text:
a. Model configuration
1) Parent run grids and setup
2) Lv4 run grid and setup
b. Analysis methods
3. Results: Spatiotemporal dye variability
a. Example of an offshore dye transport event
b. Dye and density statistics
c. Dye and dye transport temporal evolution
4. Alongshore dye transport mechanisms
5. Cross-shore dye transport mechanisms at the MS–OS boundary
a. Barotropic and baroclinic tidal cross-shore transport
b. Wind-driven Ekman cross-shore transport
c. Submesoscale-flow induced cross-shore transport
a. Potential mechanism for rms alongshore density gradient generation
b. Role of other mechanisms in offshore dye transport
c. Relative roles of transport terms and key parameters with implications for coastal water quality
Barotropic and Baroclinic Tide Surface Velocity Amplitude Estimation
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Mechanisms of Mid- to Outer-Shelf Transport of Shoreline-Released Tracers
Xiaodong Wu 1 , Falk Feddersen 1 , Sarah N. Giddings 1 , Nirnimesh Kumar 2 , and Ganesh Gopalakrishnan 3
1 Scripps Institution of Oceanography, University of California, San Diego, La Jolla, California
2 Department Civil and Environmental Engineering, University of Washington, Seattle, Washington
https://doi.org/10.1175/JPO-D-19-0225.1
Final Form:
Transport of shoreline-released tracer from the surfzone across the shelf can be affected by a variety of physical processes from wind-driven to submesoscale, with implications for shoreline contaminant dilution and larval dispersion. Here, a high-resolution wave–current coupled model that resolves the surfzone and receives realistic oceanic and atmospheric forcing is used to simulate dye representing shoreline-released untreated wastewater in the San Diego–Tijuana region. Surfzone and shelf alongshore dye transports are primarily driven by obliquely incident wave breaking and alongshore pressure gradients, respectively. At the midshelf to outer-shelf (MS–OS) boundary (25-m depth), defined as a mean streamline, along-boundary density gradients are persistent, dye is surface enhanced and time and alongshelf patchy. Using baroclinic and along-boundary perturbation dye transports, two cross-shore dye exchange velocities are estimated and related to physical processes. Barotropic and baroclinic tides cannot explain the modeled cross-shore transport. The baroclinic exchange velocity is consistent with the wind-driven Ekman transport. The perturbation exchange velocity is elevated for alongshore dye and cross-shore velocity length scales < 1 km (within the submesoscale) and stronger alongshore density gradient ∂ρ/∂y variability, indicating that alongfront geostrophic flows induce offshore transport. This elevated ∂ρ/∂y is linked to convergent northward surface along-shelf currents (likely due to regional bathymetry), suggesting deformation frontogenesis. Both surfzone and shelf processes influence offshore transport of shoreline-released tracers with key parameters of surfzone and shelf alongcoast currents and alongshelf winds.
Denotes content that is immediately available upon publication as open access.
Corresponding author: Xiaodong Wu, x1wu@ucsd.edu


When what we were created to be doesn't align with what we're doing, the result is restless discontent. In this conversation with Exponential Director Todd Wilson and author of the new book More: Find Your Personal Calling and Live Life to the Fullest Measure (Zondervan), Wilson shares some of his own story and what it looks like to live life more abundantly (John 10:10) and function in our sweet spot.
Todd, talk about your experience with the nagging restless discontent that so many people experience. When did you begin to feel that way?
How did you start to get clarity for your life?
Ultimately, at the end of a two-year wrestling match with God, I got clarity that God was saying, "Just trust me. Go into ministry." As soon as I went into ministry, the entrepreneurial switch flipped on, and I was able to be a part of starting a number of ministries: Exponential, Passion for Planting, Church Marketing Solutions and others.
In More, you talk about the "sweet spot" of our calling and how you became a student of the sweet spot. How do we know when we're in our sweet spot?
When we're in our sweet spot, all three of these elements align. We are who we were uniquely created to be doing what we were uniquely created to do in the context of where we are uniquely created to go. When the answers to all three of these questions are what you're currently experiencing in your life, you know you're in your sweet spot.
What areas do church leaders often miss that lead to misalignment and ultimately discontent?
Most church leaders have a strong sense of the "do" part of their calling. They tend to see their calling through the lens of "do" and "go." They've been trained for ministry (the "do") in a church (the "go"), but because they don't understand their unique identity (the "be") or have confused it with one of the other two, the "who God has created them to be" doesn't line up with the "what they're doing" and the context they're doing it in. Part of why we wrestle with these "Is this what I'm going to do with the rest of my life?" questions is because we're not functioning in our sweet spot. Our "be, do and go" are misaligned. When that happens, the result is restless discontent.
So church leaders have to ask themselves: Am I doing something that's allowing my unique identity to show itself? When the answer is "no," it's time to reassess.
Talk about the connection between functioning in our sweet spot and Jesus' words in John 10:10: "I came that they may have life, and have it abundantly" (KJV).
The difference between having life and having an abundant life is fullness. It's the difference between living in your sweet spot and not living in your sweet spot.
When we're not in our sweet spot—when our "be, do and go" aren't aligned—we're not having life to the full.
In your research, you discovered that church historians identify two parts to calling: primary and secondary calling.
God gives each of us a unique calling so that we can play our unique role in carrying Jesus into every corner of society. Calling is fundamentally about having the fullness of Jesus in us (primary) and pouring out His fullness (secondary).
And these primary and secondary callings must work together for us to take hold of abundant life.
In the 1600s, Cotton Mather, a Puritan minister, talked about this. He used a boat with two oars as an illustration. One oar is primary calling; the other is secondary calling. To move the boat in a specific direction, you need both oars in the water working together. If no oars are in the water, you'll just drift. Mather highlights the consequences of only putting one oar in the water. We'll spin in circles, never accomplishing the mission we were made for—which leads to frustration, lack of joy and discontent. God uses discontent to compel us to put both oars in the water.
The answer to Bob's second question only finds true meaning and significance when it grows out of our answer to the first question. If we want to move from "having life" to "having abundant life," our primary and secondary callings must work together. Think about a pitcher overflowing with water. You can only pour out what's inside of it (primary calling), and you have to pour out all of the water to be filled again (secondary calling: "be, do and go"). It's a beautiful picture of how the two work together.
Todd, what barriers do we have to confront to find our unique calling and live in our sweet spot?
Background noise. For two years, my wife and I tried to hear the voice of God when I was wrestling with the idea of going into ministry. But there was so much background noise we couldn't tune it out. I was reading in Job 33 where God essentially tells Job, "If you'll just be quiet, I have something to say to you." So I went on a three-day prayer fast to the town I grew up in and said, "God, you're going to have to speak to me." He didn't answer one question I had that day, but He did give me a sense of peace of, "Just trust Me." That couldn't have happened if I hadn't gotten myself into a position where I could block out the background noise and just listen.
The scorecard. We had to put to death the scorecard we had been living with and embrace an eternal scorecard that didn't make much sense to us. The only time I know of when Jesus talks about accumulation is when He basically says in Matthew 6, "Store up for yourself treasure in heaven by deploying what you have here on earth." We had to trade the scorecard of accumulation here for a new, eternally focused scorecard.
Talent burying. In the Parable of the Talents, the master goes away and leaves his talents to three stewards. The third servant buries his talent in fear of losing it. He doesn't know what to do with it, so he just does nothing. Too many times, we bury our talents because we don't know what to do with them and we're afraid of losing what we have or letting it go because we're not really sure God will give us more.
Identifying these barriers and others that are keeping us from the abundant life Jesus said He came to give really gets back to our primary calling. Are you truly being a disciple? Calling is found in the work of God in you. Pursuing your primary calling requires doing the work to overcome what we have to in order to listen, respond and surrender to His call on our lives to be and make disciples who pour out His fullness into every nook and cranny of our world.
Todd Wilson is founder and director of Exponential and author/co-author of several Exponential eBooks, including Becoming a Level 5 Multiplying Church, Spark: Igniting a Culture of Multiplication and others. A serial entrepreneur certified in several personal discovery tools, including life planning and coaching, Todd is passionate about equipping the Church to discover and release the latent capacity of their unique personal calling. To learn more about calling, go to personalcalling.org.
If you are attending Exponential East, check out Todd's workshops or his FREE lunch on More. You can also purchase a copy of More in the worship center or at Zondervan's booth in Faith Hall.


