Project 6029

Weekday Progress

2012-01-30T10:50:00.000+11:00

News just in.... The lubrication system on the leading engine unit has now been fully primed and tested.

Ian Senini has been working on the lubrication systems for some time, and did a wonderful job of restoring the mechanical lubricators for us. He has spent some time during the last weeks getting the lubrication lines connected and ready for test, and last week was able to prime all the lines and check for leaks. This achievement means that the front tank will soon be put back on permanently.... and then, given that there are two engine units, he will start on the hind unit.

From the collection of Howard Moffat, here is a picture he took in 1979 of a tour 6029 hauled on the Michalego line. Wont be long and it will be possible to take picture like it once again.

Sunday 15 January 2012

2012-01-16T14:38:00.001+11:00

The install of the remaining super heater elements continued as the first job for the day. Fortunately we were able to source the six remaining tee bolts ew required courtesy of a ex NSWGR 36 class super heater header that has been stored on site for many years. With the bolts sorted the team moved quickly into the task at hand, and in no time the last bolt was tightened up home. With the elements out of the way the guys cleaned up all the tools and swept out the smoke box clean.

The steam pipes that run from the super heater header inside the smoke box were next in the critical path and as usual they had to be cleaned up for assessment. The flange spherical faces that make up the steam tight joint were wire brushed and the tedious job of lapping each face commenced. Many of the old bolts were seized in place and had to be heated to red hot before being driven out. All new bolts have been ordered well in advance ready for fitting of the pipes but we still are a few workdays away from this.

The sand box fit out continued with three of the four leading, sand traps, air connections and pipes fitted. Some of the pipes required re setting and welding for alignment, but this task is made easy with the oxy torch and sledge hammer. This work is being completed before the leading tank is fitted into place as it is easer to do this with un-restricted access.

Thanks to Ian, the testing of the leading lubrication system will now take place mid week between workdays. A test pressure gauge will be fitted to what is called the terminal check valves that is located in close proximity to each cylinder. Once pumped up to just below 225 psi all lube lines will be visually examined for leaks, and any pipes that need repair will be fixed as required. After the integrity of the pipes and lubricators is proven the system will be flushed through and primed. This will have to be done again before the steam tests commence but the hard to get at pipes will be good to go one the tank is in place.

Our next workday will be an interesting one as we will be prepping the leading tank for final fit and if all goes to plan, 6029 will be shunted out of the shed for the fitting of the tank.

Alan Gardner

2012-01-10T15:30:00.001+11:00

The first workday for 2012 was well attended and as luck would have it many hands do make light work, particularly when you are installing super heater elements. With 20 of 50 still to go the team was divided up into three groups to facilitate delivery from storage, lifting from ground to footplate level and finally installation in the smoke box.

With everyone ready to go it was soon realized that the smoke box door would not open past 20 deg as it was fouling a very large nut that adjusts the boiler cradle pivots. After some minor adjustment the door was clear to open and the elements were soon being pushed into what is called the flue tubes. Once in position a very large tee clamp bolts is fitted and secured with a 1" BSW nut. The first element took about one hour to fit and by mid afternoon this was down to about ten minutes from start to finish. The down side being that it was getting very hot by mid afternoon so it was decided to stop with just 6 elements to go. This decision was also influenced by the fact that we are 4 tee bolts short. Needless to say that the sourcing of tee bolts is the highest priority on the shopping list.

The last of the rebuilt sand boxes was fitted into place and the sand delivery pipes have been dusted off from storage. They are bent in all directions to clear the wheels and brake gear but once marred up to the adjacent box the fit is quite obvious. The sand traps x 8 are progressively being cleaned out and air tested before final fit and once fitted the crew looks forward to filling them with sand for the fist time in many years.

Our next workday is Sunday the 15th of January, all welcome.

Saturday 3rd December 2011

2011-12-12T16:07:00.000+11:00

Work continues to focus on the leading engine unit and associated sub assemblies as part of the critical planned path of re-assembly. The two leading sand boxes were taken out of storage and fitted but it took a few goes as the mounting bolts have to be assembled in the correct order to prevent them fouling each other. David also took the added precaution to run a die nut over all of the threads to ensure easy fit all...the torque gun created an effective, don’t argue with us approach. After the boxes were secured into place the painting team moved in with paint brushes and applied the standard black enamel paint.

Andy Heys put his carpentry skills to the test building all new timber packing’s that acts as an interface between the engine unit and the front water tank. The finished job looked so good that it will be a pity to paint over the new wood. Work was also taking place at ground level with the fitting of the right hand leading valve gear including the radius rod and expansion link with its die block. Many of the old tapered locking pins have been assessed as unserviceable but replacements are no longer available and the final fit of the valve gear cannot take place until the pins are manufactured new. Regardless, it was still pleasing to actually fit the polished valve gear into place.

The smoke box fit out continued with Graeme Kidgell fitted 22 of the 44 7/8 BSW saddle bolts that secure the smoke box to the boiler cradle. This job has not been an easy one as many of the bolt holes were welded over when the boiler was used at the saw mill in Victoria. The welded over holes had to be cut out with the use of a small pilot drill and oxy touch as they welded material was almost glass hard. A finish off with the die grinder and the bolts were tightened up with the good old torque gun.... only 22 to go!

The next few workdays will continue around the leading engine unit with the testing and commissioning of the oil lubrication system and some minor cosmetic work around the cylinders. Once completed the leading tank will be final fitted into position and inturn the water system hook up will commence with gusto.

Alan Gardner

Sunday 20 November 2011

2011-11-25T13:12:00.002+11:00

Work continued on and around the leading engine unit in preparation of lowering the tank into position. The main steam pipe from the boiler cradle to the steam cylinders was fitted with surprising ease. This included lapping of the two steam tight lens rings and fitting 12x 7/8” BSW bolts. While in this area the opportunity was taken to fit the reverser reach rod with its patented designed Beyer Peacock universal joints. Ian continued to fit and test the lube lines for the right hand leading lubricator.

Malcolm and his daughter had a go at cleaning out the residual mess of grease and grime from where the stoker trough was once fitted. It seems that the grease points that are situated outside of this area were never checked to see if the lines were actually delivering the grease where it was designed to go. The end result was years of congealed grease mixed with coal dust forming great lumps of crud. They also had a go at applying some long over due grey primer to the top deck above the hind water tank.

David continued with the rebuild of the crinoline bands that will support the fitting of the boiler cladding sheet metal. The boiler now sports several horizontal string lines that will help align the boiler bands correctly. The myriad of counter sunk screws that hold all of the bands in place have had to be rebuilt as many of the tapped holes had rusted out. As the bands are only ¼” thick a new nut has been welded into place under each side to make up for the poor thread.

During recent weeks, Alan has also been working to remove the life expired electrical cables from their conduits all over the loco. The insulation has hardened from years of exposure to the heat of a steam engine, and likely also from the temperature extremes from years of outside storage in Canberra. As such, all the wiring on the loco will be replaced, in some cases with new technology to help us work safely into the future. You can see from some of the pictures just how bad some of the wiring is.

Alan Gardner

2011-10-24T12:42:00.003+11:00

Foreign Orders...

Yep, that's right.... Our next workday will involve a foreign order and even better a trip across the border.

Lindsay has asked for some help with some track work in Queenbeyan, so we are going to take ~~CPH 37, our rail motor~~ and some willing volunteers for a short train trip like we did in the old days.

edit 26/10/2011.. I have just been advised that 3016 will be providing the motive power for the trip, so there is even more reason to come along for the trip....

Volunteers are welcome and we will be leaving from the Canberra Museum platform at 8.30AM, do a little track work on the turntable road in Queenbeyan and then should be back for lunch at 1pm. Come for the ride and get in a little exercise as well! It should be fun.

2011-10-21T10:04:00.002+11:00

With the Garratt undercover, the team continued to work around the cab. First priority was the erection of a decent work platform and steps to help with getting in and out of the cab. Once this was up and in place, the refitting of the cab gauges and pipework continued. As you can see, a most of the gauges and valves are now in place, with some pipework to be completed in some areas. The cab was also bolted down to the frames, so this is where it will stay now for several years.

While the cab was being worked on, the motion was also getting some attention, with Mal starting to polish the rods in readiness for crack testing and refitting. There are a lot of them, so this work will continue for some weeks.

Saturday 1 October 2011

2011-10-05T20:14:00.002+11:00

After five years of open air work, 6029 now resides undercover for what we are now calling the fit out stage. The cab has been lowered into position and as a result, we can now start the fit out the countless small bore pipes that make up the loco's control systems. This includes the power reverser, the brake system and the support systems for electrical power and even steam to brew the tea. The timber floor for the cab has been made and fitted by Paul Nowland, Jack Barker and Alan Gardener and the crew took great delight in actually standing at the correct footplate height for once. The fit out of the seats and the injector control valves that protrude through the floor will be next.

At the opposite end of the boiler, the smoke box is stating to fill up with the pipes that connect to the air compressor and the blower. Both of these components are fed with steam from the superheater header which itself is also receiving some final attention with throttle cam and valves soon to be refitted. Once that is done, the control linkage that runs from the header back to the drivers cab will be fitted.

6029 is fitted with what is called a front end throttle. Put simply the control of steam from the boiler takes place at the front in the smoke box and is controlled by the driver back at the cab end via a system of levers and rods. It was a much more efficient system when compared to the more traditional system inside the boilers dome.

For a few years now we have been completing the rebuild of many smaller components only to put them into storage awaiting final fitment. Now that the locomotive is under cover, theses components can be fitted. Ian delivered the first of the four mechanical lubricators (right hand leading) and with the help of a few strong arms it was lifted into place. The lubrication feed pipes are now being cleaned out one by one and with some head scratching, the stamped identification acronyms are actually starting to make sense.

The move into the shed however, does not come without some pain, as the team headed by John and Kyle started moving over the many tools, benches and storage cupboards. Having said that, Saturdays weather was very wet and generally unpleasant but being indoors at long last meant a happy and dry team could continue to work in comfort.

Alan Gardner

Sunday 18th September

2011-09-22T10:26:00.002+10:00

With the Garratt having been moved into the shed during the week, today was mostly spent collecting parts that we need in the next few months and moving them closer to the new work area. As such, not a lot of progress is visible in the photos, but its all work that needs to be done. Welcome also to a few new volunteers, Duncan and Rory.

Jobs that are high on the list include refitting the stokers elevator tube and firing table in the cab, followed by a new floor. The ashpan is receiving attention in Goulburn, and should be ready to fit shortly, along with the grate assembly.

You can see from the photos that our regular steam hauled trains with 3016 are looking great, they are a great way to pass a day if your in the area. It wont be long and we will be able to put 6029 to work at the front of the train... Now that will be nice!

A Riveting Day!

2011-09-17T13:46:00.004+10:00

For those that are interested in the almost lost art of hot riveting, here is a video of the work we did.... Its noisy, hot and requires a team of people to make it possible, but it is very satisfying work when you look at the end result. Thanks so much to our old mates from Goodwin Alco, Steve, Creagh and Dave... Without their invaluable help, the cab would not be finished and already back on the loco.

Video by Steve Preston and Creagh Maywald... Thanks Guys!

What A Day!

2011-09-15T21:35:00.002+10:00

It was a big day for everyone today.... Not only did Malcolm drive the cab to Canberra after it was loaded, Alan managed to get the Garratt out of the siding where we were parked in by 4468 and some other rolling stock... He even got the cab back on the loco as the sun went down and the Garratt shunted into the shed in the dark.

Also delivered from Eveleigh on the truck today were a lovely set of new crew seats for the Garratt and 2 repaired and recovered seats for one of our CPH Railmotors. The work was done by master trimmer Matt Fasan, and kindly financed our old mates at Goodwin Alco. Thanks Matt... Awesome job!

Mike

BIG News!

2011-09-15T15:02:00.004+10:00

Yes....thats right!

The day is not over yet and there are more photos to come, but the cab is on its way from Sydney, and by tonight, will be reunited with the loco. While the cab was being loaded. Al has done a shunt in Canberra to get the Garratt out from behind 4468 where we have been working and is now ready move it into the shed so that we can work in comfort, and relative cleanliness as we progress the reassembly.

Word has it that the loco was very easy to move and shows no signs of the binding that caused it to derail last time it was moved.... Awesome news.... Well done to everyone!

Mike

Sunday 11th of September

2011-09-12T16:50:00.002+10:00

The rivets are done and the cab will be on the move this week!

Finally, after a lot of work and a lot of waiting, the cab is pretty much finished. The final riveting was completed today with the invaluable assistance of Goodwin Alco.

Steve, Craig and Dave from Goodwin Alco and Mike R and Mal from the ARHS ACT got together and finalized the riveting in order to allow the cab to be removed from Eveleigh's Large Erecting Shop... And just in time too!

As you can see in the pictures, the lions share of the work is complete, and if you compare the before and after pics, it really is looking quite good.

Even better is that the Cab will go directly from the back of a truck onto the loco.... Now that will look good!

Once it is back in place on the loco, some new glazing will be sourced and fitted, along with new handrails and associated fittings. This will also allow Al to complete the brake system refit the reverser and fit the new floor in the cab.... Awesome, its all coming together!

There is definitely light at the end of this tunnel!
Mike Reynell

Saturday 3 September 2011

2011-09-07T16:27:00.004+10:00

The plan for the day was very simple... it was to compete all outstanding tasks to ensure that 6029 could be safely shunted. So we started off in the smoke box as the forty 7/8 BSW bolts had to be fitted to secure the boiler in place. The problem is that all of theses holes had been welded up when the boiler was used in stationary service. As fast as we were trying to drill out the holes the drill bits would become blunt and useless. Solution, get a bigger drill, use plenty of cutting fluid and keep sharpening the drills. By lunch time we had roughed out about 12 holes and we had had enough, so our next workday will involve a very large air drill and maybe some colorful language.

Mark and Alan started the fit up of the air compressor's Nathan mechanical lubricator and associate pipe work. Tony continued to dot around the locomotive with black paint as it seems we had missed few spots, it is over 100 feet long!

Back at the cab end Graeme Kidgell completed the installation of the fireman’s side boiler feed lines. Andy Heys prepped the last of the cab mounting bolt holes and also had time to sneak in a few cups of tea. You just cant get good help theses days!

By days end we received news that the Eveleigh team had almost finished the cab and that one more day should do it.

All being well the cab will be back in Canberra before then end of the month and will go straight onto the locomotive. Updates will be posted as the details firm up.

Alan Gardner

Sunday 21 August 2011

2011-08-23T10:51:00.003+10:00

The day started with the usual time honored cup of tea and a chat. The completed cross compound compressor was on site as it had been delivered during the previous week and the first job for the day was to fit it to the smoke box. Once bolted down the associated pipes were hooked up including the governor and lubrication piping.

The two main reservoirs were offered up and fixed in place with the retaining straps. Sounds easy to say in one sentence but the alignment and fitting of the pipe work was no easy task. Anyone would think that we are getting good at this type of thing. The outstanding smaller valves such as the independent release valve were fitted into place and as the main reservoirs were now fitted we are basically done with the brakes. The only outstanding task will be the fitting of the three and four control pipes that run from the drivers brake valve to the distributing valve. These pipes cannot be fitted until the cab is in place.

The trailing pivot nuts were adjusted/backed off and after the usual three man pull helped by a four foot long extension bar, the unit settled down into position. The constant contact side bearings were checked for alignment and all was well. As we had a good turnout of volunteers we were able to also have another look at the stoker trough and it was decided to remove the two leading support brackets. As originally fitted they were held in with bolts however, later in life they are welded into place. That’s OK in service but it prevents the stoker trough from being removed as designed. The use of an angle grinder and about six cutting discs later and both brackets were removed. The fork lift made easy work to slide the trough out and as suspected it will require a full rebuild.

