Cairns-Kuranda temir yo'l liniyasi - Cairns-to-Kuranda railway line - Wikipedia

Cairns-Kuranda temir yo'li
Kuranda railway.svg
Temir yo'l xaritasi
ManzilRedlinch - Kuranda (4881), Redlinch, Keyns viloyati, Kvinslend, Avstraliya
Koordinatalar16 ° 51′47 ″ S 145 ° 39′47 ″ E / 16.8631 ° S 145.6631 ° E / -16.8631; 145.6631Koordinatalar: 16 ° 51′47 ″ S 145 ° 39′47 ″ E / 16.8631 ° S 145.6631 ° E / -16.8631; 145.6631
Loyihalash muddati1914 - 1919 (Birinchi Jahon urushi)
Qurilgan1913-1915
Rasmiy nomiCairns Railway, Redlynch-dan Crooking Creek Bridge-ga, Cairns-dan Kuranda Railway, Stoney Creek Bridge, Rojdestvo Kriki ustidagi temir yo'l ko'prigi, Kuranda temir yo'l stantsiyasi, Surprise Creek temir yo'l ko'prigi
Turidavlat merosi (qurilgan)
Belgilangan21 avgust 1992 yil
Yo'q ma'lumotnoma.600755
Muhim davr1887 - hozirgi kungacha
Muhim tarkibiy qismlarsignallar, ofis / lar, aylanuvchi stol, signal qutisi / signal kabini / kalit uyi / mexanik punktlar (temir yo'l), bog '- yotoq / s, dush bloki / tuproq shkafi / suv shkafi, shiypon - boshpana, shiypon - tovarlar, turar joy - stantsiya magistrlar uyi / kvartallari, ofis / lar, tualet bloki / tuproq shkafi / suv shkafi, shiypon - boshpana, pandus, shiypon - omborxona, drenaj - bo'ronli suv, idish - suv, shiypon - boshpana
QuruvchilarKvinslend temir yo'llari
Cairns-to-Kuranda railway line is located in Queensland
Cairns-Kuranda temir yo'l liniyasi
Kvinslenddagi Cairns-to-Kuranda temir yo'lining joylashishi
Cairns-to-Kuranda railway line is located in Australia
Cairns-Kuranda temir yo'l liniyasi
Cairns-to-Kuranda temir yo'l liniyasi (Avstraliya)

The Cairns-to-Kuranda temir yo'li meros ro'yxatiga kiritilgan temir yo'l liniyasi dan Keyns viloyati uchun Mareebaning shirasi, ikkalasi ham Kvinslend, Avstraliya. U boshlanadi Redlinch, shahar atrofi Keyns va yuqoriga qarab sayohat qiladi Katta bo'linish oralig'i ga Kuranda kuni Mareeba Shire ichida Atherton Stollend. U 1913 yildan 1915 yilgacha qurilgan Kvinslend temir yo'llari. Uning tarkibiy qismlariga Stoney Krik ko'prigi, Rojdestvo Kriki ustidagi temir yo'l ko'prigi, Kuranda temir yo'l stantsiyasi va Surprise Creek temir yo'l ko'prigi. Bu qo'shildi Kvinslend merosini ro'yxatdan o'tkazish 1992 yil 21 avgustda.[1] Temir yo'l turistik temir yo'l xizmatidan foydalanish uchun ishlatiladi Kuranda manzarali temir yo'l. Bu qismni tashkil qiladi Stolland temir yo'l liniyasi.

Tarix

Cairns-to-Kuranda temir yo'lining Redvedch-dan Crown Creek Bridge qismigacha bo'lgan qismi ikkinchi qismning katta qismini tashkil etadi (Redlinch uchun Myola ) ga rejalashtirilgan temir yo'l liniyasi Herberton. U qirg'oq bo'ylab ko'tarilib, Stoney-Krik darasi bo'ylab va bo'ylab sayohat qiladi Barron darasi, balandligi 327,7 metr (1,075 fut) da Barron sharsharasi temir yo'l stantsiyasi. U Redlynchdan 21,7 kilometr (13,5 milya) Kuranda temir yo'l stantsiyasi orqali, Redlynchdan 23,2 kilometr (14,4 milya) Krouk Krik ko'prigiga boradi. 1887 yil aprel va 1891 yil iyun oylari oralig'ida tik va siljishga moyil landshaft orqali qurilgan ushbu bo'lim muhandislik mahorati bo'lib, 2011 yilda 15 ta beton qoplamali tunnel va 39 ta yog'och yoki po'latdan yasalgan ko'priklarni (Redlinchdan Crooked Creek ko'prigiga qadar) o'z ichiga olgan.[1]

To temir yo'l liniyasini qurish uchun konchilik asl turtki berdi Atherton stollari Keynsdan. Kuktown uchun port sifatida rivojlangan Palmer daryosi 1873 yilda kashf etilgan oltin koni, ammo u juda uzoq edi Hodkinson oltin koni, 1876 yil boshida janubdan kashf etilgan. Trinity ko'rfazi Hodkinson uchun port sifatida tanlangan; birinchi ko'chmanchilar 1876 yil oktyabrda kelgan va Keyns a kirish porti 1876 ​​yil 1-noyabrda.[2] Biroq, tashkil etilgan Port Duglas 1877 yilda Keynni deyarli bo'g'ib qo'ydi, chunki avvalgisi Xojkinsonga osonroq yo'lni taqdim etdi. 1880 yilda Yovvoyi daryoda qalay kashf etilganida, Port Duglasdan Herbertongacha bo'lgan yo'l, shuningdek, Keynsning yo'l izlaridan afzal ko'rilgan.[1]

1882 yil boshida og'ir nam mavsumdan so'ng Keyns o'z iqtisodiyotini saqlab qoldi, chunki Duglas portidan yo'l yopildi, natijada Herbertondan qirg'oqqa temir yo'l chaqirildi. Konlarni temir yo'l orqali portlarga bog'lash allaqachon bo'lgan Kvinslend hukumati siyosat. 1877 yil avgustda Kvinslend hukumati konchilar joylashgan shaharlarni asosiy portlariga ulash uchun uchta temir yo'lni tasdiqladi: Ustav minoralari ga Taunsvill (Buyuk Shimoliy temir yo'l liniyasi ); Perri tog'i ga Bundaberg (Perri tog'i temir yo'l liniyasi ); va Gimpi ga Meriboro (Shimoliy qirg'oq temir yo'l liniyasi ).[1]

The Ishlar vaziri, Jon Makrossan, kashfiyotchiga topshirildi Kristi Palmerston Herbertondan Keyns yoki Port Duglasga boradigan yo'lni topish; ammo 1882 yil avgustda Palmerston tabiiy yo'l yo'qligini xabar qildi. The Johnstone Divisional Board Palmerstonga marshrutni topishni buyurdi Mourilyan Makoni 1882 yil oxirida, ammo Kengash unga pul to'lamaganligi sababli, Palmerston o'z topilmalari haqida xabar bermadi.[1]

Bilan temir yo'l yo'nalishini izlash davom etdi Temir yo'l boshqarmasi o'lchovchi, Jorj Uilyam Monk, Keynsga 1883 yil aprelda etib kelgan. Keyns, Port Duglas va Mourilyanga borishi mumkin bo'lgan turli marshrutlar bo'yicha tadqiqotlar Monk va boshqa tadqiqotchilar tomonidan va 1884 yil oxirida o'tkazilgan. Robert Ballard, temir yo'l boshqarmasi bosh muhandisi (Markaziy va Shimoliy temir yo'l bo'limi) temir yo'l komissariga hisobotni uchta raqib terminidan har qandayidan teng bo'lishini aytdi, ammo Keyns eng yaxshi port edi.[3] Cairns-dan afzal qilingan yo'nalish Barron darasi, ammo Mulgreyv daryosi ham ko'rib chiqilgan edi. Cairns foydasiga hukumat qarori, 1884 yil 10 sentyabrda Port Duglas aholisining g'azabiga sabab bo'ldi. Keyndan temir yo'l qurish qarori uning uzoq shimoliy Kvinslenddagi eng mashhur shaharga aylanishini ta'minladi; Barron darasi o'zining beqaror geologiyasidan bexabar holda tanlangan,[4] keyinchalik bu pulga ham, hayotga ham qimmatga tushdi.[1]

Parlament 1885 yil oxirida Kernsdan Gerberton temir yo'ligacha bo'lgan dastlabki 24 mil (39 km) yo'lni tasdiqladi[5] ammo 1886 yil 1 aprelda Messrs PC Smith and Co kompaniyasiga bergan shartnoma faqat dastlabki 8 milya (13 km) uchun tuzilgan edi. 1886 yil 10-mayda Premer Janob Samuel Griffit birinchi sodani aylantirdi. Smitga bunday qisqa bo'lim uchun ham tajriba etishmadi va McBride and Co shartnomani 1886 yil noyabrda o'z zimmasiga oldi. Keyinchalik hukumat 1887 yil iyulda McBride-ni egallashi kerak edi.[6] Birinchi bo'lim 1887 yil 8 oktyabrda ochildi va tez orada terminali Redlinch deb nomlandi. 1911 yilda og'ish birinchi qismni qisqartirdi, ya'ni Redlinx endi Keynsdan sakkiz millik masofada emas edi.[1]

Temir yo'l liniyasi ochilgach, temir yo'l bo'ylab bir qator yo'llar bor edi: Stratford (Keynsdan 5 milya), Lily Bank (Keynsdan 6 milya) va Richmond (Keyndan 7 milya). Richmond Sidingning nomi chuchuk suvli Siding (keyinchalik) deb o'zgartirildi Chuchuk suv temir yo'l stantsiyasi ) 1890 yil yanvarda.[7] Temir yo'l liniyasining rivojlanishi erni ishlab chiqaruvchilarni temir yo'l liniyasi va Freshwater Creek yaqinidagi Richmond Park Estate nomli er uchastkasini chiqarishga undaydi, u 1886 yildan boshlab kelayotgan Richmond Park temir yo'l stantsiyasi va Keynsga o'n daqiqalik temir yo'l sayohati bilan reklama qilingan; bu sidingning asl nomini tushuntiradi.[8]

