Wikipedia

Pakenham line

(Redirected from Pakenham Line)
This article is about the Metro Trains Melbourne service. For the physical railway itself, see Gippsland railway line.

The Pakenham line is a commuter railway line on the Melbourne metropolitan railway network serving the city of Melbourne in Victoria, Australia. Operated by Metro Trains Melbourne, the line is coloured light blue and is one of the two lines that constitute the Caulfield group. It is the city's longest metropolitan railway line at 57 kilometres (35 mi). The line runs from Flinders Street station in central Melbourne to East Pakenham station in the south-east, serving 27 stations via South Yarra, Caulfield, Oakleigh, and Dandenong.[1]

Pakenham
Railways in Melbourne
A High Capacity Metro Train arriving at Springvale station Platform 2
An East Pakenham-bound service High Capacity Metro Train arriving at Springvale station Platform 2, October 2024
Overview
Service typeCommuter rail
SystemMelbourne railway network
StatusOperational
LocaleMelbourne, Victoria, Australia
Predecessor
  • Princes Bridge – Richmond (1859–1860)
  • Princes Bridge – South Yarra (1860–1879)
  • Oakleigh – Pakenham (1877–1879)
  • Dandenong ^ (1922–1954)
^ are electric services
First service8 October 1877; 147 years ago (1877-10-08) as South Gippsland line
Current operator(s)Metro Trains
Former operator(s)
Route
TerminiFlinders Street
East Pakenham
Stops28 (including City Loop stations)
Distance travelled63.368 km (39.375 mi)
Average journey time1 hour 13 minutes (not via City Loop)
Service frequency
  • 5–10 minutes weekdays peak
  • 20 minutes weekdays off-peak and weekend daytime
  • 20–30 minutes weekend nights
  • 60 minutes early weekend mornings
  • Double frequency daytime between Flinders Street and Dandenong in combination with Cranbourne line
Line(s) usedOrbost
Technical
Rolling stockHCMT
Track gauge1,600 mm (5 ft 3 in)
Electrification1500 V DC overhead
Track owner(s)VicTrack

The line operates for approximately 20 hours a day (from approximately 4:00 am to around midnight) 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 20 minutes during off-peak hours.[2] Trains on the Pakenham line run with a seven-car formation operated by High Capacity Metro Trains.[3]

Sections of the Pakenham line opened as early as 1859, with the line fully extended to Pakenham in October 1877. A limited number of stations were first opened, with infill stations progressively opened between 1879 and 2012.[4] The line was built to connect Melbourne with the rural towns of Caulfield, Oakleigh, and Dandenong, amongst others. Significant growth has occurred since opening, with an extension to open on the Pakenham line one stop east to a new station in Pakenham East as part of the Level Crossing Removal Project.[5] This extension opened on 3 June 2024.[5][6]

Since the 2010s, due to the heavily utilised infrastructure of the Pakenham line, significant improvements and upgrades have been made. A $15 billion upgrade of the corridor included the replacement of sleepers, the introduction of new signalling technology, the introduction of new rolling stock, the removal of all level crossings, and works associated with the Metro Tunnel project. These projects have improved the quality and safety of the line[7] and will be completed by the opening of the Metro Tunnel in 2025.[8]

History

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19th century

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In 1877, the Pakenham line began operations from Oakleigh to Bunyip, as part of the main line to Gippsland.[9] The section from Oakleigh to Flinders Street station was connected at South Yarra in April 1879.[10] In 1877, the Pakenham line began operations from Oakleigh to Bunyip, as part of the single-tracked main line to Gippsland, with an extension of the duplicated section of the line opening in 1881 to Caulfield, Oakleigh in 1883, and Dandenong in 1891.[9] 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.[11]

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.[12] These crossings were removed through a combination of lowering and raising the corridor.[12]

20th century

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A section of the quad-tracked corridor built in 1915 between Richmond and Caulfield stations.