So, last night I went to see The Hitchhiker's Guide to the Galaxy, movie style. I was expecting to be disappointed, although positive reviews from the movie show ("fans of the book won't be disappointed") meant I was looking forward to it.
They cut a lot of the funny verbal jokes (e.g. "I wish I'd listened to what my mother told me…") for no apparent reason.
They cut a lot of the funny diversions out, presumably to save time, but this backfires because in Hitchhiker's the side stories actually matter to the plot. For example, instead of the ship's guidance systems being jammed because the computer is trying to work out how to make tea (or why Arthur likes tea, as the radio series had it), it's jammed because the mice are (inexplicably, and apparently suicidally) messing with it.
They left in a whole lot of stuff without adequately explaining it to the non-fan audience, e.g. towels.
They inserted a really random side story that doesn't make sense, and hardly matters to the plot.
They (predictably, I guess) turned it into a romance, in the traditional movie happily-ever-after style (even Zaphod gets a girl).
On the other hand, every version of Hitchhiker's is different, and some of the new material was really good (I liked the bit on Vogsphere, and the animated guide entries were really cool). In the end it was an average movie, which could have been really good. They spoiled it for the Hitchhiker fans, by dumbing it down and taking out the jokes we know so well.
I'd love to know what someone who hasn't read the book (or didn't really like it) thinks, because I suspect that without that background knowledge the movie would be too confusing and hard to follow. I fear they've tried to please two different groups, hit somewhere in between, and will end up pleasing nobody. I doubt we'll see a sequel.
A portabello is a kind of mushroom. Therefore, when ordering a "char-grilled portabello burger", don't actually expect it to contain any meat.
Oh well, I probably needed some real vegetables anyway, after all the airline food.


Personal Injury Accident Attorney and Lawyer in Nashville, Kansas. Brad Pistotnik Law helps injury victims and is an accident attorney practicing across the State of Kansas including Nashville and Kingman County. Brad Pistotnik Law has personal injury attorneys and personal injury lawyers who are truly experienced in getting money for people involved in personal injury accidents. Our personal injury lawyers handle auto accidents, car accidents, motorcycle accidents and our personal injury attorneys handle truck accidents, tractor-trailer accidents and semi accidents.
Nashville was founded in 1885 in southern Kingman County on the old A.T. & S.F. railway, which would later be superceded by the new highway K-42. Over the years, the trees have grown to make the town an oasis of shade in very open country. It was named after Nashville, Tennessee. Nashville is a part of USD 332 Cunningham-West Kingman County. Ernest J. Schmidt (February 12, 1911 – September 6, 1986) was an American college basketball player born in Nashville, Kansas. He played college basketball for Kansas State Teachers College of Pittsburg in the early 1930s and was considered one of the best players of his time. He led the team to 47 straight victories and four straight conference titles. He was nicknamed "One Grand" for scoring exactly 1,000 points during his college career. He was enshrined in the Naismith Memorial Basketball Hall of Fame in 1974. Nashville has many interesting and unique people making it a cultural and interesting place to visit.
People needing an accident attorney or lawyer in the Nashville and Kingman County area can get an accident attorney quickly by looking at BradPistotniklaw.com for a free consultation. Brad can be reached at any time at 800-241-BRAD. He can be reached on his cell phone at 316-706-5020. Tony Atterbury can be reached at 316-617-9237.
The ZIP code for Nashville is 67112. Nashville has a 2013 population of approximately 64 people. Nashville and Kingman County are known for having very dangerous highway areas for traffic accidents that are fatal. Nashville can be reached from a group of highways including K- 42 and other roads. Nashville's highways have substantial traffic flow of tractor-trailers, big rigs and 18 wheelers. The shoulders on these roads are very narrow. A large number of Kansans are killed or severely injured every year due to the negligence of large trucks driving across the state on these dangerous highways to avoid toll and weigh stations. Be careful when traveling on K-42 so that you and your family are safe.


