Second Class Return to Lang Street, Please
[edit] A History of the Whittlesea and Hurst's Bridge Railways
--Bullant 18:58, 22 September 2011 (EST)
[[See Also : Second Class Return to Shenley, Please Hardly what you would hear at the ticket counter at Preston or Heidelberg stations these days, but a perfectly feasible request from commuters back in 1889 when the Melbourne to Preston and Whittlesea railway first opened . Today's commuters may find great grandpa's request a little confusing (Lang Street later became North Carlton), but our guide to public transport may help ...
[edit] A Centuryof Neglect
A simple reality check will show that the northern corridor of Melbourne's suburbs have always been amongst the lesser privileged regardless of the political leanings of whatever Colonial or State government has been in power.
Not the least of the official neglect was that of the basic commodity or public transport, a situation little improved today.
The opening of a railway line in western, southern and eastern suburbs was a fait accompli many years before the good citizens of Northcote, Preston (or Heidelberg) got to play train-spotters. Suburban stations (some of which were convenient stops on country lines) that were opened any number of years before any consideration was given to the Darebin district included :
|
1854 |
Sandridge (Port Melbourne) |
1861 |
Maidstone |
1882 |
Lilydale |
|
1857 |
St. Kilda |
1873 |
Broadmeadows |
1882 |
Ringwood |
|
1859 |
Williamstown |
1877 |
Dandenong |
1884 |
Coburg |
|
1860 |
Essendon |
1877 |
Pakenham |
1886 |
Laverton |
|
1861 |
Brighton |
1882 |
Camberwell |
|
|
[edit] Spencer Street to Preston-Reservoir
(opened 8 October, 1889)
Plans for the construction of "our" railway finally came to fruition with the passing of the Railway Act of 1882, introduced into the Parliament by the land boomer, Thomas Bent, then Minister for Railways and later the Premier of Victoria. "Bent by name", "Bent by nature", Thomas Bent was a colourful politician of the old style that considered anything that was good for him was good for Victoria!
The Act encompassed plans for a network of new railways in suburban Melbourne and became known as the "Octopus Act", a reference to the tentacle-like spread of new lines across Melbourne. The sections of the Act covering what became known as the Inner Circle Line were Schedule 14 from Royal Park to Whittlesea (although it was referred to as the Fitzroy-Whittlesea Railway), and Section 59, Royal Park to Clifton Hill. Section 9 of the Act granted the Government the power to compulsorily acquire land for railway use.
The Whittlesea and Heidelberg lines were always planned to run through Royal Park, but the actual route through North Fitzroy was somewhat different from the original proposal
“… after crossing Brunswick-road, Cameron-street and Barkley-street, the line transverses Nicholson-street at a point about 4 1/2 chains on the Melbourne side of Miller-street, and then passes through several small paddocks between Nicholson-street and St. George's Road. The Merri-creek is crossed about five chains south of the old tramway bridge, and from there to the Northcote-road, the railway then following the line of fence separating the properties of Messrs. Plant and Barry”. (now Barry Street)
“The Northcote-road is crossed at the commencement of the embankment beyond the toll-gate; the line then runs parallel with Westgarth-street, passing behind the floor covering manufacturer and then through the properties of Messrs Henry, Holloway, Spencer, Coady and Scott. It then crosses the Fairfield paddock, the property of Mr. Hawthorne, then gets over a by-road known as Lauder's-lane and passes very close by Bloomfield House, the residence of Mrs Sutherland and crosses the Heidelberg-road at a point about 25 chains on the Melbourne side of the five-mile post. From Nicholson-street to the Heidelberg-road, the line may be said to be quite straight, and for the greater part of the distance, approximately dead level”.
(The article didn’t refer to the Preston-Whittlesea section, but the original plan was to run the line along the old Yan Yean pipe track, later St. George’s Road. This was subsequently overturned after pressure from the Shire of Northcote who thought the route too remote from the main settlements south of Westgarth Street and along High Street).