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.[12] Power signalling was provided between Richmond and Hawksburn at the same time, then on to Caulfield in 1921.[13]

Electrification of the line to Dandenong occurred in two stages during 1922. In May 1922, the section from South Yarra to Oakleigh station was electrified, with the section to Dandenong being electrified later in December 1922.[14][15] The electrification of the line allowed for the introduction of Swing Door electric multiple unit trains for the first time.[14][16]

Power signalling was extended to Carnegie in 1933, Oakleigh in 1940, and to Dandenong in stages between 1970 and 1972.[13]

The line between Dandenong, Pakenham and Traralgon was electrified in 1954. Initially single track, duplication of the line between Dandenong, Pakenham and Nar Nar Goon was completed in 1955 and 1956.[13] Suburban services were extended beyond Dandenong to Pakenham in January 1975.[17] Previously, the stations between Dandenong and Pakenham were only served by regional passenger trains connecting Gippsland to Melbourne.[18]

In 1981, Pakenham line services commenced operations through the City Loop, after previously terminating at Flinders or Spencer Street stations.[19] The commencement of operations involved the service stopping at three new stations—Parliament, Melbourne Central (formally Museum), and Flagstaff.[20] The Loop follows La Trobe and Spring Streets along the northern and eastern edges of the Hoddle Grid.[21] The Loop connects with Melbourne's two busiest stations, Flinders Street and Southern Cross, via the elevated Flinders Street Viaduct.[21] From 2025, the Pakenham line will no longer operate through the City Loop, instead operating via the north-south Metro Tunnel corridor.[8]

21st century

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Main article: Pakenham railway line § Future
 
A Comeng train arriving at Cardinia Road station, July 2012

In 2002, after the closure of the nearby General Motors factory in 1991, General Motors station closed permanently after 46 years of operation.[22] A 2007 restructure of train ticketing in Melbourne involved the removal of Zone 3, with Zone 3 stations being re-classified to Zone 2.[23] This brought the cost of train fares down, improving system accessibility to the public.

The Pakenham line received heavy investment during the 2010s to align with the 2013 PTV Development Plan. A new station at Cardinia Road opened in 2012 situated between Officer and Pakenham stations.[9] This is the first infill station to open on the line since 1927, with an additional station at Pakenham East expected to open in 2024 in conjunction with level crossing removal works.[24] In 2018, the Pakenham East Depot opened for the newly acquired High Capacity Metro Trains. This depot has stabling capacity for 30 seven-car trains with train maintenance, driver training, and washing facilities present onsite.[25]

Announced in 2021, the Pakenham line was extended one stop east to East Pakenham. The extension involved the removal of the Main Street and Racecourse Road level crossings, the elevation of Pakenham station, the construction of a new station at East Pakenham and other associated safety and landscape works.[24] These works were undertaken as part of the Level Crossing Removal Project. The rebuilt Pakenham and East Pakenham opened on 3 June 2024.[24][26]

Route

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For information about about the actual track, see Gippsland railway line.
 
Interactive map of the Pakenham line in south-eastern Melbourne.

The Pakenham line forms a relatively linear route from the Melbourne central business district to its terminus in Pakenham. The route is 57 kilometres (35 mi) long and is predominantly doubled tracked, however between Flinders Street and Richmond, the corridor is widened to 12 tracks, narrowing to six tracks between Richmond and South Yarra before again narrowing to four tracks between South Yarra and Caulfield.[27] After Caulfield station, the corridor again narrows to two tracks for the rest of the route. The only underground section of the Pakenham line is in the City Loop, where the service stops at 3 underground stations.[28] Exiting the city, the Pakenham 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.[29] After Caulfield, the line formerly had numerous level crossings, however, all have now been removed between Caulfield and Dandenong as part of an elevated rail project, as well as some older bridges over and under roads.[30] Remaining level crossings between Dandenong and Pakenham stations will be removed by 2025 under smaller level crossing removal works.

The line follows the same alignment as the Cranbourne line with the two services splitting onto different routes at Dandenong. The Pakenham line continues on its eastern alignment, whereas the Cranbourne line takes a southerly alignment towards its final destination of Cranbourne station.[31] Most of the rail line goes through built-up suburbs and some industrial areas, but after Dandenong, the line passes through more open countryside, including open fields and farms, particularly after Beaconsfield.[31] This outer portion of the line is one of Melbourne's main growth corridors, where farmland is being replaced with housing and commercial developments, leading to a rise in patronage.[32]

Stations

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The line serves 28 stations across 57 kilometres (35 mi) of track. 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 the Level Crossing Removal Project.[33][34] From 2025, services will cease to stop at Flinders Street, Southern Cross, Flagstaff, Melbourne Central, Parliament, Richmond and South Yarra stations due to the opening of the Metro Tunnel. From March-June 2024, Narre Warren and Pakenham stations were elevated as part of Level Crossing Removal Project. Once the Metro Tunnel has been constructed, the Pakenham and Cranbourne line will be routed through to Sunbury.