It's been six years since Dam-Funk's two-disc epic Toeachizown elevated boogie-funk from obscure dance music cult to a widely enjoyed pastime for 80s babies and other aging hipsters that miss the soundtrack of their childhood. As is often the case with nostalgia-driven fancies, the boogie-funk revival has lasted longer than the first go-round.
As for the term itself, boogie-funk is an Internet product, the result of our insistence on classifying every nook and cranny of popular music into a sprawling nomenclature. Back in the day, what we now call boogie-funk was simply referred to as disco, disco-funk, boogie, or club music.
Still, the years since Dam-Funk's official debut – as he demonstrated on his 2010 compilation Adolescent Funk, he worked on tracks that never saw wide release for years – has inspired a thriving underground of boutique labels and musicians. Imprints like Voltaire Records, Omega Supreme Records and others issue vinyl LPs and, yes, cassette tapes in small quantities, and work with acts with names like Turquoise Summers and Midnight Runners. Many like K-Maxx and XL Middleton have lengthy careers that date back to the early 00s, and merely blossomed after boogie-funk became a thing.
2015 has brought fresh excursions. Mayer Hawthorne and Jake One, the latter known in some parts of the Northwest for his AR mixtape series, formed Tuxedo. More surprisingly, Jack Splash, best known for producing R&B singers like Estelle and Alicia Keys, has joined forces with vocalist Bobby Caldwell, whose 1978 hit "What You Won't Do For Love" and 1980 single "Open Your Eyes" are quiet storm standards. Together, they're known as Cool Uncle.
Dam-Funk remains the standard bearer. Released in September, his Invite the Light has guests like Flea of Red Hot Chili Peppers, former P-Funk keyboardist Junie Morrison, and Shalamar's Jody Watley. He promotes funk as a spiritual calling, and a way to counteract the increasing mechanization of modern life. As the boogie-funk universe continues to grow, it seems like he's not the only one who believes so.


We used Susan to help us purchase our new home. We would and have recommended her to anyone looking for a realtor. She understood exactly what we were looking for and was very responsive to our needs.
We not only consider her our realtor but our friend.


It pretty much almost goes without saying that, if you're looking to get a big job done, you should probably get yourself a truck. With more space and power than most other vehicles on the road trucks can help you out with anything from hauling a crew to shouldering a load with the help of a trailer or even filling up the bed with something that you need to get from point-A to point-B. However, that doesn't necessarily say that everybody who gets their hands on a truck is necessarily qualified to do these large-scale jobs that trucks are able to carry out. When you pair a video camera with this equation, that's where situations become must-see.
In this one, we check out a video that took the liberty of compiling all kinds of truck fails and some of these are pretty hard to believe. However, seeing a video unfolding from your eyes is enough to make just about anybody believer as some of these folks really go above and beyond, trying to execute, but as it turns out, in some of these situations, either equipment failure was bound to happen or perhaps focus wasn't exactly in the place where it should have been. This ends up creating some pretty catastrophic failures if we do say so ourselves.
If you follow along down in the video below, you'll be introduced to a whole variety of people who perhaps bit off a little bit more than they could chew from tall trucks going under bridges that weren't quite tall enough, all the way to towing fails and a whole variety of different situations where maybe some of these individuals wish they could get a rewind button to go back and do it all again. I think that, in a variety of situations here, most people are happy that this is now hindsight.


text:
Q: $ax^2+bx+c \equiv 0 \pmod p$ has solution iff $p \mid b^2-4ac$ or $b^2-4ac$ is a quadratic residue $\mod p$ Let a prime $p>2$ such that $p\nmid a$.Prove that the equation:
$$ax^2+bx+c \equiv 0 \pmod p$$
has a solution iff $p \mid b^2-4ac$ or $b^2-4ac$ is a quadratic residue $\mod p$.
Solve : $x^2+7x+10 \equiv 0 \pmod {11}$
Prove that $6x^2+5x+1 \equiv 0 \pmod p$ has a solution for each prime $p$.
Can I just take the discriminant $D=b^2-4ac$??
So  the equation $ax^2+bx+c \equiv 0 \pmod p$ would have a solution,if $D \geq 0$.
If $D \equiv 0 \pmod p \Rightarrow p \mid D \Rightarrow p \mid b^2-ac$
Is it right so far? And how can I continue?

A: Consider $ax^2+bx+c \equiv 0 \pmod p$ and multiply by $4a$, this wont change things since $p\not \mid a$,
$$4a^2x^2+4abx+4ac=(2ax+b)^2 -(b^2-4ac)$$
So we see that the original congruence has a solution iff the congruence
$$(2ax+b)^2 \equiv b^2-4ac\pmod p$$ holds in which case $b^2-4ac$ is a quadratic residue modulo $p$.

