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Frankston line
Railways in Melbourne
Bonbeach station platform view looking north.
The rebuilt Bonbeach station on the Frankston line, December 2021
Overview
Service typeCommuter rail
SystemMelbourne railway network
StatusOperational
LocaleMelbourne, Victoria, Australia
PredecessorMordialloc (1881–1882)
First service19 December 1881; 143 years ago (1881-12-19)
Current operator(s)Metro Trains
Former operator(s)
Route
TerminiFlinders Street (from Werribee or Williamstown)
Frankston
Stops28
Distance travelled43.23 km (26.86 mi)
Average journey time1 hour 7 minutes
Service frequency
  • 5–10 minutes weekdays peak
  • 10 minutes weekdays off-peak and weekend afternoons
  • 20 minutes at nights and weekend mornings
  • 60 minutes early weekend mornings
  • Certain trains continue or start from Werribee/Williamstown
Line(s) usedFrankston
Technical
Rolling stockComeng, Siemens, X'Trapolis 100
Track gauge1,600 mm (5 ft 3 in)
Electrification1500 V DC overhead
Track owner(s)VicTrack

The Frankston line is a commuter railway line in the city of Melbourne, Victoria, Australia.[1] Operated by Metro Trains Melbourne, it is the city's third-longest metropolitan railway line, at 42.7 kilometres (26.5 mi). The line runs from Flinders Street station in central Melbourne to Frankston station in the south-east, serving 28 stations via South Yarra, Caulfield, Moorabbin, and Mordialloc.[2] The line continues to Stony Point on the non-electrified Stony Point line. The line operates for approximately 20 hours a day (from approximately 4:00 am to around 11:30 pm) with 24 hour service available on Friday and Saturday nights. During peak hour, headways of up to 5 to 10 minutes are operated with services every 10–20 minutes during off-peak hours.[3] Trains on the Frankston line run with a two three-car formations of Comeng, Siemens Nexas, and X'Trapolis 100 trainsets.[4]

Sections of the Frankston line opened as early as 1881, with the line fully extended to Frankston in 1882. A limited number of stations were first opened, with infill stations progressively opened between 1881 and 2017.[5] The line was built to connect Melbourne with the rural towns of Caulfield, Moorabbin, and Frankston, amongst others. Significant growth has occurred since opening, with a plan to extend the Frankston line along part of the Stony Point line to Baxter.[6]

Since the 2010s, due to the heavily utilised infrastructure of the Frankston line, significant improvements and upgrades have been made. Different packages of works have upgraded the corridor to replace sleepers, upgrading signalling technology, the introduction of new rolling stock, and the removal of all level crossings.[7]

History

[edit]

19th century

[edit]
The line was opened by Minister for Railways Thomas Bent in 1881

In 1881, the Frankston line began operations by the Victorian Railways on a single tracked line from Caulfield to Mordialloc.[8] Mordialloc station was officially opened on 19 December 1881 by Sir Thomas Bent, who was the Minister of Railways, and later becoming the Premier of Victoria between 1904 and 1909.[8][9] The first train to arrive at Mordialloc was a special service from Princes Bridge, which collected school children from the Brighton area. Further specials occurred during the day, with proper timetabled services commencing the following day. Six services were provided upon opening and, apart from two services, all were shuttle services operating between Caulfield and Mordialloc.[8]

In August 1882, operations were extended from Mordialloc to Frankston.[10] The section of track from Caulfield to Mordialloc was duplicated in 1888.[11] In 1883 the line between Richmond station and South Yarra was quadrupled to accommodate an increase in train services due to the opening of Frankston and Sandringham lines.[12]

In 1885, a number of level crossing removal works occurred between Flinders Street station and South Yarra due to an increase in freight and passenger operations.[13] These crossings were removed through a combination of lowering and raising the corridor.[13]

20th century

[edit]
Chelsea station following the duplication in 1910
The original bridge over the Patterson River (pictured here) was rebuilt in 1974

In 1910, the remaining track from Mordialloc to Frankston was duplicated. In 1915, the line between South Yarra and Caulfield was quadrupled, as part of level crossing removal works. This section of the line was lowered into a cutting to eliminate numerous level crossings.[14] Power signalling was provided between Richmond and Hawksburn at the same time, then on to Caulfield in 1921.[15]

