a revenue railway in the southern hemisphere, and is the only wooden bridge still in use on a revenue railway in Melbourne. Apart from the first section of the line, there are numerous level crossings, plus a number of private driveway crossings between Diamond Creek and Hurstbridge (and two little-used public roads) that have only passive protection (no operating lights or bells). The line also crosses a number of roads using bridges. Infrastructure Due to constraints imposed by geography and lack of government investment, Hurstbridge line is both notable and notorious for having several parts of single rail track along the section between Greensborough and Hurstbridge. Both Eltham and Diamond Creek stations have two platforms, which provide places at which trains can pass. This section of unduplicated track includes a timber trestle bridge near Eltham station that has heritage protection. The bridge has a speed limit. These single-track sections create bottlenecks at which trains must often wait for up to 10 minutes for an oncoming train before proceeding. Most of this section had earthworks done during the 1970s to allow for a second track, including abutments for bridges. The only places where space for track duplication has not been provided are a cutting on the down side of Montmorency station (though the section under the road bridge crossing the cutting has been widened), the wooden trestle near Eltham station, and a short cutting on the down side of Wattle Glen station. Until early 2013, the Hurstbridge line was the last electrified railway in Melbourne to use a token system of safeworking. The Greensborough to Eltham section was controlled by the miniature electric staff system, and Eltham to Hurstbridge section by the staff and ticket system. If required, the latter section could be divided into two at Diamond Creek, to allow trains to cross at that station. In conjunction with these systems, trains through Greensborough, Eltham and Hurstbridge stations continued to be controlled by some semaphore signals. In the first few months of 2013, the staff systems and semaphore signals were replaced by electronic three-position coloured light signalling, controlled remotely from Epping. The Greensborough-Diamond Creek section was converted on 3 February 2013, and the Diamond Creek-Hurstbridge section was converted on 22 March 2013. Intermediate terminating facilities for trains are provided at Victoria Park (normally used only for trains being stabled there), Heidelberg (used by a handful of peak services), Macleod, and