A: What you've written is correct. But you're overcomplicating!! Just factorise the quadratics - e.g. $x^2 + 7x + 10 = (x+2)(x+5)$
Indeed in these cases, the discriminants are 9 and 1, so will be quadratic residues for every $p$.

redpajama_set_name: RedPajamaStackExchange


text:
The Cornell Daily Sun (https://cornellsun.com/2006/09/14/from-be-bop-to-boops-and-beeps/)
From Be-Bop To Boops and Beeps
Last Monday, Don Preston, the keyboardist for Frank Zappa's Mothers of Invention visited Cornell to tell stories about being part of such an incredible musical era and play a few new compositions with his trio. Widely credited with mainstreaming the synthesizer, Preston, who also scored the movie Apocalypse Now, now is most interested in electronic music and the boundaries it pushes.
Sun: How did you go from playing with jazzers like Carla Bley and Elvin Jones to Frank Zappa and now to electonic music?
Preston: Well, it really started as pushing the boundaries of classical music. Those classical guys – especially Stravinsky – were taking chords to whole new levels, to the sixth, even the ninth. When I played with the folks you mentioned, they were playing the seventh, and, well, it must have been around the late fifties or early sixties but I started getting interested in all the electronic music that was happening, or had been happening. I think one of the major things that was happening then was that John Cage was coming through Detroit with Merce Cunningham, he was mixing the music in a quadrophonic setting, and things like that were happening everywhere and for some reason I was aware of it. I don't know why. I started seeking out stereo, people who were actively doing electronic music, and it was all very exciting to me because I had not heard that kind of stuff.
Sun: What was your first experience in trying to make electronic music?
Preston: I hadn't started trying to make that yet, I was merely listening to it at that point, although I had done a number of concerts in Detroit of sort of music that was using different ways of creating non-diatonic music, that kind of stuff, because that was real exciting.
Sun: What was so exciting about that kind of music?
Preston: Well, I was basically just playing jazz at that time. And then – well, it was a combination of a number of things. My favorite movie as a kid was Fantasia, I think I saw it 28 times, and the main reason for seeing it was to hear The Rites of Spring by Stravinsky. It's not a very far leap to go from that to electronic kinds of music, or music that was trying to get away from the diatonic system.
Sun: I've heard that comparison before, but I'm not sure I understand it.
Preston: Well, if you look through the history of music, you can see that each composer was taking it to the next level, especially if you look at one note and then analyze its overtones. The same steps that the next composer went to — Bach and Mozart using the sixth overtone, Brahms went to the ninth — you can see the progression through the overtone series. Stravinsky took it as far as you could go harmonically. Then you started going in between the notes, like 43 notes to the octave. The next step is electronic music, and even smaller increments between the octaves. Even no increments.
Sun: Does that mean that's the end of the line?
Preston: Well, not yet, although you'd think so! Actually, what happened is that musicians started coming back to the diatonic system. They came back and divised new ways of presenting that music. I remembered Carla Bley used to get so pissed off, because all these greats coming from the jazz world were doing it. That to me explains the occurrence of electronic music. It was the next step at that particular time.
Sun: What is the listener's role in electronic music?
Preston: That's a good question. Basically, as in any music, the listener's role is to be open-minded about it and not negate something because it's unfamiliar, as many critics do. They don't understand it, it's not a familiar sound, they think it's bad. But the listener needs to be open about things that are new. That's the whole nature of music, to try to do something new – that's my view, anyhow.
Sun: Is that a personal ambition you've always had?
Preston: Yes, it is, unfortunately [laughs]. Not making a good living. Nevertheless, it still has been very exciting for me all the time.
Sun: Have you seen a progression in your own career from one step to the next?
Prston: Well, over the years, but we are talking about a lot of years. The musical progression of my career was been what I'm exposed to. I was first interested in Dave Brubeck, and then Bud Powell, and Lenny Tristano. Then I started getting into a style of my own – then starting playing with more important people, and with all the stuff I had been exposed to in the classical world were influencing me in the jazz world. I just heard Miles Davis loved to collect scores by Stravkinsky and connect them and see how they worked. All that stuff influenced by creative abilities so that when I sat down to play a solo with somebody, I could do it with courage.
Sun: How did you get picked up by Frank Zappa and the Mothers of Invention?
Preston: I first auditioned for Zappa in an Anaheim dance hall. Well, we were playing really complicated stuff, in 7/7, and no one was dancing, so I didn't get the job. I spent the next year playing in various rock bands, and I auditioned again, and Zappa then said, "You got the job!" I was in the band, and I added my own element to the band in terms of electonic music. I had a homemade synthesizer. I had a homemade gong. All those elements were normal routine for me – which was quite different for quite everybody in the rock world.
Sun: Why give a lecture and a concert?
Preston: Well, just by living through those times and being there, I have a lot of information. And some of it is useful, knowledgable, but other parts are entertaining because they're stories that no one has ever heard about those times. It's also a means of generating some income – which is of course necessary.
Sun: This tour is filled with college campuses. Was that intentional?
Preston: When you're setting up a tour, you don't have the opportunity to make it perfect, but still we're trying to find people who are interested in hearing us play, which is not always the case, because our music is sometimes strange and unusual — in the sense that this isn't your current pop music, it's not even rock n roll, or jazz. It's a little bit of all of those things, but the nature of our instruments kind of dictates that we're going to do something that's not been done or heard.
Sun: Do you enjoy that kind of music as a musician?
Preston: I love it. That's where I've been going my whole life and now I'm finally there.
Bob Dylan Gets Old
By Shuja Haider September 14, 2006
Modern Times Just Isn't For Our Times
No one could blame our generation if we said we were sick and tired of Bob Dylan. In 1997, while we American kids first became preoccupied with those postmodern feminist ironists from the U.K., the Spice Girls (no joke) — the old man put out Time Out of Mind, his first honest-to-goodness album since he ended his convoluted and abortive religious journey, converting to Christianity then into Judaism then out of all of it (the religion was not good for his music, say most).
Grow your Own Discotheque: Just Add Water
Thursday Morning Dance Party
The clock is creeping towards 4 AM on Sunday morning, and despite the fact that I've replaced my hot pants and boots with pajamas and mismatched socks, I think the party – specifically my party – is still going on. At least, the last time I traipsed downstairs for a much-needed glass of ice-water, there were people making out against the kitchen sink. So now, as I sit with my laptop amidst a score of empty beer cans, sipping my water in an attempt to fight what will undoubtedly be a hangover-filled morrow, I feel the most able to lay out a few of the more vital do's and don'ts of throwing a successful dance party.

