Rail transport in Victoria: Difference between revisions

Railways of Victoria
	Victorian railway network, passenger lines in colour, freight only lines in grey
Übersicht
Locale	Victoria, Australia
Dates of operation	1854–
Technical
Track gauge	Template:5ft3in broad gauge,; Template:4ft8.5in standard gauge,; some Template:3ft6in and 2 ft 6 in (762 mm) narrow gauge
Length	1712 km passenger, 4129 km total.

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Revision as of 05:34, 8 February 2008

Rail transport in Victoria, Australia, is provided by a number of railway operators who operate over the government owned railway lines. Victorian lines use Template:5 ft 3 in broad gauge, with the exception of a few experimental narrow gauge lines, and a number of standard gauge Template:4ft8.5in freight and interstate lines.

Passenger services are operated by V/Line and Connex Melbourne, while freight is operated by Pacific National and other private operators.

Infrastructure

Network route kilometres (January 2007)^[1]
	Broad gauge	Standard gauge	Total
Passenger and freight	1712	nil	1712
Freight-only	1673	368	2041
Services suspended	290	86	376
Total	3675	454	4129

The trunk railway lines of Victoria are double track, some built as such, and others duplicated later on. Early sections of the suburban network were double track, with later additions being single track that was later duplicated.

The Bendigo and Geelong - Ballarat mainlines were both built as double track in the 1860s, but were singled in the 1930s and 2000s respectively. The north-east line to Seymour was duplicated in the mid 1880s^[2] and remains so today, the Gippsland line to Moe was duplicated in the 1950s in conjunction with increased briquette traffic,^[3] and the busiest country line in the state to Geelong was progressively duplicated from 1959 to 1981.^[4]

Few railway tunnels exist in Victoria, with the exception of the Melbourne City Loop. The longest tunnel before the opening of the loop was at Fyansford (near Geelong), where a 1300 metre long tunnel existed on a narrow gauge quarry railway.^[5] Of those open today the longest is the single track 422 metre long Geelong Tunnel,^[6] followed by the double track 385 metre Elphinstone and the 390 metre long Big Hill Tunnels on the Bendigo line.^[7] A 154 metre long tunnel also exists on the Healesville line, as well as three tunnels on the suburban Hurstbridge line, and another on the freight lines under Footscray station.^[8]

On the interstate railway corridors there are independent sections of track due to the use of both broad and standard gauges in the state, these sections being from Melbourne to Seymour and on to Albury (constructed in the 1960s), and Melbourne to Geelong (completed in 1995). The gauge issue also sees dual gauge track used, in areas including Maryborough, North Geelong, and various freight terminals in Melbourne.

The maximum speed of suburban Electric Multiple Units and locomotive hauled trains is 115 km/h, with Diesel Multiple Units permitted up to 130 km/h on the same track, and up to 160 km/h on specified lines.^[9] The maximum axle loading of freight wagons is 20 tonnes,^[10] with locomotives of up to 22 tonne axle loading operating.^[9] Train lengths are limited to 1200 metres, except on the main interstate lines where 1500 metre long trains are permitted.^[10]

Rail gauge

Dual gauge (broad and standard) track work

The majority of the railways of Victoria are of Template:5 ft 3 in broad gauge, presenting break-of-gauge difficulties when connections were made with the other states of Australia which use the Template:4ft8.5in standard gauge. In addition, the Victorian Railways experimented with four short narrow gauge lines of Template:2 ft 6 in in the early 20th century. Efforts to eliminate the gauge issue were proposed many times in the intervening years, with a Royal Commission in 1921 deciding "that the gauge of 4-ft. 8.5-in. be adopted as the standard for Australia; that no mechanical, third rail, or other device would meet the situation, and that uniformity could be secured by one means only, viz., by conversion of the gauges other than 4-ft. 8.5-in."^[11]

By the 1950s, interstate traffic was suffering from the break-of-gauge at the New South Wales state border, and a parallel standard gauge line was opened from the Melbourne to join the New South Wales system in 1962, along with a bogie exchange depot to allow wagons to operate across the broad and standard gauge networks.^[1] The second interstate link from Victoria to Adelaide (the oldest single-gauge inter-capital line dating from 1887) was converted from broad to standard gauge in 1995 enabling from Victoria to access the rest of the nation without disruption.^[1]

Today the standard gauge network consists of the two main interstate lines, and a number of branch lines in the far west of the state.^[12] Gauge conversion of 2000 kilometres of track was announced in May 2001 by the Victorian Government, but did not proceed due to the difficulty of achieving any agreement with then track manager, Freight Australia.^[1] The works would have covered 13 lines,^[13] including the Mildura line via Geelong, Ballarat, and Maryborough; the north western Victorian grain network; and the lines centred upon Seymour and Benalla in the north east. Conversion of the regional and suburban passenger networks is not envisioned.^[13]

Loading gauge

The Victorian loading gauge for vehicles is sized between that of British and American practices. Wagons may be up to 22.85 metres long, 2.97 metres wide, and carry loads up to 4.27 metres above the rail height.^[10] Double stacking of container wagons is not possible under these limits, with 2655mm (8ft 8½ in) high containers the largest permitted, with the exception of 3200mm (10ft 6in) high containers on some routes.^[10] Trials were made with the 4D double deck passenger train on some suburban lines, requiring alterations to overhead bridges and structures, but no double deck trains are used today.

Signalling

Mechanical interlocking frame for signal control at Avenel.