Electrification of the line to Frankston occurred in three stages during 1922. In March 1922, the section from South Yarra to Glen Huntly station was electrified, with the section to Mordialloc being electrified in June 1922, and the final section to Frankston being completed by August 1922.[16][17] The electrification of the line allowed for the introduction of Swing Door electric multiple unit trains for the first time.[16][18]

The introduction of power signalling on the line begun in 1933 with the section from Caulfield to Glen Huntly, with the remainder of the line converted in stages from 1958 to 1986.[15] The current bridge over the Patterson River was provided in 1974, replacing the previous trestle bridge.[19] Triplication of the line from Caulfield to Moorabbin from two to three tracks was announced by Transport Minister Steve Crabb in 1984, at a cost of A$10 million. Construction of the additional track was designed to increase peak hour capacity and to provide express services on the corridor, with time savings of more than 10 minutes from Frankston. Work begun in July that year with a completion by the end of 1985.[20] The introduction of services on the new track was delayed by two years till June 1987.[21] Further plans announced in the 1970s included the extension of the third track to Mordialloc, however, these plans failed to materialise.[22]

In 1981, Frankston line services commenced operations through the City Loop, after previously terminating at Flinders or Spencer Street stations.[23] The commencement of operations involved the service stopping at three new stations—Parliament, Melbourne Central (formally Museum), and Flagstaff.[24] The Loop follows La Trobe and Spring Streets along the northern and eastern edges of the Hoddle Grid.[25] The Loop connects with Melbourne's two busiest stations, Flinders Street and Southern Cross, via the elevated Flinders Street Viaduct.[25]

21st century

[edit]
Main article: Frankston railway line § Future

A 2007, restructure of train ticketing in Melbourne involved the removal of Zone 3, with Zone 3 stations being re-classified to Zone 2.[26] This brought the cost of train fares down, improving system accessibility to the public. All stations between Patterson and Frankston were rezoned to Zone 2.[27]

The new side platforms at the modern southland station, with a shelter in the foreground
Southland station was opened in November 2017

At the 2010 state election, both the Labor Party and the Liberal Party promised to provide a new Premium station between Highett and Cheltenham, to serve the Westfield Southland shopping centre.[28] The station was projected to cost $13 million, and would have two platforms, an information booth, and shelters with a projected usage of 1,400 passengers daily. The project was scheduled to be completed by 2014, however, no progress was made till after the 2014 state election.[29] The new station opened on 26 November 2017 as Southland station.[30] In 2013, the line, along with the Werribee and Williamstown lines, were upgraded as part of the Bayside Rail Project. The upgrade included station refurbishments, track, signal, and electrical upgrades to allow X'Trapolis trains to operate on these lines.[31]

In 2021, the metropolitan timetable underwent a major rewrite, resulting in all Frankston line trains operating direct between Richmond and Flinders Street before continuing onto the Werribee and Williamstown lines. Under these changes, Frankston services no longer operate via the City Loop, with an additional 45 new services each week.[32] The additional services upgraded frequencies to a train every 5 minutes in peak hour, every 10 minutes throughout the day, and every 20 minutes until midnight.[32]

Future

[edit]

Level Crossing Removals

[edit]
Cheltenham station was lowered to remove the adjacent crossing at Charman road

The Level Crossing Removal Project has announced the removal of all 23 remaining level crossings on the Frankston line, to be completed in stages from 2016 to 2029.[7] Different removal packages have been announced in 2014, 2018, and 2022 to coincide with different state elections and to be delivered in stages up until 2029.[33][34][7] All of the various removals have involved the rail under or rail over methods, with some crossing closures also undertaken by the Project. At the conclusion of the project, all level crossings between the city and Frankston station will be full grade operated through a variety of methods.[7]

Return to City Loop

[edit]
Main article: City Loop § Future

When the new cross-city rail corridor being built by the Metro Tunnel opens in 2025 there will be a reorganisation of the Melbourne rail network.[35] The Victorian Department of Transport and Planning plans to return the Frankston line to the City Loop, with dedicated use of the Caulfield group tunnel track.[36] This will mean Frankston line trains will no longer through-run with Werribee and Williamstown line trains, and will again stop at City Loop stations Flagstaff, Melbourne Central and Parliament.[36] Werribee and Williamstown services would instead continue onto the Sandringham line.[36]