redpajama_set_name: RedPajamaCommonCrawl


text:
The Tasman Limited was a passenger train operated by Tasmanian Government Railways (TGR) on the Main and Western lines between Hobart, Launceston and Wynyard from April 1954 to July 1978.

The service has the distinction of being the last regularly scheduled passenger train in Tasmania.

Commencement of service
With the introduction of the X Class diesel locomotives in 1950, Tasmania became the first state in Australia to operate diesel locomotives on a mainline rail network. Their delivery heralded the modernisation of the system by the Tasmanian Transport Commission, operator of the TGR. Other initiatives were the introduction of diesel-mechanical shunting locomotives (from 1948) and  the redevelopment of Hobart's railway station in 1953. The decision of the TGR to introduce a new intrastate passenger service however, was courageous. The Philips Report of 1953 had recommended the withdrawal of all country passenger services due to steadily decreasing patronage as more people turned to the private motor car as their primary means of travel.

In 1949/50 the TGR took delivery of six 153hp articulated DP class railcars built by Commonwealth Engineering in Clyde, New South Wales. With seating for 58 passengers, they were initially rostered on the Hobart - Launceston Evening Service. In September 1950, they were used on a new limited-stops morning service between the two cities, working in pairs (DP + DP).  Three railcars (DP27, DP28, DP29) were upgraded with carpeting, curtains and hot meal facilities.

The journey was extended through to the North West Coast in April 1953 when the Evening Service was converted to a locomotive-hauled train, thus making all articulated railcars available for the morning service. It operated three days per week (South-bound: Monday, Wednesday, Friday; and Northbound: Tuesday, Thursday, Saturday). On 5 April 1954, the TGR decided to maximise the train's popularity by giving it a name (Tasman Limited) and promotion of the service was increased. The TGR described the train as "cheapest & best in travel comfort."

Destination name boards
The railcars carried a destination name-board on their front sides, depending on the direction of travel:
Hobart to Launceston was The Tamar
Launceston to Wynyard was Table Cape
Wynyard to Launceston was The Launcestonian
Launceston to Hobart was The Derwent.

Timetable
The north-bound Tasman Limited ('Tamar': Tuesday, Thursday, Saturday) departed Hobart at 08:36, and arrived in Launceston at 13:08, stopping for passengers only at Derwent Park Junction and Western Junction. The east-bound train ('Launcestonian': Monday, Wednesday, Friday) departed Wynyard at 08:30 and arrived in Launceston at 13:19. The south-bound service ('The Derwent': Monday, Wednesday, Friday) departed Launceston at 12:30 and arrived in the capital at 17:03. The west-bound service ('Table Cape': Tuesday, Thursday, Saturday) departed Launceston at 12:22 and terminated at Wynyard at 17:10. Both trains on each day crossed at Western Junction, and passengers could change trains for their journey towards either Wynyard or Hobart. A meal service and light refreshments were available only on the Main Line leg between Hobart and Launceston.

On 6 December 1954, the TGR  expanded the frequency to a daily service (Monday to Saturday), except Sunday. The route operation was changed slightly and 'The Tamar' section was dropped. Hobart to Wynyard became one long section named 'Table Cape', whilst the 'Launcestonian' and 'The Derwent' sections remained unchanged. The train crossing point at Western Junction remained in place.

Conversion to locomotive-hauled train
With patronage increasing, the TGR decided to upgrade the service to a locomotive-hauled train. Two unique articulated carriages were built at the Launceston Railway Workshops. With seating for 76 passengers, they featured large panoramic windows, a central buffet/kitchen and luxurious passenger fittings such as fully-upholstered seating with head and foot rests (including 'antimacassars'), fluorescent lighting, curtains, and pressure ventilation/heating. Fold-out dinner trays slotted into the sides of each seat. They had a toilet and small guard's compartment at each end. Each pair of seats could be rotated to face the direction of travel. The new cars were classed 'ACS' ('Articulated Country Saloon'). Their low profile appearance was modelled on a prototype carriage constructed in 1954 (ABL1), which was sold to the Emu Bay Railway (EBR). The EEP 'express freight' bogie vans were also built to the same streamlined body design.

The timetable was kept the same as the previous railcar service but there was a further slight change in routing. The train now bypassed Launceston all together. The north-bound train ran direct from Hobart to Wynyard ('Table Cape') whilst the south-bound train ran direct from Wynyard to Hobart ('Launcestonian' to Western Junction, then 'Derwent' to Hobart). At Western Junction a connecting service was provided for passengers travelling to and from Launceston.

On 15 December 1955, the new train entered service. It was hauled by X Class 660hp diesel-electric locomotives, and a headboard with 'The Tasman Limited' painted on it was attached to the front of the locomotive for easy identification from a distance.

Livery
The ACS cars were painted in a bright livery which was commonly referred to as 'blood and custard'; deep red on the lower body half and cream on the top body half. This colour scheme was soon adopted as the standard livery for all TGR passenger rolling stock.  When introduced, the X Class diesel locomotives were painted in a dark green but by 1955 the fleet had been repainted to red with a cream stripe that ended in a chevron at each end. In 1971 a new locomotive livery was introduced, which was all-over yellow with black tiger stripes at both ends.