Modern LED colour light *3 position* signalling

Compare to Australian railway signalling

Victoria uses a mix of railway signalling practices: British route signalling with home and distant signals (2 position signalling) and American speed signalling (3 position signalling).^[14]

Semaphore signals were used on the very first railway lines, but only a bare minimum were provided as the time interval system being relied upon instead.^[15] The first interlocking of signals to protect trains was provided in 1874, ^[16] as before this time conflicting moves could be made. The design of the signals also progressed, with the disc type siding signals first introduced in 1885,^[17] and the lower quadrant somersault type main line signals adopted in 1887,^[14] both of which are still in use today. Green was not adopted as the All Right colour until 1898, with white being used before this time.^[17] Red was the usually colour of all signal arms, until yellow was chosen as the colour for distant signals in 1926, with full adoption made in 1930.^[17] Colour light signals first appeared in 1918, and by 1924 they were the standard for new installations.^[14]

The safeworking of trains between stations on the early lines was time interval working,^[15] where a train would be allowed to leave a given time after the train before it. With heavier traffic this method became unsafe, with Staff and Ticket working on single lines adopted from 1873, and telegraph block working from 1878 on double lines.^[18] Both of these systems ensured that only one train would be in a section of track at one time. Telegraphic block working was then replaced with Winters Block working between 1883 and 1888,^[19] a system that is a predecessor of the Double line Block system which is still used today. Later years saw variations made to the Staff and Ticket system, with busier lines provided with Electric Staff working which provided greater safely when more trains ran.

Heavier suburban traffic on the Melbourne network saw a greater stain on the block working then used, which required a large number of manned signal boxes to enable trains to run close together.^[20] As a result it was decided to adopt power signalling under the Automatic Block System (ABS) of safeworking, where the presence of trains automatically control the signals after them, providing a safe distance between trains. Introduced from 1915, the system was based on American speed signalling practice with GRS2A upper quadrant mechanical signals with two arms able to indicate up to 5 different speed aspects to train drivers.^[14] These signals were later replaced by colour light signals which are the standard today, but the old mechanical style remained until 2001.^[21]

A variant of the Automatic Block System, Automatic and Track Control (ATC) has since been introduced, which provides the same benefits as ABS on single lines of track, while still ensuring only one train in a section at a time. Centralised Traffic Control was also introduced in the 1960s on the new standard gauge line to Albury,^[2] and then on the main interstate line to Adelaide, allowing trains to be directed from a distance.

Today little mechanical signalling remains, with local signal boxes controlling signals abolished from many areas as part of the Regional Fast Rail project.^[14] Today the suburban network and busier regional lines use variants of Automatic Block Signalling, while quieter lines use the Train Staff and Ticket or Train Order systems of safeworking.^[22] Train protection has also progressed, with the Train Protection & Warning System also introduced on major passenger lines.^[14]

Rollingstock

Rollingstock in Victoria has used air braking since tests of continuous train brakes were carried out in 1884.^[16] Initially screw couplings were used to connect wagons, but from 1924 automatic knuckle couplers were introduced, with buffers removed from freight wagons by 1960.^[23]

Locomotives

In Victoria groups of locomotives of the same design are classed together by letter, in a system introduced in 1886.^[24] Initially low letters were given to passenger classes, and high letters for goods classes, but from about 1916 this pattern was discarded.^[24] Within classes locomotives are individually numbered, in a continuous number block which is unique to the class. In some cases locomotives have been renumbered to keep number blocks continuous, and in some cases there is no correlation between the number blocks used for the steam and diesel locomotives of the same class letter.^[25] In addition, some classes start the number series with a 0, while others start with a 1.^[25]

The first locomotives used in the state were small steam locomotives, and by the end of the 1800s 0-6-0 tender engines were used on goods, and 4-4-0 configurations for passenger workings.^[26] The majority of locomotives were imported from Britain, from companies such as Beyer, Peacock and Company, Robert Stephenson and Company, R and W Hawthorn and George England.^[26] The Williamstown Workshops also built locomotives locally, as did the Phoenix Foundry in Ballarat.^[26]

As the size of train increased, so did the locomotives. The 4-6-0 wheel arrangement became popular for passenger and mixed traffic work with the D3 and A2 classes, and the 2-8-0 arrangement on goods with the K, J and C classes lasting into the 1960s.^[26] These were then followed by the 4-6-2 S class Pacifics for the Spirit of Progress express, and the single 4-8-4 H class locomotive H220, the biggest Victorian Railways steam locomotive.^[27] The final steam locomotives built in Victoria were the 4-6-4 R class and 2-8-0 J classes. Of more modern design, they arrived at the same time as the first diesels and were never fully appreciated.^[24]

Electric locomotives were first acquired with the electrification of the suburban railways, the E class suburban engines acquired in 1923 and 1928-29, followed by the L class from 1953 when the mainline to Traralgon was electrified for briquette traffic.^[24]

Dieselisation occurred from 1951 with the F class shunter, but the B and S classes of 1952 and 1957 revolutionised main line operations.^[24] They were then followed by the T and Y classes in 1955 and 1963 which displaced steam from the branch lines and yards.^[24] Apart from the F class, Clyde Engineering has had a monopoly on Victorian diesel-electric locos.^[28] as the Australian licensee of General Motors EMD engines and traction motors, fitting them into locally designed bodies. By 1980s the first generation locomotives were approaching the end of their lives, with the electric locomotives withdrawn by 1988,^[24] and the modern N and G classes allowing the withdrawal of lower horsepower T and Y classes.^[29]

Today the former Victorian Railways locomotive fleet has been split into two, with the N, A and P classes utilised by V/Line on passenger services, with the remainder with Pacific National in freight use.^[28] No new passenger locomotives have been built since the 1980s, with Diesel Multiple Units being acquired instead. Freight operations have seen the re-powering of the G and X classes, as well as the restoration to service of stored locomotives, now up to 50 year old.^[30]

Passenger

Early passenger services were operated with 4 and 6 wheeled 'dogbox' passenger carriage with small compartments and no side corridors. Later years say the provision of side corridors to provided access down the train, and onboard toilets. Sleeping carriages was first introduced in 1887,^[8] and dining cars from 1908.^[31]

Larger bogie rollingstock started to appear from the turn of the century,^[31] with the E type carriage stock introduced on The Overland,^[32] and smaller W type carriage stock on intrastate trains. The first air conditioned carriage was introduced in 1935, when one of the E type carriages was fitted.^[33] All steel carriages came to the Victorian Railways in 1937, with the construction of the S type carriage stock for the new Spirit of Progress.^[34]

On the Melbourne suburban network Electric Multiple Units were introduced speeding up services. Experiments were also made with various diesel and petrol railcars for use smaller branch lines, with the DERM being the most successful, remaining in service from 1928 to 1991. A fleet of Walker railcars was also introduced in the 1950s, along with Z type saloon carriage stock^[31] for both intra and interstate trains.