To say that we had a significant workday would be an understatement as we completed a few milestones that are noteworthy in context to the overall project. These being the completion of the brake system, the removal of the stoker trough and the adjustment of the pivots. Having completed these tasks the locomotive can now again be shunted safely. From a strategic overview there are no more strip and assessment tasks to complete. In essence we are putting 6029 back together and we hare now planning for the steam testing and subsequent operational systems checking. To this end the hind bunker/tank has be fitted to facilitate the up coming steam tests later this year. However we have a lot to do before this can take place... for instance the ash pan and fire grates still have to be rebuilt and the smoke box fit out will be the next major tasks. We still have to fit 20 superheater elements, the blast pipe, main steam lines and the front end throttle assembly.

Alan Gardner

Restoration in the open!

2011-08-15T12:27:00.003+10:00

Just in case you thought that we always had it good here in Canberra, take a look at these two panoramas of our outdoor resto's. Its cold and the rain was about to set in and stop work.

6029 is coming along very nicely, and will soon be moved undercover to have some of the finer work completed. We are all looking forward to having a roof over our heads, with a dry environment free of rain and sunburn after 5 years in the open. In truth, we have had a really good run, with very few workdays called off due to bad weather, but with the drought over and summer coming, that may all change.

4468 however will have to remain out doors for a while longer. You can see from the picture, that there has been a lot of work done already on removing and controlling corrosion in the frames that support the body, but there is still a lot to do. Note that the shop bogies look so wrong under a large diesel... In their past life they were under a 30 class tender.

Saturday 6 August 2011

2011-08-08T19:18:00.004+10:00

As the weather forecast wasn’t that promising, the team got off to an early start. Paul Nowland fitted up both the brakestands with the overhauled valves. While in this area, Tony fitted the new driver's side sub floor ably assisted by Paul. This is a two man job with Tony inserting the bolts on the top side and Paul tightening up the nuts on the bottom side, or was it the other way round?

Graeme Kidgell continued with the drivers side injector feed pipe system, working through to the steam starting valve adjacent to the outer firebox wrapper. The last pipe that joins the steam manifold to the injector starting valve was trial fitted and to no surprise, wasn’t even close. After a few goes at heating the pipe with the oxy it was decided that it would be replaced and in actual fact the pipe was found to be suffering from fatigue cracks. For safety reasons both the drivers and fireman’s side pipes will be replaced with new.

Just before lunch the team moved onto the final adjustment of the leading pivot and the new 3 ½ inch AF socket, and inch drive ratchet made this labour intensive job slightly easier. Well only just. The adjusting nuts were backed off and re-set. The next task will be to fit the pivot locking plate with four off 1 1/8” BSW nuts.

While the crew stopped for lunch the rain started coming down and a couple of morning showers soon turned into constant deluge. At 14:00 hours it was decide to call it a day and go home to a hot cup of tea.

Alan Gardner

The Air Compressor

2011-08-07T20:05:00.004+10:00

Alan Gardner has been quietly working away on the Garratt's cross compound air compressor for a while now, with little bits being ordered here and there as money has become available. Some time ago the piston rods were hard chromed by Diamond Hard chrome in Sydney, and the castings were all sent to Melbourne specialist, Laurie Cameron from East Australian Engineering, where they were given a top notch overhaul. The bores were accurately re-machined and measured before being kindly returned to us by PBR member, Graham Clark on a trailer.

Just recently the new rings were ordered and that has allowed him to begin the reassembly in his spare time, and as you can see in the pictures, it is almost complete and looking very, very good. Now he is only waiting on some new gaskets, before it gets tested on air and refitted to the loco...

With stuff like this happening, you can really see the loco returning to steam in the not too distant future.

Sunday 17 July 2011

2011-07-20T22:42:00.003+10:00

The brake system rebuild continued today with work on the main reservoir piping. This included the one inch steel pipes that deliver compressed air from the main reservoirs to the brake stand and the distributing valve. Most of the pipes are in good condition and they only required a clean up and a coat of paint. One small section of pipe that is about 2 foot long is missing and if we cant find it we will make it new... Murphy's law will ensure that the missing pipe will re surface once the job is done.

Andy continued with the fitting out of the large bore injector feed pipes and by days end all of the drives side was completed and looking like new. Tony cleaned up the water balance pipe isolating vale and associated fittings. The only outstanding large bore pipe on the drivers side pipe is the feed lines from the injector to the clack vales on the top of the boiler.

The stoker trough that is attached under the coal bunker is in very poor condition and will required a complete rebuild. Most of the afternoon was dedicated to extracting the 24 one inch BSW bolts that attach the front of the stoker trough to the coal bunker. No amount of force would remove them so the oxy torch was deployed and about two hours later the team tried to drop out the assembly. Despite our best efforts it resisted and with the fading light, it was decided to make a tactical retreat and leave it until the next work day.

Another project going on behind the scenes is the overhaul of the Westinghouse cross compound air compressor. It was stripped down and assessed in 2009 and although in reasonable condition it was decided to give this vital piece of equipment the gold plate(aka Rolls Royce) treatment. Since then, the piston rods have been hard chromed and ground to size. The cylinder assembly and shuttle valve head were sent to a specialist contractor and line bored back to specification, and a complete set of piston rings was recently delivered and fitted with excellent results. The pistons now move up and down the bores with a good running seal.

New gaskets have been ordered and when delivered they will be fitted in no time. That will leave only an air function test before fitting the complete unit to the smoke box.

Alan Gardner

Saturday 2 July 2011

2011-07-12T18:06:00.004+10:00

The brake system rebuild is progressing as a high priority. The distributing valve has been fitted up to the auxiliary/relay chamber followed by the dead engine isolating cock. The 3 & 4 independent brake control pipes that run from the distributing vale to the cab were found to be in poor condition and will have to be replaced.

In general terms the brake system rebuild is almost complete with only a few pipes still to be refitted. The project manager spent most of the day tracing pipes under the cab floor. Not any easy task as this space is fast filling up. Paul Nowland has been working at home on the automatic, independent brake valves and the feed valves. Thanks to Paul the brake system rebuild has progressed at a fast pace.

The two main reservoirs have been passed by the boiler inspector and will be fitted into place shortly. Once the reservoirs are in place, the system will be charged up and testing will follow soon after.

As the cab floor is not yet in place and access is readily available, the six inch water feed pipes and elbows that run under the foot plate have been refitted and the painters have finished off the area before the floor is fitted. The new replacement sub floor plate was painted and the mounting brackets for the equalising reservoir were fitted ready for final assembly.

Graeme Kidgell continued to fit up the boiler feed pipes and the injectors including the associated handles that control the water flow. The boiler feed pipes are very large, heavy and awkward to fit, in some cases it requires four people to persuade the pipes into their proper position.

In terms of the projects critical path, we are working hard to complete the tasks that will enable us steam test the boiler in the near future. This includes, but is not limited to, the injectors and their pipe work, safety valves(rebuilt but not fitted), fire grate, ash pan and finishing the smoke box fit out. We will also look at the stoker trough in the coal bunker as this has renewed and refitted before we can fit the coal bunker/water tank.

While all of this has been happening, you can see from some of Howard Moffat's photo's, that progress is also being made on other locos in the fleet. Work continues on 4468's body frame repairs, the cab of 4807 has received some attention and a few mucked in and got stuck into the brakes on 3016...

Alan Gardner

Sunday 19 June 2011

2011-06-23T15:34:00.003+10:00

Once again we started of the day with sub zero temperatures but it wasn’t long before the thermometer soared to a massive 2 deg C. Yes as usual a cup of tea and hard work would soon warm everyone up.

Work continued around the driver’s side cab sub floor and associated brake systems. The new floor has been pilot drilled (small holes) and checked for fit and alignment. The floor sheet was lifted off to allow the welding of the sub floor support bracing. Graeme Kidgell welded the bracing to the boiler cradle main cross member in no time. This is bracing supports the sub floor and rear cab sheet. Graeme then turned his attention the brake stand support bracket with the fitting of the horizontal six 7/8 BSW bolts. The brake stand was next and the end result speaks for it self. Tony was next with the usual wire brush clean up and grey primer.

Back at the floor sheet David opened up the pilot holes to ½ inch and cleaned up all of the sharp burs and edges that were previously oxy cut. The old angle iron that supports one side of the sheet was welded in lieu of rivets.

As we are starting to put the brake system back together, Kyle and John were tasked with fitting the relay chamber to its support brackets located near the smoke box on the drivers side. After some initial problems it was discovered that the support brackets were in place upside down. Yes the project manager fitted them a while back, oh well you can’t get good help these days. After the brackets were re fitted the correct way up the chamber fitted with ease. The two inch diameter brake and brake cylinder pipes were fitted with only 3 or 4 control pipes to go. If we can find them amongst the tons of stored small bore copper pipes.

After lunch the team started to sort through the bundles of stored pipes starting with the injector and feed system. The fireman’s side injector had to be fitted first as the pipes have to attach to something in the first instance. Graeme has many years of experience behind him when he was working for Puffing Billy Railway in Melbourne. By his own admission the injectors on the 60 class are a tad bigger.

The front tank has been lifted off to allow the final fit of the steam pipes and sand boxes. This will also make it easer to fit the remaining super heater elements. This can be done with the tank on but having the tank off expedites an awkward job. The fireman side sand box resisted but eventually yielded for final fit. The leading steam ball joint was lifted in to place just ahead of the smoke box. We only have ten feet of steam pipe to fit and the leading unit steam piping will be finished.

Alan Gardner

Saturday 4 June 2011

2011-06-06T17:09:00.004+10:00

The last of the top coats of black paint were applied to the top half of the hind engine unit with very pleasing results. The entire locomotive is looking almost like ex-works condition and in fact even better. The team also took time to clean down and paint the newly installed buffers. So in essence we have been from front to back in just four short years. Pity about all those bits in the middle. Now that we are again in the middle(the boiler cradle) the new drivers side cab sub floor was pre drilled using the old section as a template. A trial fit confirmed all was well and about 30 half inch holes where drill through ready for final fitting.

The brake systems rebuild was helped along with the final fitting of the flexible pipes that bridge from the engine units to the cradle. It was good to see the old replaced with new without compromise to historical design. Not much has changed in 60 years with regard to flexible hoses. The drivers side brake stand has been completely rebuilt with all new copper pipes and fittings including all four feed valves. Paul Nowland continued with the rebuild of the automatic and independent brake valves.

Gavin and new mate Tristan installed four more super heater elements. Probably not the best initiation but at least we only have sixteen to go! More tee bolts will need to be sourced before we can complete the element installation.

Alan Gardner

Cab Progress in May

2011-05-25T21:54:00.002+10:00

It has been a while since I have updated you on the cab and its progress at Eveleigh.

Overall, the cab looks again like the cab that came off the Garratt a while back, with the notable exception of the corrosion that was present in the panels and frames. I would estimate that at least 25% of the cab has been replaced just to repair the damage caused by all those years of exposure.

The majority of the riveting is done, with the exception of 4 lines of rivets that could not be completed until the roof is properly attached. One more day with the team from Goodwin-Alco will see that all completed.

The last workday saw the roof more or less completed, with just a little welding to be completed and one small panel to be cut and fitted. The roof is all new, and is completely devoid of the holes that caused the ultimate demise of the original unit. All attachments are now internal and with new hatches that are stronger and easier to use, the cab should be a nice place to work. As part of the work, we have also added proper lifting points to allow damage free lifting of the cab from the frames and the roof from the cab in the future, a small detail, but one that will be appreciated when we have to do any heavy maintenance on the boiler or mechanical stoker.

There is some detail work to be completed, like new window frames in the rear of the cab, but there is most certainly light at the end of this tunnel!

Mike Reynell

Sunday, 22 May 2011

2011-05-25T21:03:00.004+10:00

Today, the hind unit brake cylinder piston cup seals were replaced with the new neoprene type. This was not an easy job as the new seals are very stiff and don’t squash down easily. Once the seals eventually slide into place the felt follower seals present another set of problems. Again after much grunting and pushing the tee type securing bolts were fitted into place securing the head to the cylinder . The push rods and subsequent pins will be final fitted on our next workday.

The brake system is in general terms, continuing at a good pace but the cab sub floor piping requires significant work. So much so the it has been decided to replace the drivers side cab sub floor sheet for two reasons. The first being that it has seen better days and the second being access to a very cramped space. The floor was cut into two sections to allow the brake stand and sub assemblies to be removed for assessment and repair. The grimy, rusted pipes only yielded after we applied heat with the oxy torch helped by hydraulic jacks. The four feed valves and many smaller fittings are now off site being rebuilt as home work and yes they are seized and full of that rusty grime.

The cabs steel sub floor is about four inches below the timber floor and supports many sub assemblies including a myriad of pipes, both steam and air. Much of the rust and grime in the area is a direct result of coal dust and over use of the cab hose. Maybe the manufactures knew this as a this would ensure the purchase of new locomotives for future sales. Oh well bad timing you might say as diesels were well into production when 6029 was new!

Our next workday (Saturday June 4) will see us continue around the cab sub floor area. Hopefully the new replacement sheet for the sub floor will be on site ready for fitting by then.

Alan Gardner

Its been a while...

2011-04-19T16:46:00.003+10:00

but we have not been resting on our laurels. In Sydney, the cab has been riveted back together, while in Canberra, the work has been continuing at the usual pace.

The cab has been riveted over 2 days, with help from Goodwin Alco's Steve Preston, Craig and Dave, along with the two Mike's and Malcolm. The days were very noisy, and it was good at the end of the day to see lots of bolts replaced by rivets. Photos will follow shortly.

In Canberra, the hind unit has again been getting some attention. There has been some abrasive blasting performed to clean up some areas, the rear draft package is back in, and I am sure that there has been more black paint applied wherever there was bare metal.

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The boiler has also been getting its fair share of attention, with the crinoline bands bing refitted in preparation for some new boiler cladding. More info shortly.

Mike

Sunday 20 March 2011

2011-03-21T14:29:00.003+11:00

Now that the boiler cradle is well and truly in place the boiler itself has become the next stage in the critical path of assembly. In fact the Thursday before the workday also saw the use of a 80 ton mobile crane to lift the boiler into position next to the locomotive in preparation for the workday. The boiler was packed with timbers to give relative easy access to the foundation ring so the last of the broken ash pan mounting studs could be drilled out. This job went surprisingly well as upside down work was is never easy and after an hour of the usual grunting and groaning we were done. The lift itself was a bit of an anti climax as the boiler was lowered into position with ease.

With the boiler in place, and after a quick check for clearance, the expansion slides were fitted in preparation for the expansion brackets. They could not be bolted down as some of the studs will have to be replaced. The exhaust steam ball joint that attaches to the blast pipe was checked and it comes as no surprise that some major surgery will be required.

After lunch some of the guys were treated to a ride around the yard on locomotive 1210. It was a pleasant change from eating grinding dust. With all that out of the way, the team started to piece together the remaining crinoline bands. As the name suggest these bits are the frame work that holds the cladding sheet metal in place. Some of the lower parts of the bands are rusted out so new sections will be made as required.

Looking forward, and the next few months should see the cab returned to Canberra for final fitting. With the boiler and cab in place the steam pipes and fittings will be hooked up for the eventual steam test. We are asking for everyone to make that extra effort and attend the next few workdays as the big move is on. Come April, we see 6029 shunted into the large shed to facilitate the fit out of the lubrication system, cab floor and anything else that needs doing. We will also need all hands on deck to help clean up the large shed before 6029 moves in.

Alan Gardner

Ok.... so we didn't expect this!

2011-03-20T21:57:00.004+11:00

I don't need to say much... The pictures say it all! Hands up those that are impressed with the progress the team have made in the last month, and if you can, dig deep and help us finish what we have started... Donations are always welcome.

From Boiler in

Saturday 5 March 2011

2011-03-08T22:47:00.003+11:00

The first day of spring realized mild temperatures that were a welcome relief from the summer heat. The day started with the usual drill of running out of the power leads and a cup hot strong coffee.

The first job was to screw down the two large tension bolts that form part of the self adjusting pivots. They are designed to be pre-set at a tension which allows the pivot to self adjust for any wear. The adjustment of the screws required the combined effort of Paul, Tony and Andy utilizing four foot long pipe on the end of a four inch AF spanner. After about an hour of grunting and groaning both screws were at the required tension. For the record, a gap of 1^1/8" is called up on the manufactures drawing. The male pivots on both engine units had accumulated some minor surface rust and David soon cleaned off the offending iron oxide and applied a liberal coat of cylinder oil.