Although the ultimate line to Heidelberg line was built along a different route,, the Railways Department did buy up most of the land along Barry street and the strip to the north of Westgarth street. One section near what became Merri Station was dubbed as the Railway Reserve and hosted sporting teams from around the area. Most of the land was sold off in the late nineteenth and twentieth century, but even as late as 1914 the Railways granted the Defence Department usage of railway land in Simpson Street for the construction of the Northcote Drill Hall
The Coburg line was the first established under the Act and when it became finally became the turn of Preston, Northcote and Heidelberg, it was decided to include the existing stations between Spencer Street and Royal Park and then a track through the northern part of Carlton and Fitsroy aspreferable to a direct route through Collingwood and Fitzroy and the potential costs of acquiring properties in these already densely populated areas.
[edit] Construction starts
The primary tender was to build the railway line from Royal Park to Whittlesea (through cuttings and over necessary bridges) and the successful bidder was David Munro & Co., a company that had been involved in building other railways (although some reports suggest not always at a profit), the agreed price £97,818/15/4 the lowest of the twelve tenders received. Various other sub-contracts were also let - for erection of level crossings, gatekeeper's cottages, plaforms, goods shed and at the end of the line, a turntable to reverse the trains at Whittlesea.
Munro & Co.'s contract included the construction of 16 bridges, by far the most costly that over the Merri Creek at Northcote, the second biggest that over the Darebin Creek north of the Epping Station. The construction of the line from Royal Park to Whittlesea took just over two years, with most of the time taken by the necessary crossing over the Merri Creek. Once the bridge section was completed, the line was extended to Reservoir in just over a month, and from Reservoir to Whittlesea between September and early December, 1889.
The Heidelberg section (not in the Munro contract) also required crossing the Creek and a single-track bridge perhaps hastened the construction, the line being opened on 8 May, 1888, some 16 months ahead of the Reservoir section of the Whittlesea route.
The Heidelberg line was also blessed by having an existing section of track between Clifton Hill and Alphington, originally planned to be part of an Outer Circle line that ran from Fairfield along the route of today's Chandler Highway to East Camberwell, The section from Alphington to Fairfield was never completed, and although gas-powered trams ran between Alphington and Clifton on what was dubbed "The Nowhere to Nowhere Line", the service was abandoned when the Heidelberg line opened. Part of the Outer Circle Line between Fairfield Park and Riversdale opened on 24 March, 1891 and operated until 12 April, 1893. A section from Fairfield to Deepdene was reopened during 1900 to service construction of the Collingwood to Princes Bridge line.
[edit] Grand opening, but no party
There was no festivities for the opening of the section to Reservoir, a fact bemoaned by the Leader, but (given the publication was less than twelve months old), the paper celebrated regardless before opening an already festering sore and a rude wake-up call just two months later ...
"...there was no banquet to celebrate the event and nothing for the youngsters. But some of the residents of Preston signalised the prestigious event by hoisting some very attractive bunting ... too much praise cannot be given to the splendid carriage accommodation. The first-class carriages are simply superb, being large, spledidly upholstered, and in ever way comfortable. The second-class carriages are the best we have seen on any line, and quite equal to, if not superior to many first-class carriages on some lines ... we want a direct railway, and must not rest till we get it. Come it must, and the sooner the better."
There was a banquet at Whittlesea in December when the outer section of line was opened. Sadly the organisers opted to hold it in a large marquee and heavy rain soaked many of the V.I.P.'s in attendance.
[edit] Some things never change
Given the sad history of public transport over the last century, The Leader should have had more sense than to believe the good times and high-quality service was likely to last for very long after the line was established. Their first edition for 1890 came obviously just after the holiday period, and a few realities were starting to show (current transport company executives need read no further) :
"For downright greed and cool cheek, the Railways Department licks creation itself ... excursionists are huddled like sheep in open goods trucks until just about parboiled. For this glorious privilege of sweltering discomfort the department has the cheek to charge full rates ...the paltry excuse for such vicious and beastly accommodation is a deficiency of "rolling stock" ...how long is this humbug to be tolerated ..."