Stage 4 of the Network Development Plan – Metropolitan Rail proposed that the Craigieburn and Frankston lines be joined via a reconfigured City Loop sometime in the 2030s.[37]

Baxter Extension

[edit]
The tired single platform of Baxter station in a rural environment
Baxter station on the Stony Point line, April 2008

In 2013, as part of Public Transport Victoria's Network Development Plan for metropolitan rail, an extension of the Frankston line to Baxter was earmarked to begin in the "long-term", which would equate to at least 2033. The proposal would link Frankston to Baxter through an electrified dual-line following the Stony Point line.[38] In 2018, the Liberal Party announced a project to extend electrified services to Baxter during the 2018 state election.[39] The project would have included the removal of all crossings between Frankston and Baxter, duplication and electrification works, the reconstruction and redevelopment of the stations at Leawarra and Langwarrin respectively to facilitate electrification.[40][41]

The Federal Liberals announced $450 million of joint funding for the project promised between the state and federal governments.[40] The incumbent Andrews Labor government argued that the project was not needed, instead prioritising funding to other projects across the state.[40] A business case commissioned by the government was completed in 2019 with no further progress being made.[6]

Again in the lead up to the 2022 state election, the Liberal opposition supported the electrification to Baxter.[42] The incumbent Andrews government made no commitments to the Baxter rail extension, instead continuing construction on level crossing removal works along the Frankston line.[42] The 2022 state election resulted in another Labor victory, with the Andrews government pushing ahead with these works, with the extension to Baxter remaining stagnant ever since.

Network and operations

[edit]

Services

[edit]

Services on the Frankston line operates from approximately 4:00 am to around 11:30 daily.[17] In general, during peak hours, train frequency is 10 minutes during the peak period while services during non-peak hours drops to 10–20 minutes throughout the entire route.[3] Rather than running through the City Loop, services continue onto the Werribee (express or via the Altona Loop) or Williamstown lines (with varying frequencies).[38] On Friday nights and weekends, services run 24 hours a day, with 60 minute frequencies available outside of normal operating hours.[43]

Qube Holdings's BlueScope steel train towards Long Island in May 2022

Freight operations occur (usually) twice-daily, with Qube Holdings operating services to the Long Island steel mills and the Port of Hastings. Trains to Melbourne run approximately at 4 am and during the mid-afternoon, while trains from Melbourne run approximately at midnight and noon.[44]

Train services on the Frankston line are also subjected to maintenance and renewal works, usually on selected Fridays and Saturdays. Shuttle bus services are provided throughout the duration of works for affected commuters.[45]

Stopping patterns

[edit]

Legend — Station Status

  • ◼ Premium Station – Station staffed from first to last train
  • ◻ Host Station – Usually staffed during morning peak, however this can vary for different stations on the network.

Legend — Stopping Patterns
Services do not operate via the City Loop

  • ● – All trains stop
  • ◐ – Some services do not stop
  • ▲ – Only inbound trains stop
  • ▼ – Only outbound trains stop
  • | – Trains pass and do not stop
Frankston Services[46]
Station Zone Local Ltd Express Carrum Mordialloc Cheltenham
◼ Southern Cross 1 ◐ ◐ ◐ ◐ ◐
◼ Flinders Street ● ● ● ▼ ●
◼ Richmond ● ● ● ▼ ●
◼ South Yarra ● ● ● ▼ ●
◻ Hawksburn ● | ● ▼ ●
◻ Toorak ● | ● ▼ ●
◻ Armadale ● | ● ▼ ●
◻ Malvern ● ▲ ● ▼ ●
◼ Caulfield ● ● ● ▼ ●
◻ Glen Huntly ● | ● ▼ ●
◻ Ormond 1/2 ● | ● ▼ ●
◻ McKinnon ● | ● ▼ ●
◼ Bentleigh ● | ● ▼ ●
◻ Patterson 2 ● | ● ▼ ●
◼ Moorabbin ● | ● ▼ ●
◻ Highett ● | ● ▼ ●
◻ Southland ● | ● ▼ ●
◼ Cheltenham ● ● ● ▼ ●
◼ Mentone ● ● ● ▼
◻ Parkdale ● ● ● ▼
◼ Mordialloc ● ● ● ▼
◻ Aspendale ● ● ●
◻ Edithvale ● ● ●
◻ Chelsea ● ● ●
◻ Bonbeach ● ● ●
◼ Carrum ● ● ●
◻ Seaford ● ●
◻ Kananook ● ●
◼ Frankston ● ●

