1.
Beyer, Peacock and Company
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Beyer, Peacock and Company was an English railway Locomotive manufacturer with a factory in Gorton, Manchester. Founded by Charles Beyer, Richard Peacock and Henry Robertson, it traded from 1854 until 1966 and it received limited liability in 1902, becoming Beyer, Peacock and Company Limited. In 1854, the German born Charles Beyer resigned as engineer at Atlas works. It was Beyer that was responsible for success of production at Atlas. He had trained under the guidance of the inventor of cotton mill machinery. Richard Peacock resigned from his position as engineer of the Manchester, Sheffield. Confident in his ability to secure orders to build locomotives, Beyer’s resignation presented Peacock with a partnership opportunity. However, this was not a company and all partners were liable for debts should the business fail, in a mid-Victorian economic climate of boom and bust. Beyer could raise £9,524 and Peacock £5,500, Beyer and Peacock were founder members of the Institution of Mechanical Engineers. Unfortunately, Geach died, the loan was recalled and the project nearly died. To the rescue came Thomas Brassey who persuaded Henry Robertson to provide a £4,000 loan in return for being the third partner, Beyer appointed and worked closely with Hermann Ludwig Lange, in 1861. A native of his town, Plauen, Saxony, Langer trained as an engineer in Germany, became chief draughtsman in 1865. Four New South Wales Government Railways AD60 Class Beyer-Garratt Patent locomotives are preserved being the most powerful locomotives in the southern hemisphere when introduced. Gorton Foundry was on the side of the railway line to the Manchester, Sheffield. Between 1855 and 1966, the company built nearly 8,000 railway locomotives, several of their 1874-built steam locomotives for the Isle of Man Railway remain in daily use. A Gorton-built South African Railways GL class Beyer-Garratt locomotive is on display in the Museum of Science, in addition to building steam locomotives, Beyer, Peacock & Co. The foundry was at Openshaw near Manchester, England, and was built in 1854, the site was chosen because land was cheaper than in the city and had good water supply from a local reservoir. Beyer had designed the works so it always allowed room for expansion, in its 112-year history no buildings needed to be demolished as the works developed
2.
Whyte notation
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The notation counts the number of leading wheels, then the number of driving wheels, and finally the number of trailing wheels, groups of numbers being separated by dashes. Other classification schemes, like UIC classification and the French, Turkish and Swiss systems for steam locomotives, in the notation a locomotive with two leading axles in front, then three driving axles and then one trailing axle is classified as 4-6-2. Articulated locomotives such as Garratts, which are two locomotives joined by a common boiler, have a + between the arrangements of each engine. Thus a double Pacific type Garratt is a 4-6-2+2-6-4, for Garratt locomotives the + sign is used even when there are no intermediate unpowered wheels, e. g. the LMS Garratt 2-6-0+0-6-2. This is because the two units are more than just power bogies. They are complete engines, carrying fuel and water tanks, the + sign represents the bridge that links the two engines. Simpler articulated types such as Mallets, have a frame under a common boiler where there are no unpowered wheels between the sets of powered wheels. Typically, the frame is free to swing, whereas the rear frame is rigid with the boiler. Thus a Union Pacific Big Boy is a 4-8-8-4, four leading wheels, one group of eight driving wheels, another group of eight driving wheels and this numbering system is shared by duplex locomotives, which have powered wheel sets sharing a rigid frame. No suffix means a tender locomotive, T indicates a tank locomotive, in European practice, this is sometimes extended to indicate the type of tank locomotive, T means side tank, PT pannier tank, ST saddle tank, WT well tank. T+T means a tank locomotive that also has a tender, in Europe, the suffix R can signify rack or reversible, the latter being Bi-cabine locomotives used in France. The suffix F indicates a fireless locomotive, other suffixes have been used, including ng for narrow-gauge and CA or ca for compressed air. In Britain, small diesel and petrol locomotives are classified in the same way as steam locomotives. This may be followed by D for diesel or P for petrol, thus 0-6-0DE denotes a six-wheel diesel locomotive with electric transmission. Where the axles are coupled by chains or shafts or are individually driven, thus 4wPE indicates a four-wheel petrol locomotive with electric transmission. For large diesel locomotives the UIC classification is used, the main limitation of Whyte Notation is that it does not cover non-standard types such as Shay locomotives, which use geared trucks rather than driving wheels. The most commonly used system in Europe outside the United Kingdom is UIC classification, based on German practice, in American practice, most wheel arrangements in common use were given names, sometimes from the name of the first such locomotive built. For example, the 2-2-0 type arrangement is named Planet, after the 1830 locomotive on which it was first used, the most common wheel arrangements are listed below
3.
0-6-0
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This was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders. In the United Kingdom, the Whyte notation of wheel arrangement was often used for the classification of electric and diesel-electric locomotives with side-rod coupled driving wheels. The 0-6-0 configuration was the most widely used wheel arrangement for both tender and tank steam locomotives, the type was also widely used for diesel switchers. On the other hand, the lack of unpowered leading wheels have the result that 0-6-0 locomotives are less stable at speed and they are therefore mostly used on trains where high speed is unnecessary. The tank engine versions were used as switching locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct, however, once designers began to overcome the problem of the breakage of the crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was adopted, particularly in the United Kingdom. Tank engine versions of the type began to be built in quantity in the mid-1850s and had become common by the mid-1860s. 0-6-0 locomotives were amongst the first types to be used, the earliest recorded example was the Royal George, built by Timothy Hackworth for the Stockton and Darlington Railway in 1827. Derwent, a locomotive built in 1845 by William and Alfred Kitching for the Stockton and Darlington Railway, is preserved at Darlington Railway Centre. On most branch lines, though, larger and more powerful tank engines tended to be favoured, in New South Wales, the Z19 class was a tender type with this wheel arrangement, as was the Victorian Railways Y class. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4. The VR Class Vr1s were numbered 530 to 544,656 to 670 and 787 to 799 and they had outside cylinders and were operational from 1913 to 1975. Built by Tampella, Finland and Hanomag, they were nicknamed Chicken, number 669 is preserved at the Finnish Railway Museum. The Vr4s were a class of four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by Vulcan Iron Works, United States, but modified to 0-6-2s in 1951-1955. Finland’s tender locomotives were the classes C1, C2, C3, C4, C5, the Finnish Steam Locomotive Class C1s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926 and they were built by Neilson and Company and were nicknamed Bristollari. Number 21, preserved at the Finnish Railway Museum, is the second oldest preserved locomotive in Finland, the eighteen Class C2s were numbered 31 to 43 and 48 to 52
4.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
5.
Driving wheel
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On a steam locomotive, a driving wheel is a powered wheel which is driven by the locomotives pistons. On diesel and electric locomotives, the wheels may be directly driven by the traction motors. Coupling rods are not usually used, and it is common for each axle to have its own motor. Jackshaft drive and coupling rods were used in the past but their use is now confined to shunting locomotives, on an articulated locomotive or a duplex locomotive, driving wheels are grouped into sets which are linked together within the set
6.