By the 1980s country passenger services were run down, and older wooden rolling stock was now approaching their use by date. As a result, the N type carriages were introduced from 1981,^[31] followed by the converted H type stock from 1984.^[31] Since then, Diesel Multiple Units have become the norm for new purchases, with the Sprinter introduced in 1992, and the VLocity from 2005.

Freight

Early wagons were built on four wheeled under frames, but from 1871 bogie vehicles begun to appear.^[35] These early wagons were of all wood construction, but later types had wood bogies on steel underframes, then followed by all steel wagons.^[23] Groups of wagons of the same design are classed together by a multiple character alphabetical code, initially in a system restricted to Victoria only, but from 1979 the Railways of Australia four letter coding was introduced.^[35] Under this system the first letter represent owner of the wagon, the second represents the general type of wagon, the third separates different classes of the same general type, and the four letter indicates the maximum running speed.^[35]

The last four wheeled open wagons were built in 1958,^[23] but were not scrapped in large numbers until the 1980s when new bogie wagons replaced them.^[36] In 1987 the bogie wagon fleet numbered 5000, with approximately 700 grain hoppers, 800 container flats, 1000 louvred vans, 700 open wagons, 400 tank cars, and 300 flat wagons.^[36] Today the broad gauge intrastate fleet numbers 2600,^[23] with large numbers of louvred vans, open and flat wagons, and tank cars stored or scrapped due to the decline in traffic.

Operations

Commodities

Traffic by year
Commodity	Percentage (1987)^[37]	Percentage (1996 to 1998)^[1]
Bulk grain (wheat, barley, oats)	31.4%	50.8%
Containers	10.6%	19.6%
Freight forwarders	9.5%	?
Mining, quarry products	7.9%	14.7%
Cement	6.8%	4.9%
Iron and steel	6.3%	?
Petroleum	4.4%	3.2%

Victoria does not have a dominant mining base as with other states, and has traditionally been more dependant on agriculture for rail freight traffic.^[37]

In 1987 10.51 million tonnes of freight was carried by rail, with bulk grain being the main commodity consisting of 31.4% of traffic.^[37] Continued drought, road competition, and rationalisation of intrastate freight operations have seen this change in recent years, with an average of only 6.1 million tonnes of intrastate freight carried from each year between 1996 to 1998;^[1] and containers now being the major traffic, with residual cement, logs, quarry, and steel trains operating. Less than carload traffic was discontinued in July 2007 with the end of the Fastrack freight service.^[38] An exception to the downfall is interstate operations, with intermodal container traffic growing due to competition between private operators.

Unternehmen

The first railways in Victoria were operated by private companies, but when these companies failed or defaulted, Victorian Railways took over. The Victorian Railways was initially known as the "Department of Railways" from the first appointment of staff in 1856, and on 1 November 1883 the Victorian Railways Commissioners Act established the "Victorian Railways".^[39]

This situation remained until May 1973 when the Railways (Amendment) Act 1972 passed the management of the Railways from the Victorian Railways Commissioners to a Victorian Railways Board,^[40] with rebranding as VicRail following in 1976.

In 1983 VicRail was split into the State Transport Authority taking responsibility for the provision of country rail and road, passenger and freight services under the V/Line brand; and the Metropolitan Transit Authority taking over suburban passenger operations.^[40] These authorities were then merged into the Public Transport Corporation in 1989, with the suburban services rebranded as "The Met".

In 1993 the Kennett Government offered long-distance country rail services previously run by the government-owned operator V/Line to private operators. While several rail services were replaced by road coach services, West Coast Railway successfully tendered to operate the railway line to Warrnambool, becoming the first private operator in Victoria.^[41]

It was also at this time that the Hilmer Report into competition among government-owned entities was released, clearing the way for new rail freight operators in Victoria. Specialised Container Transport commenced operating trains to Perth in 1995,^[42] and Great Northern Rail Services started intrastate operations.

Privatisation of the Public Transport Corporation commenced under the Kennett Government of the 1990s. V/Line was split into separate freight and passenger divisions, and "The Met" was divided into "Hillside Trains" and "Bayside Trains". These separate bodies were all sold separately in 1999: V/Line Freight and the rural intrastate network to Freight Victoria; Hillside Trains and track lease to Connex Melbourne; and V/Line Passenger and Bayside Trains (with track lease) to the National Express Group.^[40] Control of V/Line's former interstate rail freight infrastructure was passed to the federal Australian Rail Track Corporation. Competition in the rail freight industry has also seen the emergence of small operators El Zorro and Southern Shorthaul Railroad.

On October 1 2003, V/Line reverted to government ownership with the collapse of National Express,^[43] and M>Train was sold to Connex after the withdrawal of it's parent company; and the Freight Victoria business and rural track lease was purchased by Pacific National. November 2006 saw Pacific National enter into an agreement to sell the remainder of its Victorian rail lease of the network back to the Victorian Government for $133.8 m, during the caretaker period following the issuing of the writs for the 25 November 2006 Victorian State election.^[44] The sale was completed on May 7, 2007, with state government owned V/Line managing the track.^[45]

In December 2007 Pacific National announced plans to sell or close its grain transport and Portlink rural container business operations in Victoria.^[46] The decision has been criticised as it will force grain growers to use higher cost road transport to transport the annual grain harvest from rural silos to the ports.^[47] The decision has seen many commentators accuse Pacific National of only acquiring the operations of Freight Australia in 2004 for the purposes of asset stripping and eliminating completion in rail freight.^[48]^[49]