All this activity was leading to the project milestone of once again having the three major elements of the two engine units and the boiler cradle back together. Both the engine units were positioned to approximately the correct distance from each other. The boiler cradle was gradually lowered onto the engine unit’s, one end at a time. The end result of seeing the locomotive back together satisfied the crew to no end.

With the boiler cradle off the ground, the opportunity was taken to give the site an overdue clean up. The clean up will facilitate the long anticipated lifting of the boiler onto the boiler cradle. With only some minor prep work to complete it is anticipated that the boiler lift will take place in the next few weeks. This has only been made possible with the generous donations made recently by our project supporters, thanks to all who have contributed.

Our next workday is Sunday the 20th of March 2011

Alan Gardner

Stop Press

2011-03-07T18:29:00.004+11:00

It will come as a surprise to some, but Saturday saw the boiler cradle reunited with the loco units... More info soon, but certainly a milestone, and a sign of big things to come... Plus, not a mention of bogie's, well OK, just one!

More info, and more pics very soon!

Sunday 20 February 2011

2011-02-21T15:00:00.003+11:00

4-8-4 + 4-8-4. Theses numbers may not be significant to an bystander but to the 6029 team it is a significant milestone. After 14 months of hard dirty work we rolled under the last of the four bogie. As we are now proficient with Garratt bogies an initial trail fit took place to double check for clearance and alignment . A wise decision, as we found a problem with the bogie in place. The two outer driving wheels had no contact with the rail head by about 25 mm. Further investigation revealed that the brake adjusting pull rods were not backed off and consequently the brakes where holding the driving wheels clear of the rail. Both four inch AF adjusting screws were backed off and on the second lowering the wheels settled back in the correct orientation. Sighs of relief all round and the crew was very happy to step back an enjoy the fruits of their labor.

The hind units headstock and coupling area was stripped down for assessment but not before a nest of wasps were evicted from their home inside the casting crevices of the automatic coupling. The project manger was stung by one wasp who took exception to being moved out. After the wasps finally got the hint, Andy and Howard removed the coupling carrier plate, brake isolating cocks and with some persuasion, the automatic coupling. The short brake pipes from the isolating cocks to the first barrel unions will be replaced as they were in poor condition. The step on the right hand side of the head stock was straightened and repaired and in truth it has not been on the locomotive for many years. The damage sustained was due to a rough shunt many years ago. The hind unit draft package friction springs are being manufactured new by the local spring manufacture. Once the replacement springs are delivered the draft package and automatic coupling will re-fitted to the hind unit headstock.

Now that the bogies are in place the "A" team of Kyle and John completed the fit out of the brake and flexible hoses connecting to bogies to the engine units. Some of the pins and bushes on the brake hangers were replaced as the team was not happy with the sloppy fit. The flexible lube lines received a final visual inspection and as predicted all were in the correct place and are a good fit.

As a direct result of today’s work, we are now in a position to start planning the lowering the boiler cradle onto the engine units. Both pivots will be preset in accordance with the manufactures drawings. The pivots will be cleaned for the last time and then on goes the boiler cradle. We can now move onto this vital stage as we have recently received a significant donation from some of our supporters. Thank you to everyone who has contributed and because of your efforts, the next couple of months will see 6029 back together in three distinct pieces as an articulated locomotive. This will make the way clear for lowering the boiler into the cradle in the next month.

So its all go systems go for some exciting times ahead.

Keep steaming

Alan Gardner

Saturday February 5 2011

2011-02-07T22:44:00.002+11:00

The last of the four bogies was the main focus of the days work. The team fitted the flexible lube lines in time for Ian to deliver the next two sets of Nathan four way lubricators. The completed bogie was then transferred behind the trailing engine unit in preparation for its installation. We had to pinch ourselves...yes we were there, all done. All four bogies are ready to grace the network metals again, well done team. The opportunity was taken to complete some long overdue housekeeping around the space occupied by the bogies for the past year.

Andy and Tony started the clean up around the hind engine unit and cylinders in preparation of the installation of the forth bogie. As predicted bucket loads of baked on cylinder oil and road grime are prevalent and we expect quite a few hours of toil here. The next couple of workdays should see this task completed with only the bogie to roll under.

As the bogie work is all but completed the boiler cradle leading pivot was the next job on the list. Graeme and Shaun fitted both halves of the very large bronze pivot castings. The reconditioned tension spring nuts were screwed down to the pre-set clearance. While we were working on the leading pivot, Marc and Paul removed the live steam ball joint that is situated just above the pivot casting. The two lube lines that supply oil from the mechanical lubricators were found to be completely broken off. The cavity that the ball joint sits in was completely block solid with congealed oil and again lots of crud was cleared away. Needless to say, the lube lines will be repaired to the usual standard and maybe the oil will again be delivered to where it is required.

The good news is that we are now almost ready to start the reassembly of the engine proper. The first job will be to lower the boiler cradle into position followed by the boiler soon after. Having said that, we now need to raise the funds to facilitate the crane hire. We are asking for everyone to chip in and in fact, $3,000 will see the mighty 60 class starting to look like the real deal again.

Our next workday is Sunday the 20th of February and if we get a good turn out of volunteers we will be almost ready for the big reassembly.

Alan Gardner

16-17 January 2011.

2011-01-18T12:38:00.004+11:00

Our first workdays of 2011 got off to a good start as for once it wasn’t raining in Canberra. Large puddles of water were still prevalent but at least the forecast was for a fine and sunny weekend.

The object of the weekend was to install the third bogie(hind inner) under the hind unit. Andy and Tony continued to clean up the hind unit bogie pivot and sub assembles to facilitate the final fit of the bogie in question. No surprises here except for more coal fines in the frame casing cavities. This area directly below the coal screw conveyer and bunker so we guessed that there may have been some overflow when 6029 was being filled up for its runs. The final fit out of the bogie consumed significantly more time than we estimated as the project manger couldn’t work out the difference between left and right. As a result of this three attempts were made to fit the pedestal keep plates, third time lucky hey!

Paul stripped down the hind unit draft package(the big spring that absorbs the in train buffing forces) on the hind unit and as usual more road grime was present. The bottom retaining plate holding the draft package in place was cleaned down and crack tested with no issues identified. However the ¾" nuts were almost non existent from the effects of rust...Replacement nuts and bolts have now been ordered.

At 16:00 hrs on Sunday the inner hind bogie was lowered into position will little bother or fuss although the hot and tired crew were ready for a well earned drink and pat on the back.

Alan Gardner

While this was happening in Canberra, the cab was again receiving attention at Eveleigh, with more new panels being fitted. In one of the best turnouts we have had for a long time, Mike, Mike, Ron and Malcolm were onsite for the day. Lots of hands made light work, allowing the new roof panels to be trial fitted and they are a surprisingly good fit. The roof is made in three sections and are yet to be trimmed and welded together, but there is most certainly light at the end of the tunnel.

By the end of the day, all the panels that make up the sides of the cab had been refitted and we had even managed rehang a door with new hinges...It wont be long now and we can rivet it all back together.

What happens when an armament fitter gets interested in steam?

2011-01-11T11:19:00.005+11:00

Ian Senini has outdone himself with his latest project.... Take a look at the wonderful job he has done on the mechanical lubricators for the Garratt!
He has transformed the old, neglected lubricators into what I suggest is easily better than new condition.

Have a look at the before pictures, and compare them with the after... You will see what I mean! And then look at how complex they are... Every output is an individually metered, self contained pump, and Ian has rebuilt every one...

Well done Ian!

What is the best way to find something you have misplaced?

2010-12-29T17:41:00.002+11:00

At the last work day, it was found that spacer that is part of the lateral control assembly could not be found... Now I ask you... What is the most reliable way to find it?

Make a new one! And that is exactly what has been done. Al had a new one made a day or so after the last workday, so we can be sure that the original will be staring at us the moment we finish the assembly of that last bogie... Murphy's law pretty much guarantees it!

Sunday 19 December 2010

2010-12-22T11:17:00.003+11:00

Following on from the efforts of the team at Eveleigh on Saturday the guys at Canberra started bright an early for the last workday of 2010.

The leading engine unit was once again lifted to allow the leading inner bogie to be rolled out clear. Four new ¼-½ inch BSP nipples were fitted to replace the worn out brass type. A trial fit of the flexible hoses confirmed all was well with the grease lubrication system to this bogie.

New replacement packing plates for the centre pivot bowl had been ordered in the past week and were on site ready for fitting. It was decided to replace the old 3/8 liner with the same as we may have vary the packing when the locomotive is being weighed. After the packing was in place, the composite low friction liner and locking ring was installed with an easy tap in fit. With a final check of all clearances the bogie was rolled into place and the engine unit was lowered into place with all being well. The flexible grease pipes were installed and fresh grease pumped through. The four inch diameter king pin was lowered into place, the locking plate and split pin fitted and finally we could say job done. Now onto the hind unit! Thanks to Paul Nowland, Graeme Kidgell, Shaun Barker and Marc Miller.

Pater Reynell washed down some of more gummed up components of the hind unit. This is in preparation for the removal of the hind unit draft package. The draft package is directly behind the headstock and is attached to the shank of the coupling. In essence the draft package absorbs most of the in-train buffing forces and from past experience we expect hours of fun here. When Peter has finish with the external clean up of the hind unit, the draft packaged will be dropped out for full inspection.

The day came to a sudden end at 13:30 hours as the rain set in for the rest of the day. Yes the joys of working out doors.

Alan Gardner

Saturday 18th December, Cab Progress

2010-12-19T23:06:00.003+11:00

The last workday for 2010 at Eveleigh saw a lot of progress, yes, a lot! Just the two Mikes(Reynell and Ridley) got stuck in to it and the pictures show what can be done when a plan starts to come together.

First order of the day was to build a frame to support the entire cab and to hold everything square. You can see from the pictures that the frame is more than a few sticks of timber. The frame will remain attached to the cab until it is reunited with the boiler cradle.Once square and rigid, the work became much easier as it was much easier to create the required reference points and to reattach each component.

Some more parts were collected from our old mates at R&L Wall in Lidcombe on Friday and today saw them all fitted without too much problem. The new rear quarter panels still require a bit of bending, and a few pieces welded in, but overall, everything went together very well and it was well worth the effort of replacing the badly damaged panels.

You may also notice that the spectacle plates have been replaced. The old ones had suffered badly in places, as had most of the cab. Full points must go to Ian and Chris from R&L Wall, as they not only made the new ones, but also did an amazing job of saving all the fittings from the old panels without damaging any..... Thanks Chris!

There will be little adjustment required to the panel above the fireman's window as well, a problem that was only revealed as the surrounding panels were reattached. No problem however, as the generous application of heat and a swift whack from a large hammer should see the problem corrected at the next workday.

The next workday should see all the panels in their final positions and the cab ready to be riveted as required.... Now wont that be nice!

Mike Reynell

Saturday 4 December 2010

2010-12-08T16:29:00.003+11:00

The leading engine unit is now staring to look like a complete locomotive. Andy Hays and Howard Moffatt spent a few hours going over the last bits of the grey primer. The trailing end of the leading unit was given a final coat of black in preparation for the fitting of the leading inner bogie. This bogie has been finished for some time now, but could not be fitted as a new centre pivot bush was being manufactured. The new bush was completed by a contractor early on in the week. The female pivot on the bogie was full of water due to Canberra wet spring and as a result of this some surface rust had to be cleaned off before the bush could fitted. Lachlan took out the water and cleaned out the surface rust. The bush was fitted with a good size for size fit and some long tack welds were also applied to ensued that the bush will remain properly fitted. The leading engine unit was lifted and the bogie rolled into place with no issues. There is nothing more pleasing when a plan comes together like clockwork.

Andrew Bridger and Graeme Kidgell continued with the strip down and assessment of the hind unit valve gear and motion. It all looks to be in good condition but the years of grime will see endless hours of polishing.

From an overview perspective the fitting of the last two bogies to the hind unit will be the top priority but before this can take place, many components that the bogies stop access to will have to be addressed. Items such as the coupling and draft gear will have to now be dropped out. Hey haven’t we done this before, oh yes....its a Garratt. Twice the loco and twice the fun!

Alan Gardner

Saturday 4th December

2010-12-06T21:20:00.004+11:00

The Sydney Chapter...
While most went to Canberra to work at Garratt Central, the two Mikes (Reynell and Ridley) spent a very productive day at Eveleigh, fitting some of the long awaited replacement panels to what was left of the Cab.

The first thing to be done was the fitting of the panel above the window. This panel had so much damage from corrosion that some parts were totally gone, a product of years in the weather and the corrosive nature of soot that has collected between the joins in the metal. Once the panels above the windows were fitted, the rest of the replacement window frame was prepared and carefully fitted, before being welded in.

With the window frames reconstructed, the cab sides were again stood up and positioned so that the rest of the cab can be reconstructed and temporarily bolted together, before our friends from the powerhouse museum come in and rivet the whole thing back together properly, a milestone many of us will be glad to see come and go. That milestone is still a month or two away however, as we are still waiting on a few of the panels, and with only one workday before Christmas,time is going to get the better of us.

Mike

Sunday 21 November 2010

2010-11-23T17:14:00.003+11:00

With the majority of the bogie overhaul work completed, some of the team has now moved onto the connecting and coupling rods. Some high tensile pull rods have now replaced the mild steel ones that failed last workday, and have proven up to the task of helping the strip down.

As a result of this all of the coupling, connecting rods and valve gear has now been stripped off the leading engine unit. There are now many hours of cleaning and crack testing for the crew to undertake. The magnetic particle crack detector will help speed up this process, but only after the years of 60 class road grime is cleaned off. Every pin and bush will be measured, recorded and assessed for fit and limit of wear. A painstaking task, but when completed we will have an accurate record of the motion, and a picture of what work is ahead of us for the first half of next year. As this type of work cannot take place out doors, the stripped motion is now off site and out of the weather.

Unfortunately, our resident photographer Howard Moffatt could not attend our last workday so we only have a few pictures to show and will just have to wait until the next workday to see where we are at.

Alan Gardner

Saturday 6 November 2010

2010-11-09T23:24:00.002+11:00

The early morning light revealed to all that the leading outer bogie was almost ready for final installation. All it needed was the fitting of two Nathan four way oil distributors. The two outer bogies are about 6 inches longer than the inner bogies and this means that much of the associated bracketry is subtly different. Our first attempt to reassemble this bogie resulted in a tactical retreat when we found that the available overhauled assemblies of oil distributers were of the short type from the inner bogies. Thanks to Ian for overhauling a long set set in record time. Once the correct ones were fitted and the bogie turned over to the correct orientation (right side up), all of the bolts and split pins were double checked for tightness and proper fit. Well worth the effort as three split pins were missing. A final few dollops of black paint and we were good to go for the final fit.

The leading engine unit was lifted clear of the temporary wooden blocks and the bogie was pushed into position. A few grunts and groans later and yes she was in place. The flexible oil lines were connected up and the air operated grease gun delivered a few pumps of grease to each point on the bogie. There are only about 228 grease points on the entire locomotive… There are plenty of things to remember when preparing the locomotive for service.

After the bogie was back in place, the guard irons were bolted up with all new bolts fitted. While we were at it, we had a good look at the leading steps. It comes as no surprise that the fireman’s side step had a twist that looked unsightly. The decision was made to remove it and send it out to be straightened. A 200 ton press soon sorted out these issues and a fresh coat of paint will be applied before it is re fitted.

After lunch (thanks to this week’s chief cook Lindz) the strip down of the right hand leading coupling rods commenced with vigour. The crew has never done this type of work before and soon learnt about the fine detail points regarding disassembly. The main driving bearing is the same type roller as fitted to the big end. The extra-long strong back rods (3/4 all thread from Bunnings) could only hold to about 20 tons of pressure and being mild steel, snapped like carrots. It was worth the try, but four high tensile rods will be ordered before the next workday.