Station Image Accessibility Opened Terrain Train connections Other connections
Flinders Street   Yes—step free access 1854[35] Lowered
16 connections
    
Southern Cross   1859[35] Ground level
27 connections
        
Flagstaff   1985[35] Underground
10 connections
  
Melbourne Central   1981[35]    
Parliament   1983[35]  
Richmond   No—steep ramp 1859[35] Elevated
8 connections
    
South Yarra   1860[35] Lowered
3 connections
  
Malvern   1879[35]
2 connections
Caulfield   Ground level
3 connections
    
Carnegie   Yes—step free access Elevated
1 connection
  
Murrumbeena  
Hughesdale   1925[35]
Oakleigh   1877[35] Ground level
Huntingdale   No—steep ramp 1927[35]
Clayton   Yes—step free access 1880[35] Elevated
2 connections
Westall   1951[35] Ground level
1 connection
Springvale   1880[35] Lowered
Sandown Park   No—steep ramp 1888[36] Ground level
Noble Park   Yes—step free access 1913[35] Elevated
Yarraman   No—steep ramp 1976[35] Ground level
Dandenong   1877[35]
2 connections
    
Hallam   Yes—step free access 1880[35] Elevated  
Narre Warren   1882[35]
Berwick   1877[35] Ground level
1 connection
Beaconsfield   No—steep ramp 1879[35]
Officer   Yes—step free access 1881[35]
Cardinia Road   2012[35]  
Pakenham   1877[35] Elevated
1 connection
    
East Pakenham   2024[37] Ground Level  
Station histories
Station Opened[36] Closed[36] Age Notes[8]
Flinders Street 12 September 1854 170 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
  • Formerly Melbourne Terminus
Southern Cross 17 January 1859 165 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
  • Formerly Batman's Hill
  • Formerly Spencer Street
Flagstaff 27 May 1985 39 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
Melbourne Central 26 January 1981 43 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
  • Formerly Museum
Parliament 22 January 1983 41 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
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 164 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
  • Formerly Swan Street
Cremorne 12 December 1859 c. 28 December 1863 Approx. 4 years
South Yarra 22 December 1860 163 years
  • From 2025, services will cease to stop due to the opening of the Metro Tunnel
  • Formerly Gardiner's Creek Road
Hawksburn 7 May 1889 135 years
  • Not a stop since 31 January 2021 due to a timetable reshuffle
Toorak 7 May 1879 145 years
  • Not a stop since 31 January 2021 due to a timetable reshuffle
Armadale 7 May 1879 145 years
  • Not a stop since 31 January 2021 due to a timetable reshuffle
Malvern 7 May 1879 145 years
Caulfield 7 May 1879 145 years
Carnegie 14 May 1879 145 years
  • Formerly Rosstown
Murrumbeena 14 May 1879 145 years
Hughesdale 28 February 1925 99 years
Oakleigh 8 October 1877 147 years
Huntingdale 25 June 1927 97 years
  • Formerly Eastoakleigh
Clayton 6 January 1880 144 years
  • Formerly Clayton's Road
Westall 6 February 1951 73 years
APEX Siding (Westall) ? –
Springvale 1 September 1880 144 years
  • Formerly Spring Vale
Sandown Park c. December 1888 15 May 1955 Approx. 66 years
  • Formerly Oakleigh Park Racecourse
19 June 1965 59 years
Noble Park 3 February 1913 111 years
Yarraman 21 December 1976 47 years
Dandenong 8 October 1877 147 years
General Motors 1 October 1956 28 July 2002 45 years
Hallam 1 December 1880 143 years
  • Formerly Hallam's Road
Narre Warren 10 March 1882 142 years
Berwick 8 October 1877 147 years
Beaconsfield 1 December 1879 144 years
Hargraves Siding ? ?
Officer 4 August 1881 143 years
  • Formerly Officer's Siding
Cardinia Road 22 April 2012 12 years
Pakenham 8 October 1877 147 years
East Pakenham 3 June 2024 5 months[37]