History

First lines

File:Reallyoldfindersstreetstation1.jpg

Pre 1910 Flinders Street Station building

Australia's first steam operated railway was a 4 km Victorian broad gauge line between the Melbourne (or City) Terminus (on the site of modern day Flinders Street Station) and Sandridge (now Port Melbourne), constructed by the Melbourne and Hobson's Bay Railway Company and opened in September 1854.^[39]

The first country line in Victoria was from Melbourne to Geelong, opened in 1857 by the Geelong and Melbourne Railway Company.^[4]

The early years saw the majority of lines being constructed by privately companies, this not changing until the the 1870s when the Government Railway Department (Victorian Railways) had built their own lines.^[50]

The suburban network expanded to the east from Princes Bridge railway station to Richmond in 1859, then later to Brighton and Hawthorn by the early 1860s. the initial suburban lines were all built by different private companies centred upon Flinders St, being amalgamated into the Melbourne and Hobson's Bay United Railway Company by 1865,^[50] with public ownership not coming until 1878.^[16]

In 1862 Victorian Railways lines had reached the great gold rush towns of Bendigo and Ballarat, and in 1864 railways were extended to the Murray River port of Echuca.^[16]

Trunk lines

In 1883 the first connection to another State's rail system was made, when the Albury-Wodonga line was completed to the New South Wales Government Railways's station at Albury, requiring a break-of-gauge to New South Wales's standard gauge (Template:4ft8.5in).^[51] It was then followed in 1887 by a connection with the broad gauge South Australian Railways at Serviceton, with the Intercolonial Express (now The Overland) to Adelaide running between the capitals.^[39]

Additional trunk lines were also built though the 1870s, with rails extended to Sale, Portland and Colac; and the first branch lines built.^[50] It was a time of improved train safety, with the first interlocking of railway signalling to protect trains provided in 1874,^[16] and tests of continuous train brakes carried out in 1884.^[16]

Octopus Acts

In 1884 the Octopus Act was passed in State Parliament, authorising an enormous amount of railway lines to almost every corner of the state, both to serve new agricultural communities and to support suburban land speculation.^[50] It was also this decade that the first narrow gauge line was opened from Wangaratta to Whitfield, with 3 other lines following by 1910.^[16]

The South Gippsland line was also opened from Dandenong to Leongatha by 1891.^[51] However by the late 1890s the majority of the state was now covered in railways, with the exception of the Mallee country in the north west of the state which saw further line openings,^[50] such as the Mildura line in 1903.^[51]

A new century

File:SoP-1937.jpg

The Spirit of Progress headed by locomotive S301 Sir Thomas Mitchell near Kilmore-East in 1938. (Photo: The late John L. Buckland)

Steam locomotive H 220 leads the *Albury Express* out of Melbourne, past the signalbox at Essendon, circa 1949.

In 1907 the A2 class steam locomotives were introduced, 185 in number they were Victorian Railway's main passenger locomotive until the arrival of the diesel electric B class in 1952.^[16] On April 20 1908 the Sunshine train disaster occurred, killing 44 passengers in the worst Victorian accident ever.^[16]

Electrification of the Melbourne suburban network was also carried out, with the first train running in 1919.^[34] By 1924 210,000 passengers passed through the main city terminal of Flinders Street Station per weekday.^[16] St Kilda was Melbourne's busiest suburban station with 4 1/2 million journeys, followed by Footscray with almost 4 million, then Elsternwick, Ascot Vale, Essendon and Balaclava.^[16]

Despite the World War 1, significant extensions of rail lines were carried out, particularly in the wheat growing areas in the north west and west. The new lengthy parallel lines were considered to be cheaper to operate that the numerous short spurs such as those in the Goulburn Valley.^[50]

Technology advancements continued, with 3 position automatic signals introduced in 1915,^[52] the conversion of screw couplings to knuckle couplers from 1924,^[23] and the first remote controlled signalling provided in 1925.^[16] The first level crossing flashing lights were installed at Mentone on Moorabin Road in 1932.^[16]

By 1930 the railway map of Victoria was largely complete, with the best land settled and the remaining land marginal for agriculture, with a number of lines built across the state border into the Riverina of NSW.^[50] On November 1937 the first run of the Spirit of Progress was made, a streamlined all air conditioned train run between Melbourne and Albury, lead by the matching S class steam locomotives.^[34]

The Victorian Railways biggest steam locomotive H 220 Heavy Harry entered service in 1941,^[16] at a time when the railways were struggling with the needs of the war effort. In 1943 the Victorian Railways employed 25,450, had 577 steam locos and 12 electric locos on register along with 19,823 goods wagons and 1,499 passenger cars, running along 4,758 miles (7,657 km) of lines.^[16] The network reached its largest extent in 1942, covering 7668 route kilometres.^[1]

Post war rebuilding

Steam locomotive X 32, hauling a livestock train

After World War II the railways were run down, with Operation Phoenix unveiled in 1950, involving the expenditure of £80,000,000 over 10 years.^[40] Works included electrification to Traralgon, new Harris suburban trains, the Walker railmotors, and approximately 3,000 new goods wagons.^[16]

On July 14 1952 the VR entered the diesel era, with the delivery of the first B class mainline locomotive,^[40] with the commissioning of the first mainline electrification scheme in Australia in July 1954 to Warrugul.^[16] March 1954 saw Queen Elizabeth II tour Victoria by train, the first time a reigning monarch had travelled on the VR,^[16]

1954 also saw the last last steam locomotive to enter service, J class 559,^[16] as well as the last four wheeled open wagons being built.^[23] The fifties also saw the loss of a number of short branch lines, particularly country where the only traffic had been timber or livestock.^[50]

In the 1960s the break of gauge at Albury was eliminated, with the opening of the North East standard gauge line in 1962.^[40] The new line aided freight traffifc between the state capitals, and enabled though passenger trains, such as the Southern Aurora and the Intercapital Daylight. At the same time the sixties was also the end of steam, with the demolition of the massive North Melbourne steam locomotive depot on January 20, 1961.^[16]

1965 saw the Victorian Railways produce at £193,727 surplus, but by 1973 it had turned into a $86,086,361 defecit. On July 20, 1976 the Laverton derailment occurred, killing one passenger, in is the last railway passenger fatility not involving a road vehicle.^[16] By the late seventies roadside goods and country railmotor services had been replaced by road transport, and branch lines outside the grain producing areas were now virtually non-existent.^[50]

New Deal

Train exiting the Melbourne underground loop.