Back over at the cylinders, David Clark continued with the drilling out and tapping of the ½ inch BSW holes and yes each one is almost glass hard. David is slowly getting through this hard task but he advises that he spends more time sharpening drills that drilling holes.

Ian Senini dropped in to show the first of the overhauled Nathan mechanical lubricators. To say that the end product is magnificent is truly an understatement. It will almost be a crime to fit them to the finished locomotive as they look better than new. A separate report will be posted shortly featuring the overhaul of the mechanical lubricators.

Our next workday is Sunday the 21st of November. Work will continue with the coupling rod strip down. All motion and valve gear enthusiasts are welcome.

Alan Gardner

Sunday 17 October 2010

2010-10-18T18:32:00.003+11:00

Work on the leading engine unit continues as the highest priority. Andy Hayes and David Clark continued to drill out the broken set screw that attach the sheet metal cladding to the cylinders. The screws that are closest to the valves would not un screw and in most cases snapped off. Drilling the broken screws has not been easy as the drill bits are losing their edge very quickly and the team has had lots of practice sharpening drills. The completed holes then receive a dot of pink spray paint and the cylinders seem to now have pink spot fever. The leading drivers side cylinder is all most completed...only three to go guys.

Ian reports that one of the four mechanical lubricators is now completed. As previously reported Ian has been doing this work in the comfort of his home workshop. Well done Ian, again only three to go.

Alan and Jack Barker continued with the front tank by drilling out two broken bolts that mount the electrical conduit to tank. The bronze plate with the numbers 6029 was refitted to the leading fireman's side. Not a high priority job but satisfying all the same.

The rebuilt bogie lateral control springs are now on site and were fitted to the hind inner bogie. This bogie was found to be in the worst condition out of the four. This can be attributed to the fact that it is located directly under the coal conveyor's screw. It is now looks almost like new, minus about four wheel barrow loads of coal dust.

Thanks to David for cooking lunch.

Alan Gardner

A brief interlude...

2010-10-06T09:20:00.001+11:00

It is pleasing to report that it is now three years since we first started work days on site at the Canberra railway museum. As far as the project goes we are well past the half way stage and the light at the end of the tunnel is getting brighter after each work day. It seems like it was only yesterday that a small group of enthusiastic volunteers was standing in front of 6029 ready to get their hands dirty. Since that day we have achieved many milestones but more importantly many new friendships. To date we have registered 73 people who have helped out. A heartfelt thanks to everyone.

A direct result of the project success has been the willingness of many other groups and individuals who have offered both in kind and finical assistance. Without this help we would still have many years ahead of us. The many individuals have been mentioned in past reports and again thanks goes out to them. Our greatest supporters are our old mates at Goodwin Alco and in particular Steve Preston and Bob Gioia. Their help has been significant to the project’s success but again lifelong friendships have been forged. An ironic note is that Goodwin Alco were the manufactures of diesels, so it could be suggested that they look at becoming Garratt- Goodwin Alco! Naturally steam always comes first!

Saturday 2 October 2010,

Work continued on bogies 3 and 4 , the last bogie frame was cleaned down and standard grey primer as applied. Three lateral control springs are all that stand in the way of the final assembly of bogies 3 & 4. The springs have been rebuilt by an external contractor and the final buckling will be completed in the next few weeks.

Now that the bogie work is coming to an end, some of the team are now focusing on the leading engine unit. Andy Hays is methodically drilling and tapping out 68 cylinder cladding bolt holes(per cylinder) in preparation of the fitting of the sheets. Our newest team member Andrew Bridger started the strip down of the leading engine unit valve gear and motion. The big end bearing puller tool has proven its worth with both con-rods removed with no fuss. All roller bearing are in good condition but will be pressed out to facilitate the NDT and polishing of the rods. David Clark started the rebuild of the king pin locking mechanism for the hind inner bogie.

Our next workday is Sunday the 17th of October.

Alan Gardner

Sunday 20 September 2010

2010-09-20T21:44:00.002+10:00

A quick check of the weather radar confirmed that all would be well for the up coming days work. The rain fall in the past month has help ease Canberra's water shortage but it hasn't helped to progress of work on 6029.

The initial job of the day was to have another go at extracting the first of the four connecting rods. The pin at the little end was knocked out with little resistance but the hydraulic pulling tool was required to complete the extraction of the big end. The roller bearing is in good condition but it will be pressed out to facilitate the crack testing and polishing etc.

Andy Hays started to drilling out the broken bolts that secure the cylinder cladding to the cylinders. We anticipate many hours of fun here. Andy will also strip down the old cylinder covers to recover some of the more complicated tin work.

The leading outer bogie was once again lifted out following on from the first trial fit. One of the horn keep plates was removed as it was twisted, we suspect as the result of a derailment in government service. A replacement keep was fitted and all is now well. This bogie is almost ready for its final fit.

Mike Ridley continued with the strip down and assessment of the brake/electrical systems. As predicted some of the pipe work is full of grease and grime and as a consequence of this Mike has rigged up a flexible cleaning snake.

As the temperature is steadily increasing our attention will again re focus on painting, be it all over black.

Alan Gardner

Saturday 4th

2010-09-13T22:09:00.002+10:00

Unfortunately today was more or less a washout. Quite amazing really when you consider that in the three years we have been working on the Garratt, this is one of only a few days when the weather has stopped us doing almost anything.

Some work was done however. Alan worked on the blast pipe, and more importantly, got to test our new toy, an 80 Ton low profile hydraulic kit from Enerpac. This will finally allow us to remove the motion, that has resisted all attempts so far. Word has it that there was 50 Tons on the gauge before the first bearing sleeve gave into Al's persistence.

Next Sunday should see all the motion off the loco and maybe even the first unit up on stands to finally allow the proper inspection of the driving wheels, axle boxes and springing. Watch this space for the next report

Mike

Sunday 16 August 2010

2010-08-16T22:59:00.003+10:00

The rebuild of the four bogies has been the main focus of project in recent times. Today realised a major milestone with the completion of the leading outer bogie...well almost. more about that later.

As we are now well into the bogies the week preceding our workday was dedicated to the planning of what would be a very busy day. The team took on the challenge to reassemble the leading outer bogie from start to finish in one day. The previous workdays had all components completed, ready to go and the usual mid week notice of the workday outlined the plan for the upcoming day.

The first job was to lift the centre pivot casting on the bogie frame. Once in place, the lateral control springs are fitted and the springs pre-loaded to allow the fourth and final pin to be fitted. The lateral spring assembly requires about 5 tons of force to preload the spring before the last pin can be inserted. The team was relieved to see the pin fitted without incident, and with a lot less effort than that required on the first bogie.

Back over at the leading engine unit our resident frame expert, Andy Hays was preparing the engine unit to receive the leading bogie. The last coat of paint ensured a good protective coating and the myriad of flexible lube hoses were all fitted. The surface rust on the bogie pivot was cleaned off for the last time.

Following on from past experience and lessons learned it was decided to turn the bogie frame upside-down for assembly. This allows easy access to all of the components and as a result, the work is much easier and more comfortable for all involved. Again prior planning, and a little experience makes all the difference.

The next job was to assemble the primary leaf springs and equalising beams. The original springs were both broken and have been replaced with springs that were in stock, that originally came from Eveleigh workshops circa 1970 at the end of the steam era. The completed assemblies were lifted into place, and followed by both axle assemblies. The keep plates and bolts were fitted with the help of the rattle gun. All of the bolts are assembled with safety split pins. This arduous task delighted the crew no end, but is a sure sign that things wont come off in the future.

All was going well until Murphy struck. The inner and outer bogies are different in several ways. The most obvious is that outer bogies have no braking system. More subtle is that the outer bogie has a wheelbase about 6" longer than the inner bogie. This is to create enough clearance around the cylinders. Unfortunately this also meant that the bracketry is also different. The installed brackets for the Nathan four way oil distributers did not line up properly. Upon investigation it was found that the available brackets were from one of the inner bogies, and are about 3 inches shorter than the outer bogies. In reality, this is no big issue, but our plan to have the leading bogie completely assembled and installed by day’s end was not going to happen. Ian Senini(Father Chistmas) advised that he would have the correct brackets completed by the next workday to allow the final assembly to be completed. Eventually,after that small setback, the bogie was turned over and lifted into position in front of the engine unit. With a watchful eye, the engine unit was lifted, the bogie rolled in and lowered gently back onto the bogie. A site to behold. The bogie was so keen to get back under the engine unit, that it literally had to be held back until the engine unit was high enough. Those roller bearings really do roll easily, even after a million miles or more.

The opportunity was also taken to lift the leading inner bogie into position behind the leading engine unit. This bogie cannot be lifted into place until a new pivot bush is machined and fitted. We are hopeful that this work will be completed in the next few weeks allowing us to put this back under the engine unit as well.

Marc Miller continued with the upgrade and fit out of the MHG Guards/tool van. All of the tools now have a home and each storage area is even labelled. Marc was kind enough to donate and assemmble a brand new gas BBQ. This upgrade was welcomed by the team at lunch time as the usual smoke filled atmosphere was surprisingly clear.

The next few workdays will see the majority of the work on the leading engine unit completed. This will include the final installation of both bogies. and the temporary fitting of the leading tank. The tank is now starting to look like new, but can’t be fitted permanently until all the lube and steam lines have been checked and proven under pressure. The coming months, leading up to years end should see the leading unit looking very much like a 60 class again.

Alan Gardner

7 August 2010

2010-08-09T21:53:00.000+10:00

As is typical for this time of year, the temperature gauge dropped to -3 degrees C overnight. At 8am the ground was covered in ice and the puddles of water were frozen solid. The only thing for the crew to do was to get stuck into work. Fortunately, we now have hot water, tea and coffee in our work van so we were at least warm on the inside.

Leading engine unit...
Paul Nowland completed the installation of the of the leading coupling and the draft gear. The newly purchased impact sockets and rattle gun made light work of a difficult job. Paul was happy to finish the painting of the auto coupling and headstock area. Tony continued with the application of all over black on leading engine unit and Alan completed the hook up of the brake cylinder linkages.

Boiler Cradle...
Mike Ridley continued with the clean down and assessment of the brake system piping on the boiler cradle and as usual lots of crud has been found. Mike has a patient meticulous approach to his work and he is plodding through each pipe individually. His patience will help ensure a reliable brake system.

David Clark removed the blow down valve silencer as the mounting straps were almost corroded through. A clean down of the drum revealed that it is made of 6mm thick copper sheet. In today’s prices a very expensive sub assembly. David made up two new straps ready for re installation, however the copper drum has been stored under lock and key as it is now all nice and shiny.

Bogies...
The leading bogie lateral control springs were fitted to the bogie centre section. The centre pivot and pins were cleaned up in preparation for the final fit. The equalising beams received their final costs of back paint. As a result of the above mentioned work this bogie is now ready for final assembly.

Front Tank...
Following the repairs and the first coats of paint by Mobile Fabrications, Peter Reynell has again commenced painting on the Garratt. He was one of those involved in the painting of the loco in 1975, and it looks like he will be the one painting it again in 2010. Peter has painted the front tank black, and reports that it is now ready for pinstriping. He also reports that if there is some help to sand and prep the bunker, it too can be painted black before the end of the month... Are there any potential volunteers reading the blog that would like to join us and help to prepare the bunker for paint?

General...
As previously reported there is always significant activity occuring behind the scenes between work days. Ian Senini is rebuilding the four Nathan mechanical lubricators and has almost completed the first one. Rust and crud are typically found on a locomotive that has not been is service for long periods and 6029’s lubricators are no exception. Ian reports that although they are mechanically sound the crud could have resulted in a major failure.

The Westinghouse air compressor is another one of those jobs that has been ticking along and it is pleasing to report that East Australian Engineering in Melbourne have completed all of the machining. The only outstanding machining work will be the manufacture of a full set of piston rings and the rebuild of the small mechanical lubricator. The machined cylinders and heads were kindly delivered by Graeme and Kay Clark who are members at Puffing Billy Railway in Melbourne. Many thanks to the Clark’s.... it pays to have friends who are interstate.

Marc Miller continued with the fit out of the project tool van. Our donated lathe and mill drill (thanks to Peter Reynell) were installed and are ready for use.

Our resident professional photographer, Howard Moffat is away covering the federal election so apologies that we don’t have any photos for this report. Fortunately the federal election is only two weeks away so we are hopeful that Howard will be available for our workdays in September.

Alan Gardner

Saturday 3 July 2010

2010-07-06T00:57:00.000+10:00

Saturday 3 July 2010

8:00 am Saturday morning, temperature -3 deg C. Yes its winter in the nation’s capital, ice is on the ground, the fog is thick and not a creature was stirring, not even a mouse. First job, boil jug, second job turn on heater and third job look for that mouse.

For anyone who has worked in a railway yard, the only thing to do in cold weather is to get stuck into work, as this is the best way to get warm. Another trick is do any job that involves the use of the oxy torch. Hence why boiler makers are everyone’s friend in winter. So Shaun Barker and the project manger stripped down the suspect bogie bearing axle box. The first job was to cut off the counter sunk bolts that hold the manganese liners in place. They could not be removed with a spanner as the flats on the nuts had long disappeared and the only way to remove them was to cut them off. The next job was to undo the four long keep bolts that hold the two halves of the axle box together. As usual the last of the four bolts would not budge. So again bring in the oxy torch. The nut was sacrificed but the 18 inch long bolt was saved for re use.

As the sun started to break through the fog the team gradually got going on those bogies. Kyle, Mike and Howard stated with the strip down with the last of the four bogies. As we are now tooled up it only took three hours to complete. No surprises here just more of that crud. As previously reported one of the main driving springs has two broken top leafs and further to this the top retaining plate is missing. Fortunately the retaining key was still in place. Mike Reynell will put his skills to use and make up a replacement one and has also offered to make a few spares.

Mike Ridley continued working through the brake system piping. This also involves the servicing and greasing of the many isolating cocks. The end result being cocks that are easy to operate. Mike anticipates that the distributing valve will be going back in place in the near future.

Andy Heys, Roger Maynard and Howard Moffat continued on with the myriad of tasks around the leading engine unit. Andy is also coming in between workdays to help kick things along. Thanks Andy.

Lunch was again very busy as the 4468 crew come over to enjoy the culinary delights of Peter Reynell. Oscar the dog was also enjoying the left over sausages. It’s very pleasing to see 20+ old mates on site swapping stories and generally enjoying themselves.

The front tank now sports a new coat of grey primmer thanks to the team at mobile fabrications. They have now completed all of the hot work with only the sand blasting and undercoating stage to be completed.

Our next workday is Sunday the 18th of July. Dress is informal but warm cloths are recommended . Brrrrrr!

Alan Gardner

Wednesday 26 June 2010

2010-06-25T00:42:00.001+10:00

As with any large engineering project the rebuild of 6029 is being tracked against a project Gantt chart. Today’s review of the chart showed a commencement date of 16 June 2007. So its three years to today’s date that we actually started the planning process. Work on the ground didn’t start until October of that year as it took a few months of preparation before we could start getting our hands dirty.

To celebrate this anniversary I thought I would take the opportunity to post an abridged overview in general terms. So after three years what have we found and what is the actual damage to date.

From day one 6029 was complete but looked very tired. It last ran in 1981 and was withdrawn with boiler issues, around the thermic siphon area. The initial assessment included the spare boiler the society sourced 1n the early 1990’s. It was found to be in almost new condition with little or no thinning of all plate work etc. The main problem was the smoke box area that had been modified for use in a saw mill, which has seen a new floor fitted along with the reworking of the steampipes, superheater header and not to mention 50 new elements. The elements looked to be in good condition externally but were found to be full of water. When pressure tested they started springing leaks to the point that they could only be used as a water sprinkler. So the decision was made to go for a complete new set and to date 30 have been fitted. The final twenty will be fitted in the next couple of months while the boiler is on the ground.