Coal
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Coal is a combustible black or brownish-black sedimentary rock usually occurring in rock strata in layers or veins called coal beds or coal seams. The harder forms, such as coal, can be regarded as metamorphic rock because of later exposure to elevated temperature and pressure. Coal is composed primarily of carbon, along with quantities of other elements, chiefly hydrogen, sulfur, oxygen. A fossil fuel, coal forms when plant matter is converted into peat, which in turn is converted into lignite, then sub-bituminous coal, after that bituminous coal. This involves biological and geological processes that take place over time, throughout history, coal has been used as an energy resource, primarily burned for the production of electricity and heat, and is also used for industrial purposes, such as refining metals. Coal is the largest source of energy for the generation of electricity worldwide, the extraction of coal, its use in energy production and its byproducts are all associated with environmental and health effects including climate change. Coal is extracted from the ground by coal mining, since 1983, the worlds top coal producer has been China. In 2015 China produced 3,747 million tonnes of coal –47. 7% of 7,861 million tonnes world coal production, in 2015 other large producers were United States, India, European Union and Australia. The word originally took the col in Old English, from Proto-Germanic *kula. In Old Turkic languages, kül is ash, cinders, öčür is quench, the compound charcoal in Turkic is öčür kül, literally quenched ashes, cinders, coals with elided anlaut ö- and inflection affixes -ülmüş. At various times in the geologic past, the Earth had dense forests in low-lying wetland areas, due to natural processes such as flooding, these forests were buried underneath soil. As more and more soil deposited over them, they were compressed, the temperature also rose as they sank deeper and deeper. As the process continued the plant matter was protected from biodegradation and oxidation and this trapped the carbon in immense peat bogs that were eventually covered and deeply buried by sediments. Under high pressure and high temperature, dead vegetation was slowly converted to coal, as coal contains mainly carbon, the conversion of dead vegetation into coal is called carbonization. The wide, shallow seas of the Carboniferous Period provided ideal conditions for coal formation, the exception is the coal gap in the Permian–Triassic extinction event, where coal is rare. Coal is known from Precambrian strata, which predate land plants — this coal is presumed to have originated from residues of algae, in its dehydrated form, peat is a highly effective absorbent for fuel and oil spills on land and water. It is also used as a conditioner for soil to make it able to retain. Lignite, or brown coal, is the lowest rank of coal, jet, a compact form of lignite, is sometimes polished and has been used as an ornamental stone since the Upper Palaeolithic
7.
Cylinder (locomotive)
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The cylinders of a steam locomotive are the components that convert the power stored in the steam into motion. Cylinders may be arranged in different ways. On early locomotives, such as Puffing Billy, the cylinders were often set vertical, the next stage, for example Stephensons Rocket, was to drive the wheels directly from steeply inclined cylinders placed at the back of the locomotive. Direct drive became the standard arrangement, but the cylinders were moved to the front, the front-mounted cylinders could be placed either inside or outside. The reason for this difference is unclear, from about 1920, outside cylinders became more common in the UK but many inside-cylinder engines continued to be built. Inside cylinders give a stable ride with less yaw or nosing. Some designers used inside cylinders for aesthetic reasons, the demand for more power led to the development of engines with three cylinders or four cylinders. As the cylinders are double-acting this gives four impulses per revolution, on a three-cylinder engine, two arrangements are possible, cranks set to give six equally spaced impulses per revolution – the usual arrangement. For a given tractive effort and adhesion factor, a locomotive of this design will be less prone to wheelslip when starting than a 2-cylinder locomotive. Outside cranks set at 90 degrees, inside crank set at 135 degrees and this arrangement was sometimes used on three-cylinder compound locomotives which used the outside cylinders for starting. This will give evenly spaced exhausts when the engine is working compound, two arrangements are also possible on a four-cylinder engine, all four cranks set at 90 degrees. With this arrangement the cylinders act in pairs, so there are four impulses per revolution, most four-cylinder engines are of this type. Pairs of cranks set at 90 degrees with the pair set at 45 degrees to the outside pair. This gives eight impulses per revolution and it increases weight and complexity, by requiring four sets of valve gear, but gives smoother torque and reduces the risk of slipping. This was relatively unusual in British practice but was used on the SR Lord Nelson class, such locomotives are easily distinguished by their exhaust beats, whicb occur at twice the frequency of a normal 2- or 4-cylinder engine. The valve chests or steam chests which contain the slide valves or piston valves may be located in various positions, if the cylinders are small, the valve chests may be located between the cylinders. For larger cylinders the valve chests are usually on top of the cylinders but, in early locomotives, the valve chests are usually on top of the cylinders but, in older locomotives, the valve chests were sometimes located alongside the cylinders and inserted through slots in the frames. This meant that, while the cylinders were outside, the valves were inside, there are many variations in the location of the valve gear
8.
Tractive force
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In railway engineering, the term tractive effort is often used synonymously with tractive force to describe the pulling or pushing capability of a locomotive. The published tractive force value for any vehicle may be theoretical—that is, the term tractive effort is often qualified as starting tractive effort, continuous tractive effort and maximum tractive effort. The product of μ and m is the factor of adhesion, Starting tractive effort, Starting tractive effort is the tractive force that can be generated at a standstill. This figure is important on railways because it determines the maximum weight that a locomotive can set into motion. Maximum tractive effort, Maximum tractive effort is defined as the highest tractive force that can be generated under any condition that is not injurious to the vehicle or machine. In most cases, maximum tractive effort is developed at low speed, due to the relationship between power, velocity and force, described as, P = vF or P/v = F tractive effort inversely varies with speed at any given level of available power. Continuous tractive effort is often shown in graph form at a range of speeds as part of a tractive effort curve, the period of time for which the maximum continuous tractive effort may be safely generated is usually limited by thermal considerations. Such as temperature rise in a traction motor, specifications of locomotives often include tractive effort curves, showing the relationship between tractive effort and velocity. The shape of the graph is shown at right, the line AB shows operation at the maximum tractive effort, the line BC shows continuous tractive effort that is inversely proportional to speed. Tractive effort curves often have graphs of rolling resistance superimposed on them—the intersection of the rolling resistance graph, once in motion, the train will develop additional drag as it accelerates due to aerodynamic forces, which increase with the square of the speed. Drag may also be produced at speed due to truck hunting, if acceleration continues, the train will eventually attain a speed at which the available tractive force of the locomotive will exactly offset the total drag, causing acceleration to cease. This top speed will be increased on a due to gravity assisting the motive power. Tractive effort can be calculated from a locomotives mechanical characteristics, or by actual testing with drawbar strain sensors. Power at rail is a term for the available power for traction, that is. An estimate for the effort of a single cylinder steam locomotive can be obtained from the cylinder pressure, cylinder area, stroke of the piston. The torque developed by the motion of the piston depends on the angle that the driving rod makes with the tangent of the radius on the driving wheel. For a more useful value an average value over the rotation of the wheel is used, the driving force is the torque divided by the wheel radius. Modern locomotives with roller bearings were probably underestimated, european designers used a constant of 0.6 instead of 0.85, so the two cannot be compared without a conversion factor
9.
Tamworth, New South Wales
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Tamworth is a city in the New England region of New South Wales, Australia. Straddling the Peel River, Tamworth is the regional centre for the New England region and is in the local government area of Tamworth Regional Council. Approximately 318 km from the Queensland border, the city is located almost midway between Brisbane and Sydney, the two largest cities on the Australian east coast, the city had an estimated population of 42,255 people at 30 June 2015. The city is known as the First City of Lights, being the first place in Australia to use electric lights in 1888. Tamworth is also famous as the Country Music Capital of Australia, annually hosting the Tamworth Country Music Festival in late January, the Kamilaroi people, from whose language comes the word budgerigar, inhabited the area before European contact. In the 1830s, a town began to develop on the Peels southwest bank. In 1850, a town was gazetted on the opposite side of the river from the existing settlement. This town became the town, called Tamworth after Tamworth, Staffordshire. The town prospered, and was reached by the railway in 1878, on 9 November 1888, Tamworth became the first location in Australia to have electric street lighting powered by a municipally owned power station, giving the city the title of First City of Light. The first streetlights used in Australia were commercially owned in Waratah Tasmania in 1886,1818 – Explorer John Oxley passes through the area on his exploration mission. Names the river now runs through the town, Peel River, after British Prime Minister Robert Peel. 1831 – First sheep and cattle stations, namely Joseph Browns Wallamoul, the exploring expedition led by Major Mitchell visited Wallamoul in December 1831 on its way to the north-west. 1834 –6000 sheep of the Australian Agriculture Company were the first to be brought to the Tamworth region,1851 – The white population of the village of Tamworth was 254. 1852 – John Barnes built the Royal Oak Hotel,1866 – Tamworth Mechanics Institute opened. 1882 - Tamworth railway station opened,1883 - Tamworth base hospital opened. 1888 – Power station opened and enables beginning of street lighting. The first electric streetlights in Australia,1918 – An anchor is unveiled as a memorial to the discovery of Tamworth district. 1947 – East-West Airlines was established in Tamworth, flying Tamworth to Sydney,1947 – Institution for Boys home for criminal youth opened
10.
