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(Contributed by Chris. Wurr)
The railway lines covered in this history were all built as single lines of railway. It was necessary therefore, for appropriate safeworking systems and locations where opposing trains could pass (cross) each other, and where faster trains could overtake slower ones (running through). The systems of safeworking used over various sections and at various times chronologically, have been as follows:
* Train Staff and Ticket
* Electric Staff (both large and miniature)
* Train Orders
* Section Authority Working
Train Staff and Ticket was the first true single line "safe" working system in use in Victoria on single lines. It was first introduced on the north-east line in 1873.
The object of the system (and all safeworking systems for that matter) is to prevent two opposing trains from occupying a defined single section between block stations, thus preventing a head-on collision; and to prevent trains travelling in the same direction from advancing on one in front, thus preventing rear-end collisions.
This is achieved by the provision of a single Train Staff for a defined section between two Block Stations, for example Station A and Station B. All trains travelling in either direction through the section A-B must carry the Train Staff (or Staff Ticket) and no train may depart with out it (or a Staff Ticket), the Train Staff being the Driver's authority to be in the section and his guarantee that he will not encounter another train when passing through the section.
If traffic patterns dictated a train from A to B, then a train from B to A and so on, the Train Staff would merely travel endlessly back and forth between the two stations. However train running is never like this in reality and often there is more than one train in one direction prior to a train in the opposite direction. To accommodate this, all trains in one direction, except the last are shown the Train Staff for the section and issued with a paper Ticket, good for travel through the section in one direction only. Any following trains cannot depart into the section until the preceding train has been telegraphed or telephoned as having arrived complete at the station in advance. The last train through the section carries the Train Staff so that it will be in position for the next train back.
Train Staff Tickets are kept locked in boxes at both ends of the section and the box can only be opened by the insertion of the Train Staff into the lock, thus guaranteeing that the Staff is at the correct end of the section to allow the issue of a Ticket. One Ticket only must be issued at one time and Tickets are printed and colored pink for Up trains and white for Down trains. Tickets must be completed in ink with details of the section, date and train number.
Thus, in practical application, an example is the extension of the line from Woomelang to Hattah, opened on 15-1-1903. A single Train Staff engraved Woomelang to Hattah was issued. At Woomelang, a wooden Staff Ticket Box (painted white and lettered Woomelang to Hattah) was provided and it contained a book of Train Staff Tickets printed "Down Train" on white paper. A Hattah, a similar Staff Ticket Box (painted red and lettered Hattah - Woomelang) contained a book of Tickets printed "Up Train" on red or pink paper.
In the event of trains running unexpectedly out of sequence and the Train Staff is at the opposite end of the section from which a train was required to run, the Train Staff and Ticket system would be suspended (under strict Rule procedures) and the train would be run on a Line Clear Report.
Additional protection at intermediate sidings between Block Stations safeguards against the event of siding points being left unlocked and/or lying for the siding after shunting has been completed. This came in 1898 in the form of Staff Locking of points. The points at intermediate sidings are secured with a special lock which can only be released by the insertion of the lock end of the Train Staff for the particular section. Once the points are unlocked, the Staff is back-locked and cannot be released until the points are put normal again. This same lock arrangement is on the Ticket Boxes at either end of the section.
Staff and Ticket working was applied to the following lines. The table shows the years and applicable sections provided. Train Staff and Ticket working is still current between Ouyen and Panitya.