Kurandaga ko'tarilish shartnoma (Redlinch - Myola) ning 15 millik (24 km) ikkinchi qismini berish bilan boshlandi. Jon Robb uchun 1887 yil yanvar oyida Melburndan £ 290,984.[9] Robb tajribali pudratchi edi va ishga yuzlab erkaklarni jalb qildi. Robb shuningdek, tog'-kon, qishloq va biznes manfaatlariga ega edi Janubiy Avstraliya, Yangi Janubiy Uels va Melburn, u erda asos solgan direktor bo'lgan Federal bank 1881 yilda. Kuranda ko'tarilishi uning eng muhim ishi bo'lgan, ammo kompaniyasining boshqa shartnomalari ham shu erda bo'lgan Tasmaniya va G'arbiy Avstraliyaning birinchi temir yo'llar. U uyiga qaytib keldi Toorak u Keynsni tark etganida, 1894 yil oktyabrda to'lovga layoqatsiz deb topilgan va 1896 yil may oyida 62 yoshida vafot etgan.[1][10]

Ikkinchi uchastkada ishlar 1887 yil aprelda boshlangan. Robb qurilishiga yordam berish uchun Redlinchdan asosiy qurilish lagerigacha 2 kilometr (1,2 milya) tarmoq liniyasini qurdi. Kamerunga yonida Barron daryosi va 1888 yil 20-oktabrdan boshlab jamoat poezdlari Kamerunagacha etib bordi. Robb bir vaqtning o'zida chiziq bo'ylab turli nuqtalarda ishlashni rejalashtirdi va Kamerung'dan 2, 3, 6 va 9 tunnellar olib boriladigan joylarga, Stoney Krik ko'prigi maydonigacha va yo'llarga yo'l oldi. Buloqlar.[1][11]

Barron sharsharasi taxminan 1906 yilda stantsiyadan ko'rilgan
Barron sharsharasi, 2012 yil

Ikkinchi bo'lim boshida qiziqishning bir xususiyati - Redlynchdan uchinchi yog'och ko'prikdan keyin joylashgan Horseshoe Bend. 1888 yil dekabrda burilishdagi qirg'oq balandligi 16 metr balandlikda, tepada 15 fut (4,6 m) kenglikda va poydevorda 170 fut (52 m) kenglikda tasvirlangan va yotoq o'ti bilan sepilgan (Sinodon daktilon ) tomonlarda.[12] O'shandan beri qirg'oq ko'chkisi bo'lgan material yordamida kengaytirildi. Ikkinchi bo'lim balandlikni ko'tarish uchun Horseshoe Bend-dan foydalangan, so'ngra chiziq yuqoriga ko'tarilgan Barron sharsharasi. Keyinchalik bu qism Barron daryosidan Kuranda tomon o'tib, Myolada tugadi, Kurandadan deyarli 3 kilometr narida (1,9 milya) o'tdi. Dastlab "Horseshoe Bend" va "Barron Falls" stantsiyasi o'rtasida o'n to'qqizta tunnel rejalashtirilgan edi, ammo to'rttasi (ikkitasi "Stoney Creek" va "Tunnel 14" o'rtasida va ikkitasi "Red Bluff" da) qalamchalar bilan almashtirildi. Ikkinchi uchastkada beton ishlari uchun asosiy material sifatida Barron daryosi tubidan olingan qum ishlatilgan; barcha tunnellar beton bilan o'ralgan, truba va drenajlar ham betonga qurilgan.[1]

Keyns temir yo'lining ko'tarilgan tunnellari Kvinslenddagi eng katta tunnel guruhini anglatadi va 1866 yildan 1996 yilgacha Kvinslendda ochilgan 64 tunnelning 24 dan 38 gacha bo'lgan.[13] 1889 yil 30-yanvargacha 1 va 2 tunnellar qurib bitkazildi; Tunnel 3 oldinga siljish holatida edi, 4-9 va 12-13 astarga tayyor edi. 10 va 11 tunnellarda faqat sarlavhalar bo'lgan, 16 va 19 tunnellar hali ochilmagan. 1889 yil dekabrda qayta ishlangan va uzaytirilgan 19-tunnel ustida ishlashga ruxsat berildi. To'rtta tunnel bekor qilinishi sababli 16 va 19-tunnellar bugungi 14 va 15-tunnellar deb nomlandi.[1]

Tunnellar singari, ko'prik ishlari ham ikkinchi uchastkada qurilish ishlarining asosiy elementi bo'lgan. Ko'prik ishlarini bajarish uchun zarur bo'lgan po'latning umumiy uzunligi 240 metr atrofida edi. Po'latdan yasalgan buyumlar hammasi Meriborodagi Walkers Ltd tomonidan kesilgan, o'rnatilgan va qisman perchlangan. 2011 yilda Redlinch va Kuranda o'rtasidagi temir ko'priklarga quyidagilar kiradi: oltitasi panjara bilan; plus ko'prik 42 (1890), bu erda baliq belly plastinka to'sinlari asosiy qism sifatida qayta ishlatilgan; Mervin Kriki ustidagi 50-ko'prik (1920-yillarda avvalgi yog'och ko'prik o'rnini bosgan); Jumrum Creek ko'prigi (51-ko'prik), garchi asosan yog'och markaziy temirdan yasalgan bo'lsa ham (ko'prik 1962 yilda rekonstruksiya qilingan). Shuningdek, 2011 yilgacha beshta juda qisqa temir ko'priklar bo'lgan. Kurandadan 1,5 kilometr (0,93 mil) uzoqlikda joylashgan Krouk Krik ko'prigi bo'lib, u taxminan 1900 yilda 1867 yilgi 51-sonli ko'prikdan qayta foydalanilgan (qisqartirilgan) plastinka to'sinlari. Asosiy diapazon. Ko'prik beton tirgakning har ikki tomonidagi yangi temir tirgaklar bilan mustahkamlandi va uning o'rnini bosuvchi po'lat to'sinlar ham dastlab asosiy tog'dagi 51-ko'prikdan keldi.[1][14]

2011 yilda 24 ta estakada ko'prigi mavjud edi, ammo ularning hech biri asl yog'ochlarini saqlamaydi. Dastlab ko'priklarda ishlatilgan mahalliy skrub xikori sifatsiz bo'lib, 1890 - 1900 yillarda almashtirish ishlarini talab qildi.[15] Yog'och ko'priklarning tarkibiy qismlari ham asta-sekin po'lat bilan almashtirilmoqda, chunki mos yog'och qattiqligi kamligi sababli yillar o'tishi bilan ba'zi ko'priklar beton truba bilan almashtirildi.[1]

Po'lat ko'priklar butunlikni yanada yuqori darajada saqlab qolishdi. Eng yuqori meros ahamiyatiga ega bo'lgan ko'priklar temir panjarali to'siqli ko'priklardir; barchasi ikkinchi qismni qurish paytida qurilgan. Uchtasi Stoney-Krik, Surpriz-Krik va Rojdestvo-Krikda joylashgan. Qolgan uchtasi 3-tunnel va 4-tunnel oralig'ida joylashgan qismdagi birinchi temir ko'prik bo'lgan 21-ko'prik; 23-ko'prik, 9-tunneldan keyin; Stoney Krik Stantsiyasi va Stoney Krik Ko'prigi orasidagi 29-chi ko'prik. Qurilgandan beri ko'priklarning raqamlari o'zgartirildi: masalan, bugungi 21-ko'prik dastlab ko'prik 11 deb nomlangan.[1]

Stoney-krik ko'prigi

Stoney-krik ko'prigini qurish, 1890 yil
Stoney Creek ko'prigi va qulashi, 2005 yil

Stoney Krik ko'prigi (dastlab ko'prik raqami 26, hozirda ko'prik 30), oldida Stoney-Krik sharsharasi, 4 zanjirli (260 fut; 80 m) radius egri chizig'ida qurilgan va hukumat muhandisi Jon Gvinnet tomonidan ishlab chiqilgan.[16] Dizayn Kvinslendda noyobdir, egri chiziq tunnellardan qochishning yagona usuli hisoblanadi. 1887 yil oxiriga kelib temir tayoqchalar (Feniks ustunlari) barpo etilgan beton asoslar yaxshi rivojlangan edi.[17] Bu temirli temir yo'llar bilan qurilgan ikkita Kvinslend temir yo'l ko'prigidan biri, ikkinchisi - bu Rojdestvo Kriki ko'prigi, chiziq bo'ylab.[18] Tomonidan Keynsga tashrif Kvinslend gubernatori, Janob Genri Uayli Norman, 1890 yil aprelda qurilish ishlarini tekshirish imkoniyati sifatida foydalanildi. Taxminan qurib bitkazilgan Stoney-Krik ko'prigiga shpallar ustiga taxtalar qo'yilgan ziyofat stolini yopib, palapartishlik oldida ochiq marshrut o'rnatildi. Ko'prikning darhol orqasida palapartishlik shovqini tufayli hech qanday nutq bo'lmagan.[19] Ko'prik 1890 yil 30-iyunda yuklarni sinovdan o'tkazdi.[1]

1900-yillarning boshlarida tosh qulashi xavfi tufayli ko'prik yaqinidagi katta miqdordagi toshlar olib tashlandi. 1916 yilda perchinli bog'lanishni mustahkamlash bo'yicha ishlar olib borildi va 1922 yilda korroziya bilan bog'liq muammolarni kamaytirish uchun asl uzunlikning balast qoplamasi o'rniga yog'och uzunlamasına uzunliklar o'rnatildi.[1]