Wagga Wagga
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Wagga Wagga is a major regional city in the Riverina region of New South Wales, Australia. The central business district is focused around the commercial and recreational grid bounded by Best and Tarcutta Streets and the Murrumbidgee River, the main shopping street of Wagga is Baylis Street which becomes Fitzmaurice Street at the northern end. The city is in a valley and much of the city has a problem with urban salinity. The original inhabitants of the Wagga Wagga region were the Wiradjuri people, in 1829, Charles Sturt became the first European explorer to visit the future site of the city. The town, positioned on the site of a ford across the Murrumbidgee, was surveyed and gazetted as a village in 1849, in 1870, the town was gazetted as a municipality. During the negotiations leading to the federation of the Australian colonies, during World War I the town was the starting point for the Kangaroo recruitment march. The Great Depression and the resulting hardship saw Wagga Wagga become the centre of a movement for the Riverina region. Wagga Wagga became a town during World War II with the establishment of a military base at Kapooka and Royal Australian Air Force bases at Forest Hill. After the war, Wagga Wagga was proclaimed as a city in 1946, in 1982 the city was amalgamated with the neighbouring Kyeamba and Mitchell Shires to form the City of Wagga Wagga local government area. Wagga Wagga is at the end of the Riverina region where the slopes of the Great Dividing Range flatten. The city straddles the Murrumbidgee River, one of the rivers of the Murray-Darling Basin. This location astride some of the transport routes in the nation has made Wagga Wagga an important heavy truck depot for a number of companies including Toll Holdings. Wagga Wagga is upstream from the Riverina plain in the mid-catchment range of the Murrumbidgee River in an alluvial valley confined by low bedrock hills, much of Wagga Wagga is on heavy clay soils in a large drainage basin with a small catchment discharge point. Groundwater therefore cannot leave easily, leading to Wagga Wagga having a problem with waterlogged soil and soil salination, urban salination in Wagga Wagga is now the subject of a large multi-pronged approach to prevent further salination and reclaim salt-affected areas. The main shopping street of Wagga Wagga is Baylis Street which becomes Fitzmaurice Street at the northern end, the Wollundry Lagoon is the water focus of the city centre and has been a key element in the development and separation of the north and south parts of the city centre. Major industrial areas of Wagga Wagga include the suburb of Bomen. Thomas Mitchell, the surveyor who served under Lord Wellington named many of the streets after Peninsula War veterans, Wagga Wagga has a temperate climate with hot dry summers and cool to cold winters. Under the Köppen climate classification, the city has a subtropical climate
11.
Orange, New South Wales
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Orange /ˈɒrɪndʒ/ is a city in the Central West region of New South Wales, Australia. It is 254 kilometres west of the capital, Sydney. Orange had an urban population of 40,075 as of June 2015 making the city a significant regional centre. According to the 2011 census, the key employment sectors within the City of Orange local government area include health care & social assistance, retail, a significant nearby landmark is Mount Canobolas. With a peak elevation of 1,395 metres it gives commanding views of the district, Orange is the birthplace of poets Banjo Paterson and Kenneth Slessor, although Paterson lived in Orange for only a short time as an infant. Walter W. Stone, book publisher and passionate supporter of Australian literature, was born in Orange. The first Australian Touring Car Championship, known today as V8 Supercar Championship Series, was held at the Gnoo Blas Motor Racing Circuit in 1960. In the late 1820s, the surveyor J. B. Richards worked on a survey of the Macquarie River below Bathurst, on a plan dated 1829, he indicated a village reserve, in the parish of Orange. Initial occupation by British graziers began in late 1829, and tiny settlements eventually turned into larger towns as properties came into connection with the road. In 1844, the surveyor Davidson was sent to check on encroachments onto the land reserved for a village and his choices were Fredericks Valley, Pretty Plains, or Blackmans Swamp. Blackmans Swamp was chosen, and it was proclaimed a village, at nearby Ophir, a significant gold find in Australia was made in 1851, resulting in a sporadic population movement which is known as the Australian gold rush. Additional gold finds in nearby areas led to the establishment of Orange as a trading centre for the gold. The growth of Orange continued as the conditions were well suited for agriculture, the railway from Sydney reached Orange in 1877. In 1946,100 years after it was first being established as a village, Orange was proclaimed as a minor city, in recent years, a large number of vineyards have been planted in the area for rapidly expanding wine production. The growth of wine industry, coupled with the further development of Orange as a gourmet food capital, has ensured Oranges status as a prominent tourism destination. Other large industries include, Cadia gold mine is an open cut gold. The mine has been developed throughout the 1990s and is an employer in the region with an expected lifespan of several decades. Cadia is the second largest open-cut mine in Australia, following the Super Pit at Kalgoorlie, large mineral deposits are also being uncovered from the more recently developed Ridgeway underground mine which is adjacent to the Cadia Mine
12.
Blue Mountains Line
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The Blue Mountains Line is an intercity rail service operated by NSW TrainLink serving the Blue Mountains region of New South Wales, Australia. The line travels west from Sydney to the town of Katoomba. A limited rail service extends to the city of Bathurst. The Blue Mountains Line operates over a section of the Main Western line, as such, the tracks are also traversed by the Central West XPT, Outback Xplorer and Indian Pacific passenger services and by freight trains. The Blue Mountains line is a section of the Main Western line which opened in 1868, the line was built with gradients as steep as 1 in 33 and curves as sharp as 8 chains. Most of the curves were eased to 12 chains with duplication, the line originally ascended the eastern and descended the western sides of the Blue Mountains via a series of zig-zag track sections. The eastern zig zag was by passed by a tunnel in 1892, goods trains are now exclusively diesel hauled. In June 2012, New South Wales Premier Barry OFarrell announced that services would be extended to Bathurst, the service commenced on 21 October 2012. The line is operated by NSW TrainLink V sets. Modern H sets also operate on the line as far as Springwood, as the electric overhead wiring ends at Lithgow, diesel-electric Endeavour railcars operate the services to and from Bathurst. Most Blue Mountains line services start and terminate from the intercity platforms of Central station and these trains continue to Hornsby via the North Shore line. Many of these trains that service the line have four carriages, with peak hour services having eight carriages
13.
South Australian Railways
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South Australia is one of the few places in Australia, if not the world that has all three major rail gauges, in addition to other uncommon gauges. The first railway in South Australia was laid in 1854 between Goolwa and Port Elliot to allow for goods to be transferred between paddle steamers on the Murray River and seagoing vessels. The next railway was laid from the harbour at Port Adelaide to the colony and this line was opened in 1856. Later on, branch lines in the north in the mining towns of Kapunda. From here, a main line extended to meet the horse tramway from Victor Harbor to Strathalbyn. With the metropolitan systems being broad gauge, the mid north and south east of the state were originally laid with 3 ft 6 in narrow gauge track and these systems were closely based on British practice, as was the broad gauge system prior to 1926. Nine broad gauge locomotives plus the frame of a tenth were bought second-hand from the Canterbury Provincial Railways in New Zealand when it converted to narrow gauge. In 1922, after the SARs worst financial deficit, the government appointed American railroad manager William Webb, when Webb arrived in Adelaide with his young family, he found a railway system unchanged since the late 19th century. These attributes drove up the ratio of operating costs to revenue, lightly patronised passenger trains would be replaced by self-propelled rail cars, enabling faster, more frequent and more efficient services. He recruited Fred Shea as his Chief Mechanical Engineer and had him prepare specifications for new equipment. These were of the Mountain, Pacific and Mikado wheel arrangements,10 of each type, which became the 500,600, and 700 class locomotives. To carry the trains, the rehabilitation plan included the strengthening of track and bridges. Efficient train operations were facilitated by the adoption of American train order working on country lines and this grand building has been partially taken over by the Adelaide Casino. When the two shiploads of new locomotives arrived in 1926 they caused a sensation with the public and throughout the industry in Australia. The 500 class Mountain was over twice the size of the biggest pre-Webb engine, henceforth double heading broad gauge trains became a rarity in South Australia. The massive locomotives were unloaded at Port Adelaide and taken off the pier by horses, apart from some initial teething problems the new locomotives settled in nicely to their assigned positions. After the success of the locomotives, ten more 700 class locomotives. The 500 class was rated to haul 400 tons over the Mount Lofty Ranges immediately east of Adelaide, two years after their introduction, the class was modified by the addition of a booster engine which required replacement of the rear two wheel truck with a four-wheel truck
14.