[edit] On to Whittlesea
(opened 23 December, 1889)
The line was built through to Whittlesea primarily for freight purposes, the trains carrying milk, some livestock and timber from the farming areas around the Plenty River. Bell Station for several decades had holding yards for pigs which were then driven up to Oakover Road and the J. C. Hutton's ham and bacon works. Despite long public protests, the yards weren't closed down until the late 1940s.
Given the freight revenue was a key factor in the extension, several sidings were linked to the maiin line to allow for easier load on goods : the Northcote Brick Works siding was opened in 1892 and extended across High Street to where the shopping centre in Separation Street now stand, the Reservoir Stone Company siding opened in 1895 and little later another at the Epping Quarries.
The original line beyond Epping to Whittlesea is still shown in street directories - the track from Epping (where rails still remain) ran east-north-east until it crossed Plenty Road at the intersection of Gordon's Road, South Morang, and from that point almost due north to Whittlesea, most of the line lying less than 100 metres from Plenty Road.
The Epping to Whittlesea service closed on 29 December, 1959
[edit] Preston Station?
Although the locals had fought for many years for a railway service, there was certainly no consensus of opinion at to where Preston actually was!
Residents of the area around Regent Street claimed their area was Preston, as it was the original settlement when the name was first used. But the citizens of South Preston between Dundas and Bell Streets also insisted the name on the basis that it was the developing part of the district and "brought Preston a mile closer to Melbourne".
Stations on the new rail line were ultimately built at Bell Street, at Murray Road (not included on the original route, but added when plans for the Shire Hall were announced), Regent Street and at North Preston. The Railways Department neatly dodged the controversy over the naming rights for Preston by prefixing each of the three local stations with the title - Preston (Bell), Preston (Murray) and Preston (Regent) as well as Preston - Reservoir! Even then, the locals weren’t happy with similar names often meanng parcels were delivered to the wrong station.
Having Northcote and Middle Northcote also proved confusing, and even after the former was changed to Merri, there were still problems, one report suggesting that the Railways finally acceded to having Murray being renamed to Preston because of the audible similarity of the names "Merri" and "Murray".
[edit] Get Your Myki
When the line opened, sixteen trains ran in each direction on weekdays, but if you missed your Sunday train, you had a fair wait with just six trains per day, including nearly a three-hour gap after the first train at around 9:45 a.m. With the round-about route, the journey from Preston-Reservoir to Spencer Street took 39 minutes, 22 minutes of that on the Inner Circle Section between Merri and the city. With the new underground stops, the trip today via the "direct" route takes 26 or 29 minutes depending on whether the train is via the City Loop.
From Whittlesea, the journey took just on 90 minutes depending on the engine used. For many years, the Whittlesea trains ran express from Preston-Reservoir to Croxton.
For the locals heading off to the big smoke when the line opened , it was nine pence (eight cents today) First Class from Preston - Murray) or sixpence (five cents) Second Class. Those craving the luxury of a first class compartment could save a penny with a brisk walk to Preston - Bell, but anyone relaxing in First Class for the full journey between Melbourne and Whittlesea parted with 3/8d (37 cents); for the rest of us it was 2/7d (26 cents), but as with all the fares, there was a significant discount for a day return ticket.
Regardless of the class in which one rode, those dressed in their city fineries would have been reluctant to open a window with the trains powered by steam from coal-burners and with a thick plume of trailing black smoke.
[edit] The Inner Circle Line
Although undoubtedly better than nothing, the new railway with its extended route through North Fitzroy, Carlton and Royal Park was unpopular as it gave no access to the industrial areas of Collingwood and much of Fitzroy where many Preston men worked. Even for those visiting the city on a social or shopping visit, the terminus at Spencer Street and the prospect of a further cable tram trip to the centre of Melbourne was onerous and complaints over the service continued for another decade.
Even with the direct route, some passenger trains still ran on the Inner Circle loop and the line was upgraded to a double track and electrified in 1921. Passengers preferences for the direct route later saw the line restored to a single track and the last regular passenger service ran in 1948. The Inner Circle Line was re-opened briefly during the Melbourne Olympic Games, to transport spectators to the Carlton Football Ground.