Stoney Krik ko'prigi - bu joylashgan joyining ajoyib go'zalligi tufayli Avstraliyadagi eng ko'p suratga olingan ko'priklardan biri. Tarixchi Jon Kerr uni "Kvinslend temir yo'lidagi eng ajoyib manzaraga ega chiziqdagi eng taniqli inshoot" deb atadi.[20] Poezdlar ko'prikda to'xtab, yo'lovchilar poezdni tark etib, ko'prik bo'ylab qisqa muddat yurishlari mumkin edi. Ko'prikning xavfsizligini mustahkamlash va yaxshilash maqsadida 1990-yillarning oxirlarida ko'prik ostiga yangi temir uzunlamasına uzunliklar qo'shildi, yog'och qoplamasi temir panjara bilan almashtirildi va ko'prikning yon tomonlarida o'tish yo'llari kengaytirilib, texnik xizmat ko'rsatishni yaxshilashga imkon berildi. Temir estakadalarning oyoqlari ham mustahkamlandi.[1]

Surprise Creek ko'prigi

Surprise Creek Bridge, 1897 yil

Surprise Creek ko'prigi (dastlab 36 raqami, hozirda 46 raqami) 1890-91 yillarda qurilgan. Dastlab asosiy oraliqda yog'ochdan yasalgan yondashuvlar mavjud edi, ammo ular 1890-yillarning oxirlarida eski ko'prikdan qayta ishlangan pinli qo'shma temir panjarali trusslar bilan almashtirildi. 90-yillarning oxirlarida ko'prik ostiga yangi po'latdan yasalgan uzunlamasına uzunliklar qo'shildi.[1]

Rojdestvo Krik ko'prigi (dastlab raqami 37, hozirda 48) 1891 yilda qurilgan. Ba'zi to'siqlar zanglaganidan keyin o'zgartirilgan.[1]

Sektsiyaning tunnellari va ko'priklari qurilishi ko'p mehnat talab qildi. Kvinslend Italiyada ishsiz ishchilarni olish uchun Italiya bilan maxsus shartnoma imzoladi va ko'plab irlandiyaliklar ish bilan ta'minlandi. Qurilish avjiga chiqqan vaqt davomida chiziq bo'ylab 1500 ga yaqin ishchi ishlagan.[1]

Tunnel ishlari qo'l bilan bajarilgan. Tunnellar va so'qmoqlarda portlovchi moddalardan keng foydalanishning odatiy xavfi toshning beqaror tabiati va Barron darasi yonbag'ridan pastga tushishi bilan kuchaygan. Tuproqning o'rtacha qiyaligi 45 darajani tashkil etdi, uning parchalangan tuproq qatlami va chuqurligi 5 metrdan 8 metrgacha (16 dan 26 futgacha) o'zgarib turadi. Robb mustahkam erni topish uchun tog 'yonbag'irlarini chuqur qazishga majbur bo'ldi va dastlabki tekshirilayotgan marshrutdan bir necha marta chetga chiqish ham uning narxini oshirdi. Tuproq, toshlar va daraxtlar olib tashlanganida Qizil Bluff va Glacier Rock paydo bo'ldi,[21] yana qo'l bilan, chiziqning yuqorisidan (eskirgan joylarni tozalash va tekislash kerak edi).[1]

Ikkinchi uchastkaning qurilishi paytida kamida 23 tasodifiy o'lim yuz berdi, ularning asosiy sabablari erta portlash, tosh qulashi va g'orlardagi inshootlar natijasida shikastlanish va qulash.[22] Giovanni Zappa ismli bir kishi 1888 yil sentyabr oyida Barron darasiga 250 metr (820 fut) ga qulagan. Boshqa o'limlar bezgak, shomil, skrub tifus (oqadilar), dizenteriya, isitma va ilonlar natijasida sodir bo'lgan. Yuzlab erkaklar jarohat olishdi, ammo Kvinslenddagi ish beruvchilarning javobgarligi to'g'risidagi qonun 1886 yil mavjud bo'lishiga qaramay, faqat bitta ishchiga tovon puli to'ladi.[23] Boshqa mehnat muammolari kasaba uyushmasi - mehnatning birlashgan o'g'illari tashkil topishiga olib keldi, bu 1890 yil oxirida ish tashlashni chaqirdi.[1][24]

Qurilish paytida ko'p qirg'oqlarda va poligon bo'ylab har bir ko'prik yoki tunnelda dengiz flotining lagerlari tashkil etilgan. Kamerung'adan boshqa asosiy shaharchalar Yangi Kairnsni (keyinchalik Jungara) o'z ichiga olgan; Rokki-Krik sharsharasi (8 va 9 tunnel oralig'ida); Stoni Kriki; Buloqlar (14 va 15 tunnellar oralig'ida); Qizil Bluff; va Kamp Oven Creek (15-tunnel yaqinida).[25] Shuningdek, Tunnel 3, Surprise Creek va Rainbow Creek-da Greyning cho'ntagida kichik shaharchalar bor edi.[26] Chodirlar va ko'chma binolarning ushbu kichik shaharchalarida odatda kamida bitta mehmonxona, umumiy do'kon va yolg'iz erkaklar uchun pansionat mavjud edi. Stoney-krik sharsharasida Patrik Patonning mehmonxonasida bilyard xonasi, ovqat xonasi, bar, bal zali va 28 kishilik xonalar mavjud edi, Horseshoe Bend ostidagi Nyu-Kairnsda mehmonxona, arra fabrikasi va kamida ikkita umumiy do'kon bor edi. Hammasi bo'lib 26 mehmonxonada Kamerunga va Redlinchdan Kurandagacha 1886 yildan 1888 yilgacha faoliyat yuritish litsenziyasi berilgan.[1][27]

Loyihaning qiyinligi tufayli ham shartnoma narxi, ham 1888 yil 26-iyulda tugash muddati juda oshib ketdi. 1891 yilda juda ho'l mavsumdan so'ng trekka katta zarar etkazildi; taxminan 140 metr (460 fut) er siljidi va bitta tunneldagi to'siq qulab tushdi va erni quritishni talab qildi.[1]

Tunnel 15 va Surprise Creek ko'prigi 1891 yil 14 martda qurib bitkazilganida, bu katta ishlarning yakuniga etdi. 1891 yil may oyida ikkinchi qism uchun so'nggi relslar yotqizildi va 15 iyun kuni Myola shahriga tovarlarni olib o'tish uchun yo'l ochildi; va 10 kundan keyin yo'lovchilar uchun.[1][28]

Qurilish paytida duch kelgan qiyinchiliklarga qaramay, chiziq yaxshi qurilganligini isbotladi Willoughby Hannam, Temir yo'llar, Shimoliy va Karpentariya bo'limi bosh muhandisi (1885 yildan 1889 yilgacha), u dastlabki marshrutni qurish imkonsiz bo'lganida ko'plab og'ishlarni tekshirishga to'g'ri keldi. Xannamning o'rnini bosh muhandis Annet egalladi.[1][29]

Barcha temir yo'l shartnomalari bilan bir qatorda, narx har bir ish turining miqdorini belgilangan narxga ko'paytirish va individual summalarni yig'ish yo'li bilan hisoblab chiqilgan. Agar tadqiqot ko'proq qazishni talab qilish uchun o'zgartirilgan bo'lsa, hukumat qo'shimcha xarajatlarni jadval stavkasi bo'yicha to'lagan. Ikkinchi qismdagi relyefning beqarorligi, qalamchalar va qirg'oqlarning qiyaliklarini qisqartirishga to'g'ri keldi. Robb dastlab so'qmoqlar va tunnellar uchun taxmin qilinganidan besh barobar ko'proq materialni olib tashlashi kerak bo'lganligi sababli, oxir-oqibat unga pul to'lashdi £ 880,406. U yana da'vo qildi £ 262,311, lekin faqat olingan £ Arbitrajdan keyin shundan 20807. Reylar va boshqa xarajatlar bilan ikkinchi bo'lim Kvinslend hukumatiga qimmatga tushdi £ 1,007,857; Kvinslenddagi eng qimmat yo'nalish.[1][30]

Ikkinchi uchastkada katta xarajatlarning oshib ketishi, 1890-yillarning boshlaridagi moliyaviy tushkunlik bilan birga, Keyns temir yo'lining Xerbertonga uzayishini kechiktirdi. Uchinchi bo'lim uchun shartnoma (Myola - Granite Creek /Mareeba ) 1891 yil boshida Aleksandr McKenzie & Co-ga berilgan (Robbning tanlovi muvaffaqiyatsiz tugagan) va ushbu bo'lim 1893 yil 1-avgustda ochilgan.[31] Mablag'ning etishmasligi bu chiziq Mareebada bir muddat to'xtaganligini anglatardi. U 1903 yilgacha Athertonga va 1910 yil oktyabrgacha Herbertonga ochilmadi. Bu vaqtga kelib temir yo'lning kengayishini qalay o'rniga yog'och va qishloq xo'jaligi olib bordi va chiziq Herberton yonidan uzaytirildi. 1911 yil iyul oyida Tumoulin va nihoyat Sidar Krikka ochildi (Ravenshoe ) 1916 yil dekabrda. Shu bilan birga, filial tarmog'i Tolga ochildi Yungaburra 1910 yil mart oyida to Malanda 1910 yil dekabrda va to Millaa Millaa 1921 yil dekabrda.[1][32]

Kuranda temir yo'l stantsiyasi, 2015 yil

Kuranda temir yo'l stantsiyasi

Kuranda temir yo'l stantsiyasi, 2007 yil
Kuranda temir yo'l stantsiyasi, taxminan 1935 yil

