Some History

The line was originally operated under a combination of Absolute and Permissive Block systems. Under Permissive Block trains worked according to schedules in Working Timetables (WTTs) and extra Train Notices. Crossing and proceed Orders could be issued by stationmasters to vary the running and guards and SMs recorded movement times in books at stations and sidings. Trains were permitted to follow preceding trains into a section after a fixed time delay, which inevitably resulted in following trains colliding with disabled or slow running movements from time to time. Absolute Block used electric telegraph signals to ensure a train had sole occupancy of a section of track and was therefore more reliable, but less flexible.

The introduction of the electric staff system automated the absolute block process. The section between Mt Barker Junction and Strathalbyn (originally worked by Absolute Block) was converted to Electric Staff working in July 1912 and on to Victor by June 1914. Staff instruments were installed at Mt Barker Junction, Mt Barker, Bugle Ranges, Strathalbyn, Finniss, Goolwa Junction, Pt Elliot and Victor Harbor. Staff drawer locks were installed at Sandergrove, Gilberts, Currency Creek and Middleton to control switches to sidings. However, staff still needed to be in attendance at block stations, which was inappropriate on a such a lightly trafficked branch line.

Train Order working (now known as Train Authority working), which allowed unattended working, was introduced widely in SA following the arrival of the US born Commissioner W.A.Webb. A centrally located Train Controller (US terminology "despatcher") was made responsible for issuing train movement orders to SMs (US: "agents") or directly to crews by telephone. The Victor line was the first to use the system from the 22nd Nov 1926 and is the method used by SteamRanger today. Train order signals were installed at Mt Barker Junction, Littlehampton, Mt Barker, Bugle Ranges, Strathalbyn, Finniss, Goolwa and Pt Elliot to indicate to train crews that a new order should be collected. Although most were later removed by the SAR, SteamRanger has recommissioned the TO signals at Mt Barker and Strathalbyn as heritage items.

SteamRanger Safeworking Procedures

All SteamRanger rail operations are carried out in accordance with the national Code of Practice for the Defined Interstate Rail Network and a specific SteamRanger Addendum. which elaborates on procedures applicable to the SteamRanger Tourist railway

All operating volunteers; loco crews, guards, shunters, track workers and Station Masters are trained and periodically examined in these procedures.

Trains normally operate under the authority of a paper based Train Authority issued by a rostered volunteer designated (for a particular period) as the SteamRanger Train Controller by the SteamRanger Operations Manager. During his period of duty the Train Controller maintains a record of all movements on the track and issues Train Authorities to crews, station masters and track workers by telephone. Recipients are required to confirm arrivals and departures at designated points. The Train Controller also issues authorities to work gangs to carry out work at specified locations on the track and advises them of any conflicting train movements.

Fixed Signals

At its busiest period, the Victor Harbor line had a comprehensive fit of lineside signals including signal boxes at even some minor stations such as Bugle Ranges. Most of the fixed signals along the line have now been removed; the remaining signals are listed in the following table.

Main Line Switches

In the absence of signal cabins and interlocked yards, access to the main line at stations and sidings is generally controlled by security locked points stand indicators which display a green arrow if the switch is set for the main line and a red dumb-bell otherwise. Locomotives may normally proceed past these points at a maximum of 30km/h.

At Goolwa Depot the facing switches into the depot and triangle are controlled by bolt locked indicator switch stands which positively confirm that the main line switches are positively engaged and permit higher speed running on the main line.

Diverging tracks within depots and yards are interconnected with cheese knob switches or spring levers as appropriate.

Road Crossing Protection

The railway has 76 individual road or farmer's access crossings between Mt Barker Junction and Victor Harbor. Most are protected by either conventional Dept of Transport STOP or triangular RAIL CROSSING signs.

13 crossings are protected by active warning devices. For reliability, the control circuits are powered by heavy duty batteries at each location, trickle charged from the AC mains. The following table shows their locations. They are tested weekly by the SteamRanger S&C or track maintenance teams. An indicator light facing the track confirms their operation to approaching loco crews.

Unless noted otherwise in the table, all crossings are protected with flashing lights and gongs (FLG), automatically activated by conductive track circuits for trains travelling in both directions. The control circuits are activated by the oncoming train completing an electrical circuit between the running rails and as the installations age they become susceptable to faults due to mechanical failure, electrical breakdown or vandalism and require ongoing maintenance. The Wellington Rd crossing at 56.8km uses a reactive "road traffic light" type of detector in an attempt to reduce locally rampant vandalism.

The unique Cameron Rd crossing device is the last example in the State of a "wig wag" warning device using a mechanical arm swinging backwards and forwards.

The devices adjacent to Strathalbyn station are automatically activated for trains approaching the station, but are set in operation from a push button on the station platform for departing trains in order not to inconvenience road users when trains are standing in the station. A conventional searchlight signal indicates to "up" trains that the High Street crossing device has been activated.

Communications and Station Public Address

At the line's busiest period, each station along the line was connected to each other and to the train controller in Adelaide by open wire pole mounted telephone lines.

Most stations had two polished wooden encased instruments. One was dedicated to communications with the Train Controller in Adelaide and used to receive Train Orders and report train movements. The other was a "Party Line" phone for less formal communications with other stations on the line. Stations were called by vigorously winding the calling handle on the side in short and long bursts corresponding to the allocated code of the called location (for example LONG - SHORT - LONG). Some historic party line telephone handsets have been retained at stations as non operational historical exhibits.

The telephone line was substantially vandalised and removed prior to SteamRanger commencing operations and has now been entirely removed, save for a short circuit connecting Mt Barker Station to Mt Barker Depot and extending towards Littlehampton. This operates in the traditional party-line manner.

Communication with trains is now established using the public mobile cellular telephone network.

Mt Barker, Goolwa and Victor Harbor stations are connected to the Telstra fixed line network with calls diverted to SteamRanger's central booking office when they are unattended. Public address systems have been installed at each of these stations to provide visitors with train running information.

Other Railways' Signalling

For those interested in the broad topic of signalling on historic railways, here are some links to some interesting Australian and UK sites.

• Victorian Railways - signalling, safeworking and crossing protection
• Diamond Valley Railway, Victoria
• The Signal Box - BR Signalling
• Bluebell Railway, UK
• Severn Valley Railway
• Kidderminster Railway Museum, UK (and click on "Signalling Weekends")
• Crewe Heritage Centre feature on Exeter West box restoration, UK
• Midland Railway Centre, UK
• Railtrack network at Derby and Burton on Trent, UK
• Lynton and Barnstaple Railway, UK

If readers know of other interesting signalling sites, please email us and we will include them

Becoming Involved

Most of the equipment described above is maintained by a group of volunteers from within the Track team. Additional volunteers with a liking for outdoor work and an interest in signalling and communications systems wil be warmly welcomed.

SteamRanger runs a fare concession scheme as an incentive to volunteers who put in many hours of dedicated effort. Look here for details

Current Activities

The following report from the S&T Manager highlights some of the tasks that have been undertaken so far this year.