Operators

[edit]
Connex Melbourne operated the line for 5 years from 2004 till 2009

The Frankston line has had a total of 7 operators since its opening in 1881. The majority of operations throughout its history have been government run: from its first service in 1881 until the 1999 privatisation of Melbourne's rail network, four different government operators have run the line.[47] These operators, Victorian Railways, the Metropolitan Transit Authority, the Public Transport Corporation, and Bayside Trains have a combined operational length of 118 years.[47]

Bayside Trains was privatised in August 1999 and later rebranded M>Train. In 2002, M>Train was placed into receivership and the state government regained ownership of the line, with KPMG appointed as receivers to operate M>Train on behalf of the state government.[48][49][50] Two years later, rival train operator Connex Melbourne took over the M>Train operations including the Frankston line. Metro Trains Melbourne, the current private operator, then took over the operations in 2009. The private operators have had a combined operational period of 25 years.[51]

Past and present operators of the Frankston line:
Operator Assumed operations Ceased operations Length of operations
Victorian Railways 1881 1983 102 years
Metropolitan Transit Authority 1983 1989 6 years
Public Transport Corporation 1989 1998 9 years
Bayside Trains (government operator) 1998 1999 1 years
M>Train 1999 2004 5 years
Connex Melbourne 2004 2009 5 years
Metro Trains Melbourne 2009 incumbent 15 years (ongoing)

Route

[edit]
Map
Interactive map of the Frankston line in south-eastern Melbourne
Frankston (physical track)
Overview
StatusOperational with passenger services from Flinders Street to Frankston and freight services to the Port of Hastings
Owner
LocaleMelbourne, Victoria, Australia
Termini
Continues asStony Point line
Connecting linesAll metropolitan, regional, and interstate
Stations
  • 28 current stations
  • 2 former stations
  • 5 former sidings
Service
ServicesFrankston, Port of Hastings freight trains
History
Commenced19 December 1881 (1881-12-19)
Opened
  • Princes Bridge to Richmond on 8 February 1859 (1859-02-08)
  • Richmond to Cremorne on 12 December 1859 (1859-12-12)
  • Cremorne to South Yarra on 22 December 1860 (1860-12-22)
  • Flinders Street to Princes Bridge on 18 December 1865 (1865-12-18)
  • South Yarra to Caulfield on 2 April 1879 (1879-04-02)
  • Caulfield to Mordialloc on 19 December 1881 (1881-12-19)
  • Mordialloc to Frankston on 1 August 1882 (1882-08-01)
Completed1 August 1882 (1882-08-01)
Electrified
  • Flinders Street to South Yarra on 28 May 1919 (1919-05-28)
  • To Glen Huntly on 5 March 1922 (1922-03-05)
  • To Mordialloc on 6 June 1922 (1922-06-06)
  • To Frankston on 27 August 1922 (1922-08-27)
Technical
Line length43.23 km (26.86 mi)
Number of tracks
  • Twelve tracks: Flinders Street to Richmond
  • Six tracks: Richmond to South Yarra
  • Four tracks: South Yarra to Caulfield
  • Triple track: Caulfield to Moorabbin
  • Double track: Moorabbin to Frankston
Track gauge1,600 mm (5 ft 3 in)
Electrification1500 V DC overhead
Operating speed
  • 95 km/h (59 mph) – Electric
  • 55 km/h (34 mph) – Diesel
SignallingAutomatic block signaling
Maximum incline1 in 42 (2.38%)

The Frankston line forms a somewhat linear route from the Melbourne central business district to its terminus in Frankston. The route is 42.7 kilometres (26.5 mi) long and is predominantly doubled tracked, however between Flinders Street station and Richmond, the track is widened to 12 tracks, narrowing to 6 tracks between Richmond and South Yarra before again narrowing to 4 tracks between South Yarra and Caulfield.[52] After Caulfield station, the track again narrows to 3 tracks, which is remain till Moorabbin when the track narrows to two tracks. The centre track is signalled for bidirectional operation, allowing for express trains overtaking stopping trains in the peak direction. After changing from Werribee and Williamstown services at Flinders Street, Frankston line traverses mainly flat country with few curves and fairly minimal earthworks for most of the line. However, between South Yarra and Malvern, the rail corridor has been lowered into a cutting to eliminate level crossings, and between Malvern and Caulfield, the corridor has been raised on an embankment for the same reason.[53] After Caulfield, the line formerly had numerous level crossings, however, all have now been abolished through numerous rail trenches and rail bridges.[7] Remaining level crossings on the line will be removed by 2029 under other level crossing removal works.