The 1980s saw corporatisation of the Victorian Railways carried out, with the railway commissioners by VicRail and later government authorities. New liveries on trains were unveiled, as elderly red ratters were replaced by new trains.

1981 saw the Melbourne underground loop open in January, followed by the new air conditioned Comeng suburban trains and "N" type country passenger carriages in September the same year.^[16] Country services were also sped up under the New Deal by the closure of dozens of small wayside stations.

Country passenger services saw the last of the wooden bodied passenger cars withdrawn from service in 1986, replaced by new "H" set carriages. Trials were also carried out for further upgrades, with locomotive A85 re-geared for 160 km/h operation in a series of test runs between Glenorchy and Lubeck in the state's west in July 1986.^[53]

It was also the end of an era, with freight trains having their guards vans and guards abolished from 1985, and the carriage of livestock ended in 1986.^[16] The last run of the Spirit of Progress and Southern Aurora passenger trains were also made in 1986, on August 3rd.^[54] Working practices were also altered, with through working of C class locomotives introduced between Melbourne and Adelaide in 1982.^[40] Previously Victorian locos were detached at the state borders, and replaced by locomotives from the next state. New locomotive were also introduced, with the G class and N classes enabling the retirement of many of the 1st generation diesels.^[55]

Cuts continued to the rail network, with larger centralised silos in the north western area of the state, and replacement of traditional safeworking systems by systems that required no local staff saw further stations de-manned.^[50]

Privatisation

The 1990s saw costs further reduced on the rail network. Guards removed from passenger trains in 1989, and driver only suburban trains commenced running in 1993, the last suburban train crewed by a guard running in November 1995.^[42] In 1994 the National Rail Corporation was established, taking profitable steel, and intermodal traffics from V/Line;^[35] and the Melbourne to Adelaide standard gauge line was opened in 1995 moving the break of gauge.^[16]

Moves towards privatisation begun in 1997, when V/Line split into V/Line Passenger and V/Line Freight by Bayside Trains and Hillside Trains being split off from Public Transport Corporation in 1998.^[16] V/Line Freight was sold to Rail America, known as Freight Victoria in 1999, followed by National Express taking over over Bayside Trains and V/Line Passenger in 2000, and Connex Melbourne taking over Hillside Trains.

Today, the state consists of four networks: the electrified metropolitan system operated by Connex Melbourne, the country passenger network operated by V/Line, the standard gauge interstate lines to Adelaide and Sydney, and the grain network in the north west of the state, connected to the ports at Geelong and Portland.^[50]

By line

Melbourne lines

Australia's first railway was a 4 km Victorian broad gauge line between the Melbourne (or City) Terminus (on the site of modern day Flinders Street Station) and Sandridge (now Port Melbourne), constructed by the Melbourne and Hobson's Bay Railway Company and opened in September 1854. Today, Melbourne's suburban railway network consists of 16 electrified lines, the central City Loop subway, and 200 stations, with a total length of 372kms of the electrified lines, operated by Connex Melbourne under franchise to the Government of Victoria.

Gippsland lines

The line was extended to Bairnsdale as an extension of suburban lines between 1877 and 1888, and extended eastwards to Orbost in 1916.^[51] The line between Dandenong and Traralgon was electrified in 1954, but electrification was cut back progressively to Pakenham between 1987 and 2001. V/Line passenger trains now run as far as Bairnsdale.

South Gippsland lines

The South Gippsland railway line was opened from Dandenong to Cranbourne, Leongatha and Port Albert between 1888 and 1892.^[51] A number of branch lines were also built. Almost all the line was closed in stages between the early 1970s and 1994, part has since been electrified and re-opened as part of the suburban network, and the South Gippsland Tourist Railway operates heritage services between Nyora and Leongatha.

Albury-Wodonga line

The Albury-Wodonga line originated from a suburban line to Essendon in 1860, being extended to Wodonga by 1873, connecting with the New South Wales Government Railways at Albury at a break-of-gauge in 1883.^[51] A standard gauge track was completed parallel with the broad gauge track from Albury to Melbourne in 1962.^[40] V/Line services operate along the broad gauge line, while the Melbourne-Sydney Countrylink XPT runs on the standard gauge.

Shepparton line

A branch line was built from Mangalore to Shepparton in 1880 and extended to the New South Wales Government Railways at Tocumwal at a break-of-gauge in 1908.^[51] V/Line passenger service run as far as Shepparton.

Bendigo lines

The line from Spencer Street to Bendigo was completed in 1862. Extensions were opened to Echuca in 1864, and Swan Hill in 1890.^[51] Only these lines continue to see V/Line services, with other lines in the region only seeing freight traffic.

Ballarat lines

The first railway line from Melbourne to Ballarat was via Geelong, opening in 1862.^[4] The line was extended from Ballarat to Ararat between 1874 and 1875.^[51] It was not until 1889 that the direct line between Melbourne and Ballarat was opened, built from both ends in stages until they met at Ballan. Further branch lines followed to Portland and other western towns. The line formed the first interstate railway line in Australia, when it was extended to the the South Australian Railways at Serviceton in 1887. Up until the 1990s the Ballarat line was on the main route between Melbourne and Adelaide, as well as The Overland services to Adelaide, until the One Nation Program rerouted the main interstate line via Geelong and Maroona as standard gauge.^[1]

Geelong lines

The Geelong and Melbourne Railway Company opened a railway from Geelong to Newport in 1857, being extended to Spencer Street Station in 1859.^[4] The Geelong line was taken over by Victorian Railways in 1860 and a line was opened from Geelong to Ballarat in 1862.^[4] The line was later extended south-east from 1876, reaching Warrnambool and Port Fairy in 1890.^[4] Branch lines also existed to Queenscliff, Beech Forest, and a number of other towns.^[4]

Railway preservation

Victoria's tourist railways
Bellarine Railway
Daylesford Spa Country Railway
Mornington Railway
Puffing Billy Railway
Victorian Goldfields Railway
Walhalla Goldfields Railway
Yarra Valley Tourist Railway
Former tourist railways
South Gippsland Railway

Organised railway preservation commenced in Victoria with the formation of the Puffing Billy Preservation Society in 1955. Formed to operate the narrow gauge 2 ft 6 in (762 mm) gauge railway in the Dandenong Ranges near Melbourne, the group continues to operate the railway today.