[edit] The Spur Lines
[edit] To Fitzroy
From North Fitzroy, a spur line ran south-east across St. George's Road (this and the main Inner Circle line neatly straddling the old fire station) to Fitzroy Station on the north-east corner of Napier Street and Royal Parade, the platform established to provide for football followers heading for the old Brunswick Street Oval.
The expected patronage never came and the spur was closed to passenger trains just four years later. The line continued to be used up until 1981 for freight, largely carrying coal to the Metropolitan Gas Company's gasometer, a prominent landmark that stood on the south-western corner of Queen's Parade and Smith Street until the early 1970s). A goods yard and later a wheat silo where established to the east of Edinburgh Gardens, but although the Inner Circle Line itself from Royal Park to Clifton Hill was also electrified in July 1921, the spur line was never powered. Parts of the track are still visible where it crossed roads.
The Fitzroy yards were accessible from Queen's Parade and after their closure on 1 August 1981 were re-developed into a mixture of public housing and private town houses. The footbridge over the goods yard was removed to Moorooduc on the Morning Peninsular and now forms part of a tourist railway. The tracks and old railway gates in St. George's Road remained until the early 1980s - the original route is still shown on street directories as a pathway and cycle track.
[edit] To Collingwood
There was another spur from Clifton Hill to Collingwood Station (now Victoria Park). Just what the rationale was for this diversion remains a mystery – "Victoria Park" was equally well-known as Dight's Paddock, and although a few junior football and cricket teams used the area, it was to be another four years before the Collingwood Football Club was formed and entered the senior Victorian Football Association competition. This spur line became part of the "direct link" to Melbourne opened in 1901.
[edit] Not so bad after all
. Although Preston's residents had complained long and loud about the service, they should have spared a thought for their neighbours in Heidelberg.
Most of the journeys from Spencer Street to Heidelberg took just under an hour and a half.
After wandering through Royal Park to North Fitzroy, the train then diverted up to the Fitzroy station, shunted back to North Fitzroy, across to Clifton Hill, along the second spur to Collingwood, then finally back to Clifton Hill and then bravely on to Heidelberg.
The local M.L.A., Mr. Robert Harper, one of those invited on the first journey, appropriately enough described the route as "supremely ridiculous, perfectly absurd", but at least the locals got to share in the celebrations, rather unlike those in Preston. The Mayor of Fitzroy treated over 4,000 Fitzroy schoolchildren to a picnic in the afternoon, whilst in the evening the Heidelberg Council laid on the obligatory banquet, the guests including the Hon. Sir William Clarke. Tommy Bent and Harper.
[edit] Electrification
The scheme to electrify Melbourne's railways and this eliminate the smoke hazards saw a large electric substation constructed on the north side of Park Street (neatly mid-way between North Carlton and North Fitzroy Stations). The North Fitzroy Power Station was one of several around the Melbourne railway grid that converted 22,000 alternating current from the Newport Power Station to 1,500 direct current that powered the railways through overhead lines.
The electrified section from Princes Bridge to Reservoir first operated on July 31, 1921 and was extended to Thomastown on 16 December, 1929 at a cost of an estimated £13,000 after several years of lobbying by local residents. The Railways Commission estimated a loss of £3,500 per annum and asked for a guarantee from landholders before the would undertake the work, the surety being provided by Mr. R. E. Lowe, who owned 16,000 acres along the line. Electrification extended later to Lalo on 30 November, 1959r and finally to Epping on 30 November, 1964. The line past Reservoir was not duplicated until November, 19159
[edit] Clifton Hill to Princes Bridge
(opened 21 October, 1901)
The original Collingwood spur line from Clifton Hill was finally extended through to Clifton Hill in 1901, providing direct access for those on the Heidelberg line, despite the agitation from Preston and parts of Northcote, the locals still had no direct access to Melbourne for another three years until what was known as the Northcote Loop linking the line from just south of the Merri Creek to Clifton Hill was opened.
The new link reduced the travelling time by around six minutes, but more importantly allowed passengers access to the retail and entertainment centres of Melbourne and removed the need for a secondary tram journey from Spencer Street to the heart of "town".