Feeder service
Both trains were timetabled to meet at Western Junction and a feeder service was provided to and from Launceston. This connector train was operated by the same DP Class railcars as before (Nos. 25-30), but would also be frequently operated by a locomotive-hauled train, depending on what rolling stock was available. Typically an X Class diesel locomotive with Clyde Engineering-built cars (BBL, AAR), or  a Sentinel Cammell former steam-powered railcar converted to composite carriage (SP Class), would be used. On mail days an EEP van would be transferred from the Tasman Limited trains to the feeder service, for delivery into Launceston.

In 1971, in an attempt to lift the standard of the feeder service to that of the main service, the run between Launceston and Western Junction was upgraded to provide a tea & coffee service complete with its own onboard hostess.  A typist was sent from the TGR office pool for the short return journey, then returned to her main work back in Launceston. Carriages AAR4, BBL10, BBL11 were renovated especially for the revamped service.

In 1973 and again in 1974, steam locomotive H2 was occasionally rostered on the Feeder Service. For a period between 1976 and 1977, the Feeder Service was replaced by a bus whilst the railway formation between Western Junction and Relbia was upgraded.

Additional rolling stock
In 1955 three of the EEP Class 'express freight' vans were converted to brake vans for use on the Tasman Limited and reclassified as 'DZ' Class. The typical Tasman Limited passenger set makeup was: ACS + DZ, in each direction. In October 1956 a third ACS car (ACS3) was constructed and in December 1958 a fourth ACS car (ACS4) entered service. This increased capacity and enabled it each train to utilise two ACS cars in its consist on a regular basis. Its extended length required the use of two X Class diesel locomotives but on some occasions a more powerful 825hp Y Class diesel locomotive was used as an alternative.

By 1958 two additional freight vans were converted to 'DA' Class, which featured accommodation for 16 passengers at one end, guard's compartment and parcels/luggage storage. The typical passenger set now consisted of: ACS + ACS + DA + DZ. In addition to the ACS cars, older Clyde Engineering-built cars were pressed into service when passenger demand required. These included the AAR and BBL Class cars, and the more modern SS Class and SSS Class ('Suburban Saloon') carriages were also used from time to time. A spare SS Class carriage was often kept on standby in a siding at Devonport for when bookings were high.

Buffet service
The Tasman Limited was staffed by a crew of hostesses who prepared meals and served refreshments to passengers. Hot meals were served in winter and cold meals served during the warmer months. Beer, soft drinks and ice creams were also available. Scones with jam and cream were served for morning tea. The hostesses attended to passenger needs and managed the train manifest. They offered passengers cushions for increased comfort and attended to babies' needs by warming milk bottles. They collected requests for connecting taxis which were passed on to station staff and phoned through to the larger stations. They ensured passengers alighted and boarded the correct train when changing at Western Junction. At Hobart and Wynyard, hostesses stocked the buffets, and walked through the train swivelling the seats to face the correct direction. Regular passengers got to know the hostess staff personally.

The friendly hospitality and relaxed onboard atmosphere helped to underpin the train's reputation. The Tasman Limited became an institution with a generation of Tasmanians, particularly those who lived in remote and regional areas who heavily relied on the service. The train was the pride of the TGR and it ensured the carriages' external appearance was kept in excellent condition. It was given priority where possible when crossing with other trains on the network. Railway staff were often issued general notices reminding them of the importance of keeping the Tasman Limited on time and in top condition.

The Tasman Limited's name evoked strong imagery of luxury and service, as well as an emotional connection with people who either rode on it or who were rostered to work on it. Locomotive crew who drove the Tasman Limited (driver and fireman) or who were guards were senior crew who had earned their position to work the 'Tasman'. They were held in high esteem by their colleagues.

In later years, there was an experiment playing specially-recorded music from the Tasmanian Symphony Orchestra over the carriage public-address system.

Cartage of mail
In 1956 the Tasman Limited became an important link in the distribution of interstate mail across Tasmania. This increased markedly after the MS 'Princess of Tasmania' commenced sailing between Melbourne and Devonport in 1959. A Grover bogie van (EP Class) was coupled to the rear of the train on ferry days to carry the additional mail. However, the vans were prone to derailing and in 1968 they were replaced by the EEP Class bogie freight vans. The TGR developed the only system in Australia to operate UK-style mechanical mail-exchange equipment. A mechanical 'arm' mounted on a frame was positioned inside the DZ van whilst a 'catch' hook and hoop apparatus, mounted on a free-standing frame was positioned along the line at various stations. As the train passed by at low speed, the arm inside the van was swung out and the mail bag was captured on the external collection apparatus. The train lost the mail service to the airlines in February 1976.

Operations
The arrival and departure procedure at Western Junction was a unique event. As the station was located within a turning triangle (or 'wye' in Tasmanian parlance), each train entered the platform by performing a reverse shunt. The Wynyard-bound train arrived by traversing the western leg of the 'wye', then reversing into the Western Line platform. The Hobart-bound train arrived a few minutes later, and also traversed the Western leg of the 'wye' before reversing into the Main Line platform. The Feeder Service to and from Launceston also shared the Main Line platform with the Hobart train.
An operational requirement of the service was that luggage and mail vans (DZ, EEP Class) be coupled to the train immediately behind the locomotives leaving Hobart, and coupled to the rear of the train leaving Wynyard. This was to ensure that the vans were positioned fully on the platform at Western Junction, to enable swift loading and unloading of goods, luggage, and parcels.

On 14 December 1972 the Western Junction to Hobart train was hauled by new 'super power' locomotive Z1 as a test run before it entered full service hauling log trains on the newly-constructed Bell Bay Line. The high-powered locomotive returned the passenger train north the following day.