Government of New South Wales
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The Government of New South Wales, also referred to as the New South Wales Government or NSW Government, is the Australian state democratic administrative authority of New South Wales, in Australia. The Government of New South Wales, a constitutional monarchy, was formed in 1856 as prescribed in its Constitution. Since the Federation of Australia in 1901, New South Wales has been a state of the Commonwealth of Australia, under the Australian Constitution, New South Wales ceded legislative and judicial supremacy to the Commonwealth, but retained powers in all matters not in conflict with the Commonwealth. Section 109 of the Australian Constitution provides that, where a State law is inconsistent with a federal law, initially the Australian states retained significant independence. Over time, however, that independence has been eroded by both the proliferation of Commonwealth Law, and the increasing financial domination of the Commonwealth. New South Wales is governed according to the principles of the Westminster system, Executive power rests formally with the Executive Council, which consists of the Governor and senior ministers. The Governor, as representative of the Crown, is the repository of power, which is exercised by him or her on the advice of the Premier of New South Wales. The Premier and Ministers are appointed by the Governor, and hold office by virtue of their ability to command the support of a majority of members of the Legislative Assembly. In 2006, the Sesquicentenary of Responsible Government in New South Wales, the Act was assented to by the Queen on 3 April 2006. The following individuals serve as government ministers, at the pleasure of the Queen, the government ministers are listed in order of seniority, while their opposition counterparts are listed to correspond with the government ministers. All Opposition counterparts are members of the Parliament of New South Wales
15.
New South Wales D50 class locomotive
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The D50 class was a class of 2-8-0 steam locomotives built for the New South Wales Government Railways of Australia. The first was delivered in May 1896 by Beyer, Peacock and their second and third coupled wheel tyres were flangeless to reduce curve friction. After the war, they were offered back to the New South Wales Government Railways at higher than new prices and they were declined and 8 locomotives were subsequently acquired by the Nord-Belge railway in Belgium and, following rebuilding, assigned to work coal trains along the Meuse Valley. The 2 other locomotives were accuired by S. A. Force, Eclairage et Docks de Gand in Ghent, the Commonwealth Railways also chose this design to be their first goods locomotive class, building eight K-class, for the Trans-Australian Railway. The last 75 were built with superheaters and after being judged a success many of the class were retrofitted, many of the class received turret type tenders in later years which provided better visibility when operating in reverse. Several of these heavy shunters were fitted with automotic couplings on the front buffer beam from 1960 onwards, 5069s and 5132 are both preserved by Dorrigo Steam Railway and Museum, at Dorrigo. 5069s and 5132 were 2 of the 88 locomotives used to test the Sydney Harbour Bridge before it opened,5069 is still in its original Saturated condition whilst 5132 is the only superheated 50 class preserved and it is fitted with the only preserved Morts Dock tender. 5069s is stored in operational condition
16.
Newcastle, New South Wales
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Located 162 kilometres north-northeast of Sydney, at the mouth of the Hunter River, it is the predominant city within the Hunter Region. Famous for its coal, Newcastle is the largest coal exporting harbour in the world, beyond the city, the Hunter Region possesses large coal deposits. Geologically, the area is located in the part of the Sydney basin. Newcastle and the lower Hunter Region were traditionally occupied by the Awabakal and Worimi Aboriginal People, in September 1797 Lieutenant John Shortland became the first European settler to explore the area. His discovery of the area was largely accidental, as he had sent in search of a number of convicts who had seized HMS Cumberland as she was sailing from Sydney Cove. While returning, Lt. Shortland entered what he described as a very fine river. He returned with reports of the port and the areas abundant coal. Over the next two years, coal mined from the area was the New South Wales colonys first export, Newcastle gained a reputation as a hellhole as it was a place where the most dangerous convicts were sent to dig in the coal mines as harsh punishment for their crimes. By the start of the 19th century the mouth of the Hunter River was being visited by groups of men, including coal diggers, timber-cutters. Philip Gidley King, the Governor of New South Wales from 1800, in 1801, a convict camp called Kings Town was established to mine coal and cut timber. In the same year, the first shipment of coal was dispatched to Sydney and this settlement closed less than a year later. A settlement was attempted in 1804, as a place of secondary punishment for unruly convicts. The settlement was named Coal River, also Kingstown and then renamed Newcastle, the new settlement, comprising convicts and a military guard, arrived at the Hunter River on 27 March 1804 in three ships, HMS Lady Nelson, the Resource and the James. The convicts were rebels from the 1804 Castle Hill convict rebellion, Morpeth, New South Wales is a similar distance north of Newcastle as Morpeth, Northumberland is north of Newcastle upon Tyne. Under Captain James Wallis, commandant from 1815 to 1818, the conditions improved. The quality of these first buildings was poor, and only breakwater survives, during this period, in 1816, the oldest public school in Australia was built in East Newcastle. Newcastle remained a settlement until 1822, when the settlement was opened up to farming. As a penal colony, the rule was harsh, especially at Limeburners Bay
17.
New South Wales Z20 class locomotive
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The Z20 class is a class of steam locomotive built for and operated by the New South Wales Government Railways of Australia. There was a total of 33 members of class of 2-6-4T mixed traffic side tank locomotives. Twelve were classified E class under the pre-1924 recording and these locomotives were built by Beyer, Peacock and Company and delivered in 1891 for use on Newcastle coal traffic. They proved very successful in suburban goods and coal traffic, but were unsuited to main line passenger traffic, when displaced by more powerful locomotives, many were used as shunters. Their final services were on short branch lines, such as Richmond-Kurrajong, Carlingford, Camden, Rogans Hill. A number were also to be found shunting the sidings at Port Kembla. In 1902 there was a shortage of tank locomotives, six members of the A class 0-6-0 tender engines were converted to a new A/E class tank locomotives by Eveleigh Railway Workshops. A further eight conversions were made in 1909/10, in 1911 seven new locomotives were constructed at Eveleigh. In 1924, these 21 locomotives were grouped with the twelve E class to form the 20-class, as more tender locomotives became available for suburban goods traffic, the surplus locomotives of the combined class were scrapped or sold. This has been preserved by the New South Wales Rail Transport Museum, Thirlmere and cosmetically restored
18.
