Screenshots
Down Western Express passes through Newnes Junction - Newnes Junction was were the Wolgan Valley (Newnes) Branch left the Main Western (NSWGR) system. When originally connected in 1907 the Zig Zag railway was still in use, however by 1910 the deviation around the Zig Zag was completedand as a consequence the Junction was moved a couple hundred metres to the east of its original location.
Down train running through 24 Mile loop - When first built there were high hopes for the amount of traffic expected to pass across the line and a number of passing loops were installed to allow for crosses. 24 mile loop was located on the southern (Newnes Jct) side of No 2 tunnel. This tunnel todays is known for the colony of Glowworms that inhabit it.
Down train shunts the sawmill at 12 Mile siding - During the construction phase of the line local timber was used for construction purposes. Two sawmills were established to provide the necessary timber. This one was located at the 12 mile peg.
Shay No4 heads for Newnes past the locomotive servicing depot at Newnes Jct - After extensive investigation Shay types of locomotives were chosen for use on the line. They were well suited for pulling loaded trains around the sharp 20 chain (100m) curves and the steep gradients between Newnes and Deane. One of there disadvantages of their use was that they were limited to slow speeds, typically of 12 to 15 mph.
Shay No4 sits over the ashpit at Constance Loco Depot - In the early years of the line a locomotive servicing facility was located at Constance (near Newnes), however this was relocated to the Newnes Oil works in later years. Four Shays were purchased for use on the line. Nos 1 to 3 were 70 ton units, whilst No 4 was a 90 ton (Class C) unit.
Train heading for the Oil Works passing through Newnes - Newnes was an interesting town as it owed its existance to the Oil works. It was established in the early 1900s. Its population tended to rise and fall with the fortunes of the Oil Works. During 1913 the population reached 1500, however by the following year it had dropped to about 200. From 1940 onwards the town dwindled in population and was known as the "Ghost Town" for many years. Today there are only a couple of buildings remaining in the old township area.
Train heading for the Oil Works passing through Newnes
Up Goods passing through Clarence - Clarence was on the Main Western Line (NSWGR).
Up train entered the serene Penrose Gorge - Penrose Gorge was a natural "break" in the sheer cliff walls of the Newnes Valley and was used to allow the railway to climb out of the Valley. Trains often stopped to water here and was the location for No 2 Tunnel. Due to the smokey confines of the tunnel when a train was working hard, passengers often got off the train to walk through Bell's Grotto and rejoin the train on the other side of the tunnel.
Up train waits at Deane Loop - Deane was located on top of the escarpment and marked the point where the steep descent into Newnes commenced. Trains were sometimes double headed or hauled in two halves to Deane and then recombined for the easier grades to the Junction. The siding was named in honour of the builder of the line, Henry Deane.
Wolgan Valley train waits in Summit Loop for the passing train - As the name implies this loop was on the summit of the line. It has climbed 349ft (106m) in 7 miles (11.3km) from the Junction. From here to Newnes, it will fall 500ft (152m) to the 12 mile post, remain reasonable level unti Deane at the 19 mile post and then fall a further 1741ft (531m) in the remaining 12 miles (19km) of the line into Newnes.
Oil train loading at the Newnes Oil Works - The oil works cahnged ownership a number of times in it's lifetime and suffered from major industrial trouble. Production was patchy and the works was often shut down for periods of time.
Lost!!! in the vast Wolgan Valley - Leaving Newnes the line followed the Wolgan River for part of its journey, which provided a spectacular back drop.
Empty train just arrived at the Brickworks - To support a large plant in the "wilderness" it was necessary for it to be as self sufficient as possible. Thus it made its own bricks.
Coming out of Tunnel No 1. the track was formed in a big letter 'S' in order to allow the track to descend into Penrose gorge. The difference in height between the two levels of track is 160ft (49m).
An empty train heading towards Newnes that has just exited Penrose Gorge. The track in this section required heavy earthworks and in fact men hanging from the cliffs were used to plant explosives to create the trackbed along the cliff face.