1891 yilga kelib Kuranda stantsiyasi ikkinchi qismdagi eng muhim stansiya bo'ldi. Barron sharsharasiga yaqin bo'lganligi sababli u sayyohlik markaziga aylangan edi. Kuranda 1888 yilda temir yo'lning kelishi bilan birga rivojlanishini kutib, surishtiruv o'tkazildi va birinchi stantsiya binolari 1891 yilda xizmatlar tugagandan so'ng Kamerunga ko'chirildi. Kamerunga shahridagi stantsiya uyi 1908 yilda ham Kuranda shahriga ko'chirildi. .[33] 1913 yilga kelib Kuranda stantsiyasiga (shimoli-g'arbiydan janubi-sharqqa) ofis, alohida dam olish xonasi (1894 yildan beri Kuranda mehmonxonasi egasi tomonidan boshqarilgan), erkaklar va ayollar uchun hojatxonalar va mollar saroyi kiritilgan. Qurilishi Chillago Kompaniyaning Mareebadan Chillagoe va Fortsayt, 1898-1901 va 1907-1910 yillarda,[34] Kuranda orqali yuk tashish hajmi oshdi va bundan oldin sayyohlar trafigi ham oshib bordi Birinchi jahon urushi.[1]

Kuranda temir yo'l stantsiyasi, 2015 yil

1910 yilgi hisobotda Kuranda orol platformasida yangi stantsiya binosi tavsiya qilingan edi, u daraxtlarni ekish orqali bezakli bo'lishi mumkin edi. Vinsent Bosh muhandis "Shveytsariya Chalet uslubidan kelib chiqqan holda, Kurandani shou stantsiyasiga aylantirish g'oyasi" deb ta'riflagan yo'lovchilar stantsiyasi bloki, temir yo'l boshqarmasi bosh muhandislik idorasining me'moriy bo'limiga narx javobgar edi.[35] 1911 yilda ishlab chiqilgan. O'zgartirilgan rejalar 1913-14 yillarda tuzilgan bo'lib, unga asosiy stantsiya binosi (bron qabulxonasi, bron idorasi, kutish xonasi, ayollar hojatxonalari, o'tish joyi, dam olish xonasi, oshxona, omborxona, haykaltaroshlik va oshxona hovlisi bilan) kiritilgan; signal kabinasi; kommunal xizmat ko'rsatish bloki (erkaklar hojatxonasi, yuk tashuvchi xonasi, do'kon xonasi va chiroq xonasi bilan). Ushbu uchta binoning har biri Marsel terakota plitkali tomi bo'lgan Federatsiya uslubida qurilgan beton bloklardan qurilgan.[1]

Stantsiyani kengaytirish 1913 yilda boshlangan va 1915 yilda davom etgan. O'zgarishlar platforma va hovlini kengaytirish, stantsiyani signalizatsiya va blokirovka qilish hamda yog'och ko'prik va yangi stantsiya binolarini qurish bilan bog'liq. Asosiy stantsiya binosi 1914 yil sentyabrga qadar "qurib bitish arafasida" edi.[36] Uning asosiy joylari saqlanib qoladi, garchi sobiq salqinlash xonasi va oshxonasi hozir sovg'alar do'koni va kafe bo'lib, sobiq oshxona hovlisi endi ozaytirilgan kengaytmaga aylangan.[1]

Avstraliyada standart temir beton bloklari yordamida qurilgan eng qadimgi stantsiyalardan biri bo'lgan Kuranda Kvinslendda uning turiga oid ikkinchi eng qadimgi namunadir. Oldingi ikkita misol Northgate (1911–12) va Chelmer (1913) yilda Brisben ikkalasi ham buzib tashlangan, yana bir misol ochilgan Ascot (Eagle Farm avtodromi ) 1914 yil fevralda[37] omon qoladi. 1915 yilda o'rnatilgan ko'prikdan platformaga ko'tarilgan yuk ko'taruvchisi 1939 yildan keyin buzib tashlangan, ammo 1994 yildan beri tagida shiyponli yangi lift ko'tarilgan.[1]

Signal kabinasida to'liq bir-biriga bog'langan McKenzie va Holland 37-qo'lli mexanik signal ramkasi mavjud (hali ham mavjud). Kvinslendda temir yo'lni "xavfsiz ishlash" tizimlari kompyuterlashtirilib, markazlashtirilgunga qadar, mexanik signallarni temir yo'l liniyasining ma'lum bir qismida harakatlanish bilan shug'ullanadigan signal kabinalaridan boshqarib turilgan. Yo'l uchastkasining boshqa trafikdan tozalanganligini yoki yo'qligini ko'rsatadigan signal signallari kabinalari muvofiqlashtirilgan signallar. Dastlabki signallar mexanik, keyinchalik signallar elektr bilan ishlaydi. Mexanik signalning eng keng tarqalgan shakli semafor signal edi. Ular bir yoki bir nechta qo'llari bilan turli xil burchaklarga moyil bo'lishi mumkin bo'lgan, gorizontal ravishda "xavf" signalini berib turadigan yoki davom ettirilmaydigan metall ramkali minoradan iborat edi. Ushbu signal tizimining namunalari Kuranda stantsiyasida saqlanib qolgan. Kechasi chiroqlar kerak edi va harakatlanuvchi rangli ko'zoynakli kerosin lampalar turli ranglarni, shu jumladan yashil (davom eting), sariq (keyingi signal qizil rangini topishga tayyorgarlik ko'ring) va qizil (to'xtash) ranglarini namoyish etdi.[1]

Marshrut haqiqatan ham aniq bo'lmaguncha, poezdga "aniq" signal berishning iloji yo'qligi uchun signallarni muvofiqlashtirish uchun signallarni blokirovka qilish mumkin edi. Bir-biriga bog'lab qo'yilgan hovli - bu semafor yoki rangli yorug'lik signallari signallar bilan birgalikda ishlaydigan punktlar to'g'ri o'rnatilmasa, signallar poezdning harakatlanishiga yo'l qo'ymaslik uchun boshqariladigan temir yo'l. Mexanik signal ramkasi ostida joylashgan mexanik blokirovkalash moslamasi - bu to'qnashuvda nuqta o'zgarmasligi uchun tuzilgan tayoqchalar, toymasin panjaralar va qo'llar tizimi, shu bilan to'qnashuv yoki boshqa baxtsiz hodisalarga olib kelishi mumkin bo'lgan harakatlarning oldini olish.[1]

1918 yilga qadar 169 Kvinslend temir yo'l stantsiyalari o'zaro bog'langan bo'lsa ham,[38] mexanik blokirovkalash texnologiyasi oxir-oqibat eskirdi, chunki uni elektr qulflash yoki elektropnevmatik tizimlar almashtirdi. Kompyuterlashtirilgan markazlashtirilgan harakatlanishni boshqarish (CTC) signalizatsiya tizimlari endi tarmoqning katta qismini boshqaradi.[1]

Vokzal binolari, signallar va blokirovka bilan bir qatorda bekat obodonlashtirildi. 1910 yilgi sxemada tavsiya etilgan dekorativ ekish Kurandadagi stantsiya ustalari Jorj Rayt va Bert Vikem tomonidan ishlab chiqilgan. Platformaning bog'larida va perron panohlari ostidagi tropik o'simliklar 1915 yilda temir yo'lchilarning yillik bog'lar tanlovida birinchi marta g'olib bo'lgan va keyingi yillarda g'olib bo'lgan stantsiya chiziqlarini yumshatishga yordam berdi. Kuranda har yili g'olib chiqadi.[1]

1927 yilga kelib stansiya asosiy platformaning janubi-sharqida tovarlarni va stantsiyaning shimoliy-g'arbiy qismida aylanadigan stolni o'z ichiga oladi. Hozirgi aylanuvchi stol Duglasga ko'chirilgan asl nusxadan kichikroq ko'rinadi.[14] 1932 yilda mavjud bo'lgan elementlarga aylanma stol yonidagi motorli shiypon va Arara ko'chasi yaqinidagi bekatning janubidagi signalistlar, gangerlar va ofitsiantlar xonalari kiradi.[1]

Stansiya poezdning yuqori qismida joylashganligi sababli stantsiya yuk tashishda muhim rol o'ynadi. Qo'shimcha poezdlar odatda o'z yuklari o'tkazilgan Kuranda tomon harakatlanishadi, chunki Kurandaning g'arbiy qismida harakatlanayotgan poezdlar ushbu yo'nalishda ko'tarilishi mumkin bo'lgan yukni ikki baravar oshirishi mumkin edi.[1]

Yuk xizmatlari bilan bir qatorda, sayyohlik poezdlari Kuranda tomon yurishgan, garchi turistik xizmat 1960 yilgacha Kvinslend temir yo'llari jamoat jadvalining rasmiy qismi bo'lmagan.[39] Ikkinchi bo'limning sayyohlik salohiyati juda erta tan olingan, 1887 yil sentyabr oyida Keyns Alderman Maknamara buni "dunyoning barcha burchaklaridan kelgan sayyohlarni o'ziga jalb etadigan ajoyib muhandislik ishi" deb atagan.[40] 1893 yilda .dan mahalliy vakillar Barron divizion kengashi temir yo'l komissarlari bilan uchrashib, Barron sharsharasi yo'nalishidagi to'xtash joyini muhokama qilishdi.[1][41]