Eveleigh Railway Workshops
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The Eveleigh Railway Workshops was the main railway workshop for the New South Wales Government Railways and considered to have world heritage significance by curators of the Smithsonian Institution. From 1884-1986 the workshops overhauled, repaired, modified and built new locomotives for New South Wales Government Railways, Classes of successful locomotives from the small C30 Class through the C38 Class and D58 Classes and assembly of the largest AD60 Class locomotives. Eveleigh Railway Workshops consisted 15 Bays featuring, Bays 1 and 2 - Blacksmiths Shop, 1500T Davy Press, 40cwt double-arch steam drop hammer, later new carriages were designed and manufactured. Bays in the Carriage Workshops were numbered 16-25 over 20,000 square metres, a separate building housed the paint shop. On 3 May 1968, the Air-Conditioned Depot opened as the depot for all long distance HUB, RUB. It also serviced carriages off the Spirit of Progress and Indian Pacific, from March 1971, it took over the maintenance on the DEB railcar sets. The locomotive workshop was closed in 1988 and the rail workshops were moved to Enfield. From 1988 part of the workshop was used as the Tangara commissioning centre before being rebuilt as the Xplorer-Endeavour Service Centre in 1994. In 2002 the former ACDEP site was redeveloped as Eveleigh Maintenance Centre, in 2009 the Locomotive Workshops were redeveloped as Australian Technology Park and Seven Network Sydney headquarters. The workshops, at one stage, the largest enterprise in Australia employed local, Indigenous and European migrants throughout its history
19.
Darling Harbour
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Darling Harbour is a harbour adjacent to the city centre of Sydney, New South Wales, Australia. It is also a recreational and pedestrian precinct that is situated on western outskirts of the Sydney central business district. Originally named Long Cove, the locality extends northwards from Chinatown, Cockle Bay is just one of the waterways that makes up Darling Harbour, which opens north into the much larger Port Jackson. The precinct and its surroundings are administered independently of the local government area of the City of Sydney. Darling Harbour is named after Lieutenant-General Ralph Darling, who was Governor of New South Wales from 1825 to 1831, the area was originally known as Long Cove, but was generally referred to as Cockle Bay until 1826 when Governor Darling renamed it after himself. The name Cockle Bay has recently restored in reference to the headwaters of the harbour. It was originally part of the port of Sydney, including the Darling Harbour Railway Goods Yard. During the Great Depression, the part of Darling Harbour became known as The Hungry Mile. Much of the land had been the site of the NSW Railways central marshalling yards, the Sydney Convention and Exhibition Centre at Darling Harbour was a venue of the 2000 Summer Olympic Games and a key meeting venue of APEC Australia 2007. Darling Harbour is accessible via various modes of public transport, the precinct is served by the Dulwich Hill Line of Sydneys light rail network, with access via Paddys Markets, Convention, Exhibition and Pyrmont Bay stations. Ferry wharves including Darling Harbour and Pyrmont Bay provide access to the Inner Harbour ferry services to Circular Quay, the Goods Line is a park and pedestrian pathway connecting Darling Harbour to Railway Square and Central Station. The nearest train station is Town Hall, east Darling Harbour is part of a massive urban renewal development. Plans for the 18-hectare site include half business and residential developments, the state government of NSW declared plans for Globe Street, a street designed to become Australias and Asia Pacifics centre for corporate trade. The urban renewal development is not expected to be completed until 2020, east Darling Harbour will be known as Barangaroo. The Sydney Convention and Exhibition Centre site is being replaced by the new International Convention Centre Sydney, the passenger terminal is now in White Bay and the container terminal has also closed. The area was used for several events during World Youth Day 2008. Darling Harbour is the location of the residence on MTVs reality TV show, The Real World, Sydney. The house has a large Darling Harbour sign along its edge, 20th Century Foxs 1995 film Mighty Morphin Power Rangers, The Movie was shot in Sydney, and featured some scenes filmed in Darling Harbour
20.
Dorrigo railway line
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The Dorrigo railway line is a closed railway line in the north of New South Wales, Australia. It branches from the North Coast line at Glenreagh, the Dorrigo line was intended to be part of a much larger rail system linking the ports of Coffs Harbour and Grafton with the Northern and North western lines. The line would have joined with the system at Guyra, Inverell and these plans never came to fruition and construction work was commenced on only two sections, between Glenreagh and Dorrigo and Guyra and Dorrigo. Only about 13 km of the latter was partially constructed, Dorrigo, the terminus of the Glenreagh to Dorrigo line, is situated on a plateau some 730m high in some of the best dairying country in Australia. It has a high rainfall and is the main township for the area known as The Dorrigo. The town is situated in a location which could best be described as mountainous. Being a rainforest area, it has a high rainfall and fertile soil and it was into this setting that a line of railway was built, encountering many difficulties in its construction. On 28 December 1910 the Glenreagh to Dorrigo Railway Act received assent to sanction the construction and it was not until early August 1914 that construction officially commenced. Because of the First World War, a lack of finance, the contract was terminated on 28 March 1917 and construction passed to the Railway Commissioners who promptly suspended work. It was almost two years after the end of the First World War that the Railway Commissioners decided to press ahead with construction, delays occurred due to landslips and washaway and it was not until 27 September 1924 that a construction train reached Dorrigo. Construction was finalised by 5 December and an inspection of the line was conducted by Railways staff on the 10th, the line opened on 23 December 1924. The Dorrigo line was one of the costliest branch railways built in New South Wales and it had some of the steepest gradients and tightest curves on the system and experienced high maintenance and running costs. It experienced repeated losses throughout its entire existence, although goods other than timber were carried, timber was the main revenue source for the railway. Just prior to the suspension of services, there were loadings of up to 13 wagons, most of the logs and processed timber were sent to Sydney. In the early days of the line, the N. S. W. G. R, obtained sleepers for the North Coast region from the area. These were transported by rail to other centres, the line lost its passenger service on 1 December 1957 and goods services were suspended on 27 October 1972 after flood damage. By the end of December 1972, it was becoming apparent there was little prospect of the line re-opening as the Public Transport Commission would give no indication of its intentions. Dorrigo station remained open until November,1979, providing staff to facilitate the transport of goods between there and Raleigh
21.
Tumut and Kunama railway lines
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The Tumut /ˈtjuːmət/ and Kunama railway lines are disused railway lines in the south of New South Wales, Australia. The Tumut line was a 104 kilometres long branch of the Main South line, branching southwards from it at Cootamundra, the line served the towns of Tumut and Gundagai, where the line crosses the Murrumbidgee River with a large iron girder bridge and wooden viaduct. Villages on the line included Brawlin, Muttama, Coolac and Tumblong, the Kunama railway line was a small 35-kilometre branch of the Tumut line, branching from it at Gilmore,5 kilometres southwest of Tumut, passing through the town of Batlow before ending in Kunama. The branch connection faced towards Tumut, the Tumut line opened as far as Gundagai, using the contractors equipment, on 10 November 1885. The line was extended to Tumut on 12 October 1903, and the branch to Batlow opened in 1922. The steep Kunama line was used for fruit haulage from the orchards surrounding Batlow. The line beyond Batlow is formally closed and the line has been lifted, the Tumut line was suspended after flooding in 1984, and part of the alignment has been destroyed by Hume Highway upgrading works. The substantial Gundagai railway station was restored in the 1990s, and is the longest timber railway station in New South Wales, clarrie Chippindale served as station master at Tumut from 1966 to 1979. The Tumut railway station is now used as a model railway display of the Tumut branch line, rail transport in New South Wales
22.
Oberon railway line
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The Oberon railway line is a short, disused branch railway line in western New South Wales, Australia. The line branches from the Main West at Tarana and heads in a direction to the town of Oberon. It was earlier put forward as a line from Tarana to Burraga to benefit the Burraga copper mine and it opened on 3 October 1923. The line was constructed with high grades and tight curves. It transported local seasonal vegetables, timber and livestock, passenger services ended in 1971, and goods services were suspended in 1979 with the line effectively closing. The line is currently being restored by an association to allow heritage. The early history of the line is contained in an article appearing in Australian Railway Historical Society Bulletin, since 2007, the Oberon Tarana Heritage Railway Inc have been steadily restoring the track between Oberon station and Hazelgrove. Two end platform carriages and some wagons have been delivered and are on the tracks in Oberon station. Two 73 class diesel locos have moved and CPH13 is awaiting shipment to Oberon to form the OTHRs motive power and it is the long-term goal of the association to run trains all the way to the mainline at Tarana. Rail transport in New South Wales
23.