Planned stations

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Station Accessibility Expected opening Terrain Planned train connections Other planned connections Notes
Arden Yes - Step Free Access 2025 Underground
2 connections
 Opening as part of the Metro tunnel project in 2025[8]
Parkville  
State Library      
Town Hall        
Anzac  

Services

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Services on the Pakenham line operates from approximately 4:00 am to around 11:30 daily.[15] In general, during peak hours, train frequency is 5 minutes on the Dandenong corridor (combined with the Cranbourne line) and 10 minutes in the AM peak on the Pakenham Line while during non-peak hours the frequency is reduced to 20–30 minutes throughout the entire route.[38] Services run anticlockwise through the City Loop, and from 2025, Pakenham line services will cease to stop at South Yarra, Richmond, and all City Loop stations when trains are rerouted through the Metro Tunnel upon opening.[38] On Friday nights and weekends, services run 24 hours a day, with 60 minute frequencies available outside of normal operating hours.[39] Since 13 February 2022, some off-peak daytime Pakenham and Cranbourne line services stop at Malvern station, running express between South Yarra and Malvern stations.[40]

Train services on the Pakenham 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.[41]

Stopping patterns

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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
Some services do not operate via the City Loop

  • ● – All trains stop
  • ◐ – Some services do not stop
  • ▲ – Only inbound trains stop (trains operate counter-clockwise through the city loop all day)
  • ▼ – Only outbound trains stop
  • | – Trains pass and do not stop
Pakenham Services[42]
Station Zone Local Ltd Express Westall Dandenong Morning Shuttle Weekday Shuttle
◼ Flinders Street 1 ● ● ● ●
◼ Southern Cross ▲ ▲ ▲ ▲
◼ Flagstaff ▲ ▲ ▲ ▲
◼ Melbourne Central ▲ ▲ ▲ ▲
◼ Parliament ▲ ▲ ▲ ▲
◼ Richmond ● ● ● ●
◼ South Yarra ● ● ● ●
◻ Malvern ◐ | | |
◼ Caulfield ● ● ● ●
◼ Carnegie ● ● ● ●
◼ Murrumbeena ● ● ● ●
◻ Hughesdale 1/2 ● ● ● ●
◼ Oakleigh ● ● ● ●
◻ Huntingdale ● ● ● ●
◼ Clayton 2 ● ● ● ●
◼ Westall ● | ● ●
◼ Springvale ● ● ● ▼
◻ Sandown Park ● ● ● ▼
◼ Noble Park ● ● ● ▼
◻ Yarraman ● | ● ▼
◼ Dandenong ● ● ● ▼ ●
◻ Hallam ● ● ▼ ●
◼ Narre Warren ● ● ▼ ●
◼ Berwick ● ● ▼ ●
◻ Beaconsfield ● ● ▼ ●
◻ Officer ● ● ▼ ●
◻ Cardinia Road ● ● ▼ ●
◼ Pakenham ● ● ▼ ●
◼ East Pakenham ● ● ▼ ●

Operators

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The Pakenham line has had a total of 7 operators since its opening in 1877. The majority of operations throughout its history have been government run: from its first service in 1877 until the 1999 privatisation of Melbourne's rail network, four different government operators have run the line.[43] These operators, Victorian Railways, the Metropolitan Transit Authority, the Public Transport Corporation and Bayside Trains have a combined operational length of 122 years.

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.[44][45][46] Two years later, rival train operator Connex Melbourne took over the M>Train operations including the Pakenham 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.[47]

Past and present operators of the Pakenham line:
Operator Assumed operations Ceased operations Length of operations
Victorian Railways 1877 1983 106 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 14 years (ongoing)

Infrastructure

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Rolling stock

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Main article: High Capacity Metro Trains
 
A HCMT operating a Pakenham-bound service.

The Pakenham line uses a fleet of electric multiple unit (EMU) High Capacity Metro Trains operating in a seven-car configuration, with three doors per side on each carriage and can accommodate of up to 1,380 passengers in each train-set. Shared with the Cranbourne, Sunbury, and Airport lines, the rolling stock will consist of 70 High Capacity Metro Trains (HCMT), once fully delivered.[48] They are built in Changchun, China, with final assembly occurring in Newport, Melbourne, by Evolution Rail, a consortium composed of CRRC Changchun Railway Vehicles, Downer Rail and Plenary Group.[49]

 
An infrastructure evaluation carriage being hauled by a T-class diesel electric locomotive.