The line follows the same alignment as the Cranbourne and Pakenham lines with the three services splitting onto different routes at Caulfield. The Frankston line continues on its south eastern alignment, whereas the Cranbourne and Pakenham lines takes an eastern alignment towards their final destinations.[54] From Mentone, the line is never more than ~1 kilometre (0.6 mi) from the eastern shore of Port Phillip Bay, and runs alongside the Nepean Highway for much of its length. At Frankston station, electrified services terminate with Metro Trains operated diesel services continuing to Stony Point.[55] Most of the rail line goes through built-up suburbs and some industrial areas, with small sections of the line passing through more open countryside, passing by open fields and farms.[54]

Stations

[edit]

The line serves 28 stations across the length of the line. The stations are a mix of elevated, lowered, underground, and ground level designs. Underground stations are present only in the City Loop, with the majority of elevated and lowered stations being constructed as part of level crossing removals.[56] From 2023, Glen Huntly station will be lowered as part of level crossing removal works. In 2025, Parkdale station will be elevated, with Highett, Mordialloc, and Seaford stations being elevated from 2029 for similar works. Aspendale station will also be lowered from 2029.[57]

Station Accessibility Opened Terrain Train connections Other connections
Flinders Street Yes—step free access 1854[5] Lowered
16 connections
 Trams Buses
Richmond No—steep ramp 1859[5] Elevated
8 connections
 Trams Buses
South Yarra 1860[5] Lowered
3 connections
 Trams
Hawksburn 1889
Toorak 1879[5] Trams Buses
Armadale
Malvern
2 connections
 Trams
Caulfield Ground level
3 connections
 Trams Buses
Glen Huntly Yes—step free access 1881[5] Lowered Trams
Ormond Buses
McKinnon 1884[5]
Bentleigh 1881[5]
Patterson 1961[5] Elevated
Moorabbin No—steep ramp 1881[5] Lowered Buses
Highett Yes—step free access Ground level
Southland 2017[5] Buses Buses
Cheltenham 1881[5] Lowered Buses
Mentone
Parkdale 1919[5] Ground level
Mordialloc No—steep ramp 1881[5] Buses Buses
Aspendale Yes—step free access 1891[5] Buses
Edithvale 1919[5] Lowered
Chelsea 1907[5]
Bonbeach 1926[5]
Carrum 1882[5] Elevated Buses
Seaford 1913[5] Ground level
Kananook 1975[5]
Frankston 1882[5]
1 connection
 Buses Buses
Station histories
Station Opened[58] Closed[58] Age Notes[58]
Parliament 22 January 1983 41 years
  • Not a stop since 2021
Melbourne Central 26 January 1981 43 years
  • Formerly Museum
  • Not a stop since 2021
Flagstaff 27 May 1985 39 years
  • Not a stop since 2021
Southern Cross 17 January 1859 165 years
  • Formerly Batman's Hill
  • Formerly Spencer Street
Flinders Street 12 September 1854 170 years
  • Formerly Melbourne Terminus
Princes Bridge 8 February 1859 1 October 1866 7 years
2 April 1879 30 June 1980 101 years
Botanic Gardens 2 March 1859 c. April 1862 Approx. 3 years
Punt Road 8 February 1859 12 December 1859 10 months
  • Replaced by Swan Street (200m further along line)
Richmond 12 December 1859 165 years
  • Formerly Swan Street
Cremorne 12 December 1859 c. 28 December 1863 Approx. 4 years
South Yarra 22 December 1860 164 years
  • Formerly Gardiner's Creek Road
Hawksburn 7 May 1889 135 years
Toorak 7 May 1879 145 years
Armadale 7 May 1879 145 years
Malvern 7 May 1879 145 years
Caulfield 7 May 1879 145 years
Glen Huntly 19 December 1881 143 years
  • Formerly Glen Huntly Road
  • Later Glen Huntly
  • Then Glenhuntly
Ormond 19 December 1881 143 years
  • Formerly North Road
McKinnon 1 September 1884 140 years
  • Formerly McKinnon Road
Bentleigh 19 December 1881 143 years
  • Formerly East Brighton
Patterson 28 May 1961 63 years
Moorabbin 19 December 1881 143 years
  • Formerly South Brighton
Highett 19 December 1881 143 years
  • Formerly Highett Road
Southland 26 November 2017 7 years
Cheltenham 19 December 1881 143 years
Mentone 19 December 1881 143 years
  • Formerly Balcombe Road
  • Formerly Balcombe
Parkdale 1 September 1919 105 years
Mordialloc 19 December 1881 143 years
Aspendale c. April 1891 Approx. 133 years
  • Formerly Aspendale Park Race-Course
Edithvale 20 September 1919 105 years
Chelsea 4 February 1907 117 years
Bonbeach 15 February 1926 98 years
Carrum 1 August 1882 142 years
Crystal Sand Siding 13 November 1923 6 November 1934 10 years
  • Formerly Carrum Sand Company siding
Monolyte Siding c. 14 December 1914 c. 27 January 1919 Approx. 4 years
McCulloch's Siding 22 January 1919 c. 2 February 1954 Approx. 35 years
Kelvin's Siding 11 December 1911 27 January 1919 7 years
  • Formerly McCulloch and Lowe Siding
Albion Sand Siding 22 April 1912 25 February 1936 23 years
  • Formerly Battersea Siding
Seaford 1 December 1913 111 years
Kananook 25 August 1975 49 years
Frankston 1 August 1882 142 years