[edit] The line that never happened
Even with the direct link, there was still continual agitation for a route connecting the Preston - Whittlesea line to Princes Bridge via Fitzroy and a number of schemes were put forward, most of which involved a link from Merri to a revived Fitzroy Station in Alexandra Avenue and then a route either along/under Napier or Young Streets. One plan put forward went as far as suggest the tracks should run under the Carlton Gardens to a new city station to be built near the corner of Swanson and Victoria Streets.
The primary justification for the alternative route was generally the convenience of the many men from Preston and Northcote that worked in factories in Fitzroy. Most of the clamour for the alternative route had disappeared by the time of the First World War and when plans for extension of the North Fitzroy tram line along St. George's Road to East and West Preston were announced.
[edit] Spencer Street - Preston-Reservoir
[edit] Spencer Street
Now Southern Cross. Opened 17 January, 1859 as the city terminal for the Essendon line, Melbourne's third rail service after the Sandridge and St. Kilda lines.
[edit] North Melbourne
Opened 6 October, 1859, also part of the Essendon line.
[edit] Macauley Road
Opened 1 December, 1887 when added as part of the Coburg line. Renamed Macauley, 1 May, 1909.
[edit] Flemington
Opened 10 April, 1885, named changed to Flemington Bridge 5 December, 1885 to avoid confusion with Flemington Racecourse. The station was also built as part of the Coburg line, but was not opened until a few months after the service commenced.
[edit] Royal Park
Opened 9 September, 1884 as part of the Coburg line
[edit] Lang Street
Opened 8 May, 1888 as part of the Heidelberg line. Renamed North Carlton on 19 August, 1889, just prior to the opening of the Preston Reservoir service. In today's terms, just why is what called Lang Street is a mystery as no street of that name now exists (perhaps re-named to today's Station Street). The southern side station still stands as a community centre on the north side of Park Street between Canning and Station Streets. Closed 15 November, 1948 when the last passenger service ceased.
[edit] Nicholson
Opened 8 May, 1888 as part of the Heidelberg line. Renamed North Fitzroy 16 October, 1889 following opening of the Preston Reservoir service. The station stood behind the old Fitzroy Fire Station, now residential apartments and was the terminus for the spur line to Fitzroy.
[edit] Northcote
Opened 8 October, 1889 as part of Preston Reservoir line, renamed Merri, 10 December, 1906.
[edit] Middle Northcote
Opened 8 October, 1889 as part of Preston Reservoir line, renamed Northcote, 10 December, 1906. The station for many years had a spur line that ran across High Street to the Northcote Brickworks
[edit] Croxton
Opened 8 October, 1889 as part of Preston Reservoir line.
[edit] Thornbury
Opened 8 October, 1889 as part of Preston Reservoir line.
[edit] Preston-Bell Street
Opened 8 October, 1889 as part of Preston Reservoir line, renamed Bell, 1 August, 1905. The station up until the 1950s had a spur line connecting to the nearby Clifton Brickworks and for many years (to the early 1950s?) had holding pens for pigs being driven to ham and bacon works in South Preston.
[edit] Preston-Murray Road
Opened 8 October, 1889 as part of Preston Reservoir line, renamed Murray 1 August, 1905 and again to Preston, 1 December, 1909 to eliminate confusion with Merri to the south. The station was not part of the original plan but was added after the Shire of Preston acquired land for the municipal buildings.
[edit] Preston-Regent Street
Opened 8 October, 1889 as part of Preston Reservoir line, renamed Regent 1 August, 1905
[edit] Preston-Reservoir
Opened 8 October, 1889 as part of Preston Reservoir line. It retained the original name a little longer, changing to Reservoir on 1 December, 1909
[edit] Later additions
[edit] Rushall
Opened 1 January, 1927. Named after George Rushall, one of the co-founders of the adjacent Old Colonist's Home.An article published in The Age (9 September, 2010) suggested Rushall was the seventh least station on the metropolitan network with just 430 passengers on average using the facility daily.
[edit] Preston-Reservoir - Whittlesea
[edit] Thomastown
Opened 23 December, 1889 when the extended service to Whittlesea commenced.