Previously, the Pakenham line was served by a fleet of Comeng and Siemens Nexas trains. The oldest Comeng trains (stage 1 and some stage 2) have been retired and scrapped as part of the HCMT introduction, however, some of these trains have been displaced onto other Melbourne metropolitan lines.[50] In comparison, the Siemens Nexas trains have not been retired, instead being moved onto other lines to replace older Comeng sets. Since the end of 2022, the Pakenham line is almost exclusively operated by High Capacity Metro Trains.[51]

Alongside the passenger trains, Pakenham 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.[52] Most of these trains are repurposed locomotives previously used by V/Line, Metro Trains, and the Southern Shorthaul Railroad.[52]

Depot

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Rolling stock on the Pakenham line is primarily served by the Pakenham East Depot located in the outer suburb of Pakenham East. This depot was built in 2018 to exclusively house and maintain 30 brand new High Capacity Metro Trains while they are out of service.[53] Built by evolution rail the 118 hectares (290 acres) depot consists of a stabbling yard and an advanced driver training simulator.[54][55]

The depot is one of the most sustainable train maintenance regimes in Australia with:[55]

  • Energy savings of 23%
  • Water savings of 46%
  • 77% of water recycled
  • 13% enchanment of biodiversity
  • 115,000 kilograms (254,000 lb) of carbon saved every year

Signalling

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A diagram demonstrating the difference between fixed and moving blocked signalling.

Since the mid to late 20th century, the Pakenham line has used a fixed block three position signalling system designed for lower frequencies and less services.[13] However, the ageing system had undermined reliability due to the presence of system faults and limited frequencies, requiring the Pakenham, Cranbourne, and Sunbury lines to upgrade their signalling system. Since 2021, high-capacity signalling (HCS) has been rolling out on the Pakenham, Cranbourne, and Sunbury lines, allowing trains to safely run closer together and run more frequently.[56] The new system is being delivered by CPB Contractors and Bombardier Transportation under the Rail Systems Alliance. These works valued at $1 billion includes the roll-out of 55 kilometres (34 mi) of HCS and communications systems on the aforementioned lines, allowing an increase in reliability and frequency.[57] The line will be equipped with Bombardier’s CityFlo 650 communications-based train control system, that will enable operation at 2–3 minute headways.

The upgrading works were completed in phases from 2021. With the upgraded signalling system, trains are now able to run closer to each other. The new system was tested on the Mernda line and a section of the Cranbourne line before being fully implemented on the lines.[58] In March 2022, the Pakenham line underwent further testing of high-tech signalling equipment, to ensure the new trains and signalling system can safely run alongside older-generation trains—including freight and V/Line trains—and the existing signalling system.[59]

Stations facilities

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Customer service

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Customer service centre at the former platforms 1 and 2 at Oakleigh railway station

All premium railway stations on the Pakenham line have customer service centres that are open from the first to the last service.[60] Host stations on the line also have customer service centres, however these are only staffed for a few hours during the morning peak.[61]

At the service centres, passengers can:[60]

  • Buy tickets (Myki)
  • Pick up timetables
  • Collect change for vending machines and payphones

Accessibility

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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.[62] The majority of stations on the corridor are fully accessible, however, there are some stations that haven't been upgraded to meet these guidelines.[63] These stations do feature ramps, however, they have a gradient greater than 1 in 14.[63] Stations that are fully accessible feature ramps that have a gradient less than 1 in 14, have at-grade paths, or feature lifts.[63] These stations typically also feature tactile boarding indicators, independent boarding ramps, wheelchair accessible myki barriers, hearing loops, and widened paths.[63][64]

Projects improving station accessibility have included the Level Crossing Removal Project that involves station rebuilds and upgrades, individual station upgrade projects, and associated Metro Tunnel works.[65][66] These works have made significant strides in improving network accessibility, with more than 60% of Pakenham line stations classed as fully accessible. This number is expected to grow within the coming years, as a network restructure associated with the opening of the Metro Tunnel is completed and level crossing removal works are completed on the corridor by 2025.[67]

Passenger information displays

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A display showing a Pakenham bound service arriving in 12 minutes at Parliament station
Further information on passenger information displays: Railways in Melbourne § Passenger information

Most stations on the Pakenham line are equipped with passenger information displays which provide real time departure information. These displays are owned by Public Transport Victoria and are managed by Metro Trains Melbourne.[68] With the exception of the five central stations, most stations on the network are equipped with 2 line LED displays. However, since 2016 these are being replaced by flat screen displays that additionally show every station the train will serve.[69]

Future

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Metro Tunnel

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Main article: Metro Tunnel
 
The map of the Metro Tunnel route through the Melbourne central business district.