Woomelang to Mildura
Year |
Staff Sections |
1903-1904 |
Woomelang - Hattah; Hattah - Mildura |
1904-1909 |
Woomelang - Mildura |
1909-1911 |
Woomelang - Ouyen; Ouyen - Mildura |
1911-1912 |
Woomelang - Lascelles; Lascelles - Ouyen; Ouyen - Hattah; Hattah - Irymple; Irymple - Mildura |
1912-1914/15 |
Woomelang - Lascelles; Lascelles - Speed; Speed - Ouyen |
1914/15-1919 |
Hattah - Irymple; Irymple - Mildura |
1919-1922 |
Hattah -Yatpool; Yatpool - Irymple; Irymple - Mildura |
1922-1924 |
Hattah - Yatpool; Yatpool - Redcliffs; Redcliffs - Irymple; Irymple - Mildura |
1924-1925 |
Hattah - Carwarp; Carwarp - Redcliffs; Redcliffs - Irymple; Irymple - Mildura |
Mildura to Yelta
Year |
Staff Sections |
1910-1925 |
Mildura - Merbein |
1925-1980 |
Mildura - Merbein; Merbein - Yelta |
1980-1989 |
Mildura - Yelta |
Ouyen to Pinnaroo
Year |
Staff Sections |
1912-1912 |
Ouyen - Murrayville |
1912-1913 |
Ouyen - Walpeup; Walpeup - Murrayville |
1913-1923 |
Ouyen - Walpeup; Walpeup - Underbool; Underbool - Tutye; Tutye - Murrayville; Murrayville - Pinnaroo |
1923-1967 |
Ouyen - Walpeup; Walpeup - Underbool; Underbool - Cowangie; Cowangie - Murrayville; Murrayville - Pinnaroo |
1967-1986 |
Ouyen - Walpeup; Walpeup - Underbool; Underbool - Murrayville; Murrayville - Pinnaroo |
1986-1989 |
Ouyen - Underbool; Underbool - Cowangie; Cowangie - Pinnaroo |
1989-1996 |
Ouyen - Cowangie; Cowangie - Pinnaroo |
1996- |
Ouyen - Cowangie; Cowangie - Panitya |
Redcliffs to Morkalla
Year |
Staff Sections |
1924-1925 |
Redcliffs - Werrimull |
1925-1931 |
Redcliffs - Meringur |
1931-1950 |
Redcliffs - Merrinee; Merrinee - Werrimull; Werrimull - Meringur; Meringur - Morkalla |
1950-1964 |
Redcliffs - Meringur; Meringur - Morkalla |
1964-1988 |
Redcliffs - Meringur |
Increased traffic on Victoria's burgeoning rail network dictated improvements in safeworking methods on the somewhat cumbersome Train Staff and Ticket system, and in 1888 Electric Staff was first introduced to the State.
This system embodies the basic principle employed in Train Staff and Ticket of one staff per train at the one time. An instrument located in a Block Station office to hold a number of Staves is connected electrically and set up so that only one Staff may be withdrawn from the instrument at any one time. The others remain locked in the machine until the Staff which is out is inserted into the instrument at the other end of the section. Tickets are not issued with this system, as all trains carry a Staff. The operation of the instruments requires the simultaneous physical input of personnel at both ends of the section to extract a Staff and communication between the two is done by bell codes through the instruments.
Operation of the system and instruments is no different in either large or miniature form - only the size of the equipment is different. Similarly, Staff locking of points at intermediate sidings is achieved in the same manner as under Train Staff and Ticket conditions.
Miniature Electric Staff instruments at Ouyen on the last day of operation, 18-3-1989. The instrument on the left is for the section Speed to Ouyen, and on the right, Ouyen to Hattah. Photo: George Cullen
Miniature Electric Staff for the section Irymple to Mildura. Photo: Bruce McLean
Composite Electric Staff Working
Under Composite Electric Staff working, to accommodate up to three trains following each other, on certain sections, a Composite Electric Staff was provided in the electric staff instrument at one end of the section and one intermediate (non-Block) station was nominated as being the Intermediate Composite Block Post. To obviate the delay to successive trains negotiating a section, the section could be broken into two for following moves, thus:
The Composite Electric Staff for the section (say A-C) would be pulled from the instrument in the usual way at A. This staff unscrewed into three portions engraved Ticket A, Ticket B and Staff.
* The first train through the section departing from A would be given the Ticket A portion and a form nominating which station was to be the Block Post (say B). The train then proceeds from A and stops at B. The Guard would telephone back to A that his train had arrived complete at B and would then dispatch his train to C.
* On receipt of the Guard's message back at A, the second train would be sent forward on Ticket B, with a form ordering the Guard to report in at B on arrival. When the second train arrived at B, the Guard would ring C to ascertain if the first train had arrived complete and if so, would ring A and report arrival and dispatch his train towards C.
* Again at A, the third train would then be sent on with the Staff portion and a Block Post form. The third train would arrive at B and its Guard would telephone C to ascertain arrival of the second train. Train three then proceeds from B to C, and after arriving there complete, all three sections of the Composite Staff would be screwed together again and inserted into the Electric Staff instrument in the usual manner.