[edit] Epping
Opened 23 December, 1889 when the extended service to Whittlesea commenced. The original station closed when the Whittlesea line ceased operation on 29 November, 1959 and a new station constructed to the north opened on 30 May, 1964 with the revival of the Lalor to Epping service.
[edit] South Morang
Opened 23 December, 1889 when the extended service to Whittlesea commenced. The South Morang station was just to the west of Plenty Road midway between McDonald's and Gordon’s Roads where the line crossed from west to east to run parallel with Plenty Road to Whittlesea. Part of the platform still exists but on an overgrown condition. The proposed new station will be in McDonald's Road just east of Civic
[edit] South Yan Yean
Opened 23 December, 1889 when the extended service to Whittlesea commenced. The station opened as South Yan Yean but being between Yan Yean and South Morang was confusing and it became Mernda (date unknown). The station was near the corner of Plenty and Bridge Inn Roads.
[edit] Yan Yean
Opened 23 December, 1889 when the extended service to Whittlesea commenced. Most of the Yan Yean platform is still intact, now on private property. The station appears to have been on the corner of Plenty and Arthur's Creek Road
[edit] Whittlesea
Opened 23 December, 1889. Very little trace remains of the former terminus at Whittlesea with the exception of a small gangers hut at the northern end of the platform
[edit] Later additions
[edit] Ruthven
Opened 5 August, 1962. The station was named in honour of William Ruthven, a Victoria Cross winner during the First World War and later a politician who was the Labor representative for Preston in the Victorian Legislative Assembly from 1945-55 and then following a redistribution represented Reservoir until his retirement in 1961.
[edit] RMSP 77
Opened October, 1949. Renamed Lalor, 27 August, 1952. RMSP = Royal Mail Stopping Place
[edit] Keonpark
Keon Park station opened on 16 December,1929 as Keonpark, and was renamed Keon Park in February,1972. ] The station opened as part of the extension of suburban services and electrification from Reservoir to Thomastown.
[edit] Princes Bridge-Clifton Hill
[edit] Princes Bridge
Opened 1854, Princes Bridge was the terminus for the first railway in Australia connecting Melbourne and Sandridge (Port Melbourne). This line, along with others to St. Kilda, Brighton and Hawthorn that also terminated at Princes Bridge were run by private companies, the foremost of which was the Melbourne and Hobson's Bay Railway Company until they were taken over by the State run Victorian Railways Department in 1878.
Princes Bridge Station was closed in 1866 and the tracks connected to the new Flinders Street Station but reopened in 1879 and operated as the Victorian Gippsland Railway Station. It returned to its original role as a suburban station in 1901 with the re-routing of the Heidelberg and Whittlesea lines through Collingwood and the western part of Richmond.
The station officially became part of Flinders Street under a combined Headmaster on 16-Aug-1921 and was officially closed on 30 June 1980.
[edit] Jolimont
Opened 21 October, 1901 as part of the Princes Bridge to Clifton Hill link
[edit] West Richmond
Opened 21 October, 1901 as part of the Princes Bridge to Clifton Hill link
[edit] North Richmond
Opened 21 October, 1901 as part of the Princes Bridge to Clifton Hill link
[edit] Collingwood Town Hall
Opened 21 October, 1901 as part of the Princes Bridge to Clifton Hill link. Renamed Collingwood 1 May, 1909.
[edit] Collingwood
Opened 8 May, 1888 as the terminus of theCollingwood spur off the Spencer Street to Heidelberg line. Renamed Victoria Park on 21 October, 1901..
[edit] Clifton Hill – Heidelberg
The line opened on 8 May, 1888 and connected with Spencer Street via North Fitzroy, Carlton and Royal Park as per the Whittlesea line. Much of the line was originally a single track, the section between Westgarth and Alphington duplicated and opening 8 December, 1912, between Ivanhoe and Heidelberg on 19 June, 1949, and between Alphington and Ivanhoe on 16 December, 1951. Stations were progressively converted from single to dual platforms. The connection between Clifton Hill and Westgarth over the Merri Creek was not duplicated until 27 January, 2009 after the completion of widened bridgeworks. The line was electrified from 31 July, 1921.
