Street, and in 1919 electric services commenced between Essendon and
Sandringham. These
were the first electric trains in Australia, paving the way for eventual
electrification of the entire network now in operation throughout the
metropolitan area.
After
the entire line was electrified, it was served by dog boxes, mainly from
converted steam hauled cars. These
and the Tait trains served the line and for that matter all electric passenger
lines in Melbourne.
The dog boxes
last ran in 1974 while the Taits lasted well into the 80’s. The last one I saw on the Broadmeadows line was in early
1986. All Taits were withdrawn in 1986 except two motors, which propelled the
greaser and overhead inspection train until about 1990. Both are now preserved.
Tait cars were first introduced in 1908 but only trailer cars. Motor car construction started in 1915 although
it was not until 1918 when the
first electric train ran from Newmarket to Flemington Racecourse and further
electrification soon after.
They
were stored or some hauled by steam alongside the 1887 design dog-box cars.
When
withdrawn Taits ranged nearly 80 years old with the final cars built in 1950.
Obviously a design spanning such a long period was modified
cheapened etc, leaving many little differences, notably the clerestory roof.
Elliptical roofed cars were distinctly different especially when marshalled together.
The next batch of stock design
long overdue was the Harris cars. The
first batch was built by the Gloucester carriage in England.
These were M cars, matching trailers were built by Martin & King
fitted out by the Victorian Railways at Newport shops.
They entered service in 1956 and construction continued until 1970.
They were a familiar sight on the line until 1987 then totally
withdrawn in 1988.
Curiously 2 seven car sets were left in the North Melbourne
sidings until they were moved across the line in early 1989 for storage at
Arden St sidings. A large percent of the Harris cars were already there moved
from the Jolimont Yard to Arden
St in 1988.
In 1990 they were moved to Dandenong where they were wrapped in tarpaulins and
dumped in a Clayton quarry filled with mud, due to the asbestos insulation. 
Although bogies and other parts were removed and placed under V/Line
cars such as former Spirit of Progress BS class, then being converted for use
as intercity cars at Ballaarat. Many
survive, e.g. 750M is now loco hauled V/Line car no BCH127.
All cars in service with V/Line have had asbestos removal. These cars
ironically are called H sets. They
still traverse the Broadmeadows line daily on Seymour runs. 
Less commonly 797M and 794M come
up the line on the greaser train painted yellow with tin on the windows and
are they only operational self propelled units left. These two cars do not
contain asbestos.
In 1972 Hitachi stainless steel sets entered traffic, largely still in service they see daily use on the Broadmeadows line generally at peak hour, although occasionally the 12.30 through Moonee Ponds is a Hitachi. Introduced in 1981, the Comeng cars entered service on the Broadmeadows line in 1984 and have since become the main units seen on the line. In peak hour they operate as 6 car sets after which they are separated into 3 car sets e.g. from 9am until about 3pm the Broadmeadows line is served by only 3 car sets of Comeng cars both refurbished and stock runoff peak and weekends; with the exception of special events all trains are 6 cars on these days and both Comeng and Hitachi are used.
The Hitachi is due to begin being withdrawn in mid 2003.
Over the years the Broadmeadows line seems to have had
few major incidents and derailments.
In September 1960, the then near new R
class loco 755 was involved in spectacular derailment, which so extensively
damaged it, it was scrapped. This gave R755 the distinction of being the first
R to be scrapped.
In the 1970’s a standard gauge freight train came off the rails as it turned down the Albion corridor at Jacana partially demolishing a footbridge and destroying several freight wagons.
On the 13th of January 1987 a Broadmeadows train derailed just out of Spencer Street station.1031T, the second car of a six car Comeng derailed and collided with an overhead gantry and demolished a power pole.
In late 1989, 388M ran through the buffer stops in the siding at City end of Broadmeadows station. It was freeing the platform for a V/Line service when, for whatever reason, it struck the stops raising the cab level with the Camp Road bridge. The driver was stuck in the cab for a while until rescued. 388M hung in its precarious position for at least one and a half days. When removed it was taken to Newport where it sat for about five years being cannibalized for parts. When scrapped it was merely a shell and some sections were used as a shop, where they still make the façade of a shop in the underpass at Werribee station.
In 1992, two VHGF grain hoppers and a rail tractor went off the end of the siding at Kensington. The VHGFs ended up on top of the RT35 which was crushed. All three went on top of each other tearing through the new security cage for holding RT35.The cage was demolished along with RT35 and at least one of the grain hoppers.
Comeng trains are refurbished by Edi for M-train and run on the Broadmeadows line everyday. Sometimes with mixed Met liveried trains. Despite its faults it is still better to catch the train than tram or for that matter drive to the City from Broadmeadows for people living on that corridor.
Overall the Broadmeadows line has a lot of historic value as the original link to New South Wales. Trains to Sydney still pass through Broadmeadows albeit via the Albion, Jacana, corridor. It can be seen at Jacana by passing suburban trains slewing off to right near the station linking it with Albion, crossing the Moonee Valley on a spectacular viaduct and eventually coming out at on the St Albans line at Albion where standard gauge trains from points North head to various terminals in Dynon via Footscray. Broad gauge trains are generally sorted in Tottenham yard. Semaphores and footbridges, one built in 1860, are still in use on the suburban line itself. As is the Kensington signal box serving the Goodman Fielder siding (Grain Terminal), and trains from the direct route from the city. These two lines are closest to the old brick wall at Kensington next to grass that formally was two goods lines which was ripped up in the early 80’s.
Freight trains no longer operate often on suburban lines beyond Kensington. The livestock siding was ripped up near Newmarket on the Racecourse line in 1989. Although the siding had long been out of use. For many years a disused 4 wheel M wagon was stored on it and possibly removed at the same time as the siding.
Dormant for many years with the exception of the Royal Melbourne Show week and Races, the line sprang back into daily use in the late 90’s when Hillside (now Connex) began using the racecourse stations' large platforms and 4 tracks for off peak cleaning and servicing etc, but trains are not left stabled overnight.
One may
photograph up to 6 trains on some days in 3 liveries on lucky days. The removal
of the boom-gate at Ascot Vale Road that was manned when trains were running,
and tearing up of Jolimont yard made it necessary, and with automatic gates, economical to do this.
The Broadmeadows line connects with 2 tram lines and countless bus
routes and is a vital link in the North West transport system.
And is possibly a future link in the stalled airport rail
proposal.