The length of the train could vary considerably, depending on the time of year and passenger loadings. During holiday periods the train would often have additional carriages added whilst during winter the consist could be just two ACS cars and two vans. One of the longest trains to run occurred on 5 October 1974 when the train from Hobart consisted of an EEP van, two DZ vans, three ACS cars and a DA van. The additional ACS car was used for the Australian Railway Exploration Association group which was conducting a tour of Tasmania at the time. The large train required the use of two Y Class locomotives. One of the shortest trains to run was on 10 February 1971 when, as part of the TGR Centenary Celebrations, all four ACS cars were required at Deloraine for Centenary festivities. The south-bound Tasman Limited between Deloraine and Hobart consisted only of locomotive X13 hauling Clyde car AAR4 and vans DZ3 and DZ2.

At the conclusion of each day's running the passenger rolling stock was shunted into a shed for inspection and the ACS cars were overhauled at the Launceston Railway Workshops on an annual basis.

Journey times
By 1978, the Tasman Limited took four hours and 18 minutes to reach Western Junction from Hobart, and a further four hours and 6 minutes to arrive at Wynyard;  a total of 8 hours and 24 minutes. The journey from Wynyard to Hobart was slightly shorter. The Tasman was never considered a true "express" train even by the standards of the day. The windy nature of the track, particularly on the southern portion of the Main Line, denied the train its ability to travel at an optimum speed. The maximum speed on long straight sections of track on the network was 45mph (70 kmh). The train was never considered as an express service and the TGR focused advertising on its specialised service and arrangements, and was considered the state's great luxury passenger train. The increasing number of track speed restrictions along much of the network due to poor track condition also contributed to slow journey times.<ref></</ref>

Incidents & derailments
The Tasman Limited experienced relatively few incidents during its 24 years of operation. There were occasional minor collisions with road vehicles on level crossings. During the catastrophic bushfires in Southern Tasmania on 7 February 1967, the Tasman Limited service was terminated at Parattah, and passengers conveyed by bus to Hobart via the Midland Highway. On 5 December 1970, the west-bound train collided with a lorry at the River Road level crossing at Wivenhoe, near Burnie. The train pushed the lorry into the Emu River and the leading locomotive, X8, was left partially submerged in the river. The locomotive crew and truck driver suffered only minor injuries. On 24 October 1977, the south-bound train derailed on the Main Line near Clarendon. Poor track condition was blamed for the derailment. The ACS car and DA van both ended on their sides. Some crew and passengers were taken to hospital but there were no lasting injuries. This derailment happened at a critical time for the Tasman Limited when its future was uncertain.

Change in ownership
On 1 July 1975 ownership of the TGR was handed over to the new Federal body 'Australian National Railways Commission' (ANR) which was tasked to operate economical rail services and withdraw those that were not viable. Full operational control of the TGR would not take place until 1978 and day-to-day operation of the system remained with the Transport Commission. In November 1976 the Joy Report into Tasmania's Railways recommended the immediate withdrawal of the Tasman Limited due to sustained losses on the service, however a decision on its future was deferred.

Decline & withdrawal
During the 1960s and 1970s, increased private car ownership and an improving road network contributed to the declining patronage of passenger rail services in Tasmania. In 1956/57 the TGR began withdrawing regional and branch line passenger services as they were no longer viable. Consequently, additional stops were gradually added to the Tasman Limited timetable which had the effect of slowing the journey down. This made it increasingly unattractive for travellers who were constrained by time.

In December 1974, the Tasmanian Government announced that all Hobart suburban rail services as well as the Friday and Sunday 'Evening Service' trains to and from Launceston would cease at year's end. This left the Tasman Limited and the Midland's Motor (a fortnightly diesel railcar service between Hobart and Parattah) as the only passenger trains operating in Tasmania. Some exceptions were suburban services to the annual Royal Hobart Show in October (until 1977), and occasional special excursions chartered by schools and other community groups from time to time.

In May 1977, the Transport Commission proposed to terminate the Tasman Limited service at suburban New Town, rather than at the Hobart Passenger Terminal. This was to enable construction of a slip-road through the Hobart Top Rail Yard and convert the Hobart station to a public car park. The railway unions fought against this plan and imposed a blockade of the slip-road site by positioning dis-used carriages across its path. The blockade was lifted when the Transport Commission agreed to union terms which, among others, included better marketing of the Tasman Limited to stem the flow of declining patronage. Another condition was that Federal assistance be sought for its continued operation. In August 1977, the Tasman Limited received a Federal Government subsidy to continue operating for six months and an advertising campaign was launched to encourage passengers back to the train.

On 1 March 1978, Australian National assumed full operational control of the Tasmanian Railways. It quickly reduced the service from six trips a week to three due to low patronage and increasing losses (Tuesday, Thursday, Friday). On 12 July 1978, ANR announced that the Tasman Limited and Midlands Motor railcar service would cease operating by the end of the month. A public outcry followed and local politicians lobbied the Federal Government to persuade ANR to keep the service going. ANR stated that the only reason it was withdrawing the train was because it was unprofitable and would gladly retain the service if an on-going subsidy was provided at government level.

Last trains
The last Midlands Motor service operated on 21 July 1978 whilst the last Tasman Limited operated one week later, on 28 July 1978. Both Tasman Limited sets from Hobart and Wynyard were built up with extra carriages to cater for the high demand for seats. The north-bound train was operated by locomotives X29 + X17 hauling cars DA2 + ACS1 + ACS3 + AAR2 + BBL11 + SS2; and the south-bound train was made up of locomotives X20 + X16 hauling cars AAR4 + BBL12 + ACS4 + ACS2 + DA1. The final Feeder Service from Launceston to Western Junction was operated by railcars DP27 and DP28. Lines of cars followed both trains through urban areas whilst school groups boarded the train at various locations. Hostess staff who worked the last trains were given bouquets of flowers from passengers. At both Hobart and Wynyard terminals, the environmental organisation 'Friends of the Earth' staged a sit-in inside the train, to demonstrate the environmental and social impact resulting from the loss of the passenger service. Police were on hand at both Hobart and Wynyard to ensure peace was maintained.

