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First references using many bullet points is just acting as starters for the article. Feel free to improve. Factrules ( talk) 16:51, 29 June 2011 (UTC)
How accurate was the Tunnel hole-through when the headings from each end met? Tabletop ( talk) 05:16, 1 October 2011 (UTC)
The Homebush to Waratah was built for double track, though many sections were single track when opened. Doubling was complete about 19____ ?
The Homebush to Waratah line was presumably built with the original standard for double track centres:
1855: 11ft 0.0in (3.35m) centres - car width 08' 4" (2.54m)
1955: 11ft 9.9in (3.35m) centres - car width 09' 8" (2.95m) - CityRail U set
1910: 12ft 0.0in (3.66m) centres - car width 10' 6" (3.20m)
1974: 13ft 1.5in (4.00m) centres - car width 10' 6" (3.20m) - metrication
The track centres though Woy Woy tunnel may be a special value to clear the walls.
In 2013, Platforms 1 and 2 at Gosford still appear to have the original 11ft track centres, and can only be used one platform at a time, unless platform(s) are reconstructed. Possibly likewise with some sidings, here and elsewhere.
FYI, car widths are as follows:
The T, G, M, H and A sets have plug doors, which extend outside the loading gauge when open.
There are different classes of medium width.
"The line was built with 1,435 mm (4 ft 8 1⁄2 in) tracks and a loading gauge that accommodated 8' 4" wide carriages on double track with 11' centres. Problems started to arise when in 1910 a new standard for carriages of 10' 6" and for track centres of 10 ft 6 in (3.20 m) was adopted.
In 1972 new double deck trains required the removal of brickwork in the top corners of the circular tunnel profile."
The quoted new track centres of 10' 6" are incorrect.
This article is rated B-class on Wikipedia's
content assessment scale. It is of interest to the following WikiProjects: | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
First references using many bullet points is just acting as starters for the article. Feel free to improve. Factrules ( talk) 16:51, 29 June 2011 (UTC)
How accurate was the Tunnel hole-through when the headings from each end met? Tabletop ( talk) 05:16, 1 October 2011 (UTC)
The Homebush to Waratah was built for double track, though many sections were single track when opened. Doubling was complete about 19____ ?
The Homebush to Waratah line was presumably built with the original standard for double track centres:
1855: 11ft 0.0in (3.35m) centres - car width 08' 4" (2.54m)
1955: 11ft 9.9in (3.35m) centres - car width 09' 8" (2.95m) - CityRail U set
1910: 12ft 0.0in (3.66m) centres - car width 10' 6" (3.20m)
1974: 13ft 1.5in (4.00m) centres - car width 10' 6" (3.20m) - metrication
The track centres though Woy Woy tunnel may be a special value to clear the walls.
In 2013, Platforms 1 and 2 at Gosford still appear to have the original 11ft track centres, and can only be used one platform at a time, unless platform(s) are reconstructed. Possibly likewise with some sidings, here and elsewhere.
FYI, car widths are as follows:
The T, G, M, H and A sets have plug doors, which extend outside the loading gauge when open.
There are different classes of medium width.
"The line was built with 1,435 mm (4 ft 8 1⁄2 in) tracks and a loading gauge that accommodated 8' 4" wide carriages on double track with 11' centres. Problems started to arise when in 1910 a new standard for carriages of 10' 6" and for track centres of 10 ft 6 in (3.20 m) was adopted.
In 1972 new double deck trains required the removal of brickwork in the top corners of the circular tunnel profile."
The quoted new track centres of 10' 6" are incorrect.