Near collision with road vehicle at level crossing, involving train 0348, Wallan, Victoria, on 25 April 2026

The occurrence

Background

On 25 April 2026, at about 1415, Southern Shorthaul Rail (SSR) train 0348, consisting of 2 locomotives, left Kilmore East on the V/Line broad gauge line to travel to Tottenham Yard, Melbourne (Figure 1).

Figure 1: Location of occurrence

The signal passed at danger (SPAD)

The status of signals and the movement of trains were captured by a signalling system event recorder. The signalling system playback showed that the train approached Wallan¹ at about 1427 and received a yellow aspect (caution indication) at distant signal 7 (Figure 2).² Signal 7 was at caution because a train ahead was in the Wallan to Craigieburn section. The train passed signal 7 at about 49 km/h at 1428 and then approached home signal 6, which showed a red aspect (stop indication). Signal 6 was located about 1 km from signal 7. The driver slowed the train to about 15 km/h on the approach to signal 6. 

Figure 2: Signalling system playback at 1427 showing signal 7 at caution

The driver received a green aspect (proceed indication) on signal 6 at about 1430 (Figure 3) and proceeded past the signal towards Wallan station.

Figure 3: Signalling system playback at 1430 showing signal 6 at proceed

On passing through Wallan station at about 1431 the driver sighted home signal 4 showing a red aspect (stop indication). In response, they made a brake application and sounded the train horn. The train was about 150 m from signal 4 and travelling at about 85 km/h when train braking was applied. About 7 s later the train passed signal 4 at stop and proceeded towards the Wallan–Whittlesea Road level crossing (Figure 4). The crossing was about 90 m past signal 4.

Figure 4: Train 0348 proceeding towards Wallan–Whittlesea Road level crossing

Near collision with road vehicle

The Wallan–Whittlesea Road level crossing was equipped with flashing lights, bells and boom barriers. The crossing lights started to flash about 1 s after train 0348 was detected having passed signal 4. CCTV showed a road vehicle entering the level crossing, travelling from east to west, at about the same time as the level crossing lights started to flash (Figure 4).

The train entered the level crossing about 4 s after passing signal 4. The road vehicle had travelled about 15 m past the crossing when the train entered the crossing (Figure 5). The boom barriers remained raised as both the road vehicle and train passed through the crossing. 

Figure 5: Train 0348 enters Wallan–Whittlesea Road level crossing

Train 0348 came to a stop about 270 m on the Melbourne side of the level crossing and the road vehicle continued in a westerly direction. At about 1432, the train driver made a radio call to the V/Line train control centre (Centrol) to report the incident.

Context

Infrastructure

The near collision incident occurred near Wallan railway station, about 44 km north of Melbourne. Rail infrastructure through the location consisted of 2 adjacent broad gauge unidirectional lines and standard gauge lines to their east (Figure 6). The broad gauge track was managed by V/Line, and the standard gauge track by the Australian Rail Track Corporation (ARTC). When signals were at proceed, the maximum permitted speed for train 0348 through Wallan railway station and the level crossing was 100 km/h.

Figure 6: Rail infrastructure from Wallan railway station to the level crossing

The level crossing at the Wallan–Whittlesea Road was located about 150 m south of Wallan railway station. The road, managed by the Victorian Department of Transport and Planning, crossed the 2 V/Line tracks and a single ARTC track. It consisted of single carriageways in eastbound and westbound directions. The crossing was about 33 m between the stop lines for road vehicles. 

The protection equipment at the level crossing for road vehicles consisted of boom barriers, flashing lights, warning bells and warning signage on each side of the crossing (Figure 7). Active advance warning signs were fitted at the level crossing on the side of the road, about 150 m prior to the crossing on each approach. V/Line was responsible for the level crossing control equipment for trains on the broad gauge tracks.

Figure 7: Wallan–Whittlesea Road level crossing, looking west

Signalling system

A 2-aspect block signalling system³ was in place for train operations on the V/Line network between Kilmore East and Craigieburn. Signals at Wallan changed automatically depending on the occupation of sections of the track by trains, without intervention of train control or a signaller. The signalling system at Wallan used axle counter equipment to detect the location of trains and was not fitted with any type of automatic train protection.

