Originally each State developed and ran their own railways and this resulted in a range of railway line gauge widths. There were narrow lines in Queensland, Western Australia, Tasmania and parts of South Australia and the Northern Territory; broad gauge in Victoria and South Australia, and standard gauge for the railways run by New South Wales and the Commonwealth Railways running across the Nullarbor.
This necessitated change of wagons for all freight at such places as Albury on the New South Wales and Victorian border, Brisbane, Port Augusta, Kalgoorlie and numerous other interstate rail junctions.
It wasn't until 1961 that standard gauge ran through from Albury to Melbourne. A few years later it was similarly introduced on lines from Broken Hill to Adelaide and Kalgoorlie to Perth. Today, one can traverse the country by train from Brisbane to Perth on standard gauge, and even use some coal lines in Queensland.
Passengers can also travel through the centre, north to south, on the recently-completed standard gauge Ghan from Adelaide to Darwin.
A second major change from the State Railway system has been the development of Railway Companies where the railways have steadily become privatised. In recent times, we have witnessed some railway companies fall by the wayside, others start up, some merges and a few expand their rail business.
On any number of trains anywhere in Australia on this national standard gauge network, one can witness the diverse nature of the railway company growth by the various railway company locomotive liveries that decorate the diesels.
This in turn illustrates a third major change in railway operations in Australia. The leasing of locomotives has become a huge factor in providing the power units to enable these railway companies to run their trains.
The resulting higgledy-piggeldy look of trains sporting five diesels with different liveries is now a common feature of Australian railways.
This raises the question of the range of options this has brought to the locomotive driver, the rosters he is required to work and in turn how this affects his family life and well-being.
Originally, under the State Rail systems, the locomotive driver had a very comfortable and satisfying career that would see him through to retirement. This gave the driver and his family security.
A locomotive engineman initiated his career as a trainee engineman in the Roundhouse, followed by Acting Fireman's School, eventually leading to an appointment as a Fireman. Acting Driver's School was next with an aim of being appointed a Driver. This process took up to twelve years.
The final promotion was that of Salaried Driver and in each situation, to fast-track appointments, the engineman could transfer to depots of less favour and gain an appointment in places such as some in remote country areas, and therefore jump seniority. Such enterprising opportunities could see an engineman gain his Driver's appointment in around half the normal time.
Once private companies took over freight trains this entire system was revamped into 'enterprise bargaining situations' where 'train driver training' became privatised. The slow progress of career advancement and job security disappeared overnight. So too did the security.
Should a railway company have a train to run, the locomotive engineman had a job. Moreover, should a railway company lose a major contract, the locomotive engineman also lost his contract. The idea of you having an experienced engineman of twenty years in the locomotive cabin when your family travelled on the train had vanished.
Disappeared also was a career and considerable prestige to a man who loved the beasts of the iron road; instead the jobs could go to someone who did a training course and negotiated a contract. Enginemen were hauled into the twenty-first century kicking and screaming.
The locomotive engineman, once a man of considerable aplomb with security for himself and his wife and family had become another statistic on the chopping block of a company contract. For those of the old school this has been a hard blow to take. The experienced railwaymen have felt much dissatisfaction and alarm for themselves and their families that once knew security and certainty.