Kuranda turizmining o'sishi yo'lovchilarga xizmat ko'rsatishning mashhurligi bilan bog'liq edi Adelaide Steamship kompaniyasi, Avstraliya birlashgan bug 'navigatsiya kompaniyasi va Avstraliya paroxodlari (Howard Smith Ltd ). Brisbendan kelgan sayohatchilar, Sidney va Melburn 1924 yilda Brisbenga temir yo'l ochilguncha Keynsga kemada kelgan. 20-asrning boshlarida Kvinslend temir yo'llari sayyohlarni tog'larning beqiyos tabiiy go'zalligini sog'inmaslikka chaqirgan "Poezd safari paroxod kutayotganda" risolasini nashr etdi, eng yaxshi Kurandaga poezdda borish orqali ko'rilgan. Boshqa bir dastlabki sayyohlik risolasi "Kurandaning shon-sharafi" stantsiyani Kvinslenddagi eng chiroyli deb ta'riflaydi. 1930-yillarning oxirlarida "Grandstand poezdi" Kurandaga yugurdi. Ikkita qatorli o'rindiqli, ikkalasi ham bir tomonga qaraydigan, chiroyli derazalar bilan jihozlangan maxsus vagonlarga ega edi.[1]

Turistik sayohatlar davomida to'xtadi Ikkinchi jahon urushi. Biroq, Kuranda 1943 yil boshidan boshlab Yangi Gvineyaga yaqin joyda bezgaksiz muhitda dam olish, reabilitatsiya va mashg'ulotlar o'tkazish uchun Atherton Stollendda joylashgan ko'plab qo'shinlar uchun yuklarni tashish bilan shug'ullanadigan eng gavjum stantsiyalardan biri edi. Ayni paytda tirbandliklar shunchalik katta ediki, Keynsdan Kurandagacha bo'lgan yo'l tirbandlikni engillashtirish uchun qurilgan edi.[1]

Keyns-Kuranda temir yo'liga 1959 yilda teplovozlar kiritildi va turizm Ikkinchi Jahon Urushidan keyin tiklandi, 1965-1975 yillarda yo'lovchilar soni 100 foizga oshdi.[42] 1960-yillarda Kuranda muqobil turmush tarzi markaziga aylandi va 1970-yillarning oxirida boshlangan yakshanba bozorlari shahar va temir yo'l stantsiyasida turizmni rivojlantirdi, shuningdek, bino Skyrail yomg'ir o'rmonlari o'tish yo'lagi 1990-yillarning o'rtalarida.[43] 2003 yilga kelib 500 mingga yaqin odam tashrif buyurdi Barron darasi milliy bog'i har yili Kuranda manzarali temir yo'l,[44] ko'pincha Skyrail-da qaytib kelishadi.[1]

1961 yilda stantsiya binolarining plitkali tomlari oddiy temir choyshab bilan almashtirildi, 1989-1990 yillarda esa qovurg'ali metall plitalar bilan almashtirildi. 1990 yilda oyoq ko'prigining janubiy qismi po'lat bilan qayta tiklandi va shimol qismi temir bilan almashtirildi. Stansiya boshlig'ining uyi temir yo'l stantsiyasining shimoliy-g'arbiy qismida, garchi uning verandalari yopilgan bo'lsa-da, omon qoladi.[1]

Vaqt o'tishi bilan Redlinch va Myola o'rtasidagi boshqa stantsiyalar Jungara, Stoney Krik, The Springs, Barron Falls, Hydro va Fairylandni o'z ichiga olgan. Faqat Redlynch, Stoney Creek, Barron Falls va Kuranda har qanday qurilgan inshootlarni saqlab qoladi va Barron Fallsdagi binolar zamonaviydir.[1]

Redlinch temir yo'l stantsiyasi

Redlinch temir yo'l stantsiyasi (devor bilan o'ralgan), 2018 yil

2011 yilda Redlinch stantsiyasida infratuzilmaning qolgan qismi bog 'maydoniga ega stantsiya binosini, erkaklar uchun hojatxonani va yuk ko'tarish bankini o'z ichiga olgan. Stantsiya binosining yadrosi 1890 yilgacha mavjud edi, garchi u dastlab tomi egri edi.[45] Bino 1887 yilda Keyns temir yo'lining birinchi qismi ochilgan paytdan boshlab tuzilishi mumkin, chunki 1888 yil avgustda Kamerunga "Redlinxdagi kabi" stantsiya binolarini barpo etish rejalashtirilgan edi.[46] Kamerunga stantsiyasining binosi ham kavisli tomga ega edi va keyinchalik ikkinchi bo'limi 1891 yilda ochilganida Kurandaga ko'chirildi. Redlinchdagi hozirgi ayvon ostidagi temir quvurlar ramkalari bir paytlar o'simlik o'simliklarini osib qo'yish uchun ishlatilgan.[1]

Redlinch stantsiyasi binosining 1899 yildagi rejasiga do'kon (2,4 metr (7 fut 10 dyuym)), kutish joyi (3 metr (9,8 fut)) va ofis (3 metr (9,8 fut)) kiritilgan. Ushbu vaqt oralig'ida ofis janubi-g'arbiy tomon yana 2,4 metrga (7 fut 10 dyuym) uzaytirildi, binoning janubi-g'arbiy qismida ayollar xonasi (3,7 metr (12 fut)) qo'shildi. Ikkinchisida hojatxonaning bo'limi bor edi, u ayollar xonasi tovar maydoniga aylantirilganda omon qolganga o'xshaydi. v. 1954. Bu vaqtda binoning shimoli-sharqiy qismida joylashgan do'kon yangi xonalar xonasiga aylandi va vokzal binosining shimoliy-sharqida alohida erkaklar xonasi qurildi.[1]

O'shandan beri ofis va sobiq ayollar xonasi orasidagi devor olib tashlandi va endi tom qiyshiq emas, balki devor bilan ishlangan. Ikkinchi Jahon urushi paytida olingan binoning fotosuratida shimoliy-sharqiy qismida meteorologik taxtaning qoplamasi ko'rsatilgan. 1954 yildagi uchastkaning rejasida mavjud bo'lgan shiypon, shiyponning shimoliy-sharqida endi mavjud emas. Yog'ochdan yasalgan sahna, hozirgi avtoturargoh joylashgan joyda, siding oxirida boshpananing g'arbida joylashgan. Stansiya boshlig'i kotteci boshpananing janubi-g'arbiy qismida burilish uchburchagi ichida joylashgan, ammo uning o'rniga zamonaviy binolar qurilgan Kvinslend temir yo'li (QR) xizmat ko'rsatuvchi to'da.[1]

2018 yilga kelib, stantsiya binosi hali ham mavjud, ammo jamoat uchun to'siq bilan to'silgan.

Stoney Creek temir yo'l stantsiyasi

Stoney Krik Stantsiyasida 1909 yilda darvoza qurilgan. 1911 yilga kelib majmuada yopiq idorasi bo'lgan ochiq boshpana va sharq tomoni egri tomli ayollar xonasi mavjud edi.[47] 1936 yilga kelib majmua boshpanadan iborat edi; ayollar xonasi; Stoney-Krik sharsharasidan etkazib beriladigan bug 'poezdlari uchun suv ombori va qumtepa (stantsiyaning g'arbiy uchi); plyuskaning ikkita qarorgohi va aravachasi va asbob-uskuna (yo'lning ikki tomoni, stantsiyaning sharqiy tomoni). Faqat boshpana saroyi, suv idishi va qum tirikligi omon qoladi. Ikkinchisi bir vaqtlar poezdlarda qum qutilarini to'ldirish uchun ishlatilgan, bu esa quruq qumni tortishga yordam berish uchun temir yo'llarga tushirish imkonini bergan. 1980-yillarda telefon liniyasi va uning ustunlari olib tashlangan. Siding sayyohlik poezdlari o'tishini kutish uchun QR texnik xizmat ko'rsatish guruhlari tomonidan ishlatiladi va boshpana yomg'ir yog'ayotgan paytda ishlatiladi. Milliy bog'ga mos ravishda stantsiya bog'laridagi ekzotik ko'chatlar mahalliy aholi bilan almashtirildi, ammo meros ahamiyatiga ega bo'lgan etuk mango daraxtlari saqlanib qoldi.[1]

Ko'p yillar davomida Stoney Kriki rangli tropik barglarning bog'lari bilan ajralib turardi. Ushbu sayt doimo sayyohlik qiymatiga ega bo'lishi kerak edi - qurilish paytida pianino mashaqqat bilan Stoney Creek mehmonxonasiga olib borildi. Egasi optimistik ravishda kelajakdagi sayyohlar sharsharani ko'rish uchun uning mehmonxonasida bo'lishini kutgan.[48] Kuranda manzarali temir yo'l (Cairns-dan Kuranda tomon yo'nalgan) endi bu stantsiyada to'xtamaydi.[1]

Ikkinchi qism qurilganidan beri ob-havo va geologiya chiziqqa ta'sirini davom ettirmoqda. 1894, 1896, 1904, 1909 va 1910 yillarda ko'chkilar bo'lgan, ammo eng katta buzilish 1910-11 yil yozida sodir bo'lgan. 1910 yil dekabrda sirpanishlar natijasida 10-tunnelni chetlab o'tish uchun tramvay yo'li qurilib, u Kuranda tomonida to'sib qo'yilgan va chiziq 10 hafta davomida yopilgan edi. 1911 yil mart oyining oxirlarida ko'proq siljishlar va yuvishlar bo'ldi, 1911 yil aprel oyining oxirigacha transport harakati to'xtatildi.[1]

1939 yilda Keyns 14-tunnelning 18 metridan (59 fut) mustahkamlashni talab qilishgan va ingichka beton qoldiqlari ko'rinib turibdi. 1954 yil mart-aprel oylarida ham ko'chkilar tufayli jiddiy uzilishlar yuz berdi. Toshlarning qulashi va siljish xavfi davom etishi tosh toshlari Stoney-Krik sharsharasi ustidagi toshlarga o'rnatildi va chiziqdan yuqori joylarda katta to'siqlar to'siqlari o'rnatildi.[1]