Signal 7 at Wallan was a ‘distant signal’ and could display either a yellow or green light. If the signal displayed a yellow light, as was the case for train 0348, the train was required ‘to be slowed to a precautionary speed to allow the train to be safely stopped at any home signal applicable to the same line at the location that may display stop’.⁴

The home signals at Wallan (signals 4 and 6) could each display a stop indication (red light) or a proceed indication (green light).

The train and crew

SSR train 0348 comprised 2 coupled locomotives, operated by a crew of 2 SSR drivers. SSR was a business unit of Consolidated Rail Holdings Pty Ltd (Holdco). The leading locomotive was B80 and the trailing locomotive was P12 (Figure 8).

Figure 8: Train 0348 passing through Wallan–Whittlesea Road level crossing

Locomotive B80 was fitted with a Hasler electro-mechanical strip chart recorder that recorded information associated with the movement of the train. The locomotive was also equipped with a train radio that recorded the train’s speed and position using a global positioning system. The train lights and horn were functioning as it passed through the level crossing.

Recent other SPAD at Wallan

Another SPAD occurred at Wallan on 11 April 2026, involving freight train 9342 operated by Qube Logistics. In this instance, the train passed signal 4 (which was at stop) but was stopped by its driver before entering the Wallan–Whittlesea Road level crossing. 

Further investigation

To date, the following activities have been undertaken:

• inspections of the incident site
• examination of signalling system and train event recorder data
• review of recorded communications between involved parties
• interviews with involved parties.

The investigation is continuing and will include further review and analysis of factors potentially related to:

• train operations
• signalling systems at Wallan
• level crossing protection following a signal passed at danger. 

A final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the investigation, relevant parties will be immediately notified so appropriate and timely safety action can be taken. Some of the information in this report may be refined as the investigation progresses. 

A final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the investigation, relevant parties will be immediately notified so appropriate and timely safety action can be taken. Some of the information in this report may be refined as the investigation progresses. 

Rail safety investigations in Victoria  Rail safety investigations in Victoria are conducted by the Office of the Chief Investigator (OCI) in accordance with a collaboration agreement with the ATSB. OCI is the operational office of the Chief Investigator, Transport Safety, a statutory position established in the Transport Integration Act 2010 (Vic) to provide independent, no-blame investigation of transport safety matters in Victoria.  Under the collaboration agreement with the ATSB, OCI staff exercise powers and perform functions under the Transport Safety Investigation Act 2003 (Cth), and reports are approved for release under the TSI Act by the ATSB Commission. Purpose of safety investigations The objective of an ATSB safety investigation is to improve transport safety through: identifying safety issues for action by organisations with the responsibility for managing that safety risk influencing safety action through engaging with stakeholders, communicating findings, and fostering awareness of safety issues and concerns.  In accordance with the TSI Act, the ATSB does not investigate for the purpose of taking administrative, regulatory or criminal action, and cannot apportion blame, assist in determining liability, or, as a general rule, assist in court proceedings.  About ATSB reports ATSB safety investigation reports are developed in accordance with ATSB procedures and guidelines, and with regard to applicable international standards and instruments. Reports must include factual material of sufficient weight to support the investigation’s analysis and findings. At all times the ATSB endeavours to balance the use of material that could imply adverse comment with the need to properly explain what happened, and why, in a fair and unbiased manner. An explanation of terminology used in ATSB investigation reports is available here.   Publishing information Released in accordance with section 25 of the Transport Safety Investigation Act 2003 Published by: Australian Transport Safety Bureau © Commonwealth of Australia 2026 Ownership of intellectual property rights in this publication Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this report publication is owned by the Commonwealth of Australia. Creative Commons licence With the exception of the Commonwealth Coat of Arms, ATSB logo, and photos and graphics in which a third party holds copyright, this report is licensed under a Creative Commons Attribution 4.0 International licence. The CC BY 4.0 licence enables you to distribute, remix, adapt, and build upon our material in any medium or format, so long as attribution is given to the Australian Transport Safety Bureau.  Copyright in material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you wish to use their material, you will need to contact them directly.

1. ^    Wallan is located on the lands of the Taungurung people, who are part of the Kulin Nation.
2. ^    When the driver observes a distant signal at caution, the train must be slowed to a precautionary speed to allow the train to be safely stopped at any home signal applicable to the same line at that location that may display stop. 
3. ^    A system of train operation designed to prevent more than one train being in the block section at any one time.
4. ^     1994 Book of rules and operating procedures, Section 2 Fixed signals. Revision 7.