If only two trains were required to proceed through the section at short headways, the first would run on Ticket A and the second on Ticket B and the Staff portions screwed together. If the Block Post was either un-manned or under the care of an employee without safeworking qualifications, therefore there was no one in attendance to take the telephone messages and as a consequence, there could only be one Block Post in any given section. More than one location may be nominated in a section as being a Block Post, but not at the same time as another.
Year |
Electric Staff Sections |
Large Electric Staff Sections | |
1914/15-1957 |
Woomelang - Lascelles; Lascelles - Speed; Speed - Ouyen; Ouyen -Hattah |
Miniature Electric Staff Sections | |
1925-1989 |
Hattah - Carwarp; Carwarp - Redcliffs; Red Cliffs - Irymple; Irymple - Mildura |
1957-1982 |
Woomelang - Lascelles; Lascelles - Speed |
1982-1989 |
Woomelang - Speed |
Train Staff and Ticket and Electric Staff working on busy main and secondary lines both require the manning of Block Stations at either end of the sections. In 1988, in a strategy to reduce the number of railway employees, the State Transport Authority introduced the Train Order system of safeworking. This system is far less labour-intensive, requiring input from only a Train Controller, Locomotive Drivers and/or qualified personnel at certain locations. The system was first introduced into Australia in 1926 by the South Australian Railways. Victoria adopted it with modifications to suit local conditions.
A Train Controller situated in Melbourne controls all movements over the sections and issues Train Orders directly to locomotive Drivers, via radio on the locomotive, or telephone at stations or loops; or to Drivers through qualified staff at some manned locations.
A Train Order is dictated to the Driver who copies it down on a prescribed Train Order form and repeats it back. When both agree the Order is correct, it then becomes the Driver's authority for the train to travel through the section nominated on the order. Section lengths are not confined to station to station. A typical Train Order could take the following form:
"To Driver of Train No.#, Locomotive No.# at Ouyen. Proceed to Mildura." In addition, date, time, the names of the Train Controller and Driver and repeat time are notated on the Order. The crossing of trains can also be accommodated on Orders, thus: "Proceed to Carwarp. Cross Train No.#, Locomotive No.# then proceed to Mildura."
Example of a Train Order issued on 25-7-1999 to give authority for a train to proceed from Mildura to the Cement Siding and Return. Source: Bruce McLean Collection
Crosses of trains at unattended Crossing Loops on the section of line between Woomelang and Mildura is achieved by the use of trailable points at either end, whereby trains arrive into opposite tracks, cross and depart out through the trailable points, into the advance sections. When the train has cleared the points, they reset themselves by hydraulic action to the other track, their lie being indicated to approaching Drivers by a switchstand connected to the mechanism.
Trailable point crossing loops are located in several areas of the State, but on the Ballarat to Mildura line in particular, Up trains hold the straight track and Down trains diverge into the loop, regardless of whether the loop is on the left or the right of the mainline. This is because, generally speaking, Up trains have the heaviest loads.
Trains requiring to shunt at intermediate sidings are issued with a Master Key (the number of which is notated on the Train Order), which operates the Staff locked points in the same manner as a Train Staff or Electric Staff.
Date |
Train Order Locations |
1989-1992 |
Woomelang - Speed; Speed - Ouyen (also Intermediate Terminal Station); Ouyen - Hattah; Hattah - Carwarp; Carwarp - Redcliffs; Redcliffs - Irymple; Irymple - Mildura (Terminal Station). |
1992 -1997 |
Woomelang - Gama Block Point; Gama Block Point - Speed Loop; Speed Loop - Ouyen; Ouyen - Hattah; Hattah - Carwarp Loop; Carwarp Loop - Yatpool Block Point; Yatpool Block Point - Irymple; Irymple - Mildura. |
1999- |
Curyo Block Point - Woomelang Loop; Woomelang Loop - Gama Block Point; Gama Block Point - Speed Loop; Speed Loop - Ouyen Intermediate Terminal Station; Ouyen Intermediate Terminal Station - Hattah Block Point; Hattah Block Point - Carwarp Loop; Carwarp Loop - Yatpool Block Point; Yatpool Block Point - Mildura Intermediate Terminal Station; Mildura Intermediate Terminal Station - Yelta Train Order Terminal Station. |
A computer-based safeworking system was developed by the Public Transport Corporation to overcome the perceived limitations of Train Order working on the Ballarat to Mildura line. The A.S.W. system originated from a visit to Hamersley Iron in Western Australia where a V/Line engineer witnessed a display unit in the mine trucks that was used to convey various messages to the drivers of the trucks. The system was subsequently adapted for use by rail vehicles and after five years of development and testing, the project reached the stage where it was being trialled in service conditions with live trials commencing on the Mildura line in early 1993.