The original rails were replaced in the 1990s, from 60 pounds (27 kg) per 1 yard (0.91 m)) weight, to 41 kilograms (90 lb) per 1 metre (3 ft 3 in). One in every four sleepers are now steel, with a one in two ratio on curves with a radius under 120 metres (390 ft). Some cuttings were also widened in the 1980s and 1990s. Most cuttings are in earth or rock, but some have concrete lining or stone pitching in parts. Some timber bridge components, such as the piles or headstocks of trestles, have been replaced by steel, or whole trestles have been replaced by concrete piers. There are a large number of small open concrete drains passing under the line. Early cast concrete pipes and culverts (not reinforced) along the line will be replaced with reinforced concrete pipes if the originals collapse.[1]

Tavsif

The section of the Cairns Railway from Redlynch to Crooked Creek Bridge commences at Redlynch railway station, which is located to the north-west of the Cairns CBD, at a distance of 11.6 kilometres (7.2 mi) by rail from Cairns Railway Station.[1]

Redlynch railway station

Redlynch railway station is located at the intersection of Kamerunga Road and Redlynch Intake Road. The main station building (unused in 2011), north-east of the intersection, is adjacent to Kamerunga Road and faces away from the road towards the railway line. The building is elevated on steel poles from street level to the level of the platform, and is rectangular, timber framed and chamferboard clad. Its gabled roof extends on the railway side to form a verandah, which has extra support in the form of steel pipe framing.[1]

Inside, the walls are single skinned. The south-west end of the building contains the office and the former goods room, with a small walled cubicle at the south-west (goods room) end. The partition wall between the office and the goods room has been removed. There are two windows (one casement and one with timber louvres) at the south-west end of the space, along with a door to the platform and a casement window to the south-east (Kamerunga Road) elevation. The office space, which retains some timber counters, has a casement window and a modern sliding window on the south-east side, two sash windows on the north-west elevation, and a stable door and ticket window on the north-east side, through to the waiting to'kmoq. The waiting shed retains its bench seating, and has a glass-louvre window to the south-east elevation and a timber double folding door to the platform. North-east of the waiting shed is the ladies toilet, with a doorway to the platform and a small glass louvre window to the south-east. The remains of gardens, with concrete retaining walls to Kamerunga Road, are located south- west of the station building.[1]

Just north-east of the station building is a separate men's toilet block, timber framed and clad with paxta taxtasi. It is elevated on concrete stumps and has a skillion tom. A doorway towards the platform is shielded by a corrugated iron clad entrance ayvon, and there is a glass louvre window on the south-east elevation.[1]

North-east of the station building and men's toilet block and north of the railway line, is an earth loading bank with a concrete retaining wall. To the south-west of the station building, past the railway crossing, the western arm of a turning triangle survives, with modern buildings within the triangle. These modern buildings are not of cultural heritage significance.[1]

From Redlynch Station, the railway line heads south past Jungara to Horseshoe Bend, before heading north along the eastern side of the Lamb Range and turning west into Stoney Creek Gorge. Between Redlynch and Stoney Creek Station there are 13 tunnels and 16 bridges. The first bridge (deck type) is located at a distance of 12.06 kilometres (7.49 mi) from Cairns. It uses timber girders on timber trestles (some trestle piles and headstocks have already been replaced with steel); this is the form used by the majority of timber bridges on the section, although some use single-span timber girders between concrete abutments. A second timber bridge, with a concrete pier, exists at 13.05 kilometres (8.11 mi). The site of Jungara Station is passed at 13.82 kilometres (8.59 mi), with a timber trestle bridge at 14.77 kilometres (9.18 mi), just before Horseshoe Bend, a 5 chains (330 ft; 100 m) curve with a large earth embankment. There are two more timber trestle bridges at 15.31 kilometres (9.51 mi) and 16.55 kilometres (10.28 mi), plus a single span timber girder bridge between concrete abutments at 16.95 kilometres (10.53 mi), before reaching the first tunnel at 17.12 kilometres (10.64 mi). Tunnel 1 is concrete lined (as are all the tunnels), straight and 66 metres (217 ft) long.[49] Tunnel 2, located at 18.42 kilometres (11.45 mi), is straight with a left curve at the uphill end and 76 metres (249 ft) long; while Tunnel 3 is at 19.11 kilometres (11.87 mi) (curve left, then straight, 109 metres (358 ft)).[1]

The bridge at 19.31 kilometres (12.00 mi) (Bridge 21) is a deck-type steel lattice girder bridge with timber trestles on the approach oraliq va temir iskala.[50] It is immediately followed by Tunnel 4 at 19.39 kilometres (12.05 mi) (straight, 93 metres (305 ft)). Tunnel 5 is located at 19.64 kilometres (12.20 mi) (curve left, 92 metres (302 ft) long); Tunnel 6 at 19.91 kilometres (12.37 mi) (straight, 111 metres (364 ft)); and Tunnel 7 at 20.06 kilometres (12.46 mi) (curve left, 50 metres (160 ft)). There is a timber trestle bridge just before Tunnel 8, the latter being located at 20.25 kilometres (12.58 mi) (curve left, 103 metres (338 ft)), and Tunnel 9 is at 20.53 kilometres (12.76 mi) (straight then curve left, 179 metres (587 ft)). There is a high embankment between tunnels 8 and 9.[1]

Travelling west along the southern side of the Stoney Creek Gorge, at 20.72 kilometres (12.87 mi) there is a second steel lattice girder bridge (Bridge 23), with timber trestles on the approaches and two concrete piers, which is followed by two timber trestle bridges (the first also has one concrete pier) prior to Tunnel 10 at 21.06 kilometres (13.09 mi) (straight then curve left, 119 metres (390 ft)). Tunnel 11 is at 21.30 kilometres (13.24 mi) (curve left, 83 metres (272 ft)), and is followed by two very small single span steel bridges over concrete drains at 21.58 kilometres (13.41 mi) and 21.60 kilometres (13.42 mi). Kelly's Leap follows, where a modern rock fall barrier has been erected near an early open concrete drain. These are followed by timber trestle bridges at 21.76 kilometres (13.52 mi) and 21.92 kilometres (13.62 mi), and then Tunnel 12 at 22.04 kilometres (13.70 mi) (curve right then straight, 81 metres (266 ft)). There is a timber trestle bridge at 22.18 kilometres (13.78 mi), followed by Tunnel 13 at 22.47 kilometres (13.96 mi) (straight then curve left, 88 metres (289 ft)).[1]

Stoney Creek railway station

Soon after Tunnel 13, Stoney Creek Station is reached, at 22.53 kilometres (14.00 mi). Within a cutting a siding branches off the main line and runs parallel and to the south of the main line, rejoining at the west end of the station. A shelter shed with an enclosed office in its south-east corner is located between the siding and the main line. The shed has an earth floor and a hipped roof, and the timber walls and posts are mounted on concrete wall and post bases. The timber framed walls of the office section are single skinned, and are clad with chamferboards. The office has open window frames on the south and west sides, a pivoting timber window to the east side and a timber door on the north side. The main open space of the shed has a single skinned timber wall (with a gap above the concrete wall base) on the south side, which has an open window frame.[1]

South of the siding, at either end of the station, are large stone-pitched open drains. At the west end of the station, uphill of where the siding rejoins the main line, is a water tower, with a sand shed to its west. The two-tier cast iron square water tank stands on timber supports, with its disconnected jib lying underneath. The skillion- roofed sand shed is clad in corrugated iron, with two doors at the front, and stands on concrete base walls.[1]

Stoney Creek bridge

Between Stoney Creek Station and Kuranda there are another two tunnels, and 22 bridges. After leaving Stoney Creek Station there is a steel lattice girder bridge (Bridge 29) with wrought iron piers on concrete bases at 22.92 kilometres (14.24 mi). This is followed by Stoney Creek Bridge (Bridge 30) at 23.15 kilometres (14.38 mi), with seven spans of steel lattice girders supported by wrought iron trestles on concrete footings. A concrete pier and two timber trestles support the uphill approach spans. This bridge has a total length of 88.4 metres (290 ft), with a curved track.[1]

After Stoney Creek Bridge the line proceeds north-east along the northern side of the Stoney Creek Gorge, over two timber trestle bridges at 23.39 and 23.78 kilometres (14.53 and 14.78 mi), plus a single span timber bridge at 23.89 kilometres (14.84 mi) and a single span steel bridge at 24.54 kilometres (15.25 mi), before entering Tunnel 14 at 24.69 kilometres (15.34 mi) (curve left, 85 metres (279 ft)). Glacier Rock looms to the north of the line at this point. The line then passes the site of The Springs Station before cutting alongside The Red Bluff and entering the Barron Gorge. There is a single span steel bridge at 25.49 kilometres (15.84 mi), and a modern footbridge over the line (Douglas Track) before two timber trestle bridges at 25. km and 25.95 kilometres (16.12 mi). By this point the line has turned to the north-west.[1]

Another timber trestle bridge is encountered at 26.27 kilometres (16.32 mi), before Tunnel 15 at (in its middle) 26.55 kilometres (16.50 mi) (curve left, straight, curve right, straight, curve left, 430 metres (1,410 ft)). There is a timber trestle bridge at 26.98 kilometres (16.76 mi), followed by a timber bridge with a concrete pier at 27.55 kilometres (17.12 mi). At 27.72 kilometres (17.22 mi) is a small steel deck-type bridge using fishbelly plate girders (Bridge 42) supported mid span by a concrete pier; this is followed by a single span steel bridge at 27.86 kilometres (17.31 mi) and two single span timber bridges at 28.22 and 28.53 kilometres (17.54 and 17.73 mi).[1]

Surprise Creek bridge

The Surprise Creek Bridge, at 28.7 kilometres (17.8 mi), is a 72.54 metres (238.0 ft) long steel lattice girder bridge set on tall concrete piers at the head of a waterfall. The approach spans are pin jointed. This is followed by a timber trestle bridge at 29.16 kilometres (18.12 mi), and then Christmas Creek Bridge at 29.23 kilometres (18.16 mi). The sixth and final steel lattice girder bridge on the section, the Christmas Creek Bridge is 39.6 metres (130 ft) long, with wrought iron trestles.[1]