At the fire box end the extraction of the life expired ash pan mounting studs continues. At the back head, the foundation ring studs are almost completed and must be screwed in place before the boiler is placed in the frame. The reason being that one of the lateral cradle beams is a L section that would not allow access under the foundation ring of the boiler if it was in place. The sheet metal cladding is best fitted to the boiler while it on the ground. As previously reported it can be likened to wrestling an octopus while standing on your head. This is further complicated when the boiler is placed in the frame and is 10 feet off the ground. Ian Senini has completed all the cladding around the fire box before the anticipated boiler lift, well done Ian. Mike Reynell overhauled all of the boiler fittings and to his credit all have been tested and work well.

The boiler cradle yielded no surprises but as suspected some plate wastage around the cab area was found. This is very typical on all steam locomotive restorations as the mixture of coal dust and the cab hose make for an acidic mix. Fortunately this had not progressed far and the whole area was de rusted and repaired. The same cannot be said for the cab and the team at Eveleigh have welded new sections into the side sheets and all is well. The fire bed drop grate was completely seized and further investigation revealed that the coal dust and water had done its job here. As a consequence of this the decision has been made to replace the manual level system with one that is actuated by air cylinders. Our older firemen(project manager included) will be most grateful of this decision. Not to mention that the crew will have more room to place their feet comfortably on the foot plate without getting tangled up in the shaker levers. The timber cab floor was found to be in poor condition and will be replaced with new.

The cab was transferred to Eveleigh in 2008 with the help of our friends at Goodwin Alco. The rebuild of the cab has been very time consuming but the end result speaks for itself. We have had an offer from the team at the Powerhouse Museum to assist with the re riveting in putting the cab back together. With a look at 3265’s coal tender we anticipate a superb job that will ensure the historic appearance of 6029. We are also very grateful to 3801LTD for allowing us to do this work at the very place where the 6029 was put together all those years ago.

Both the bunker and front tank have required some patchwork to bring them up to standard. During the 1990’s the previous maintenance team had the foresight to have the interior of both tanks sandblasted and coated. The new patches will require the same treatment while there is still more work to be completed on the internal baffles. An interesting observation was that we found the original shipment stencilling on the back side sheet. It reads 'Loco 6029 consigned – Syd Australia'. The amusing part of this story is that it is one of a small number of original parts of 6029. We have now identified parts from almost every member of the class.

The engine units have been a challenge that cannot be described in glowing terms. The amount of coal dust, cylinder oil, brake block dust and road grime found is almost unbelievable. It is estimated that the removed grime would easily fill a small dump truck. The team has vowed to never allow the accumulation of this much crud again. Having said that, it highlights that these locomotives were work horses and did thier job well, but were not pampered with the same love as the high speed express locomotives. The area around all the cylinders was covered in up to one inch of that crud. Our team has been beavering away on this terrible task and the project manger has also shared the pain to try and prevent a mutiny. Anyone who comes out of the area at day’s end usually has a case of black oil spot fever.

Very early in the project all of the axles were ultrasonically tested by a specialist contractor and were all given the green light. Before this took place we were all holding our breath as this could have slowed the project significantly if the results came back with that word, 'fail'. Grease samples from all of the axles boxes were sent away for analysis and all drivers are ok. One of the bogies axle boxes has shown signs of overheating and will be investigated further before it is reassembled.

The four bogies have been one of the most significant challenges and now that we are up to number four, we have become very proficient in their strip down and rebuild. To date we have replace four broken main and three lateral control springs. All had at least one broken leaf and in one instance the retaining collar could not be found. Each bogie has two Nathan four way distributers and Ian Senini is progressively reconditioning them. The bogies are fitted with eighteen flexible high pressure grease hoses, all have been replaced ($$). Many of the steel bushes on the spring equalising beams have been replaced as most were worn over specification.

So after three years and many thousands of hours work we can start to see that light at the end of the tunnel. After we have completed the four bogies we will start and have a serious look at the engine units. The team has already started on the top end of the leading unit but this is only the start. The horn stays were known to fracture in service and the microscope will need to be applied here .As previously reported the valve gear has been removed and found to be in good condition. The connecting and coupling rods are next on the list after the big end bearing extractor has been completed.

Interesting times ahead

Alan Gardner

Sunday 20 June 2010

2010-06-21T18:10:00.002+10:00

The day started with a visit from Father Christmas (AKA Ian Senini) who asked everyone to gather around his trailer. One by one we were all given a component that Ian had completed at his home workshop. This included two Nathan four way oil distributers, stoker controls and the first of the DV5 mechanical lubricators. Ho ho ho!

The last of the four bogies was removed and as expected it was covered in bucket loads of crud(technical term for cylinder oil and coal dust). It was with great confidence that the guys started the strip down of this last bogie. Following on from the expertise gained from the first three bogies the decision was made to roll the bogie upside down. This allows for easy access to the myriad of split pins and the eventual use of the torque gun. It now takes about four hours to strip a bogie compared to four days when we first started. Although this work has been enjoyable the team is now looking forward to a different challenge that will hopefully not include working on our backs.

The completed draft package was lifted into position, but it took a bit of grunting and groaning before the last bolt was tightened up. The next job in this area will be to fit up the leading coupling. We have also ordered new flexible brake hoses so the front end of 6029 will soon start to look like a finished locomotive.

Work continued on the Westinghouse brake distributing valve and the fitting of two new cup seals to the leading brake cylinders. The old leather seals were still serviceable however the opportunity was take to replace them because they cannot be accessed once the locomotive is completed. In fact the front tank has to be lifted off before access can be obtained!

The steam cleaner is receiving some long overdue repairs with David building a new trolley at his home in Cootamundra. Thanks David

Now that the we are well into the bogies, planning is now focusing on the engine units proper. The next big chunk of work will be the removal of connecting and coupling rods. The big end roller bearings require the manufacture of a pulling tool. This tool screws onto the inner race of the bearing and with the push of a hydraulic ram the inner race is popped off. This will allow the removal of the connecting rod, all be it with the overhead crane. Most of the valve gear has already been removed and assessed to be in good condition, but we anticipate many hours of metal polishing here.

Our next workday is Saturday 3 July.

Alan Gardner

Tuesday 15 June

2010-06-15T10:34:00.001+10:00

Between workdays.

The enthusiasm of our workforce is something that I am very proud of. One example of this is the willingness of the team to organise extra workdays whenever possible. Last Sunday Paul, Andy and Tony continued on with the rebuild of the leading bogie. The main fame is presently turned upside down allowing access to all of the nooks and crannies that are usually inaccessible. Thanks guys...job well done.

As Monday was a public holiday, the Sydney team continued with the rebuild of the cab at Eveleigh.

Mike Ridley got stuck into areas beneath the cab floor that had corroded due to the accumulation of water and coal dust. The corroded areas had been replaced with new metal a few weeks ago, but needed to have the welds dressed and the whole area cleaned and painted.

Ron Denholm removed old rivets from one of the side panels to allow the frames to be separated from the panels, allowing the corrosion that was presently distorting the panels to be removed and treated. Mike Reynell fitted new material making up the new door frames and Ian Macdonald delivered some new panels to replace some that were beyond repair and took away some old panels, including the roof, to use as templates so that he can manufacture the replacements we require to bring the cab back to life.

Peter Reynell spent a lot of the day drilling holes in new components preparing them for fitting in the near future. He finished making the brackets that will attach the roof to the cab sides....Thanks again guys.

Alan Gardner

Monday 31 May 2010.

2010-05-31T19:44:00.002+10:00

The Westinghouse brake system fitted to 6029 is the number 6 type. Originally designed as the next generation, state of the art system, it was first used on the diesel powered Burlington Railroad Zephyr high speed rail motors of the 1930’s. It was adapted to Australian use in the 1940’s as the A6 ET type. A denoting Australian, 6 being the system type and ET denoting engine and tender. Later versions would also have 3 and 4 control pipes that would allow the driver of the leading locomotive to apply and release the independent locomotive brakes when double heading etc. Naturally 6029 does not have a coal tender but for all other purposes she is fitted with a A6ET brake system. Maybe it could be renamed A6EB, the B denoting a bunker, but that would be a little over the top.

During the winter months, many of the small brake components are being overhauled off site. The first of the brake components to be tackled is the air compressor. This vital piece of equipment is probably the most important sub assembly on the locomotive second only to the boiler. For instance if the air compressor fails in traffic the locomotive is effectively un-serviceable until it is fixed. From the outset is was decided to completely overhaul the compressor to the highest possible standard to ensure that as far as possible,it will give reliable service.

Presently the air compressor has been stripped down to the last nut and bolt. All of the cylinder bores were measured and although still within limits it was decided to machine all bores back to completely parallel. Both of the piston rods have been hard chromed with only new piston rings to be ordered. When fitted 6029’s compressor will be almost better than new and we anticipate many years of trouble free operation.

The distributing valve has been stripped for assessment. As suspected it was full of gummed up dirt and grease. The triple valve portions piston ring was seized solid. These rings are very expensive to replace and very easy to break. After soaking the ring and piston in acetone for a few days it eventually freed up. The relay portion is fitted with a neoprene cup seal. This seal was found to be in good condition and will be ok for future use. The usual primer and 2 coats of black enamel have been applied in preparation for assembly and eventual testing.

The duplex air compressor governor, feed vales x 4 and the drivers brake valves will be next on the list. Looks like there will be many more hours work in the shed this winter.

Alan Gardner

Monday 24 May 2010

2010-05-26T11:27:00.002+10:00

A major milestone completed.

Our resident old mate, Ian Senini advised me this morning that the sheet metal cladding around the fire box area was completed. The email simply said FINISHED.

Ian took on this intricate job late last year and I can report that this task was not easy. Anyone who has worked on sheet metal boiler cladding will tell you that it can be likened to wrestling an octopus while standing on your head. The sheets are bulky, awkward and cumbersome to fit. Ian ended up making most sheets from new and in turn spray painted each sheet in gloss black.

Ian has advised that he is now looking forward to getting back to a heavy metal job. As a consequence of this he now has all four Nathan mechanical lubricators at his home workshop. This will be a great winters job in front of the heater , cant wait to see the end result. See you in Spring time Ian!

Thanks also to Ian's wife Ailsa; two more sets of hands are sometimes needed.

Alan Gardner

Sunday 16 May 2010

2010-05-19T11:42:00.002+10:00

The cladding of the firebox area continued with Ian fitting the last of the sheets that cover the flexible stay caps. Now that most of the sheets are in place, Paul was able to fit the steam isolating valves that feed steam to the power reverser and the turbo generator. The pipes that run on top of the cladding sheets were taken out of storage and assessed for condition and repair. All future boiler work will now focus at the smoke box end. This will start with the fitting of the last 20 super heater elements that arrived a few weeks ago.

A parallel task to the bogie rebuilds is the leading unit draft package and the cleaning of the leading engine frame. This work was completed and all of the associated assemblies will fitted at our next workday. This will facilitate the final fitting of the two completed bogies(when finished) to the leading engine unit. David and Tony continued with the clean down and assessment of the leading bogie. Thanks to Paul, Howard and Milton, as they were able to transfer most of the grime from the leading engine unit onto themselves. Our new volunteer Andy, was introduced to the electric wire brush and by day’s end had more parts ready for painting.

Specialist contactors are now on site repairing the front tank and addressing the associated rust issues. When they have completed the hot work, the tank will be sand blasted and prime coated, ready for lifting back onto the engine unit when the time comes.

Our next workday is Saturday 5 June.

Alan Gardner

Tuesday 11 May 2010.

2010-05-11T15:37:00.001+10:00

A big thank you to everyone who has contributed donations to the project recently. As a result of this great effort the front tank is now receiving some attention. The old repair patches are being cut out and renewed with new steel sections. Some internal baffle plates will also be replaced. When the hot work is completed the whole tank will be sand blasted and prime coated by a specialist contractor. Our onsite spray painter, Peter Reynell, will soon apply some serious top coats of basic black. It has been a few years since Peter first painted 6029 but he assures us that he has not lost his skill in this area. Maybe a bit slower though.

This Sunday the 16th of May is our next workday and the leading bogie and leading engine unit will the top priority tasks. If we realise a good turn up of volunteers for the next few workdays we will soon be fitting both bogies and the front tank to the leading engine unit. WOW!

Ian has almost completed the cladding around the firebox area and he will soon be looking for a new Job. Ian has offered to put his skills to work on the mechanical lubricators, well done Ian. Bruce is also working away at home on the power reverser and Mike & Co are progressing well with the Cab at Eveleigh. He advises that the assembly stage is about to start.

So as you can see we are progressing on several fronts so please make the effort to come along and help get 6029 steaming. Again, if we get good numbers we should see the leading engine unit back together in the next couple of months.

Please note our project supporters are now listed on this page. Particular thanks to Goodwin Alco. Also thanks to Mike for keeping the blog page up to date and our project mascot, Oscar the Border Collie.

Alan Gardner

John and Kyle’s Excellent Adventure.

2010-05-04T10:08:00.001+10:00

When the call went out for a volunteer to collect the super heater elements from Ballarat, I thought that this would be a bit of an adventure, so the hand shot up.

I was selected from the throng, and set about the logistics. My copilot was to be John.

Friday April 30 saw us on the road, and well clear of Yass, before sunrise. We didn’t get to see sunrise, more of an increase in light between fog patches. The drive was quite uneventful. I have not been on the Hume since the Coolac bypass was finished. Also notable was the extended dual carriageway into Albury and the start of works to bypass Tarcutta. As well as other things I can’t remember.

Our trusty Avis Isuzu performed flawlessly. We made Ballarat by about 4pm. We found Glenn at home on his RDO. The elements had been neatly stacked in five packs of four. Each pack consisted of four elements the same size. Here is where a little excitement started. The longest elements were 4.5m, and the truck was 4.2m. We had a vague plan to remove the doors and let the last foot hang in the breeze. This plan proved to be not needed. John has an uncanny spatial awareness about him, and was convinced we could make it work without removing doors. This was done by restacking the packs. Each new pack had one of each sized element. This meant we were able to get the first three packs in the truck diagonally, and the remaining five elements were placed on the tray under the frames that Glenn had made. The photos paint a better picture.

After an hour or so, the truck was loaded, and we were very relieved not to have had to remove the doors.

Glenn took us down to the Steamrail yard and showed us around. They have a number of D3’s there, and two R Class locos. Class leader R700 is under restoration. It didn’t look much, as most of it is elsewhere. Sound familiar? I had known that the R Class locos were gauge convertible. I had no idea how you would do this, but now I have. They have packers in the frame that you remove. This makes it narrower. All you need is new axles, new bogies? And a lot of plumbing redone, and you’re away. I imagine this is a pretty serious job, and could take a while. I think the clock is on R766, but I wouldn’t hold your breath.

After a stroll around the yard, in which time we saw three (3) passenger trains arrive at nearby Ballarat Station, we said our farewells to Glenn and headed out for dinner.

Saturday saw us on the road soon after 5.30 am and back at Kingston before 4pm. There the friendly folk, and their forklift, helped unload the truck, and the job was done.

Bring on the hot steam!

Friday 30 April and Saturday 1 May.

2010-05-04T10:04:00.002+10:00

As Canberra is realising perfect autumn weather, the opportunity was taken to continue with cleaning of the bogies and the leading engine unit. As we were working for two days, Roger and Jacquie Maynard came down from Sydney to help out. As Barry is also helping with the rebuild of 4468 he took the opportunity to dedicate Friday to 6029. At day’s end the leading engine unit pilot beam and cylinders started looking like new. Still plenty of grime under the cylinders but progress is steady.

Saturday was business as usual, with the continued effort on the bogies. At long last the life expired centre pivot liner was removed with the help of an oxy gouging tip. This is quite a large bush at 19 ¼ inches in diameter and it is too big for our small machine shop. Quotes are being obtained from local contractors. The leading engine unit front bogie strip down was also completed. The two outer bogies are about 12 inches longer than the inner bogie. A quick check with the tape measure confirmed that this would allow clearance of the steam cylinders. This bogie was literally covered in congealed cylinder oil, but fortunately no coal dust as per the inner bogies. This has conserved the metal under the oil so we anticipate no major issues with the reassembly. Naturally, after the steam cleaner has done its job, all the components will be inspected and reassembled.