With Section Authority Working, trains are advanced through sections only on the co-operative effort of a Train Controller and the locomotive Driver. The Train Controller in Melbourne requests an Authority for a particular section from the computer. The computer checks itself for any conflicting movements, and if all is in order, this Authority is conveyed via land telephone lines to the radio base station currently in contact with the locomotive, and thence by radio to an L.C.D. unit in front of the Driver. The message reads "Proceed to ........". The Driver acknowledges the Authority by pressing a button on the unit and is thereby permitted to run through the section. On arrival of the train complete at the station or loop named in the Authority, the Driver again receives another Authority to continue and the Authority for the rear section is transmitted electronically back to the computer in Melbourne by the Driver pressing another button on his unit. The computer is then free to again issue an Authority over the first section.
Section Authority console fitted to G530 showing "Proceed to Yelta" (G530 was at Merbein Siding) on the upper display. The lower display states "No Further Authority". This was during trials being undertaken on 28-11-1992. Photo: Bruce McLean
Authorities can be issued for the next section in advance prior to the train arriving at the station or loop nominated in the previous Authority, however Authorities can only be issued section by section, i.e.: A-B, B-C etc., not A-Z.
As with the Train Order system, Master Keys are issued for each train requiring to shunt at intermediate sidings en route and the number is recorded on each Authority.
A train requiring to cross another train is obviously not issued with an Authority beyond the crossing point until the opposing train has arrived complete and has relinquished its Authority back to the Train Controller.
Long sections between stations or crossing loops may be divided by a Block Point to allow follow-on moves and trains are verified as having arrived complete by electronic End-of-Train detection.
Live trails of Section Authority working commenced on the Mildura line between Maryborough and Dunolly in 1993. On 27-4-1993 at about 2 a.m., a serious incident took place on the single line section between Emu Loop and Sutherland Loop. Two opposing freight trains (i.e. an Up and a Down train) were both in the section at the same time and both trains had a proper Authority to enter the section. The trains stopped 250 metres clear of each other after the drivers saw approaching headlamps. It was estimated that the trains came to a halt about 6 seconds apart at their estimated closing speed. Both drivers refused to move their trains until an independent witness had seen both the Authorities to be in the section that were carried by the trains. As a result of the incident, Section Authority Working was deferred indefinitely and Train Order Working was reintroduced.
Following extensive in-service trialling of Section Authority Working (S.A.W.), where trains actually operating under the Rules for Train Order Working were "shadowed" with S.A.W. equipment, the new system was signed off and introduced into regular operation.
On the night of 27-4-1993 at about 2 a.m., two opposing goods trains were to cross at Emu Loop. There was considerable trouble with both text and voice transmissions on the Train to Base Radio. The Up train had experienced difficulties relinquishing used Authorities. The Down train had arrived complete in clear at Emu Loop to await the cross.
The Train Controller attempted to speak to the Driver of the Up train on the Train to Base Radio, wanting to know if he had relinquished an Authority which the computer said he was still in possession of. The Driver replied that he would relinquish it at Emu Loop, but the Train Controller mis-heard the conversation, due to the poor radio reception, and thought the Driver had said that he had relinquished the Authority at Emu Loop. The Up train, at this stage, was still several kilometers on the Down side of Emu Loop.
The Train Controller was now of the opinion that the Up train had crossed the Down at Emu Loop and was continuing towards Dunolly. He presumed that the computer had malfunctioned, in not accepting the relinquishing Authority, and set about relinquishing it himself, by means of manipulating the safeworking program. He succeeded in this and was then able to issue an Authority for the Down train to proceed out of Emu Loop towards Sutherland Loop.
As it was night time, the opposing Drivers saw each other's headlights. One Driver asked over the End to End Radio "Is that another train out there in the dark? On affirmation by the other Driver, both trains made emergency brake applications and one of them came to a stand and began backing up. If this movement had not occurred, later measurements at the scene indicated that the opposing train would not have been able to avoid hitting it.
The train crews of both trains were relieved on the spot and the Train Controller was stood down immediately.