[edit] Westgarth Street
Opened 8 May, 1888 as part of the Clifton Hill to Heidelberg service. Dual platform. Originally Westgarth Street with the station on the southern side of the street. Renamed Northcote South from 1 August, 1888, and to simply Westgarth on 10 December, 1906. A new station was constructed to the north of Westgarth Street in 1912.
[edit] Fairfield Park
Opened 8 May, 1888 as part of the Clifton Hill to Heidelberg service. Dual platform. Originally Fairfield Park, renamed 14 November, 1943. From 24 March, 1891, Fairfield Park was also the northern terminus of the ill-fated Outer Circle line which linked the northern suburbs with Oakleigh. The service was shut down just over two years later on 12 April, 1893
[edit] Alphington
Opened 8 May, 1888 as part of the Clifton Hill to Heidelberg service. Dual platform.
[edit] Ivanhoe
Opened 8 May, 1888 as part of the Clifton Hill to Heidelberg service. Dual platform.
[edit] Heidelberg
Opened 8 May, 1888 as the terminating station on the Clifton Hill to Heidelberg line. Dual platform, rebuilt in 1913
[edit] Later Additions
[edit] Dennis
Opened 4 February, 1924. Named in honour of the Dennis family who were prominent in local politics and community life since the 1860s. Dual platform.
[edit] Darebin
Opened 8 May, 1922. An article published in The Age (9 September, 2010) suggested Darebin was the sixth least station on the metropolitan network with just 420 passengers on average using the facility daily.
[edit] Eaglemont
Opened 1 May, 1926. Dual platform. The district name had been in use for many years, a derivation of the original name of Mount Eagle.
[edit] Heidelberg – Eltham
Service commenced 5 June, 1902.. Electrified from 15 June, 1923. Originally a single track, the section between Heidelberg and Macleod was duplicated from 14 December, 1958. The section between Macleod and Greensborough remained a single track until 12 August, 1979. Most services from the city until this time continued to terminate at Heidelberg.
[edit] Greensborough
Opened 5 June, 1902 as part of Heidelberg to Eltham service. Dual platform
[edit] Montmorency
Opened 5 June, 1902 as part of Heidelberg to Eltham service. Dual platform.
[edit] Eltham
Opened 5 June, 1902 as part of Heidelberg to Eltham service. Dual platform.
[edit] Later Additions
[edit] Rosanna
The station opened late 1907. Dual platform. Some history sites (esp. www.vicsig.net and Wikipedia incorrectly show a date of 1 October, 1927, but The Argus of 26 August, 1907 refers to Heidelberg Shire Council choosing the name of Rosanna “for the new station on the Eltham line”. The Hurstbridge Advertiser of 24 September, 1926 in a comparison of rail usage suggests 10,564 passengers used the station in 1913. The name does not appear to have been used for the locality previously.
[edit] Macleod
Opened 1 March, 1911. Triple platform. The station was built as a condition of sale of 75 acres of land owned by Mr. M. A. Macleod to allow two sections of land designated for Mont Park Asylum to be connected.
.
[edit] Watsonia
Opened 23 June, 1924. Dual platform. Known as Collina during construction, changed June, 1924. The alternate names submitted by Heidelberg Council in order of preference were Watsonia, Uplands and Gracedale.
[edit] Eltham – Hurstbridge
The service opened on a single track on 25 June, 1912 and was electrified from 2 August, 1926.
[edit] Diamond Creek
Opened as part of Eltham to Hurstbridge service, 25 June, 1912. Dual platform.
[edit] Balee
Opened as part of Eltham to Hurstbridge service, 25 June, 1912. The station was originally known as Balee, believed to be an aboriginal word for ‘water’. Changed to Wattle Glen, 14 August, 1922 after Heidelberg Shire requested alteration – minutes of a Council meeting suggest the original recommendation was ‘Bayley’. Single platform. Wattle Glen was ranked as the third least-used station in The Age's 2009 survey, attracting an average of just 190 patrons per day.
[edit] Hurst's Bridge
Opened as part of Eltham to Hurstbridge service, 25 June, 1912. Originally known as Hurst’s Bridge (the name by which the district was originally known). Single platform.