As we are well into the bogie rebuilds the opportunity has been taken to clean up around the leading unit cylinders. Everyone who has taken on this job (project manager included) has emerged from under the engine units with black spots all over themselves. Tony and Roger took a turn at this insidious dirty task and it is pleasing to report that this area is now looking great in grey undercoat. Our next workday should complete the final top coats of black paint. The team also had time to start cleaning up around the brake cylinders and we are now ready to reassemble both cylinders.

Ian continued with the cladding of the fire box and notes with some confidence that he has only three sheets to go! Great job Ian.

Now for the big news. The last of the superheater elements were delivered from the specialist contractor in Victoria. If anyone wants to learn how to fit elements please don’t hesitate to ask. Thanks to Kyle and John for offering to go down to Victoria for a nice short drive.

Our next workday is Sunday 16 May, all are welcome.

Alan Gardner

6029 in 1981

2010-04-29T10:06:00.008+10:00

Here is a YouTube video from 1981 by Graeme Reid. Some of his description is below.

reidgck — April 20, 2010 — In June 1981 the Canberra branch of the Australian Railway Historical Society, operated a tour with Garratt 6209 from Canberra, Australia's national capital
(ACT), to Sydney, and then to Parkes in the central west of the state of New South Wales, and back via a circular route via Cootamundra and Goulburn.

This video was taken in the time when home video filming was new. Anyhow, after all this time, I attained some softwear and figured out how to use it, enabling the editing and the transforming of the action, to appropriate files for posting on the net which didn't even exist in those days. Soundtracks to scenes are all the original.

After the introduction shot, the first action scene was taken high in the Blue Mountains just before Lithgow at the restored Zig Zag Railway location. The scenes after that, were taken west of Bathurst beginning with a shot before sunrise in which the Garratt, the headlight of which is piercing the dawning light, demonstrates its whistle in a shrill mode, and gives a sample of its power and bark while approaching a level crossing. There are various other scenes in this 10 minute video. Much had to be edited out because of time limits. Some such scenes were the crossing of interstate freight trains, one scene is with a 46 class electric and a 45 class diesel electric up front which passed at the Zig Zag site, and the Indian Pacific passenger train from Perth, and others.

See the rest of his comments here and part 2 of the video here

Wednesday 21 April 2010. A personal perspective.

2010-04-21T13:15:00.002+10:00

Recently I was asked some pertinent questions with regard to the rapid progress of the project. In particular how can we get things done so quickly and why can we do it where others have failed. All good questions and in some respect they not easily answered. I guess that from the outset we have to question why we do it and what do we get out of volunteering on such a project. For instance if you are looking to make big dollars in your work life then forget about steam preservation. If you are looking for awards, praise and public recognition then forget about steam preservation. If you don’t like long hard hours and dirty work then forget about steam preservation.

So in the first instance we have to ask why? Well as someone once said, because we can. For me it’s the sight, smell and power of a steam locomotive that does it. Personally, to see a static locomotive in a museum is not enough, as the locomotive wasn’t built to stand still, it was built to go. As important as it is to conserve an artefact, for me, to preserve it as originally designed, is much more important. So that’s why I do it, nothing more and nothing less. Having said that, there is something else that can’t be defined in words, rather it’s a personal satisfaction. I just love steam locomotives and yes, the bigger the better.

It’s now three years since we started the project and I hope my drive and enthusiasm for 6029 has rubbed off onto others. From the outset I knew that we could not achieve our goals without building a strong team. It is with some satisfaction that we recently realised that over seventy different people have physically worked on the project. Yes some have come and gone but most have stayed. I believe that this is directly attributed to the teams can do attitude and the rapid overall progress. I am not going to say that its always been a bed of roses and that we have never been criticized. Words like... you will never do it... you won’t get it done in that time and... you can’t do it for that much have been offered. In my mind that’s just a reflection on the person making the comment. What they are saying is "I can’t do it so how can you." Well again its simple, because I can.

From the projects perspective we have now turned the corner. The first of the four bogies is completed with the second well on the way. The replacement boiler is certified ready to be lifted onto the boiler cradle. As can be seen by the recent photos our attention is now turning to the engine units proper. Many parallel, off site tasks are taking place. The cab at Eveleigh is almost ready for re assembly and we have accepted an offer to help out with the riveting. The power reverser, cylinder drains, boiler cladding, cab floor and Nathan lubrication systems are all being rebuilt thanks to our network of volunteers. So yes it’s all happening.

The big question now being asked is when will it be finished. Well as Jack Corrick of US rail preservation once said. The speed at which the project progresses is directly proportionate to how much you have to spend. But having said that, it can’t be done with just money, we need willing hands and we need them now. It all gets down to help, both financially and physically. If you have donated money in past, thanks, but I would ask you to consider digging deep again, and you haven’t donated before please consider it now. Having said that, helping out on our workdays is just as important. We have many tasks that just require willing hands and yes it dirty hard work. If you aren’t the strong type then painting can be just as satisfying.

Exciting times indeed and why, well its because we can.

Alan Gardner

One Mans Shed

2010-04-19T22:37:00.002+10:00

It must be said that several of the people involved in the restoration of 6029 are contributing more than could ever have been expected. Ian is one of those people, dedicating a huge amount of time and effort to restore the boiler cladding and some boiler fittings to better than new condition. You will have seen the results of his panel beating in other posts.

Something you will not have seen, is the amount of work he puts in at home, repairing and re-manufacturing parts required for the project. Take a look at the photos and you will see that his workshop is being put to very good use, and I think the we can all agree that his help is most welcome...

Thanks Ian, from everyone involved in the project!

Sunday 18th of April 2010

2010-04-19T15:28:00.002+10:00

As there was no steam services this weekend Paul Nowland and Dave Malcolm dedicated Saturday to 6029. Paul fitted the replacement manganese liners on the inner hind bogie and then continued with wire brushing the myriad of small bogie components. Dave helped out with some weld repairs to the lateral control spring links for the leading inner bogie. Paul spent Saturday night on site in one of our luxurious TAM sleeping cars. Fortunately for Paul the weather was quite mild.

Sunday morning started with Paul setting up the power leads and air compressor lines in preparation of the day’s work. It was pleasing to see a good workforce turn up so the opportunity was taken to give the work site a good clean up . Kyle and John (the bogie boys) fitted the last of the brake components to the inner leading bogie. It is now safe to say that this bogie is now finished, well done guys only three to go.

Ian and Paul fitted the boiler cladding sheets to the fireman’s side of the fire box. The end product was a joy to behold as it was to Ian’s usual high standard. The boiler cladding sheets are being fitted before the boiler is lifted onto the cradle. This will allow the easy fitting of the injector starting vales and feed lines.

Marc, Peter, Josh and Howard worked on and around the leading engine unit. As usual bucket loads of grime and baked on cylinder oil gave way to the cast steel engine bead. The two leading sand boxes were removed and as suspected they were full of congealed 30 year old locomotive sand. As this problem was anticipated both were dried out on a pre prepared wood fire. One hour later the sand was easily drained and blown clear with compressed air. The removal of the sand boxes facilitated access to the two brake cylinders and both piston were stripped out for assessment. The cup seals were found to be in good condition and were cleaned down with the steam cleaner. The draft package for the leading engine unit was steam cleaned and will soon be painted in preparation for its final fit.

The above mentioned describes a series of parallel tasks that form part of the critical path plan. The work around the leading engine unit must take place before the two bogies are finally lifted into position. All being well the leading tank will then be lifted for its final fit. However to realise this major milestone we need your help now. No skills required just willing hands. To move things along we will be holding a two day work session. This will be the 30th of April and Saturday the 1st of May. All welcome.

So it’s all hands on deck as we are starting to put 6029 back together and we need your help now!

Alan Gardner

Saturday 3 April 2010

2010-04-07T22:09:00.000+10:00

4:30 am, yes the joys of operating steam locomotives, early starts and cold mornings. Some of the team started the day by helping with the light up of locomotives 1210 and 3016. We could only imagine how it will be when 6029 is being prepared for operation. After both engines whistled out it was time for a cup of tea and a well earned break.

Malcolm had the privilege of manning the steam cleaner and as usual bucket loads of oil and grime revealed actual metal that is the leading engine unit. Between blasts of the steam cleaner, Mike started the strip down of the leading coupling. As usual all the bolts weren’t going to let go easily but with the aid of the oxy torch they eventually let go. With a few grunts and pulls the coupling fell to the ground. The draft package behind the coupling was next and yes more frozen bolts. The keep plate dropped and with a few taps of the sledge hammer, the whole assembly let go. The draft gear takes all of the buffing forces of the train and it is always inspected during maintenance to ensure that it is in good condition. Having said that a few hours with the steam cleaner will be required before this inspection can take place. After the draft package was removed, Malcolm moved in with, yes, the steam cleaner. One more run over with the electric wire brushes and at long last some metal primer was applied to the engine frame and cylinder area.

As usual the bogie work continued with the fitting of the flexible hoses and Nathan four way distributing valves. This system delivers oil to the bogie horn guides and axle box slides. David continued with the clean down of the equalising beams for the second bogie. These beams have two sets of hardened bushes fitted and all are in poor condition. Mike is organising the manufacture of a replacement set.

The last job for the day was to clean up around the site and re organise the more components in preparation for the next work day!

Our next workday is Sunday the 18th of April.

Alan Gardner

Sunday 22 March 2010

2010-03-22T18:10:00.001+11:00

Before we started work today, Paul presented three pressure gauges he has completed at home. One steam drifting and two brake, all looking magnificent. This is typical of the many tasks that are taking place behind the scenes and one reason why the project is progressing so well. One pleasing fact is that almost every day a sub project is being carried and in turn is being stored ready for fitting as required.

The bogie work continued with the fitting of the Nathan four way oil distributers to the inner leading bogie. These sub assemblies were rebuilt by Ian at his home workshop and are a testament to his skills. Kyle, Stuart and Paul fitted most of the completed components required to complete this bogie. The bogie team’s advice is that the second one will be completed in much less time as they now have a firm grip on how to rebuild 60 class bogies.

Ian continued with the fitting of the boiler cladding crinoline bands in preparation for the installation of the fireman’s side cladding sheets to the fire box area. It was noted that some spiders have taken up residence in the installed cladding however the first fire should sort this out. After lunch Gavin assisted Ian with the installation of the sheet metal cladding for the main stream pipe that runs down the fireman’s side of the boiler cradle.

Howard continued with the de-greasing and steam cleaning of the leading engine unit. The years of grime and cylinder oil are gradually allowing access to actual metal. All of this work has facilitated a preliminary inspection of the draft package behind the leading coupler. The coupling and draft package will be removed at the next workday.

Alan Gardner

More progress

2010-03-12T13:20:00.003+11:00

Paul has been doing some work at home on the Garratt's pressure gauges and sent these before and after pictures of the gauges. Great stuff Paul, just 11 to go!

Saturday 6 March 2010

2010-03-08T10:15:00.001+11:00

As we are restoring 6029 outdoors we always make a note as to what we can expect with the weather for the upcoming workday. Showers with the possibility of rain and at 9am things were quite wet. Lucky for us the showers had cleared by lunch time and ironically we were feeling the effects of the sun by day’s end. As most of the loco ops guys were in Sydney with our operating locomotive 3016, the BBQ was held down on the 6029 work site. The 4468 diesel guys came over for lunch and as usual we solved all of the world’s problems before we went back to work.

The first bogie is now almost complete with only a few minor tasks left to do. These being the fitting of the pedestal keep plates and the manufacture of a new centre pivot bowl. The lateral control springs had to be fitted before lowering the frame into position. They were assembled with the aid of the ten ton hydraulic portable power pack. It took a few goes and we were all happy when the last pin was fitted. The reassembly went very smoothly, however the bolts holding the inner manganese liners had to be modified as they were rubbing against the suspension equalising beams. The bogie work site is starting to look like a traditional bogie repair shop and visitors can now compare a completed bogie with the striped down version.

Ian is continuing to fit the boiler cladding sheets and as a result of his efforts the drivers side is now complete. He is now concentrating on the fireman side. Now that drivers side cladding is fitted the injector feed pipes and starting valve were trial fitted and as expected some adjustments are required. Paul removed the old insulating rope to facilitate the annealing of these pipes. One advantage of copper feed pipe is that they can be adjusted for alignment after annealing. Unfortunately steam engineering of the 1950’s didn’t allow for true replication with manufacturing. As a result of this each boiler is slightly different dimensionally and most pipes have to be adjusted for fit. Ian has also experienced this issue with the cladding sheet metal and several trail fits and adjustments are required before final fitting.

Our next workday day is Sunday 21 March 2010.

Progress happens when you are not looking

2010-03-04T21:55:00.002+11:00

Progress is being made all over the place. Photos below show the progress being made on the super-heater elements in Melbourne while in Sydney, some more exposed metal has been painted and the long awaited reassembly has started on the cab at Eveleigh.

Included is a picture of the Garratt in 1975, when it was last painted. A scene not too far away, as long as donations keep coming in.

Sunday 21 February 2010

2010-02-23T21:52:00.003+11:00

Again work is continuing on the bogies with yet more grime removal. Stuart and Paul experienced the joys of broken stud removal. Typically these studs are rusted in solid and the only way to remove them is by drilling them out and re threading by means by of a tap. No not something that is attached to a sink, rather the tool that cuts the thread. The centre has to be accurately marked and centre popped. A small pilot drill is applied and then the tapping size drill is last to go through. A small picking chisel extracts the remanding thread and the tap is screwed through by means of the tap wrench. Sounds easy but its not, as it is very easy to drill off centre and a slight change of angle can be disastrous. Fortunately Stuart served his apprentiship with the Victorian Railways at it Newport workshops. Stuart advised that it had been some time since he had done this type of work however with only one broken drill by days end this was judged as a good result. Stuart shared his skills with Paul and as a result both are now qualified as stud extractors or words to that effect! One can picture them as bouncers at a night club extracting studs. After they were finished with the studs the bogie was given its fist coat of black paint.

After cooking the BBQ Barry set to the leading head stock by use of the electric grinder and wire brush. As usual most of the old paint flakes ended up on Barry but the headstock now looks great.

Alan cut out the rusted centre bowl from the from the leading inner bogie. This should delight our bogie guys Kyle and John as both had the day off due to other commitments. Safe to come back guys, jobs done! In truth both have done a magnificent job so far, and a day off now and then is well deserved.

A big thankyou to all who organised the fund raiser trip to Kandos on Saturday the 20th of February. Thanks also to all who supported the project by purchasing tickets. Last but not least a thankyou to 3801 LTD for making their carriage available, it was a great day out.

The next workday will be Saturday the 6th of March.

Alan

Saturday 6th of February 2010.

2010-02-07T21:23:00.001+11:00

The rebuild of the bogies continues, all be it slowly. Kyle and John completed the assembly of the first equalising beams and main springs assemblies. The bogie frame is almost ready to be lifted on the wheels. The centre pivot liner must be replaced and our efforts to date have only realised colourful language and frustration. Kyle and John have assured us that they will have the liner extracted at the next workday. Vince cleaned up the four horn keep plates as they will be needed when the bogie frame is lifted onto the wheels.

Malcolm cleaned down and crack tested the eight manganese liners for the second bogie. Only sixteen to go hey Malcom! These liners were completely seized against the axle boxes.

Peter Anderson, Peter Reynell and the Alan stripped down the Nathan lubrication system around the leading unit cylinders. This allowed access to the engine bed and cylinder castings. The build up of baked on cylinder oil and grime in this area is significant. This grime is up to 25 mm thick and the use of the steam cleaner made no progress with its removal. Most of the day was spent chiselling baked on cylinder oil by hand. As the lubrication components were removed they were carefully tagged and stored for eventual overhaul. Lots of home work for the project manager.

Our next workday is Sunday 21st of February.

16-17 January 2010, The hard slog!

2010-01-20T12:52:00.000+11:00

16-17 January 2010, The hard slog!