Many months of computer program reconfiguring and procedure re-writing followed this incident. Eventually, a workable procedure involving computer co-operation input from several sources, including the Driver, achieved a secure method of overcoming problems involved with Authorities which the computer had accepting back. S.A.W. eventually developed into an efficient safeworking system. Due to the reputed high costs associated with leasing the system from the Public Transport Corporation following privatisation of Victoria's rail system, Freight Victoria (later Freight Australia) abandoned the system in favour of Train Orders on the Mildura corridor.
Section Authority Working replaced Train Order Working along the Mildura corridor, the first section from Maryborough to Donald on 21-9-1997 and second section from Donald to Yelta on 12-10-1997.
Date |
Authority Sections |
1997-1999 |
Woomelang Unattended Crossing Loop - Gama Block Point; Gama Block Point - Speed Loop; Speed Unattended Crossing Loop - Ouyen Intermediate Terminal Station; Ouyen Intermediate Terminal Station - Hattah Attended Crossing Station; Hattah Attended Crossing Station - Carwarp Unattended Crossing Loop; Carwarp Unattended Crossing Loop -Yatpool Block Point; Yatpool Block Point - Irymple Attended Crossing Station (Intermediate Crossing Loop); Irymple Attended Crossing Station - Mildura Train Order Terminal Station. |
From 1909 - 1914 there was only the one section from Woomelang to Mildura of 110½ miles.
In April 1905 it was reported in the "Mildura Cultivator" that "telephone transmitters have been placed at every station between Mildura and Woomelang, and also at repairer's residences, which are about 20 miles apart. A shutter and sensitive bell is being attached to the local stationmaster's residence, and the guard is to carry a transmitter attached to a long pole so that in case of necessity he may at any time place connect with the line and `ring up' the folk interested".
The following instructions were contained in the 1903 Working Timetable for the section Woomelang to Hattah:
1903 Working Timetable Instructions - Woomelang to Hattah. Source: Bruce McLean Collection
The 1908 General Appendix and Working Timetable provided the following train working information, bearing in mind the remote nature of the country traversed:
Stations Where Fixed Signals are Not Provided
+ Lascelles |
+ Ouyen |
+ Gama |
+ Hattah |
+ Austral Gypsum Siding |
+ Nowingi |
+Turriff |
+Yatpool |
+ Speed |
+ Irymple |
+Tempy |
* Mildura |
+ At these stations, Location Boards, in the shape of a triangle, are erected on posts at a distance of about 400 yards from the station.
*At these stations, a board, with the words "Test Brake" painted thereon, is erected at, or about, 600 yards from the station.
Except where instructions are issued to the contrary, a White Light is to be exhibited in a prominent position on the platform at each of the above-mentioned stations, and also at stations where the Fixed Signals are not in use, when trains which run after dark are booked to stop, or are required to work at such stations, for the purpose of indicating the location of the station to the engine-driver.
On single lines the guard must inform the person in charge when the train is travelling on a staff ticket, upon which the person in charge must protect the train in the rear by exhibiting a red hand signal, and continue to do so for 10 minutes after its departure. Guard to see that signal is exhibited in prescribed place, which the District Superintendent will determine.
Dust Storms on Mallee Lines
On mallee and other lines where sand drifts and dust storms are prevalent, care must be taken by Stationmasters and others concerned to see that, after such occurrences, all Points and Point Boxes are clear of sand.
Working of Trains
Further Speed Limits in respect of particular places or particular lines are to observed as under:
Place or Line |
Maximum Speed allowed in m.p.h. |
+ Between Turriff and Mildura during darkness |
25 |
+ The line from Turriff to Mildura is unfenced. Enginemen will require to keep a sharp lookout to prevent accidents through livestock straying on the line.
Hot Axle Boxes on Mildura Line
To avoid delays to mixed trains on the Mildura line, all vehicles loaded with soft fruit must have the pads examined, and clean oil put in the pans at Mildura. This course to be also followed in the case of vehicles conveying dried fruit, when it is reasonably practical to do so.
Engine drivers must carry with them one gallon of castor oil, to be used on the journals if required, and they must arrange to have three or four pads of different sizes to soak in the castor oil, so that, when it is known that a journal requires attention, no time will be lost in providing oil and the necessary pads.