The line continues north past Forwards Lookout and then passes Robb's Monument, a stone monolith east of the track. There is a timber trestle bridge at 29.93 kilometres (18.60 mi), before Bridge 50 over Mervyn Creek at 30.18 kilometres (18.75 mi), with steel girders on concrete piers. Barron Falls Station, between 30.65 kilometres (19.05 mi) and 30.82 kilometres (19.15 mi), includes a modern platform, shelter shed and lookout over the Barron Falls, as well as a footbridge over the line at the south end of the station. The shelter shed has a similar timber roof frame to the shelter at Stoney Creek Station, although it uses steel posts. The line continues along the west bank of the Barron River past the site of Hydro Station, to Jumrum Creek Bridge at 32.54 kilometres (20.22 mi). This bridge has timber trestles at each end, with a central span of steel broad flanged beams between concrete piers.[1]

Kuranda temir yo'l stantsiyasi

The line continues along the west bank of the Barron River to Kuranda Station, at 33.23 kilometres (20.65 mi). The northernmost operating station in Queensland, Kuranda Station is aligned north-west to south-east, on the north-east boundary of the town of Kuranda.[1]

Built on a raised island platform (one track southwest of Platform 1, three tracks to the northeast of Platform 2), the station consists of a number of detached buildings, the largest being the passenger station building.[1]

The Federation style station building is a single storeyed rectangular structure with a hipped gable tom. The building, centrally located on the island platform, has two cantilevered upswept ayvon with bullnose leading edges, supported on steel lattice trusslar, covering the adjacent platform areas. The roof has three metal Boyle's ventilators mounted along the ridge, with hipped gables protruding from the slope to either side of each ventilator. The building houses a semi-enclosed booking lobby at the northwest end, a station master's office, a waiting shed open to platforms 1 and 2, ladies toilets, a passage between platforms 1 and 2, and at the easternmost end a gift shop and cafe, with an attached kitchen in a lean-to extension.[1]

Kuranda Signal Cabin, 2011

Concrete walls to window sill height support the precast concrete planking above. The passenger station building, signal cabin and utilities block are all constructed using a precast concrete system consisting of reinforced concrete planks slotted horizontally into a concrete frame, supported on concrete walls. Their timber framed roofs are clad in ribbed metal sheeting.[1]

Openings in the station building are fitted with timber framed doors and double hung windows. The ticket windows between the booking lobby and the office are of double hung casements with decorative steel panjara. A crafted timber World War I Roll of Honour commemorating Kuranda School Past Pupils is located between the ticket windows. Entrances into the booking lobby, waiting shed and passage are ornamented with timber valances which form arches. Internal finishes in the station building are generally painted concrete walls, concrete floors and timber boarded ceilings. The building is enhanced by potted palms, ferns and hanging baskets of tropical rainforest plants.[1]

Subsidiary structures located on the island platform south-east of the main station building include: a modern shade structure (not of cultural heritage significance); a signal cabin; and a utilities block containing men's toilets, accessible toilet (former lamp room) and two store rooms.[1]

The signal cabin is a small rectangular single-roomed building with a timber framed gabled hipped roof. Timber casement windows are continuous on three elevations. On the north-west elevation there is only a centrally positioned timber panelled door. The building has a suspended timber floor elevated above the platform level. Concrete walls to floor level support the concrete plank walls above. The single internal space has a painted timber ceiling and contains a McKenzie and Holland 37-lever mechanical signal frame. Significant elements of the interlocked signalling system include the signal frame and its mechanism, plus all linkages, points, points indicators and signal towers located around the station yard.[1]

The utilities block has double hung windows with concrete walls to sill height, with concrete planks above. The gabled hipped roof has a small hipped extension on the western corner over the entrance to the men's toilets.[1]

North-west of the station building is a steel-framed pedestrian overbridge and a luggage lift, both replacements for the original items, which are not of cultural heritage significance. North-west of the luggage lift is a 2005 stone cairn memorial to the building of the Kuranda Range Railway. A series of large garden beds continue along the platform to the north-west. An old steel telephone pole is located near the overbridge, on the town side. The former station master's residence is located north-west of the station platform, on the west side of the line. It is a timber building, clad in chamferboard with enclosed front and side verandahs and a hipped metal roof. A railway turntable is located further north-west.[1]

At the south-east end of the main station platform is another garden. Further south-east to the west of the line is a corrugated iron clad goods shed with a gabled roof. It stands on timber stumps, although its timber loading platform is supported on steel poles. Opposite the goods shed, east of the line, is a modern driver's quarters (not of cultural heritage significance). Further to the south-east, east of the line, are located: an old steel carriage used for storage (not of cultural heritage significance); a skillion-roofed three-bay trolley shed (pre 1982) clad in corrugated iron; plus a two-lever ground frame with attached signals and points.[1]

Four semaphore signal towers, which include kerosene lanterns with coloured lenses, are located south-east of the station platform, including one at the south-east elevation of the goods shed and a three arm tower near the trolley shed. There is another signal tower outside the station towards Cairns. There are also two semaphore towers north-west of the station, including a second three arm tower.[1]

Crooked Creek bridge

On leaving Kuranda Station, the line continues to follow the Barron River, reaching the Crooked Creek Bridge at 34.75 kilometres (21.59 mi). This consists of deck-type steel plate girders, supported on a concrete pier with later steel piers near the abutments.[1]

Modern features of no cultural heritage significance located at the railway stations and along the line between Redlynch and Crooked Creek Bridge include: modern QR buildings and shiyponlar; bitumen access points to rails for vehicles; modern fencing; weather stations; helipads; fire fighting water tanks; solar powered telecommunication units; rock fall barriers (large stones in mesh cages and large steel-ring fences); rock anchors in high outcrops above Stoney Creek Bridge; modern footbridges over the line; and modern elements at Barron Falls Station.[1]

Meros ro'yxati

The section from Redlynch to Crooked Creek Bridge on the Cairns railway was listed on the Kvinslend merosini ro'yxatdan o'tkazish 1992 yil 21 avgustda quyidagi mezonlarga javob berdi.[1]

Bu joy Kvinslend tarixining evolyutsiyasi yoki naqshini namoyish etishda muhim ahamiyatga ega.

The portion of the Cairns Railway between Redlynch and Crooked Creek Bridge was built 1887-91 as part of a railway to the tin-mining town of Herberton. The railway's ascent of the coastal range demonstrates the Queensland Government's policy of building railways from ports to inland mining centres to promote economic growth.[1]

The Cairns Railway is closely associated with the economic development of Cairns and the surrounding region. As a result of its selection as Herberton's port, Cairns became the largest town in Far North Queensland. Although the railway did not reach Herberton until 1910, the ascent of the range facilitated timber getting and then farming on the Atherton Tableland.[1]

The place is also closely associated with the development of tourism in Far North Queensland. From 1891 the second section of the Cairns Railway facilitated visits to Stoney Creek Falls and the Barron Falls, and Stoney Creek Station and Kuranda Station became important stops for visitors. The township of Kuranda and Kuranda Railway Station remain major tourist attractions.[1]

Redlynch Railway Station is significant as it contains early infrastructure located at the end of the first section of the Cairns Railway (built 1886-1887), and is the start of the ascent to Kuranda.[1]

Bu joy Kvinslendning madaniy merosining noyob, kam uchraydigan yoki yo'qolib ketish xavfi ostida bo'lgan tomonlarini namoyish etadi.

Kuranda Railway Station includes three early (c.1914) surviving Queensland examples of pre-cast concrete railway station buildings, and has one of the few mechanically interlocked signal cabins still commissioned in Queensland. The complex is also a rare surviving resort station, comparable with those at Bahor Bluff (Asosiy temir yo'l ) va Yepoon temir yo'l stantsiyasi.[1]

Stoney Creek Station has a rare combination of scenic beauty and evidence of its past role as a service point for steam trains climbing the coastal range. The water tank provides rare surviving evidence of the age of steam trains in Queensland, and the sand shed is also rare.[1]

The design of the curved, steel lattice girder Stoney Creek Bridge is unique in Queensland's railways. It and Christmas Creek Bridge are also the only two Queensland railway bridges constructed with wrought iron trestles.[1]

Bridge 42 employs reused fishbelly plate cross-girders as its main span members, which is rare.[1]

Surprise Creek Bridge is one of a small group of bridges extant in Queensland with pin jointed spans.[1]

Christmas Creek Bridge is a rare example using both lattice girder and lattice truss span members.[1]

Bu joy Kvinslend tarixini tushunishga yordam beradigan ma'lumot olish imkoniyatiga ega.

The sites of former camps and townships within the railway reserve between Redlynch and Crooked Creek Bridge have the archaeological potential to reveal information on the organisation and domestic life of 1880s railway camps in Queensland.[1]

Bu joy madaniy joylarning ma'lum bir sinfining asosiy xususiyatlarini namoyish etishda muhim ahamiyatga ega.

The place is important in demonstrating the principal characteristics of a railway range crossing, incorporating 15 tunnels, 15 steel bridges and 24 timber bridges. The line's tight curves, embankments, cuttings, culverts and drains are also characteristic of the engineering techniques needed to traverse steep, unstable terrain. The culverts and drains are vital in a tropical climate with a high rainfall.[1]

Kuranda Railway Station is an intact station complex and is an excellent example of the work of the architectural section of the Railway Department's Chief Engineer's Office under Vincent Price.[1]

The main elements of Kuranda Station which contribute to an understanding of the how the complex functioned include the concrete main station building, its platform and garden beds; the concrete male toilet block; the concrete signal cabin with its associated mechanical signal frame, linkages, semaphore signal towers, points, and points indicators; the goods shed; the trolley shed; the Station Master's residence; and the turntable.[1]

Stoney Creek Bridge has remained substantially unchanged since it was built and is an important example of large metal truss bridges, which played an important role in creating the Queensland rail transport network.[1]

The plate girder main spans of Crooked Creek Bridge are the oldest of their type still in use in Queensland, being a reuse of girders from an original 1867 bridge on the Main Range (Ipswich to Toowoomba line).[1]

Bu joy o'zining estetik ahamiyati bilan muhimdir.