The success of our first super weekend for 2010 cannot be understated. However having said that, the work on the four bogies is not glamorous or exciting, rather its dirty and very exhausting work. The many years of outdoor storage coupled with the loads of grime is gradually being overcome. To this end our dedicated team completed the strip down of the second bogie. The usual crack testing and extensive use of the electric wire brushes facilitated the application of grey primer paint. The assessment of the stripped down bogie is as follows.

1. Bogie frame casting cleaned, crack tested and prime coated. All mounting studs to be replaced with new.

2. 8 off manganese horn liners, replace 2 and repair 4.

3. Replace all bushes and some suspension pins.

4. Replace 2 off bogie bearing springs, very expensive fortunately we have several spares in stock.

The main roller bearings will require assessment, however 30 years of grime will have to be removed first.

The third bogie strip down commenced but the ability to access the bolts was hampered by inches of baked on grime and cylinder oil. This bogie supports the leading unit cylinders and it seems that the NSWGR railway maintenance crews didn’t have pay for the bill for cylinder oil. Further visual investigation around the leading cylinders confirmed that all the oil lube lines are either loose or in very poor condition. These lube lines are high pressure hydraulic type and they are not cheap to replace.

Work continued on the boiler cladding around the fire box area. The re-use of the sheet meal that came off the old boiler is causing Ian a few headaches. However the end result is a site to behold.

The MHG service van now has 415v and 240V power and lights. We are now on the lookout for a fridge and hot water unit or at very least a kettle. A big thankyou to Pat the electrician for his work on this van.

By the end of the two days all of the team were happy to go home and like me probably spent a significant amount of time in the shower scrubbing off dirt and grease.

APPEAL FOR HELP TO FINISH THE BOGIES x4

As the bogies are going together we are putting together an accurate cost against this critical work. When we finish the bogies the locomotive will start to go back together. However without the funds we will have to defer the reassembly until we have the finance.

We need $ 10,100

• $3,200 : Hydraulic pressure hoses. Theses hoses deliver the oil to the horn guides from the Nathan mechanical lubricators.
• $2,000: To replace broken manganese horn liners.
• $2,500: To replaced the bogie pivot bowl liners.
• $1,000: For replacement of studs, bolts washers.
• $1,400: For the replacement of worn bushes and pins.

Sponsor a specific item.

Naturally any donation helps, however we are also asking to donate against a specific item. For example if a donation is offered against an item from the above list, a certificate will be issued. This certificate will be an official 6029 donation certificate listing the item and the downers name. Because all of the items listed are over $1,000, two free tickets will be allocated for the first official run of 6029.

Remember we are at the turn around point, when the bogies are finished we start on the home straight!

Alan Gardner

Saturday, 2nd of January 2010

2010-01-03T22:18:00.004+11:00

As previously reported the four bogies are the main focus of work until they are completed.

•Bogie number one was moved in preparation of its lift back onto its wheels. The wheels are now in place on the track adjacent to the bogie frame. The centre pivot casting was fitted onto the bogie frame to facilitate the fitting of the lateral control springs. Once the lateral control springs are fitted the bogie frame will be lifted onto the wheels, equalising beams and main springs.

•Bogie number two was stripped down to almost the last nut and bolt. However one wheel set was seized solid in the horn guides.The use of crow bars and our hydraulic porta-power facilitated its removal. This bogie was situated directly below the cab and a consequence of this every passage and hole was literally filled with coal dust and cylinder oil. The crew anticipates many enjoyable hours removing all the gunk and grime....NOT!

•Bogie number three was rolled out clear of the leading engine unit. As anticipated, it's condition is better than the first two, as it is further away from coal dust, heat and cylinder oil. No work will take place on the bogie until the first two are completed. Its overhaul will be faster as there is no brake gear on the outer bogies.

•Bogie number four, being the last, is still in place at the outer end of the hind unit. The King pin and guard iron’s will have to be removed before it can be rolled clear of the engine units. A line up of all staff will take place at the next work day to determine who is the smallest and skinniest member of our team. This lucky person will have the privilege of removing the last of the four king pins. Did we mention that this is the dirtiest part of the loco!

Thanks to Kyle, Stuart, Barry, Paul, Mike and Peter. These guys, and John (wasn’t in today), are fast becoming 60 class bogie experts.

Back over at the boiler, Ian continues to beaver away with the fire box crinoline support bands. He's also prepping the sheet metal for its final fit once the crinoline bands are completed. Mike has delivered the safety valves x 3. He has also finishing the rework of the front end regulator cams and valves at his Sydney workshop.

The next workday is Sunday the 17th of January, all welcome.

Alan Gardner.

Sunday 20 December 2009

2009-12-21T10:05:00.001+11:00

Work is slowly progressing on the first and second bogies. The assembly of the spring and equalising beams was completed with surprising ease. The last of the keep plates and support bracings are now ready for fitting. All repairs have now been completed on the first bogie. The second bogie was jacked up and all of the keep plate bolts were removed to facilitate the lift of the frame off the wheels.

The boiler now sports the copper drain pipes that attach to the gauge glass assemblies. New and reconditioned cladding sheets are being fitted around the fire box area. The injector steam starting vales were cleaned down for assessment and found to be in serviceable condition. They will be fitted after the cladding is installed.

The next workday will be January the 3rd of January 2010. All welcome.

Saturday 5 December 2009.

2009-12-07T21:35:00.002+11:00

Saturday 5 December 2009.

The rebuild of the bogies continued with most of the components now completed on the first. Ian has finished the machining of the replacement pins and Barry applied the top coats of black. The replacement manganese horn plates were fitted by Shaun while John and Kyle continued on with the assessment of the horn keep plates and associated parts. We are now hopeful that the first bogie will be completed before the years end. The experience gained will ensure the speedy rebuild of the next three bogies. The last outer bogies do not have air brakes fitted so this will make for much faster progress.

Mike Ridley came down from Sydney on Friday and he was able complete two straight days work. Mike has concentrated his efforts on the boiler cradle with the fitting of the reverser reach rods and he has now moved onto the power reverser mounting bracket. Mike is also looking at the mountain of electrical conduit with regard to the eventual re-wire.

We welcome two new members to our growing team. Paul Newland and Joseph Spinella cleaned out and re-organised the JLX box van adjacent to 6029. We now have room to work on the motion and valve gear. Paul and Joseph started to clean down the valve gear in preparation for crack testing.

The fitting of new sheet metal cladding to the boiler continues. The copper drain pipes for the gauge glasses and water column test cocks were bent up using the time honoured method of filling the pipes with sand before heating. Ian has taken the large bore copper pipes for the stoker system home for overhaul. When completed, the back head piping will be fitted in preparation of the final steam test.

The reach rods from the control handle to the front end throttle were assessed and given the usual grey primer clean up. Mike Reynell has been rebuilding the camshaft and main valves at home. Thanks to Malcolm for supplying the old maintenance manuals for the front end throttle. Mike advises that he will come down from Sydney for a few days and he intends to complete the final fit out of the front end throttle and sub assemblies.

Our next workday is Sunday 20 December.

Sunday November 15 2009.

2009-11-17T18:11:00.001+11:00

Work on the MHG support van is progressing well. We now have a decent workbench and tool storage. Pat the electrician has been beavering away behind the scenes installing power points and lights. The grinder, cupboards and bench drill have been installed and as a consequence of this we now can now actually work efficiently. Before we had the van we wasted countless hours setting up and packing away equipment every work day. Thanks to the efforts of all involved we can just plug in the power and start working.

As previously reported the four bogies are main focus of work. The years of grime and rust are now giving away to what resembles an almost a new bogie. Originally we were only replacing the worn mounting studs however when using the torque gun they were snapping like carrots. So all are now being replaced with new.

Our resident fitter, boilermaker, sheet metal, and generally good bloke Ian continues to work at home at what ever is asked of him. The cladding on the back head of the boiler has now started to progress forwards along the firebox area. As a consequence of this, the final fitting of copper pipe work has started. The labyrinth of small bore copper pipes is being annealed and assessed for condition and re fitting.

In general terms we are at the hard slog stage, and although the cleaning, assessing and painting is hard work, we are realising some very pleasing results. Having said that we can only do it with help and presently we have no shortage of tasks that are looking for willing helpers. No skills are necessary and on site tuition is available.

If you haven’t come along to a work day for some time or even if you are new to Project 6029, please come along, all welcome.

Our next workday is Saturday the 5th of December, again all welcome.

Alan Gardner

Sunday 18 October,

2009-10-21T20:46:00.001+11:00

The first of the four bogies is now starting to look like it is brand new ex-works. The brake cylinders have been re fitted and the many sub assemblies have had the usual three coats of paint. Some of the bushings and pins will need to be replaced. John continued with the strip down of the second bogie and we are hopeful that we can lift the bogie frame off the wheels on the next workday. The repaired lateral control springs should be back on site in the next few weeks.

Mike continued with the re fitting of the overhauled reverser reach rods that run down the drivers side of the boiler cradle. One of the last jobs for the day was to lift both of the long reach rods into position. Yes that’s correct we are starting to put it back together.

Since starting the project, we have had no workshop facilities on site. Thanks to the continued efforts of Barry, Stuart, Marc and Pat the electrician, we now have a mobile workshop. As a consequence of this we are now looking for a bar fridge(already found), kettle and seats.

Our next workday is Saturday 7th November 2009.

Alan Gardner

Saturday 3 October 2009

2009-10-10T13:33:00.001+11:00

Canberra is presently experiencing significant rain fall and it goes without saying that it's most welcome. However as we have no shed for 6029 the weather can influence our workdays. As a result of the poor wether the fit out of our new workshop (the MHG guards van) progressed significantly. Stuart fitted a new bench in the perishable goods end and he has plans to fit a vice and bench grinder in this area. When completed we will at last have an indoors work area that will be a welcome change to all. Pat, our resident electrician has promised to fit some power points and lights and we may even be able to boil the kettle in the near future. If any one wants to help out with the painting and fit out please come along as this work can happen any time mid week or even weekends.

Between showers, John continued with the stripping down of the second bogie, he also had time in the past week for some work at home by cleaning up some small components for the bogies. We joke that after four bogies, John will be the resident bogie specialist. If the weather holds off on the next workday it is anticipated that the second bogie will be completely stripped down for assessment.

The project manager and our friend from the USA, Jack Corrick spent most of the day studying SKF drawings for the big end bearings. The end result being the partial disassembly of one big end. We now need a special pulling tool to facilitate the removal of the inner bearing assembly. Mike Reynell has offered to make this vital equipment up. Thanks also to Craig Mackey for suppling the NSWGR drawings and bearing manual.

Roger Maynard started cleaning down the four Nathan DV mechanical lubricators however no undercoat could be applied due to the wet weather. The preliminary assessment has shown that they are in good condition.

The last jobs on the boiler cradle are being completed by Howard and he had the unenviable task of removing the last of the sound deadening boards from underneath the cab floor. The attempt by the manufacture with sound deadening was poorly applied, with the use of timber and alternative modern martials will be sourced for this area.

By the days, end we were all wet and tired, however the day’s efforts had at least allowed us to be one step closer to steaming 6029. We now have an indoors workshop and the previosly unknown, black art of the SKF roller big end bearing has revealed it self to the next generation of steam fitters.

Please make the effort to come along to the next workday (Sunday the 18th of October) as we need lots of mussel power and willing hands.

Alan Gardner

Sunday 21 September 2009

2009-09-23T21:43:00.001+10:00

Once again Canberra turned on some beautiful spring weather and as a result of this the painting of the boiler cradle was completed. Stuart and Howard disappeared under the cab floor area applying the last coats of black enamel. The cradle reversing reach rods and rollers were also painted ready for fitting.

Mike Reynell delivered the steam pipe spacing rings made by an external contractor in Sydney. These rings will
facilite the fitting of the insulation and cladding to the main steam pipe that runs down the right side of the boiler cradle to the hind engine unit.

The front end throttle overhaul is being completed by Mike Reynell at his Sydney works. Mike showed off his handy work with the completed repair of the throttle shaft. He is now focusing on the main vales and associated fittings. Ian has also been beavering away at home with the last of the backhead sheets and he advises that the final fit is only days away. His biggest issues has been the neighbours washing and the over-spray drifting over the fence.

The re-assembly of the first bogie continued with the repaired manganese liner’s fitted. The brake equipment for this bogie was assessed and re-painted for eventual fitting.

Our next work day is Saturday the 3rd of October. Work will again focus on the bogie rebuilds.

Alan Gardner

Saturday 5th September

2009-09-07T11:13:00.002+10:00

The boiler cradle strip down and assessment was completed with the removal of the leading pivot. This sub assembly is in poor condition and subject to detailed measurement, it may have to be sent out for re-machining. The damage sustained is a direct result of no lubrication and as a consequence of this, two extra feed lines will taken off the mechanical lubrication system. This will ensure lubrication to this vital part of the locomotive. The boiler cradle reach rods were repaired and given the usual undercoat treatment. The next workday should see the reach rods and roller assemblies re fitted. The two main reservoir air tanks are now ready for the hydrostatic test and if all goes will they will be re fitted in place.

The second of the four bogies was rolled clear of the hind unit and as expected it resisted all of the way. The locking pin that retains the king pin was completely seized and several attempts to remove it was unsuccessful. As a consequence of this a large part of the morning was dedicated to the cleaning out of the hollow passages in the main frame casting. This allowed access to the locking pin assembly inside the main farm. After we extracted bucket loads of coal and gunk we could at last see the seized locking pin. The usual heating with the oxy torch did not seem to do much and it was looking like a "too hard" scenario would prevail here. However to our surprise, with several blows of the sledge hammer the pin stated to move. After we extracted the locking pin the King pin dropped straight to the ground without fuss. Half an hour later the bogie was clear of the hind engine unit. As can be seen in the photos years of grime will have to be removed before disassembly can take place.

The first bogie that was removed last month now sports its second coat of black paint. All of the components are progressively being repaired and painted. Our next few workdays should complete this bogie with significant progress on the second one. It is anticipated that the last two bogies will be relatively quick to complete as they do not have brake gear fitted.

Our next few workdays will focus on the bogies and when competed the re assembly stage of the project will start in earnest. However we still need your help either financially or in person. Our next workday is Sunday the 20th of September and could I please ask that you take the time to come along and help. Lunch is provided!

Alan Gardner

Raffle Winners

2009-08-29T14:21:00.002+10:00

The Project 6029 raffle has now been run and won. Thanks to everyone who have supported the project and purchased tickets. The raffle was very well supported with sales coming from as far afield as America and England. Thanks should also go to those who took on the task of selling the tickets.

The winner of the Eureka 60 class model was Mr S Buck of Roseville, NSW.

Second place, The 60 Class book was won by Mr T Kilgannon of Dundas Valley, NSW.

Thanks again
Mike

Turbo generator

2009-08-18T08:38:00.001+10:00

Thanks to the efforts of our good friend Percy Forrester 6029 now has a Stones 32 volt generator. A few months ago we put out a plea and as usual Percy has come up with the goods. The delivery took place from Queensland thanks to Percy’s friend Paul.

Well done Percy!!

Alan Gardner

Saturday 1 August 2009

2009-08-03T13:29:00.002+10:00

The first of the four bogies is now looking great with a top coat of black enamel paint. The two bogie lateral control springs have been dispatched to Sydney for rebuild and the overhaul of Nathan oil distribution system is completed. It is anticipated that this bogie will be completed in the next couple of months. Interesting to note that it is stamped as 6018.

The boiler cradle is looking great as the overhauled components are progressively being bolted back. The three rollers and brackets that support the cradle revering gear are now ready for fitting. Again we can confirm with these components that we are not rebuilding 6029,rather it’s a collection of 60 class components that are being badged as 6029. The numbers on the three rollers are 6019,6024 and 6027.

The refit of the back head boiler cladding continued with the with about 90% of cladding sheets finished. So yet again the usual undercoat and two top coats are being applied. At this stage we will only complete the cladding of the fire box area until the boiler is lifted onto the cradle.

Our next workday is Sunday the 16th of August.

Regards,
Alan Gardner

Superweek Report

2009-07-12T14:28:00.001+10:00

Brrrrrrrrrrrr...