Train Examiners must also keep castor oil on hand, and they must, when necessary, and it is reasonable practical to do so, accompany the train to the next examining station, and attend to the box. If the Train Examiner thinks it unnecessary to accompany the train, the Engine driver and Guard must be informed that the hot bearing has been drenched with castor oil.
Train Staff and Ticket
The use of a Master Key is authorised as under:
Location Boards - Mildura Line
Staff Section |
Intermediate stations or sidings where any train carrying a Staff Ticket may shunt when the engine driver is in possession of a Master Key |
Woomelang - Mildura |
Turriff, Speed, Austral Gypsum Co.'s Siding, Nowingi and Yatpool. |
|
Location Boards in the form shown, are erected at the following stations: Lascelles, Gama, Turriff, Speed, Tempy, Austral Gypsum Siding, Ouyen, Hattah, Nowingi, Yatpool and Irymple. These boards are placed about 400 yards from the station, the locality of which they are intended to indicate. |
Portable telephones were provided in the brake vans on trains travelling on lines constructed in remote parts of the State. The Mildura line, beyond Woomelang to Merbein, was one such line provided with emergency telephone equipment. Details for their use were provided in the 1928 General Appendix:
Instructions for the use of portable telephones in brake vans on the Mildura line from the 1928 General Appendix. Source: Victorian Railways
Chief Commissioner, Mr. H.W. Clapp, arranged for an inspection of the Nowingi Towards Millewa South line during its construction. Special safeworking arrangements were required for the running of the train and the documentation is reproduced below:
Safeworking Circular A1766/29 of 12-8-1929 describing the safeworking requirements for the running of the Commissioners special train during construction of the Millewa South line from Nowingi. Source: Jack McLean Collection
On 3-11-1989, an End of Train Detection System (TAILS) was commissioned between Dunolly and Mildura. All trains and light engines travelling over the corridor had to be provided with a modified End of Train Marker.
In the late 1980's, electronic technology was beginning to play a much larger role in railway safe working systems with the introduction of end of train detection equipment on the Mildura line following the withdrawal of guards from trains. The following article describes the new system:
Description of new end of train detection system. Source: V/Line Update July 1989
The Section Authority System of safeworking described above, involved a prolonged period of testing using specially equipped trains.
Section Authority working was planned to be introduced on the Mildura corridor in the first half of 1991, but this was delayed. From February 1992, ghosting trails were carried out on the Mildura corridor and integrity testing commenced in mid-August 1992.
Live trialling on the Dunolly to Robinvale and Korong Vale to Kulwin lines commenced on 26-9-1992.
T378, "Moorabool" and CP293 pass the site of Merbein station platform on a radio test train for Alternate Safeworking (A.S.W.). 13-2-1991. Photo: Bruce McLean
The A.S.W. test train has arrived at the Yelta terminus, the locomotive has reversed around its train and testing is set to resume on return to Mildura. The whole of the Ballart to Mildura and Yelta corridor was tested. 13-2-1991. Photo: Bruce McLean
Radio Field Testing for the Alternate Safeworking Project was scheduled for the Ouyen to Pinnaroo line on 13-3-1991. Locomotive T378, "Moorabool" and CP293 were scheduled to depart Mildura at 7.35 a.m., Ouyen 9.35 a.m. and arrive at Pinnaroo at 3.35 p.m. where it stabled overnight. The following day departure from Pinnaroo was at 8.40 a.m. with arrival at Ouyen at 12.10 p.m. Testing then continued to Donald.
Another radio field test train was scheduled to cover the Mildura and Yelta lines in April 1991. The test train consisted of locomotive T378, "Moorabool" and CP293. "Moorabool" is a dining car requisitioned for the test program. Testing of the line from Ballarat to Mildura covered five days from 15-4-1991.
The dining car "Moorabool" was used by the Alternate Safeworking project team for testing the Mildura and Yelta corridor. Note the apparatus fitted to the roof of "Moorabool", standing in the Mildura yard. 18-4-1991. Photo: Bruce McLean
The A.S.W. test train covered the Mildura corridor again in February 1992. The section from Ballarat - Mildura - Yelta - Mildura was tested on 25-2-1992. The test train consisted of locomotive T378 and 1BG, a former compartment/saloon car specially fitted out for testing purposes. On 26-2-1992, the sections Mildura - Donald - Ouyen - Mildura were tested, on 27-2-1992, Mildura - Ouyen - Pinnaroo - Ouyen were tested, and on 28-2-1992, Ouyen - Ballarat was tested.