Infrastructure

[edit]

Rolling stock

[edit]
Main articles: X'Trapolis 100, Siemens Nexas, and Comeng
An old train (comeng) travelling along tracks in McKinnon
A Comeng train arriving into the old McKinnon station prior to its 2016 rebuild

The Frankston line uses three different types of electric multiple unit (EMU) trains that are operated in a split six-car configuration, with three doors per side on each carriage. The primary rolling stock featured on the line is the Comeng EMUs, built by Commonwealth Engineering between 1981 and 1988.[59] These train sets are the oldest on the Melbourne rail network and subsequently will be replaced by the mid-2030s.[60] Siemens Nexas EMUs are also widely featured on the line, originally built between 2002 and 2005 these train sets feature more modern technology than the Comeng trains.[61] The final type of rolling stock featured on the line is the X'Trapolis 100 built by Alstom between 2002 and 2004, and 2009 and 2020.[4] All of these rolling stock models are widely used on other lines across the metropolitan network and work as the backbone of the network.

Alongside the passenger trains, Frankston line tracks and equipment are maintained by a fleet of engineering trains. The four types of engineering trains are: the shunting train; designed for moving trains along non-electrified corridors and for transporting other maintenance locomotives, for track evaluation; designed for evaluating track and its condition, the overhead inspection train; designed for overhead wiring inspection, and the infrastructure evaluation carriage designed for general infrastructure evaluation.[62] Most of these trains are repurposed locomotives previously used by V/Line, Metro Trains, and the Southern Shorthaul Railroad.[62]

Planned rolling stock

[edit]
Main article: X'Trapolis 2.0

From the middle of 2020s, the next generation of the X'Trapolis family of electric EMUs—the X'Trapolis 2.0—will be introduced. This new model will fully replace the existing fleet of Comeng EMUs currently operating on the line currently with new, modern, and technologically advanced trains. The new trains will include features designed to increase passenger comfort like quicker doors, allowing for reduced boarding times, passenger information systems to display relevant information about the train and its journey, designated bicycle storage areas, and 6 cars that are fully walk through.[63] For reliability, the trains have a higher energy efficiency to work with a lower network voltage.[63] Finally, accessibility is improved through new interior designs featuring fold-up seating to allow additional space for wheelchair users and passenger operated automatic wheelchair ramps (located behind the two driver cabs).[63]

Accessibility

[edit]
The platforms at a train station showing the footbridge
The rebuilt Bonbeach station has tactile boarding indicators and elevators