The railway unions attempted to undertake the operation of the service themselves but this proved impracticable. In August 1978 the Tasmanian Government commissioned an inquiry into the train's withdrawal, which was headed by Sir Henry Bland. The inquiry eventually found in ANR's favour but noted its loss could have a high psychological impact on Tasmania. Hostess staff were redeployed to goods handling or office administration duties.

Removal of passenger facilities
Following the withdrawal of the Tasman Limited, most stations and other passenger infrastructure was gradually demolished or removed from rail property, as ANR focused on upgrading the network purely as a bulk-freight railway. The station at Western Junction was demolished and replaced with an office; the Wynyard station was demolished; and the Hobart Rail Terminal was converted into a public commuter car park. In November 1984 it too, was demolished and the site cleared for a new ABC radio and administration complex which was completed in 1987. ABC Television moved to the site in 1993. Only the 1874 Tasmanian Main Line Railway Company (TMLR) station building survived, and was incorporated into the ABC development.

Preservation of rolling stock

All passenger rolling stock used on the Tasman Limited has survived in one form or another. Following withdrawal of the service, railway unions placed a ban on the removal of the ACS cars from the rails. The ban was short-lived, however, and ANR advertised the cars for sale by tender in mid 1979. ACS1 was relocated to a road-side reserve near Margate in November of the same year. It was joined by a diesel railcar (DP24) and four SS Class carriages, together with retired Pacific-type steam locomotive MA3. The rolling stock was developed into a series of shops called the Margate Train. One half of ACS4 became a pancake restaurant with the seats and buffet/kitchen being retained for use.

Carriages commonly used on the Feeder Service (AAR2, BBL11, BBL12) and van DZ2, were preserved by the Van Diemen Light Railway Society (Don River Railway). Some locomotives and railcars used on the Tasman Limited were also preserved. The Don River Railway acquired locomotives X4 and Y6; the Tasmanian Transport Museum acquired X1; the Bellarine Peninsula Railway preserved locomotives X3 and X20; whilst the Derwent Valley Railway preserved locomotives X10, X18, X30, and Y2.

Railcar DP26 was preserved by the Tasmanian Transport Museum Society, whilst the Bellarine Peninsula Railway preserved railcars DP28 and DP29.

Carriages ACS2 and ACS3 were purchased by the Hillwood Strawberry Farm in the Tamar Valley. The owners also purchased retired Mountain-type steam locomotive H5 with a plan to locate the rolling stock to the strawberry farm, in a similar fashion to the Margate Train concept. However, only H5 was relocated to Hillwood and the two ACS cars remained stored at Western Junction. In 1986, the cars were leased to Tasmanian Locomotive Company, which was restoring retired steam locomotive H2 to operating condition, and which had plans to operate tourist trains on the ANR Tasmanian network. The cars were repainted in 'Cadbury purple' in acknowledgement of the Cadbury Chocolate Factory at Claremont which housed the rolling stock in their rail yard. The company's inaugural excursion on 4 April 1987 featured a 'Tasman Limited' headboard mounted to the front of steam locomotive H2. During 1989, the carriages were repainted to 'Cascade blue' as part of a sponsorship arrangement with the Cascade Brewery. The company operated a regular schedule of steam-hauled and diesel-hauled tourist trains until November 1990.

ACS4 was sold to a Victorian couple who had plans to convert it to a country retreat. Issues with the union ban forced the couple to reconsider their plans and they set about preparing the car for tourist trips on the ANR network. They acquired two additional carriages, ABL1 and ABL2 from the EBR. Operating as 'Tasmanian Rail Tours', they ran a series of excursions between March 1983 and July 1985, each time hiring an ANR diesel locomotive (Y or X Class) to haul the train. In 1986, Tasmanian Rail Tours sold ACS4 and the two ABL cars to Tasmanian Locomotive Company.

In 1991, the Derwent Valley Railway Preservation Society purchased all rolling stock from Tasmanian Locomotive Company and continued operating public excursions and charters. In December 1993, the Society relocated to a permanent depot at New Norfolk from where excursions were run. On some Mainline excursions and over-night tours, the Society placed a Tasman Limited headboard on the leading locomotive to recreate the look of the famous train. All three ACS cars were used extensively on excursions and in recent years, the Society has focused on their maintenance, care, and repainting.

Some Tasman Limited headboards survive and are on display at the Don River Railway, Tasmanian Transport Museum, Queen Victoria Museum and Art Gallery, and Bellarine Peninsula Railway in Victoria. In July 2018 the Don River Railway commemorated 40 years since the withdrawal of the service by placing a Tasman Limited headboard on the front of its regular service train, hauled by diesel locomotive Y6.

References

External links
Photos of the Tasman Limited
Tasman Limited photo storyboard
"Memories of the Tasman Limited"
Tasman Limited Promotional Film, c. 1955
TNT-9 News report 28 July 1978 Last Tasman Limited
https://www.youtube.com/watch?v=GJncwNS_nQU TVT-6 Hobart. Last Tasman Limited departing Hobart.

History of transport in Tasmania
Named passenger trains of Australia
Rail transport in Tasmania
Railway services introduced in 1954
Railway services discontinued in 1978
1954 establishments in Australia
1978 disestablishments in Australia
Discontinued railway services in Australia

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