The demise of the last of the steam locomotives in Victoria commenced in the 1960s, the Australian Railway Historical Society worked with the Victorian Railways to have a number of locomotives preserved for the future. A railway museum was established at North Williamstown to house static exhibits, and a number of locomotives were restored for use on special trains.

By the 1980s a number of heritage railways had been established in Victoria on closed branch lines. These railways serve both as tourist attractions, and to preserve the railway past. The work of railway preservation groups has since expanded to retired railway carriages, electric multiple units, rail motors, and diesel locomotives.

References

^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ John Hearsch (1 February 2007). "Victoria's Regional Railway Past, Present and Potential" (PDF). RTSA Regional Rail Symposium, Wagga Wagga. Retrieved 2008-02-08.
^ ^a ^b Andrew Waugh. "Somerton" (PDF). Victorian Station Histories. Retrieved 2008-02-08.
^ S.E. Doorman and R.G. Henderson (1979). Electric Railways of Victoria. Australian Electric Traction Society. p. page 91. ISBN 0 909459 06 1. {{cite book}}: |page= has extra text (help)
^ ^a ^b ^c ^d ^e ^f ^g "Geelong Line" (HTML). Rail Geelong. Marcus Wong. Retrieved 2008-02-05.
^ "Fyansford Line" (HTML). Rail Geelong. Marcus Wong. Retrieved 2008-02-08.
^ "Geelong Tunnel" (HTML). Rail Geelong. Marcus Wong. Retrieved 2008-02-08.
^ "Bendigo Line" (HTML). Vicsig Lineguides. Retrieved 2008-02-08.
^ ^a ^b "The Railway Top 20!" (PDF). Royal Historical Society of Victoria. Retrieved 2008-02-05.
^ ^a ^b "Addenda" (PDF). V/Line Network Service Plan. V/Line Regional Network and Access. Retrieved 2007-09-10. {{cite web}}: External link in |work= (help)
^ ^a ^b ^c ^d "Network Operating Requirements" (PDF). V/Line Network Service Plan. V/Line Regional Network and Access. Retrieved 2007-09-10. {{cite web}}: External link in |work= (help)
^ "Standardisation of Railway Gauges" (HTML). Year Book Australia, 1967. Australian Bureau of Statistics. 25/01/1967. Retrieved 2008-02-08. {{cite web}}: Check date values in: |date= (help)
^ Mark Bau. "RAILWAY MAP VICTORIAN LINES" (PDF). Retrieved 2005-10-01.
^ ^a ^b Victorian Auditor General (August 2006). "Rail Gauge Standardisation Project" (HTML). Victorian Auditor General's Office. Retrieved 2008-02-08.
^ ^a ^b ^c ^d ^e ^f Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page x. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)
^ ^a ^b Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 39. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)
^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y "VR timeline" (HTML). http://www.victorianrailways.net/. Mark Bau. Retrieved 2008-02-05. {{cite web}}: External link in |work= (help)
^ ^a ^b ^c Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 62. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)
^ Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 64. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)
^ Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 66. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)
^ S.E. Doorman and R.G. Henderson (1979). Electric Railways of Victoria. Australian Electric Traction Society. p. page 20. ISBN 0 909459 06 1. {{cite book}}: |page= has extra text (help)
^ Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 89. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)
^ "Safeworking in Victoria" (HTML). Vicsig. Retrieved 2008-02-08.
^ ^a ^b ^c ^d ^e ^f Mark Bau. "Four wheeled open wagons of the Victorian Railways". Notes from the Victorian Model Railway Society Prototype Modellers Meet 2007.
^ ^a ^b ^c ^d ^e ^f ^g Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. p. page 3. ISBN 0 949817 76 7. {{cite book}}: |page= has extra text (help)
^ ^a ^b Examination of all classes in VicRail Public Relations (1981). Power Parade. ISBN 0 7241 3323 2.
^ ^a ^b ^c ^d Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. p. page 2. ISBN 0 949817 76 7. {{cite book}}: |page= has extra text (help)
^ "What to see - H220". ARHS Railway Museum. Retrieved 2008-02-05.
^ ^a ^b "VR - V/Line - VLP/ FA Locomotives" (HTML). Locopage. Retrieved 2008-02-05.
^ Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. p. page 12. ISBN 0 949817 76 7. {{cite book}}: |page= has extra text (help)
^ "Mainline Locomotives" (HTML). Chicago Freight Car Leasing Australia. Retrieved 2008-02-05.
^ ^a ^b ^c ^d ^e "Victorian Railways - Loco hauled Passenger Carriages" (HTML). Peter J. Vincent's Website. Retrieved 2008-02-08.
^ "V&SAR Joint Stock Sleeping Cars" (HTML). Peter J. Vincent's Website. Retrieved 2008-02-08.
^ Mark Bau. "AE 1st class wooden compartment pass. cars" (HTML). Retrieved 2008-02-08.
^ ^a ^b ^c "ARHS Railway Museum: History 1900 - 1950" (HTML). ARHS Railway Museum. Retrieved 2008-02-05.
^ ^a ^b ^c ^d Norm Bray and Peter J Vincent (2006). Bogie Freight Wagons of Victoria. Brief History Books. ISBN 0 9775056 0 X.
^ ^a ^b "V/Line Freight Rollingstock Fleet - 1 July 1987". Newsrail. 15 (10). Australian Railway Historical Society (Victorian Division): page 303. 1987. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)
^ ^a ^b ^c Peter Foote (1987). "V/Line Grain Handling". Newsrail. 15 (10). Australian Railway Historical Society (Victorian Division): pages 292 - 297. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)
^ "Goodbye to Victorian Louver Vans" (HTML). Railpage Australia forums. Retrieved 2008-02-08.
^ ^a ^b ^c "ARHS Railway Museum: Victoria 1839 - 1900" (HTML). ARHS Railway Museum. Retrieved 2008-02-05. Cite error: The named reference "arhs1" was defined multiple times with different content (see the help page).
^ ^a ^b ^c ^d ^e ^f ^g ^h "ARHS Railway Museum: Victoria 1950 - now" (HTML). ARHS Railway Museum. Retrieved 2008-02-05.
^ Philip Hopkins (2004-07-19). "End of the line for West Coast Rail". The Age. Retrieved 2008-02-05.
^ ^a ^b "ARTC History" (HTML). Australian Rail Track Corporation. Retrieved 2008-02-05.
^ "V/Line Background" (HTML). V/Line. Retrieved 2008-02-05.
^ "Toll sells rail lease". Canberra Times. 2 November 2006. p. 17.
^ "RAIL BUY BACK DEAL COMPLETE" (HTML). MINISTER FOR PUBLIC TRANSPORT (Media Release). May 7, 2007. Retrieved 2008-02-05.
^ "Pacific National to sell or close rail freight business". ABC News website. December 12, 2007. Retrieved 2007-12-17.
^ "Asciano delivers grain haulage shock to farmers". Herald and Weekly Times website. December 12, 2007. Retrieved 2007-12-17.
^ "Loco Lines" (PDF). Newsletter for Locomotive Enginemen of the Rail, Tram & Bus Union – Victoria. May 2007. Retrieved 2007-12-17.
^ "Freight Australia Exiting". Railpage Australia forums. December 12, 2007. Retrieved 2007-12-17.
^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k "Victorian Railway Maps 1860 - 2000" (HTML). Victorian Railways Resources. Andrew Waugh. Retrieved 2008-02-05.
^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Sid Brown (1990). "Tracks Across the State". Newsrail. 18 (3). Australian Railway Historical Society (Victorian Division): pages 71-76. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)
^ Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). ISBN 978 1 92089 250 0.
^ "News". Newsrail. 14 (9). Australian Railway Historical Society (Victorian Division): pages 24-27. 1986. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)
^ G. Carmichael (1986). "Aurora and Spirt of Progress depart". Newsrail. 14 (9). Australian Railway Heritage Society. {{cite journal}}: Unknown parameter |month= ignored (help)
^ Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. ISBN 0 949817 76 7.