T378 with ASW test carriage 1BG departing from Mildura to test the section to Yelta. 25-2-1992. Photo: Bruce McLean
The test train at Yelta with T378 preparing to attach to 1BG for the return trip to Mildura. 25-2-1992. Photo: Bruce McLean
Alternate Safeworking equipment installed at Mildura station signalbox (actually a safeworking equipment room) in preparation for the new safe working system. 23-10-1992. Photo: Bruce McLean
The old and the new. In the white box is the Mildura to Yelta staff box and the new stainless steel cabinet houses the Alternate Safeworking screens in preparation for the new safeworking system. The top screen is designated Mildura to Merbein Siding and the lower screen, Mildura to Redcliffs Siding. 23-10-1992. Photo: Bruce McLean
To allow extensive Quality Assurance Testing of all field, locomotive and workstation equipment associated with the implementation of Alternate Safeworking, special test trains were scheduled between Ballarat and Yelta and Ouyen and Pinnaroo on Saturday 28-11-1992. The test trains were scheduled as follows:
Test Train |
Locations |
Test Train One |
Ballarat - Donald Donald - Massey Massey - Donald |
Test Train Two (G530/H2) |
Mildura - Yelta Yelta - Donald |
Test Train Three (Hyrail Vehicle) |
Ouyen - Pinnaroo |
Test Train Four |
Donald - Maryborough |
ASW Test Train Two paused at Merbein on its test trip from Mildura to Yelta. 28-11-1992. Photo: Bruce McLean
G530 prepares to run around H2 at Yelta. The ASW display units were fitted in the driving cabins of only G530. It is not clear what the role of H2 was with the test train. 28-11-1992.Photo: Bruce McLean
The A.S.W. system originated from a visit to Hamersley Iron in Western Australia where a V/Line engineer witnessed a display unit in the mine trucks that were used to convey various messages to the drivers of the trucks. The system was subsequently adapted for use by rail vehicles and after five years of development and testing, the project reached the stage where it was being trialled in service conditions with live trials commencing on the Mildura line in early 1993.
On 1-5-1993, Local or "End to End" radio communication was extended for use on all trains, passenger or freight, on all lines. On the Ballarat to Mildura line, Maryborough, Donald and Mildura were the only locations where communication could be provided by radios with trains in the immediate vicinity. The provision of radios was only an aid and not considered to be a substitute for carrying out the Rules and Regulations and the Safeworking responsibilities of Guards, Drivers and others.
In early 1993, removal of the telephone pole line between Mildura and Dunolly commenced. Work started at the Mildura end.
Further testing of the Alternate Safe Working system was carried out on the Mildura corridor in October 1996 using locomotive T378 and carriage 1BG.
The Alternate Safe Working test train stabled at the Mildura carriage shed after a late afternoon arrival. 19-10-1996. Photo: Bruce McLean
Section Authority System (formerly Alternate Safe Working) commenced on the Mildura corridor between Maryborough and Donald on 21-9-1997, with Train Order Working suspended. On 12-10-1997, an Assessment of Section Authority Working commenced between Donald and Yelta, replacing Train Order Working.
The last Train Order issued at Mildura on 10-10-1997 before the introduction of Alternate Safe Working on 12-10-1997. Source: Public Transport Corporation
From 0100 hours on Sunday 4-7-1999, Freight Victoria assumed responsibility for certain safeworking functions which were formerly performed by the office of the Manager - Rail Safety - Vic Track and which related to the intrastate country rail network. The functions transferred became the responsibility of the Manger - System Safety - Freight Victoria.
Freight Victoria became responsible for Emergency Response to Accidents/Irregularities, Safe Working circulars and single line track diagrams, advice of temporary speed restrictions, security codes for the Section Authority safeworking system and the issue of safeworking books and forms.
The Manager - Rail Safety - Vic Track, retained responsibility for issue of heat related speed restrictions, issue of safeworking keys, issue and cancellation of Master Keys and Annett Keys, Electric Staff and Train Staffs, and receipt of completed safeworking books and forms.
At 0700 hours on Sunday 25-7-1999 the Section Authority System of Signalling between Gheringhap and Yelta (as well as Maroona and Portland) was abolished and the Train Order System of Signalling introduced. The high cost of operating the Section Authority System was given by Freight Victoria as a reason for abandonment.
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