Minimum railway curve radius
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The minimum railway curve radius is the shortest allowable design radius for railway tracks under a particular set of conditions. It has an important bearing on costs and operating costs and, in combination with superelevation in the case of train tracks. Minimum radius of curve is one parameter in the design of vehicles as well as trams. Monorails and guideways are also subject to minimum radii, the first proper railway was the Liverpool and Manchester Railway which opened in 1830. Like the trams that had preceded it over a hundred years, among other reasons for the gentle curves were the lack of strength of the track, which might have overturned if the curves were too sharp causing derailments. There was no signalling at this time, so drivers had to be able to see ahead to avoid collisions with previous trains, the gentler the curves, the longer the visibility. The earliest rails were made in lengths of wrought iron. Minimum curve radii for railroads are governed by the speed operated, for handling of long freight trains, a minimum 717-foot radius is preferred. The sharpest curves tend to be on the narrowest of narrow gauge railways, as the need for more powerful locomotives grew, the need for more driving wheels on a longer, fixed wheelbase grew too. But long wheel bases are unfriendly to sharp curves, various types of articulated locomotives were devised to avoid having to operate multiple locomotives with multiple crews. More recent diesel and electric locomotives do not have a wheelbase problem and this is particularly true of the European buffer and chain couplers, where the buffers extend the profile of the railcar body. For a line with maximum speed 60 km/h, buffer-and-chain couplings reduce the radius to around 200 m. A long heavy freight train, especially those with wagons of mixed loading, may struggle on sharp curves, common solutions include, marshalling light and empty wagons at rear of train intermediate locomotives, including remotely controlled ones. Easing curves reduced speeds reduced cant, at the expense of fast passenger trains, equalizing wagon loading better driver training driving controls that display drawgear forces. And c2013 Electronically Controlled Pneumatic brakes, a similar problem occurs with harsh changes in gradients. To counter this, a cant is used, ideally the train should be tilted such that resultant force acts straight down through the bottom of the train, so the wheels, track, train and passengers feel little or no sideways force. Some trains are capable of tilting to enhance this effect for passenger comfort, because freight and passenger trains tend to move at different speeds and weigh dramatically different, a cant cannot be ideal for both types of rail traffic. The relationship between speed and tilt can be calculated mathematically, the values used when building high-speed railways vary, and depend on desired wear and safety levels
24.
Dorrigo Steam Railway and Museum
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The collection dates from 1878 until 1985. The museum was opened briefly in 1986, but has been described as not yet open to the public ever since. Much of the stock was stored at the former Rhondda Colliery. On 20 December 1984 the section from Glenreagh to Lowanna was reopened with 5069 hauling the first train, at this stage the line still needed further work before trains could operate on it regularly. This was completed in October 1986, however, before operations could begin, a faction within the Museums membership commenced legal action over the ownership of the collection and the line fell back into a state of disrepair. net
25.
Dorrigo, New South Wales
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Dorrigo, a small town on the Waterfall Way, is located on the Northern Tablelands, in northern New South Wales, Australia. The town is part of Bellingen local government area and it is approximately 580 kilometres north of the state capital, Sydney via the Pacific Highway, and 60 kilometres west from the coastal city of Coffs Harbour. The town is situated on the Dorrigo Plateau near the New England Escarpment, Dorrigo is 731 metres above sea level. At the 2011 Census, Dorrigo had a population of 1,072 people, the traditional custodians of the land that is now known as Dorrigo are the Aboriginal people of the Gumbaynggirr nation. European settlement of the area followed on from the timber cutters in the 1860s. The first official European in the district was Land Commissioner Oakes who sighted the mouth of the Bellinger River, Dorrigo is derived from the Aboriginal word, dondorrigo, meaning stringy-bark. For many decades it was believed that explorer and settler Major Edward Parke named the region after a Spanish General named Don Dorrigo with whom Peake fought in the Peninsula War, by 1841, timber cutters had entered the Bellinger River searching for red cedar. They set up camps and moved from one stand of trees to the next, using his skills as a horseman, Craig travelled along the western side of the Nymboida River. Timbergetters followed Craig through the sub tropical rainforest and many sawmills grew due to demand for timber, today, the main access road traversing the plateau from east to west is the Waterfall Way. It was not until the 1860s that permanent settlement occurred in the district, the dairy industry became a mainstay of the Dorrigo Plateau and today tourism is becoming more important. On 23 December 1924, the Glenreagh to Dorrigo railway opened, due to flood damage, the line closed on 28 October 1972. On 31 October 2005, sixty-eight dairy cows, all in full milk, three others were paralysed for several hours but they later made a full recovery. The cows were sheltering under a tree when it was struck by lightning, Dorrigo is home to the planned Dorrigo Steam Railway and Museum which is not yet open to the public. It houses the largest collection of vehicles and memorabilia from the various Government. It is one of the most comprehensive collections in the world. The museum is not open to the public however the larger items such as engines and carriages can be viewed from outside the property. The nearby World Heritage listed Dorrigo National Park and New England National Park cater for persons interested in natural sights, a full listing of attractions are available here Dangar Falls are located about 1.2 kilometres north of Dorrigo, on the Bielsdown River. The falls are small but picturesque, and are a photographic subject
26.
NSW Rail Museum
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The Trainworks Railway Museum was previously known as New South Wales Rail Transport Museum and is the main museum division of Transport Heritage NSW. The Blue Mountains division is located at the Valley Heights Locomotive Depot Heritage Museum, a Northern Division has also been formed based at the Broadmeadow Locomotive Depot. The collection features steam, diesel and electric locomotives and other rolling stock, a large proportion of the collection is owned by Transport for New South Wales. At Thirlmere, THNSW operates steam trains on the Picton – Mittagong railway line between Picton, Thirlmere and Buxton. It also hosts the Thirlmere Festival of Steam in March each year, in addition to this, Transport Heritage NSW regularly operates mainline tours under the Heritage Express branding. These can consist of day or extended tours, usually over a weekend, the NSWRTM was established in October 1962 with 62 members. A survey of sites around Sydney found Enfield Locomotive Depot to be the most suitable. Under the arrangement the department would retain ownership of the locomotives and rolling stock, as Enfield depot was still active, exhibits were sent to Enfield for storage but not able to be accessed. In 1967 the Department made an adjacent to Petersham station available to the museum. The first locomotives outshopped were 3526 and 3609 painted blue and green, in July 1969 the NSWRTM was able to move into Enfield Roundhouse Number 3 with all exhibits transferred by September. In 1970 the museum was able to relocate into the larger Roundhouse Number 1, in October 1972 the display at Enfield was officially opened by Commissioner for Railways, Neil McCusker. The NSWRTM had always maintained a relationship with the Department of Railways. The PTC also decided it wanted nothing to do with maintaining the NSWRTMs collection, the PTC also wanted to demolish the Enfield roundhouses to make way for a container terminal and offered the museum a site at Thirlmere on the then lightly used Picton – Mittagong loop line. Site clearing began in late 1974 and works were sufficiently advanced for the transfer of stock to begin in June 1975, while some trains were hauled by diesel locomotives, most were worked by the museums own steam locomotives. The NSWRTM opened at its current location in on 1 June 1976, services on the loop line between Thirlmere and Buxton began on 13 June 1976. Initially uncovered, the first section of roofing was completed in 1979 and it was over a decade before the whole site was covered. The PTC relaxed its ban on main line steam in October 1976,3801 returned to the main line. By the early 1980s it was operating enthusiast journeys on a regular basis including a service from Sydney Central to Thirlmere
27.