External links

History:

Mark Bau's Victorian Railways - History of rolling stock, locomotives, and signalling
Peter J. Vincent - History of rolling stock and wagons of the Victorian Railways
Victorian Railways Resources - Network maps and analysis at ten year intervals, and histories of stations
Signal Diagrams - Digitised copies of Victorian Railways and V/Line signalling diagrams
Rail Geelong - History of the railways of the Geelong region

Today:

Victorian Railway Stations - photographs of stations of the Victorian network
Vicsig - Information on present infrastructure, operations, signalling, and locomotives
V/Linecars - V/Line carriages and operations website

[rtsa-1] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ John Hearsch (1 February 2007). "Victoria's Regional Railway Past, Present and Potential" (PDF). RTSA Regional Rail Symposium, Wagga Wagga. Retrieved 2008-02-08.

[somerton-2] Andrew Waugh. "Somerton" (PDF). Victorian Station Histories. Retrieved 2008-02-08.

[elect91-3] S.E. Doorman and R.G. Henderson (1979). Electric Railways of Victoria. Australian Electric Traction Society. p. page 91. ISBN 0 909459 06 1. {{cite book}}: |page= has extra text (help)

[rg-4] ^ ^a ^b ^c ^d ^e ^f ^g "Geelong Line" (HTML). Rail Geelong. Marcus Wong. Retrieved 2008-02-05.

[5] "Fyansford Line" (HTML). Rail Geelong. Marcus Wong. Retrieved 2008-02-08.

[6] "Geelong Tunnel" (HTML). Rail Geelong. Marcus Wong. Retrieved 2008-02-08.

[7] "Bendigo Line" (HTML). Vicsig Lineguides. Retrieved 2008-02-08.

[hisvic-8] "The Railway Top 20!" (PDF). Royal Historical Society of Victoria. Retrieved 2008-02-05.

[vlpnspaddenda-9] "Addenda" (PDF). V/Line Network Service Plan. V/Line Regional Network and Access. Retrieved 2007-09-10. {{cite web}}: External link in |work= (help)

[vlpnspnoc-10] "Network Operating Requirements" (PDF). V/Line Network Service Plan. V/Line Regional Network and Access. Retrieved 2007-09-10. {{cite web}}: External link in |work= (help)

[11] "Standardisation of Railway Gauges" (HTML). Year Book Australia, 1967. Australian Bureau of Statistics. 25/01/1967. Retrieved 2008-02-08. {{cite web}}: Check date values in: |date= (help)

[vrmap-12] Mark Bau. "RAILWAY MAP VICTORIAN LINES" (PDF). Retrieved 2005-10-01.

[agrg-13] Victorian Auditor General (August 2006). "Rail Gauge Standardisation Project" (HTML). Victorian Auditor General's Office. Retrieved 2008-02-08.

[sigx-14] ^ ^a ^b ^c ^d ^e ^f Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page x. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)

[sig39-15] Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 39. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)

[vrhist-16] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y "VR timeline" (HTML). http://www.victorianrailways.net/. Mark Bau. Retrieved 2008-02-05. {{cite web}}: External link in |work= (help)

[sig62-17] Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 62. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)

[sig64-18] Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 64. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)

[sig66-19] Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 66. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)

[elect20-20] S.E. Doorman and R.G. Henderson (1979). Electric Railways of Victoria. Australian Electric Traction Society. p. page 20. ISBN 0 909459 06 1. {{cite book}}: |page= has extra text (help)

[sig89-21] Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). p. page 89. ISBN 978 1 92089 250 0. {{cite book}}: |page= has extra text (help)

[22] "Safeworking in Victoria" (HTML). Vicsig. Retrieved 2008-02-08.