In compliance with the Disability Discrimination Act of 1992, all stations that are new-built or rebuilt are fully accessible and comply with these guidelines.[64] The majority of stations on the corridor are fully accessible, however, some stations have not been upgraded.[65] These stations do feature ramps, however, they have a gradient greater than 1 in 14.[65] Stations that are fully accessible feature ramps that have a gradient less than 1 in 14, have at-grade paths, or feature lifts.[65] These stations typically also feature tactile boarding indicators, independent boarding ramps, wheelchair accessible myki barriers, hearing loops, and widened paths.[65][66]

Projects improving station accessibility have included the Level Crossing Removal Project, which involves station rebuilds and upgrades and other individual station upgrade projects.[67][68] These works have made significant strides in improving network accessibility, with more than 68% of Frankston line stations classed as fully accessible. This number is expected to grow within the coming years with the completion of level crossing removal works on the corridor by 2029.[69]

Signalling

[edit]

The Frankston line uses three position signalling which is widely used across the Melbourne train network.[70] Three position signalling was first introduced in 1915, with the final section of the line converted to the new type of signalling in 1976.[71]

References

[edit]
  1. ^ "Frankston Line". Public Transport Victoria. Retrieved 6 February 2023.
  2. ^ "Metro's paper timetables mess". Daniel Bowen. 3 September 2017. Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  3. ^ a b "New timetable train line information – Public Transport Victoria". 1 March 2021. Archived from the original on 1 March 2021. Retrieved 18 December 2022.
  4. ^ a b Carey, Adam (7 November 2014). "Trains are working better but seating not guaranteed". The Sydney Morning Herald. Retrieved 6 February 2023.
  5. ^ a b c d e f g h i j k l m n o p q r s t u v "What year did your railway station open? | Public Transport Users Association (Victoria, Australia)". 3 August 2018. Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  6. ^ a b "Baxter electrification business case". Transport for Victoria. Archived from the original on 6 January 2019.
  7. ^ a b c d e Tribune, The National (8 October 2022). "Making Frankston Line Level Crossing Free". The National Tribune. Retrieved 6 February 2023.
  8. ^ a b c Andrew Waugh (July 2010). "Mordialloc". Somersault. Signalling Record Society Victoria. pp. 69–72.
  9. ^ "Sir Thomas Bent". parliament.vic.gov.au. Retrieved 28 May 2023.
  10. ^ "Opening of the Frankston Railway". South Bourke and Mornington Journal. 2 August 1882. Retrieved 7 February 2023.
  11. ^ "Mordialloc Structure Plan-Precinct 1 Railway Station" (PDF). Kingston Council. 14 March 2011. Archived from the original (PDF) on 14 March 2011. Retrieved 7 February 2023.
  12. ^ "Victorian Heritage Database place details. Former South Yarra Railway Station". 9 January 2023. Archived from the original on 9 January 2023. Retrieved 9 January 2023.
  13. ^ a b Woodcock, Ian; Stone, John (2016). "The Benefits Of Level Crossing Removals. Lessons from Melbourne's historical experience" (PDF). p. 18. Archived (PDF) from the original on 9 January 2023. Retrieved 9 January 2023.
  14. ^ Woodcock, Ian; Stone, John (2016). "The Benefits Of Level Crossing Removals. Lessons from Melbourne's historical experience" (PDF). p. 18. Archived (PDF) from the original on 9 January 2023. Retrieved 9 January 2023.
  15. ^ a b Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). ISBN 978-1-920892-50-0
  16. ^ a b "Report upon the Application of electric traction to the Melbourne suburban railway system". Trove. Archived from the original on 24 January 2023. Retrieved 20 December 2022.
  17. ^ a b "More Melburnians could hop on a train or tram every 10 minutes under ambitious Greens proposal". ABC News. 22 August 2022. Archived from the original on 17 December 2022. Retrieved 18 December 2022.
  18. ^ S.E. Dornan and R.G. Henderson: (1979) The Electric Railways of Victoria
  19. ^ Jack McLean (June 1974). "Carrum". Newsrail. Australian Railway Historical Society. p. 47.
  20. ^ "Works". Newsrail. Australian Railway Historical Society (Victorian Division). June 1984. p. 221.
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