The train trip through the Barron Falls National Park is a highly popular tourist attraction, due to the rugged beauty of the terrain, the many bridges and tunnels, and the views from the railway.[1]

Stoney Creek Station is a location of scenic beauty where day trippers once stopped to view Stoney Creek Falls and Stoney Creek Bridge. The latter is one of the most photographed railway bridges in Australia due to its remarkable location across a deep ravine with a waterfall backdrop. Photographs of the falls and the bridge have featured in railway advertising over many decades.[1]

Kuranda Railway Station is renowned for its dramatic setting, established gardens and showpiece station buildings. Harmoniously combined, these elements create a picturesque aesthetic effect.[1]

Ushbu joy ma'lum bir davrda yuqori darajadagi ijodiy yoki texnik yutuqlarni namoyish etishda muhim ahamiyatga ega.

The ascent to a height of 327.7 metres (1,075 ft) at Barron Falls Station is an outstanding engineering achievement in a tropical environment, cut through unstable and rugged terrain. It demonstrates the nature of the challenge surmounted by John Robb, his workers and government engineers such as Willoughby Hannam and John Gwynneth. There were numerous deviations to the surveyed line during construction, and the railway utilises cuttings, embankments, tight curves, and multiple bridges, tunnels, culverts and drains.[1]

The place contains the largest collection of late nineteenth century tunnels and timber and metal span bridges of any other section of railway in Queensland of comparable length.[1]

Stoney Creek Bridge is a spectacular feat of civil engineering, with an 80 metres (260 ft) radius curve, mounted on wrought iron trestles, passing in front of a waterfall. It is of technical significance for its degree of complexity on a difficult site.[1]

Joy ijtimoiy, madaniy yoki ma'naviy sabablarga ko'ra ma'lum bir jamoat yoki madaniy guruh bilan kuchli yoki maxsus birlashmaga ega.

The train trip from Cairns to Kuranda, in particular the ascent past Redlynch, is a socially significant scenic railway attracting thousands of local, national and international visitors each year.[1]

Stoney Creek Bridge and its accompanying waterfall has been an attraction for tourists visiting north Queensland since the 1890s, while Kuranda Railway Station is one of Australia's most popular tourist destinations and is known worldwide.[1]

Adabiyotlar

  1. ^ a b v d e f g h men j k l m n o p q r s t siz v w x y z aa ab ak reklama ae af ag ah ai aj ak al am an ao ap aq ar kabi da au av aw bolta ay az ba bb mil bd bo'lishi bf bg bh bi bj bk bl bm bn bo bp bq br bs bt bu bv bw bx tomonidan bz taxminan cb cc CD ce cf cg ch ci cj ck cl sm cn ko CP kv kr CS ct kub Rezyume cw cx cy cz da "Cairns Railway, Section from Redlynch to Crooked Creek Bridge (entry 600755)". Kvinslend merosini ro'yxatdan o'tkazish. Kvinslend merosi kengashi. Olingan 1 avgust 2014.
  2. ^ Hudson, A. 2003. Tracks of Triumph: A tribute to the pioneers whobuilt the famous Kuranda Scenic Railway, p. 9. Also 'TelegraphicDespatches', Rockhampton Bulletin 4 October 1876, p.2.
  3. ^ 'The Herberton Railway', Brisbane Courier, 13 September 1884, p.3.
  4. ^ Kerr, J.D. July 1993. Queensland Rail Heritage Report, FinalReport July 1993, Part 2 Section 4.9-Index, Pages 4-153 to 9-2.p.4-293
  5. ^ Brisbane Courier, 18 November 1885.
  6. ^ Maconachie, G. 'Blood on the Rails: the Cairns-Kuranda RailwayConstruction and the Queensland Employers' Liability Act', LabourHistory, Number 73, November 1997. p.82; also see Hudson, p.28.
  7. ^ "The Cairns Range Railway". Stratford History Trail. Arxivlandi asl nusxasidan 2018 yil 15 sentyabrda. Olingan 24 sentyabr 2018.
  8. ^ "Reklama". Cairns Post. III (152). Kvinslend, Avstraliya. 8 aprel 1886. p. 3. Olingan 24 sentyabr 2018 - Avstraliya Milliy kutubxonasi orqali.
  9. ^ Broughton, AD. 1991. A pictorial history of the construction ofthe Cairns Range Railway, 1886-1891. Historical Society of Cairns,p.5.
  10. ^ Hudson, p.61.
  11. ^ Broughton, p.5.
  12. ^ 'Cairns-Herberton Railway', Cairns Post 12 December 1888, p.2.
  13. ^ Webber, B. 1997. Railway Tunnels in Queensland. AustralianRailway Historical Society, Brisbane, p.6.
  14. ^ a b Personal Communication, Wayne Harisson, QR.
  15. ^ Hudson, p.109
  16. ^ 'Cairns-Herberton Railway', Cairns Post, 12 December 1888, pp2-3.
  17. ^ Kerr, , Final Report July 1993, Part 2, p.4-295
  18. ^ Ward, A and Milner, P. April 1997. Queensland Railway HeritagePlaces Study: Stage 2, Volume 8. Queensland Department of Environmentand Queensland Rail, p.86.
  19. ^ Much to the relief of journalists present, who were thus able toconcentrate on drinking rather than writing. 'With the Governor in theNorth', The Queenslander, 7 June 1890, pp.1074-1075.
  20. ^ Kerr, J. 1990. Triumph of the Narrow Gauge: a history ofQueensland Railways. Boolarong, Brisbane, p.53.
  21. ^ Hudson, p.31.
  22. ^ Hudson, p.75 (regarding causes of death). Hudson counted 26accidental deaths, including one snakebite victim. Other sources putthe accidental deaths as high as 32 men, including 7 supposedly killed(unconfirmed) in a collapse of Tunnel 15 in April 1889.
  23. ^ Maconachie, p.77.
  24. ^ 'The Strike on the Second Section', Cairns Post, 6 September1890, p.2
  25. ^ Hudson, p.81.
  26. ^ Collinson, JW. 1954. 'Building the Cairns Range Railway', Journalof the Royal Historical Society of Queensland, Volume 5 issue 3.p.1074.
  27. ^ Hudson, p.93.
  28. ^ 'Better Late than Never', Cairns Post 17 June 1891, p.2.
  29. ^ 'The late Mr Willoughby Hannam', Cairns Post 8 March 1893, p.2.
  30. ^ Kerr, Final Report July 1993, Part 2, p.4-293.
  31. ^ Kerr, Triumph of the Narrow Gauge, p.53.
  32. ^ Kerr, Triumph of the Narrow Gauge, pp.121-122.
  33. ^ Ward and Milner, p.106.
  34. ^ 'Etheridge Railway', QHR 601637.
  35. ^ Gunton, C. July 1993. Kuranda Railway Station Conservation Plan.Queensland Railways. pp.4, 7.
  36. ^ 'By the Way', Cairns Post 1 September 1914, p.4.
  37. ^ 'Improvements at Ascot Railway Station', Brisbane Courier, 21February 1914, p.4.
  38. ^ 'Signals, Crane and Subway, Charters Towers Railway Station', QHR602627.
  39. ^ Hallam, Greg. 'The Kuranda Scenic Railway: an HistoricalOverview', QR heritage, p.5
  40. ^ 'The Cairns Herberton Railway' Cairns Post 28 September 1887,p.3.
  41. ^ Hallam, p.4.
  42. ^ Hallam, p.6.
  43. ^ EPA 2001. Heritage Trails of the Tropical North. QueenslandEnvironmental Protection Agency, Brisbane, p.93.
  44. ^ Hudson, p.141.
  45. ^ Hudson, p. 40. Photo of Redlynch station building in 1890.
  46. ^ 'Divisional Board', Cairns Post 29 August 1888, p.2.
  47. ^ Ward and Milner, p.76.
  48. ^ Buchanan Architects, 'Cairns to Kuranda, Section 2, Individualplaces', in Volume 1, Far North Queensland Lines. Report for QR, 2002,p.12.
  49. ^ Tunnel lengths as given by QR staff during site visit, 20 April2011. These vary slightly from the figures for each tunnel's lengthgiven in Webber's Railway Tunnels in Queensland.
  50. ^ For more detailed descriptions of the section's steel bridges,see Ward and Milner, Queensland Railway Heritage Places Study: Stage2, Volume 8.

Atribut

CC-BY-icon-80x15.png Ushbu Vikipediya maqolasi dastlab asoslangan edi "Kvinslend merosi reestri" tomonidan nashr etilgan Kvinslend shtati ostida CC-BY 3.0 AU litsenziya (2014 yil 7-iyulda, arxivlandi 2014 yil 8 oktyabrda). Geo-koordinatalar dastlab hisoblangan "Kvinslend merosini ro'yxatdan o'tkazish chegaralari" tomonidan nashr etilgan Kvinslend shtati ostida CC-BY 3.0 AU litsenziya (kirish 2014 yil 5 sentyabr, arxivlandi 2014 yil 15 oktyabrda).

Qo'shimcha o'qish

  • Kennedy, Victor, 1895-1952, The glory of Kuranda, Cairns Daily Times, olingan 9 aprel 2016CS1 maint: bir nechta ism: mualliflar ro'yxati (havola)

Tashqi havolalar

Bilan bog'liq ommaviy axborot vositalari Cairns-Herberton Railway Vikimedia Commons-da