Thirlmere, New South Wales
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Thirlmere is a small semi-rural town in the Macarthur Region of New South Wales, Australia, in Wollondilly Shire. Popularly known for its origins, the town is located 89 km south west of Sydney. At the 2011 census, Thirlmere had a population of 3,530 people, Thirlmere was previously known as Village of Thirlmere and was originally named after Lake Thirlmere in England. The Thirlmere area was first discovered by the British in 1798, whose attention was focussed more on the Thirlmere Lakes area and finding an alternate route north towards Bathurst. Thirlmere boomed with the creation of the Great Southern Railway in 1863 to 1867, Thirlmere was valued mostly for the proximity of the Thirlmere Lakes which were used to provide water for the steam trains. During this period Thirlmere was also the home for a number of timber mills, the Thirlmere section of the Main Southern Railway was deviated in 1919 to a less steep alignment with easier grades, and the original line became the Picton Loop Line. This transformed the village from a hive of steam train activity to a farming region. In the 1960s and 1970s nearby coal mines provided a boost in employment and also more people into the area to work. A few coal mines are operating today but these do not employ as many people as they once did. The 2011 Census showed Thirlmeres population to be 3,530,79. 8% of the population is Australian born,3. 9% England,2. 2% Estonian, with approximately 1% born in New Zealand, Lebanon and Scotland. The most common ancestries in Thirlmere were Australian 32. 3%, English 29. 1%, Irish 7. 6%, Scottish 6. 2%, the median age of people in Thirlmere was 38 years. Children aged 0 –14 years made up 21. 2% of the population and people aged 65 years,30. 9% of people were attending an educational institution. Of these,29. 5% were in school,22. 0% in secondary school and 15. 4% in a tertiary or technical institution. The areas highest recorded temperature is 42.8 °C and its lowest recorded temperature is -10.0 °C. The area receives an average of 812. 6mm of annual rainfall, the area, part of Sydneys water catchment area, experiences most of its rainfall during the months from January to March. Thirlmere Lakes National Park is an important environmental area - it is a series of lakes which have a sandstone bed. The lakes area is sheltered, providing an ideal home to many freshwater inhabitants such as platypuses, mussels, jellyfish. The parks is also host to a significant wombat population, the areas dense bushland surroundings make the town vulnerable to bushfires, with fires recently destroying a house in 2006
28.
Glenreagh Mountain Railway
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Glenreagh Mountain Railway, known as the GMR, was established in 1989 as a heritage tourist railway at Glenreagh, near Coffs Harbour, New South Wales, Australia. GMRs objective is to restore and operate a heritage tourist railway on the Glenreagh to Ulong section of the Glenreagh to Dorrigo railway line, GMR is a non-profit, community-based organisation run entirely by volunteers, and has an authority to raise funds under the Charitable Collections Act. Tourist trains for the public were run in 2004, as of December 2005, GMR has completed trackwork to safe working standards for train operation from Glenreagh West Depot 3.5 km west to Tallawudjah Creek. Steam train operations were scheduled one weekend a month subject to fire bans, in February 2008 operations ceased while GMR worked to fulfill its obligations under the Rail Safety Act
29.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
30.
New South Wales X10 class locomotive
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The X10 class is a class of steam locomotives operated by the New South Wales Government Railways of Australia. When the NSWGR steam locomotive classification was renumbered in 1924 a number of classes including small 0-4-0 and 2-4-0 tank locomotives. Crane locomotives, locomotive and accident cranes and special equipment were classified as the X10 class, many were purchased from other government agencies and private lines. Included were the 18 members of the F.351 class and 8 members of M, a Compendium of New South Wales Steam Locomotives. Australian Railway Historical Society NSW Division, dorrigo Steam Railway & Museum Preserved New South Wales Steam Locomotives Powerhouse Museum Collection listing New South Wales Rail Transport Museum Steam Exhibits
31.
New South Wales E17 class locomotive
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The E.17 class was a class of patent long boiler steam locomotive built by the Robert Stephenson and Company for the New South Wales Government Railways of Australia. The first locomotives were built by Robert Stephenson and Company and placed in service in 1865-7 on the Southern and Western lines for goods workings, the locomotives were based on Stephensons patent long boiler engines of 1843 for the York and North Midland Railway. Local companies assembled or built other class members that differed in details, the primitive system of working the trains was found to be a contributing factor. Both locomotives were written off and replaced by new locomotives supplied by Robert Stephenson, several locomotives were sold to private railways or transferred to the Public Works Department for railway construction, with all being scrapped by 1929 except Nos 42 and 18. The sole survivor No.18 was withdrawn from service in 1897. No.18 survived till the 1963 in this service until preservation
32.
New South Wales F351 class locomotive
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The F351 class was a class of steam locomotives built for the New South Wales Government Railways in Australia. Originally ordered in 1879 but the order was stopped, a follow-up order in 1882 was made, the specification originally for 2-4-0 tank locomotives with 50 diameter driving wheels made by the acting locomotive engineer Mr Scott. Despite Scotts protests, Commissioner Goodchap approved the changes and six locomotives were designed, the subsequent 0-6-0 locomotives became the R class, later the Z18 class. In August 1884 Mr Scott informed the commissioner that more locomotives were required with the opening of the Illawarra extension, Mr Middelton wanted more of the R, but Mr Scott recommended his original proposed design from 1881. After much hesitation by the government, Beyer, Peacock and Company were asked to design and these became the F class and went into service on the Sydney suburban network in 1885-86, being numbered 351 to 362. In 1887 six more locomotives of this design were delivered by Henry Vale of Sydney, No.366 featured in the Redfern collision of 1894. The design was similar to a number of 2-4-0 tank locomotives supplied to the Isle of Wight Central Railway from 1864. A similar locomotive was delivered to the South Australian Railways from 1884 as their P-class and their running life came to an end in 1901 as a result of the findings on the Sydenham derailment involving No.363 and the whole class was taken out of passenger work. The F351 class were known to oscillate and rock at high speeds and were limited to 30 mph. A factor in the Sydenham derailment was the driver exceeding the speed limit. The locomotive was believed to be doing 51 mph when the accident occurred, the entire class was subsequently withdrawn from passenger work and allocated to various shunting, yard and depot duties. A number of the class were modified with a heavy cast iron front buffer beam in an attempt to stabilise the front of the locomotive after 1901, between 1906 and 1929 ten of the class were sold to various private railway operators. All members of the class had been withdrawn from passenger work by 1914, eleven were still on the books at this stage and were renumbered Lo. 19-Lo.26. In 1924 they were renumbered in the X10 class, bearing numbers 1031-1033, 1035-1037, from 1914, members of the class still in NSWGR service were rebuilt with the same domed boilers that replaced the dome-less type originally supplied on the R285 class. A number of modifications were made to the class such as replacing the leaf spring on the front axle with twin coil springs. For reasons unknown 1033 at some stage had the original parallel buffers on the rear replaced with longer bottle-shaped Turton buffers, in 1966,1036 with withdrawn and scrapped, but during an overhaul the boiler was given to 1076, previously numbered R288 then 1804. Three of the class were still in service with the NSWGR from 1940,1033 at Eveleigh Railway Workshops,1036 at Junee Locomotive Depot and 1042 at Cardiff Railway Workshops. 1036 had accumulated the most mileage in service with 707,564 km at withdrawal,1033 was preserved by the New South Wales Rail Transport Museum
33.
New South Wales M36 class locomotive
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The M36 class was a class of steam locomotives built for the New South Wales Government Railways in Australia. In the late 1860s four more of the 1 class where manufactured by Morts Dock Sydney in 1870-71, another four locomotives of the M.36 class were manufactured at Eveleigh Railway Workshops in 1876-77 using re-built tenders from Locomotive No. 1-4. Two of the later had cab shelters fitted to the tenders for suburban running. All engines of the class were scrapped in the period 1891-1904 with the exception of No.78 NSWGR steam locomotive classification
34.