The 2012 Network Development Plan identified the need for a north-south tunnel connecting the Cranbourne and Pakenham lines to the Sunbury line.[70] In 2017, the Metro Tunnel began construction, involving the construction of five new underground stations, twin 9-kilometre (5.6 mi) tunnels, and other associated infrastructure improvements. Leaving the existing Pakenham line alignment before South Yarra station, new stations will be built at Anzac, Town Hall (with connections to Flinders Street), State Library (with connections to Melbourne Central), Parkville, and Arden, before continuing onto the Sunbury line. These works will be completed by 2025, and upon completion, will create a singular rail line from Cranbourne and Pakenham to Sunbury and Melbourne Airport (from 2029).[8]

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Main article: Melbourne Airport rail link

The Melbourne Airport rail link will involve the construction of a 27-kilometre (17 mi) line from Sunshine to a new station at Melbourne Airport. Connected via the Metro Tunnel, services will operate from the Cranbourne and Pakenham lines through the tunnel before splitting off at Sunshine to either Sunbury or Melbourne Airport. Construction of the line will involve the renovation of Sunshine station to allow for additional platforms, construction of new track, and the addition of two new stations at Keilor East and Melbourne Airport.[71] Construction started in 2022 with services expected to begin in 2029.[72]

Level crossing removals

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The Level Crossing Removal Project has announced the removal of all 22 remaining level crossings on the Pakenham line, to be completed in stages from 2018 to 2025. All level crossings between Caulfield and Dandenong were removed in 2018 as part of the Caulfield to Dandenong skyrail project.[73] This included the removal of nine level crossings and the reconstruction of five elevated stations along the corridor.[74] The second phase of removals involves removing individual crossings along the corridor through a variety of methods by 2025.[75] Some crossings have been removed through elevating the rail corridor, some by lowering or raising the road, with other crossings being removed by closing the crossing off from motor traffic.[76] These projects will leave the entirety of the Pakenham line level crossing free by 2025, with projects on the Sunbury line leaving the entire Sunshine-Dandenong corridor crossing free by the opening of the Metro Tunnel in 2025.[77]

References

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  1. ^ "Metro's paper timetables mess". Daniel Bowen. 3 September 2017. Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  2. ^ "Pakenham Line Timetable". Public Transport Victoria. Archived from the original on 7 September 2018. Retrieved 9 January 2023.
  3. ^ "High Capacity Metro Trains Project, Victoria, Australia". Railway Technology. Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  4. ^ "What year did your railway station open? | Public Transport Users Association (Victoria, Australia)". Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  5. ^ a b Victoria's Big Build (18 February 2021). "New Pakenham East station location announced and 3 more sets of boom gates to go". Victoria’s Big Build. Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  6. ^ "Stations to open 3 June". Pakenham Gazette. 10 May 2024. Retrieved 10 May 2024.
  7. ^ "Level Crossing-Free Pakenham Line Another Step Closer". Archived from the original on 9 December 2022. Retrieved 9 December 2022.
  8. ^ a b c d e Victoria's Big Build (28 November 2022). "About the Metro Tunnel Project". Victoria’s Big Build. Archived from the original on 7 December 2022. Retrieved 9 December 2022.
  9. ^ a b c "Bunyip Railway History". Bunyip Historical Society. 22 November 2018. Archived from the original on 25 October 2022. Retrieved 11 January 2023.
  10. ^ "Opening Of The Oakleigh Railway". Weekly Times. 5 April 1879. p. 16. Archived from the original on 24 January 2023. Retrieved 9 January 2023.
  11. ^ "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.
  12. ^ a b c 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.
  13. ^ a b c d Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). ISBN 978-1-920892-50-0
  14. ^ 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.
  15. ^ 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.
  16. ^ S.E. Dornan and R.G. Henderson: (1979) The Electric Railways of Victoria
  17. ^ "Newsrail Volume 3 1975". Newsrail.
  18. ^ "Improved Suburban Services". Newsrail. Australian Railway Historical Society. February 1975. p. 33.
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