[wagons-23] ^ ^a ^b ^c ^d ^e ^f Mark Bau. "Four wheeled open wagons of the Victorian Railways". Notes from the Victorian Model Railway Society Prototype Modellers Meet 2007.

[railmac3-24] ^ ^a ^b ^c ^d ^e ^f ^g Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. p. page 3. ISBN 0 949817 76 7. {{cite book}}: |page= has extra text (help)

[power=parade-25] Examination of all classes in VicRail Public Relations (1981). Power Parade. ISBN 0 7241 3323 2.

[railmac2-26] Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. p. page 2. ISBN 0 949817 76 7. {{cite book}}: |page= has extra text (help)

[arhs-27] "What to see - H220". ARHS Railway Museum. Retrieved 2008-02-05.

[locopage-28] "VR - V/Line - VLP/ FA Locomotives" (HTML). Locopage. Retrieved 2008-02-05.

[railmac12-29] Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. p. page 12. ISBN 0 949817 76 7. {{cite book}}: |page= has extra text (help)

[cfcla-30] "Mainline Locomotives" (HTML). Chicago Freight Car Leasing Australia. Retrieved 2008-02-05.

[pjvover-31] "Victorian Railways - Loco hauled Passenger Carriages" (HTML). Peter J. Vincent's Website. Retrieved 2008-02-08.

[32] "V&SAR Joint Stock Sleeping Cars" (HTML). Peter J. Vincent's Website. Retrieved 2008-02-08.

[33] Mark Bau. "AE 1st class wooden compartment pass. cars" (HTML). Retrieved 2008-02-08.

[arhs2-34] "ARHS Railway Museum: History 1900 - 1950" (HTML). ARHS Railway Museum. Retrieved 2008-02-05.

[bogie-35] Norm Bray and Peter J Vincent (2006). Bogie Freight Wagons of Victoria. Brief History Books. ISBN 0 9775056 0 X.

[newsrail-wagon-36] "V/Line Freight Rollingstock Fleet - 1 July 1987". Newsrail. 15 (10). Australian Railway Historical Society (Victorian Division): page 303. 1987. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)

[newsrails-grain-37] Peter Foote (1987). "V/Line Grain Handling". Newsrail. 15 (10). Australian Railway Historical Society (Victorian Division): pages 292 - 297. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)

[38] "Goodbye to Victorian Louver Vans" (HTML). Railpage Australia forums. Retrieved 2008-02-08.

[arhs1-39] "ARHS Railway Museum: Victoria 1839 - 1900" (HTML). ARHS Railway Museum. Retrieved 2008-02-05. Cite error: The named reference "arhs1" was defined multiple times with different content (see the help page).

[arhs3-40] ^ ^a ^b ^c ^d ^e ^f ^g ^h "ARHS Railway Museum: Victoria 1950 - now" (HTML). ARHS Railway Museum. Retrieved 2008-02-05.

[Age-41] Philip Hopkins (2004-07-19). "End of the line for West Coast Rail". The Age. Retrieved 2008-02-05.

[artc-42] "ARTC History" (HTML). Australian Rail Track Corporation. Retrieved 2008-02-05.

[background-43] "V/Line Background" (HTML). V/Line. Retrieved 2008-02-05.

[44] "Toll sells rail lease". Canberra Times. 2 November 2006. p. 17.

[45] "RAIL BUY BACK DEAL COMPLETE" (HTML). MINISTER FOR PUBLIC TRANSPORT (Media Release). May 7, 2007. Retrieved 2008-02-05.

[46] "Pacific National to sell or close rail freight business". ABC News website. December 12, 2007. Retrieved 2007-12-17.

[47] "Asciano delivers grain haulage shock to farmers". Herald and Weekly Times website. December 12, 2007. Retrieved 2007-12-17.

[48] "Loco Lines" (PDF). Newsletter for Locomotive Enginemen of the Rail, Tram & Bus Union – Victoria. May 2007. Retrieved 2007-12-17.

[49] "Freight Australia Exiting". Railpage Australia forums. December 12, 2007. Retrieved 2007-12-17.

[awaugh-50] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k "Victorian Railway Maps 1860 - 2000" (HTML). Victorian Railways Resources. Andrew Waugh. Retrieved 2008-02-05.

[newsrail-line-51] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Sid Brown (1990). "Tracks Across the State". Newsrail. 18 (3). Australian Railway Historical Society (Victorian Division): pages 71-76. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)

[sig-52] Fisher, Peter (2007). Victorian Signalling: by Accident or Design?. Australian Railway Historical Society (Victorian Division). ISBN 978 1 92089 250 0.

[newsrails86-53] "News". Newsrail. 14 (9). Australian Railway Historical Society (Victorian Division): pages 24-27. 1986. {{cite journal}}: |pages= has extra text (help); Unknown parameter |month= ignored (help)

[newsrails86sp-54] G. Carmichael (1986). "Aurora and Spirt of Progress depart". Newsrail. 14 (9). Australian Railway Heritage Society. {{cite journal}}: Unknown parameter |month= ignored (help)

[railmac-55] Railmac Publications (1992). Australian Fleetbooks: V/Line locomotives. Kitchner Press. ISBN 0 949817 76 7.

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v t e Rail transport in Australia
By state/territory	New South Wales Northern Territory Victoria Queensland South Australia Western Australia Tasmania
By capital	Sydney Melbourne Brisbane and South East Queensland Adelaide Perth
Stations	Sydney and New South Wales Sydney Trains Sydney Metro Melbourne and Victoria Brisbane and South East Queensland Adelaide Perth and Western Australia
Related articles	History Narrow-gauge Rail gauge High-speed rail (High Speed Rail Authority) Signalling Railway companies Former companies Former government authorities National Faster Rail Agency