New South Wales Z12 class locomotive
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The Z12 class was a class of 4-4-0 steam locomotives built for and operated by the New South Wales Government Railways of Australia. The Z12 Class was the first class of locomotive on the New South Wales Government Railways to be built in large numbers. They hauled all express passenger and mail trains for some 20 years, the design derives from the Metropolitan Railway A Class 4-4-0T condensing steam locomotives built for the Metropolitan Railway by Beyer Peacock in 1864. A total of 68 were built, the first batch of 30 were built by Beyer, Peacock and Company and placed in service as the 79 class between 1877 and 1879. They were the first locomotives to be imported with Westinghouse continuous air-brakes already fitted, the second batch of 26 came from Dübs and Company. These arrived between 1880 and 1881, a further four followed from Beyer, Peacock in 1881. To assist local industry, a contract for eight was awarded to the Atlas Engineering Works situated in Sydneys Haymarket and their numbers were thinned from 1895 when No.88 was converted to a 4-4-2T tank engine for Sydney suburban service with a further 19 following by 1902. These Tank Engines were reclassified the C79 class, the remaining engines became the C80 class. In an attempt to prevent cinders blocking the lower boiler tubes between cleanings in December 1956 an extended smokebox was fitted to 1219 with 1243 similarly modified in the 1960s, in 1924 the class was renumbered becoming the Z12 class. Many of the others survived into the 1950s hauling branch line services, the first two withdrawals occurred in 1957, a further four followed in 1963. In 1955 for the centenary of rail operations in New South Wales,1243 was restored to its original livery and it was joined by 1210 in December 1959 and together these hauled the Vintage Train across the state. In January 1962 the pair hauled a special service to Canberra where 1210, having hauled the first train into the nations capital in May 1914,1210 had historical significance for Canberra. NSWGR steam locomotive classification New South Wales Steam Locomotive Data, Sydney, New South Wales Government Railways,1966
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New South Wales Z13 class locomotive
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The Z13 class was a class of steam locomotive built for and operated by the New South Wales Government Railways of Australia. The conversion proved successful and twenty had been converted at Eveleigh Railway Workshops by 1902, in 1924 the class was renumbered becoming the Z13 class. Two were sold to East Greta Mining & Railway Company, one to Ashtonfields Colliery, Thornton, in later years their main duties were working of the Ballina branch, the Picton-Mittagong Loop line, the Yass Town branch and school trains on the upper North Coast
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New South Wales Z17 class locomotive
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The 17 class was a class of steam locomotive built by the Vulcan Foundry for the New South Wales Government Railways of Australia. Ordered from the Vulcan Foundry 12 were placed in service in 1887 and they had the 4-4-0 wheel arrangement that most locomotives had at the time. They were also intended to haul passenger service on the steeply graded Sydney to Newcastle, in 1905/06, new boilers with Belpaire fireboxes were fitted, the smokeboxes shortened and the cylinder diameter reduced. In 1924 the class was renumbered becoming the Z17 class, as they became due for reboilering they began to be withdrawn from January 1934 with only four in service by 1948. NSWGR steam locomotive classification Vulcan Foundry locomotive list, full Steam across the Mountains by Phil Belpin
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New South Wales Z18 class locomotive
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The 18 class was a class of 0-6-0T wheel arrangement steam locomotive built by Vulcan Foundry for the New South Wales Government Railways of Australia. An order was placed in February 1882, with the Vulcan Foundry for six 2-4-0T locomotives to the specification of the then Acting Locomotive Engineer, middleton claimed that the revised design would enable the locomotives to run at 30–33 mph in suburban service. Commissioner Goodchap approved the changes and despite the protests on Scott’s return, the six locomotives were delivered in 1884 and designated the 285 class. They became the 285 class in 1889 and the Z18 class in 1924 and their 4-foot-0-inch driving wheels proved too small for the speed required and they were reduced to shunting duties in Sydney Yard, with just the occasional venture into the suburbs. In 1907 the locomotives were fitted with new domed boilers, replacing the domeless versions originally fitted and this increased their weight by 3 tons which improved their adhesion factor. Power reversing gear was fitted in 1922, making them the first class in New South Wales to be so fitted. It was a type and was excellent when shunting at Sydney station, however this was only short lived. Later, with the cranes removed, they were restored to their Z18 numbers,1076 was an exception which continued to be known by that number. No.1802 was sold to the Public Works Department in 1927 and it continued in service until it was cut up for scrap metal in 1964. 1801 and 1806 were sold to J&A Brown Abermain Colliery in 1957 and worked on the isolated Catherine Hill Bay Coal Railway until the line ceased operation in 1967
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New South Wales Z21 class locomotive
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The Z21 class was a class of steam locomotives built for the New South Wales Government Railways in Australia. The wheel arrangement for the Z21 class was 2-6-0 and this arrangement is commonly called a Mogul. The last engine was scrapped in 1941
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New South Wales Z23 class locomotive
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The Z23 class was a class of steam locomotives built for the New South Wales Government Railways in Australia. These locomotives were said to be too heavy and too wide at the cylinders,2305 was the first withdrawn in May 1933. By 1941 only six were left, with the last,2304, being withdrawn in September 1946
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New South Wales Z24 class locomotive
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The Z24 class was a two-cylinder, non-condensing, saturated 2-6-0 ‘ Mogul‘ type steam engine built by Dübs and Company for the New South Wales Government Railways of Australia. Following the success of the B205 class, in 1889 the New South Wales Government Railways ordered an additional 25 locomotives of a similar design from Dübs. These locomotives had a firebox, steel cab and weighed an extra nine tonnes. They were pooled with the B205 class in general working, the first locomotive entered traffic on 10 March 1891 and all were in service by August that year. They took a generally unobtrusive part in main line traffic until displaced by the T524/TF939/K1353 class locomotives. They then moved on to branch lines until displaced by the C30T class locomotives arrived in the mid-1920s. As boiler renewals became due between 1929 and 1960, their numbers were depleted through either scrapping or disposal, representatives found their way on to the private lines of such organisations as Bunnerong Power Station, Nepean Sand & Gravel at North Richmond and Hunter Region collieries. The last locomotive withdrawn was 2413 in November 1960, following an enthusiast tour to Richmond and it joined 2408 and 2414 at Bunnerong Power Station until 1975
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New South Wales Z25 class locomotive
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The Z25 class was a class of 2-6-0 wheel arrangement steam locomotives built by Beyer, Peacock & Co. for the New South Wales Government Railways of Australia. In the late 1870s, only 11 of the 82 goods locomotives in service on the Southern and Western lines of the New South Wales Government Railways had a leading truck, the balance had a wheel arrangement of 0-6-0. To provide a suitable locomotive for use over the 8 chain radius curves of the Blue Mountains line. Beyer, Peacock and Company prepared a design which was considered to be in advance of British contemporary practice, the first twenty 205 class entered service in 1882. The new engines were found to be more sluggish than the 93 class when getting away with a load, following tests on the Blue Mountains, Commissioner Goodchap recommended the installation of 50 ft. turntables at Sydney, Bathurst and Goulburn which were required to turn the new locomotives. Four were allocated to the then isolated Northern network, at that time, there were thirty 93 class locomotives on order. As Locomotive Engineer W. Scott considered the new 205 class better suited to his requirements, the order was amended to thirty 205 class locomotives and these entered service in 1883/84, eight being allocated to Northern network. Both batches were found to be prone to slipping and additional weight was necessary to be added to the driving wheels, a further twenty locomotives arrived in 1885, five of which going to the Northern system. This last batch had cabs with steel sides, an improvement on the open cabs of the earlier batches. In the late 1880s the class were based at Sydney, Goulburn, Penrith, Bathurst, Newcastle, Murrurundi, at the same time, wooden cabs replaced the open cabs of the earlier batches. With the arrival of the T524 class locomotives in 1896, main work began to be assigned to these newer classes. During the years of the Great Depression, many of these fell into derelict condition after becoming due for overhaul. Some were used during the testing of the Sydney Harbour Bridge in 1932
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