Monday morning 7:30 am -4 degrees. The first job as the highest priority was to light the fire. In fact this would be repeated every morning.

As planned the boiler cradle strip down was completed and the usual undercoat and two top coats of black were applied. The reversing gear was completely seized and the rollers that facilitate easy movement had in fact worn flat when the locomotive was in operation. A compete new set of rollers is being manufactured. The pivot centre oil lines and boxes were repaired and fitted ready for use. The re fit steam delivery pipes from the smoke box to the hind unit started, however we have to order a new set of inch BSW studs and nuts to complete the job. Thanks to the efforts of Mike Ridley, Peter Gleeson, Stuart Edwards, Barry Peffer and Roger Maynard.

On the engine unit side the first of the four bogies was completely stripped down to the last nut and bolt. The lessens learnt here is that even the sub assemblies are heavy. The bogie frame was cleaned down and crack tested with no significant issues found. Three of the manganese horn liners will be replaced due to cracking in the corners. The many smaller components were progressively stripped cleaned and assessed. As previously reported the lateral control springs are in poor condition and by weeks end they were dispatched to Sydney for rebuild. Thanks to Ian Senini, Malcolm Cluett and David Griffiths.

In all 290 hours of work was completed for the week realising another significant milestone. Thanks to the efforts of all involved the boiler cradle is now almost compete. We can now move onto the overhaul of the four bogies and when completed reassembly of the locomotive proper will commence. In parallel the bogie work we will continue with the strip down of the motion and the assessment of the engine units.

We are now at what can be called the turning point of the project, however as is always the biggest threat to the project is money. We now have some big ticket items that will have to be competed in the next six months. These are,

· 20 off super heater elements. $27,000.
· Hard chroming of piston and valve rods.$ 12,000.
· Spring repairs and rebuilds. $10,000.
· Piston rings for vales, cylinders and air compressor . $14,000.
· Sundries. $20,000.

So now for the big news, if we realise the above $89,000 6029 will be steaming in 2011. We have the team and the skills to do the job, so it all gets down to money, its as simple as that. So please keep the donations coming in, no matter how small every bit counts. Collectively we can once again see Australia’s largest stem locomotive gracing the rail network.

Keep steaming,

Alan Gardner

Superweek 2009 has started

2009-07-06T21:41:00.004+10:00

The July superweek has started and there has been a good turnout with the promise of a few more participants later in the week.

Saturday 4 July Workday

Report from Peter Reynell

Another successful day, made the more memorable because it was the 33rd anniversary of the Garratt’s first trip under ARHS ACT Accreditation. And we had a little party to celebrate. Lindsay Richmond [another survivor of those early days] and I reminisced over some slides [yes, even a projector was used!] and about 25 people from the various work parties on site were shown the good old days and a good time…our ARHS on train catering crew including Chris S and Lindy S put on a much better than usual spread. Imagine Roast Beef, Oven baked Chicken fillet, party pies and salad , as well as hot doggies; sausages and all the accomaniements.And even cake!
Thanks, crew, you did us proud.

A special thanks to Brian Nye, Chief Executive of the Australasian Railway Association for coming along to offer some very encouraging words.

Oh, and we did some work too..ends were rescued from the old superheater elements, more black paint went on the boiler cradle and Paul Quinn lit a huge fire under the engine unit which eventually liberated the very frozen solid pony truck bearing which caused the angst months ago when the pony truck came off the rails. A long overdue apology to Lindsay, we always chose to blame his trackwork..sorry, Oldmate. (Some did, some knew better...Mike)

Work on the bogies has commenced with the front units hind bogie receiving attention. The lateral control springs from all four bogies should be in Sydney by the end of the week to be overhauled while the crew work on the bogies.

Like a house of cards

2009-06-28T21:21:00.004+10:00

Saturday morning saw Mike Riddley, Mike and Peter Reynell turn up to take advantage of the comfortable work area in the Eveleigh large erecting shop.

Today saw more than a little progress on the cab. In the past, nearly all the work has concentrated on removing years of built up corrosion and muck from the panels so that the damage can be identified and assessed.

We finally have given up trying to do the repair work in situ, and the decision was made to reduce the cab to smaller sub-assemblies so that the panels can be repaired properly and the corrosion that has until now been trapped between the riveted components can be removed properly.

With a few rows of rivets and bolts removed, the cab quickly fell apart like a heavy house of cards. The rear panel of the cab took five or six people to lift onto trestles.

The roof vents were also liberated from the roof panel so that they can be repaired separately before being refitted to the new roof.

Over the next few weeks, replacement components will be arranged so that the corroded areas can be removed and new metal welded back in. There is a new roof to be cut and rolled, the angles that mount the cab to the loco frame will need to be replaced, and some paneling around the windows will need attention.

It seems like a lot of work, considering that it just a cab, but once it is finished, I doubt it will need to be touched for another 20 or 30 years.

Sunday 21 June 2009

2009-06-22T17:15:00.003+10:00

The start to the day was significantly delayed due very wet conditions that did not clear until midday. After the weather cleared David and Alf salvaged the useful parts off the unserviceable super heater elements.

Barry Peffer having returned from his overseas work, was reunited with the needle gun on the boiler cradle. Shaun Barker continued with the strip down and assessment of the front pivot. Gavin and Paul jacked up and removed the first of the four bogies revealing many years of grime and rust. As a result of this the leading unit is now a 4,8,0 and will soon be an 0,8,0. As suspected the lateral control springs will have to be send out for reconditioning.

Peter went out on the local steam train to Bungendore to sell raffle tickets, thanks Peter! Bruce drove down from Sydney to measure up the compressor bores confirming that they are within specification. Bruce also gave us a look at the great work he is dong with the power reverser and has promised some photos for the blog.

Our next work day is Saturday the 4th of July and Super week will start on Monday the 6th of July.

Alan Gardner.

Attendees...

Alan Gardner

Peter Reynell

Gavin Woolf

Paul Quinn

Shaun Barker

Jake Barker

Barry Peffer

David Villiers

Alf Spiteri

2009-06-19T00:00:00.001+10:00

There has been some new content added to the history channel...Check it out here

a nice shade of grey..

2009-06-15T08:20:00.006+10:00

The contractors have been in and completed the sandblasting and priming of the bunker, and what a difference it makes!

Progress report..... Saturday 13 June

2009-06-14T09:59:00.004+10:00

AT Eveleigh; in the Large Erecting Shop, "Cabin Boy" Ron Denholm and I liberated some 55 year old rust from the area around the Firemans side door and window where the outside plating had buckled from the internal pressure. Fortunately the frame work has not deteriorated as much as has the plate work, so repair will be relatively easy.

IN Canberra the rear bunker has been sandblasted and undercoated in a trendy shade of grey by a contractor, so there is another painting job.

Photos when they come to hand.

Next Canberra work Day SUNDAY 21 June

Saturday 6 June Canberra workday

2009-06-07T11:00:00.009+10:00

Another fantastic turnout, another productive day..although the wind chill factor in the afternoon reminded us that it IS winter, and that 40 degree celsius summer is now behind us.

Tasks undertaken included:

more pressure washing, now about half way finished on the front engine unit; thanks again, Roger
more painting, thanks Stu
cross compound air compressor dismantled, with some challenges, including the b*****y thing creating a vacuum which made the removal of one piston a challenge; thanks Ian, Shaun, Shane and all the other expert advisers.
removal of the pivot bearing at the front end of the boiler cradle; thanks to Marc, Kyle and John [and again, more experts]

AND , to show that we do not only pull things apart, the compressor was test fitted to the smokebox to prove that the new support plate will work.

In attendance:
Alan Gardner
Al's mate Graham Kidgell from the little railway near Melbourne
Peter Reynell
Shane Bollard
Shaun Barker
Ian Senini
Marc Millar
Mike Ridley
Stu Edwards
Kyle Rollinson
John Kempton
Roger Maynard
Also on site were Lindsay Richmond, who made lunch, thanks Oldmate; Paul Quinn, vibrating on a bogie frame;
Andy D, Jack Barker, Gav W. ; Dave and Keith Malcolm lighting 3016 for todays' Bungendore train, and David Villiers as cleaner and polisher.

Next workdays

at Eveleigh..Saturday 13 June...contact peter@project6029.com for access and job details.
at Kingston [Canberra Railway Museum] Sunday 21 June

The next Superweek is planned to commence on the 4th of July, the anniversary of the first workday, and then 6-10th of July.

MHG Workvan

2009-05-30T01:15:00.003+10:00

Barry Peffer has been working to clean up the MHG brake van to prepare it for our use as a work and breakdown van. Here are a few pictures showing his progress. The pictures as usual are taken by Howard Moffat, our staff photographer, who is doing a great job of recording the faces and progress being made on this project.

Thursday 28th May 2009.

2009-05-28T14:11:00.001+10:00

The quiet achievers.

Work has been progressing between our weekend workdays at a steady pace. We now have 30 brand new superheater elements installed thanks to Gavin and Ian. David Malcolm has arranged to borrow an element tester from our friends at the RTM. This will facilitate the high pressure testing of the required 20 elements that will have to be re conditioned. This will make up the complete set of 50. We will also take the opportunity to repair and test the spare elements while we have the test equipment on site.

Ian has also completed the rebuild on the bottom smoke box front plate and has now moved onto the replacement bracket and plate work for the air compressor mount. If this is not enough Ian is also making the new the sheet metal pockets for the wash out plugs at home. Well done and a big thankyou to Ian.

Between his bus driving shifts, Stuart has been dropping in to apply the many coats of paint required on the boiler cradle. Thanks to his efforts and the weekend crew we should see the boiler cradle work completed in June. A great team effort.

After the boiler cradle we intend to start work on the four bogies as we are already aware that the lateral control springs will require a rebuild. Typically when bogies are stripped down all of the working components tend to yield a lot of work for all concerned. So we anticipate many hours of crack testing, weld repair and even replacement of some components.

The air compressor strip down has commenced with the bottom cover removed. Again 20 plus years of inaction has every bolt resisting until the last turn. It was planned to send out the two piston rods for hard chroming, however a close inspection has revealed that the railways applied this previously.

The regulator rod will be sent out for hard chroming shortly, as when the fitting of the superheater elements is completed the regulator will have to be fitted to facilitate the planed hydrostatic and steam tests.

Our next workday is Saturday 6 June. Yes winter already.

Alan Gardner

Workday Report 18 May 2009

2009-05-18T19:52:00.004+10:00

Work on 6029 progressed rapidly this week as we completed three consecutive days on the project.

Friday 15 May.

Gavin and Ian held their regular Friday session with the installation of 10 new superheater elements. Lindsay Richmond also helped out with the heavy lifting, thanks Lindz. The last job for the day was to lift the smoke box front plate into position.

Saturday 16May

The Eveleigh work team removed the life expired roof off the cab revealing many years of rust and subsequent damage. Mike will complete a full set of CAD drawings to outsource the construction of new roof sheets.

Sunday 17 May.

The installation of the smoke box front plate was completed by Ian and old mate Alan Kent. The bottom plate attachment was yielding some problems, however Ian has assured us that it will be sorted out next week. After the last of the new elements were removed from the storage van, Marc started to clean of each ball end for installation next Friday.

The donated workbenches were reassembled and we now have four workstations that will assist with the repair and rebuild of the many small components. Gavin has sourced a six inch vice that we can install on one of the benches. Wow!!

The Boiler cradle is staring to look like a new one as Stuart, Howard, and just about everyone is having a go with the re paint. Gavin and Peter removed the water delivery pipes revealing some active corrosion that will require some major surgery.

Our next work day will be Saturday the 6th of June and work will continue on the boiler cradle.

We will now be holding weekly workdays every Friday, so if you have the time to help out please come along . Lunch is BYO and Gavin will be supervisor for all mid week work and if you intended coming along please let him know in advance.

Alan Gardner.

The Cab in Eveleigh

2009-05-18T10:42:00.006+10:00

These photos by Steve Preston, show that the cab is now without a roof, and its removal shows the corrosion and damage caused by years of neglect. A large amount of metal will need to be replaced before the cab is reunited with the frames, which should happen in a few months.

Sunday 17 May

2009-05-18T10:30:00.002+10:00

This day, which turned into delightful Autumn day, was attended by
Alan Gardner
Gavin Woolf
Alan Kent
Marc Millar
Stuart Edwards
Ian Senini
Alf Spiteri
David Villiers
Kyle Rollinson
Vince Patrech
John Kempton
Peter Anderson
Peter Reynell
and Howard Moffat
I will leave it to Al to list the days achievements...this post is to recognise those who were there yesterday.

a big weekend

2009-05-18T10:21:00.003+10:00

Saturday 16 May saw a two person work party at Eveleigh take the can opener to the cab, thus creating the worlds' first convertable Garratt.

You ask why?

Even in Canberra's relatively dry climate, the enemy of all things steel appears. In this case, the worst parts are the window cut outs where the gutters naturally collected, but not necessarily diverted rain, and areas near the doors where two or three layers of plate are now interspersed with oxidised steel.

Best to fix it "proper" now; roof off will give better access.

And the roof itself is a maze of holes where everything that could be hung, was. Even the ceiling was held up [or down] by a bolt through the roof.Actually, many bolts.

Then, more holes for the colonial conversion to dual control. Another heavy casting, more holes in the roof.

Saturday 2nd of May 2009

2009-05-04T21:26:00.002+10:00

The boiler cradle rebuild continued with the continued efforts of Howard and Stuart. Stuart has also been coming in on the weekdays and as a result we should see the cradle frame completed in the next couple of months. Marc put his nine inch angle grinder to good use to prep the final welds required on the smoke box floor. Andrew Duffy removed the four Nathan mechanical lubricators off the engine units and we can now assess and bench test this vita equipment. Rodger Maynard continued to steam clean the leading engine and thanks to his efforts we should be able to start the application of paint soon.

Many of the boiler cladding sheets for the back head are in poor condition and Gavin’s new plasma cutter was put to good use for the first time. Marc and Ted experienced the joys of sheet metal work and a result the back head sheets are now about 90% complete.

Back in Sydney Mike Reynell is organising the manufacture of 50+ element washers and when completed we can start installing the new elements. As usual Bruce s continuing with the machining of the many replacement components.

Our next workday is Sunday the 17th of May starting at about 9 am, all welcome!

Alan Gardner

hi ho; hi ho..its off to work we go...

2009-04-25T14:38:00.002+10:00

on Saturday 2 May [and happy birthday Mike R] and Sunday 17th ...location..the big engine@ Canberra Railway Museum.Lots to do, something for everyone.

Sunday 20 April 2009

2009-04-24T22:39:00.003+10:00

It is pleasing to report that work day was well attended, resulting in some excellent progress.

Even before the weekend Bruce has been busy manufacturing many of the small components required to keep up with the re assembly work. Because of Bruce’s efforts the centrifugal steam separator in the dome was final fitted by Gavin, although it was a tight squeeze. With only some minor work required Gavin will re fit the steam dome and complete the final out of the boiler.

The boiler cradle clean up and assessment continued at a rapid rate. Marc continued with the steam cleaner and Howard was assisted by Stuart on the needle gun. Alan completed the work on the main steam lines under the cab. David and Stuart helped out with the cladding sheets for the back head as they will have to be fitted before the boiler is lowered into the cradle.

Two new volunteers Kyle Rowlingson and John Kempton started on the day and as a result the hind engine unit some sports some gloss black paint. During the afternoon the superheater header was trial fitted and all being well the next workday should see it fitted into place.

If we can keep up the good attendance we anticipate completing the boiler cradle work in the next couple of months. In parallel work is continuing on the change over boiler and this work should be completed about the same time line as the cradle.

Thanks to the efforts of Carl on the super heater header two weeks ago we will put off lowering the boiler on to the cradle and inturn the elements will be fitted while the boiler is on the ground. To this end we are proposing to hold a super week in July to facilitate the fitting of the elements and smoke box. So If you have some annual leave up your sleave and would like to enjoy a full week straight of steam fitting you are most welcome. Accommodation is available in our luxurious BAM sleeper carriages thanks to Matt and Trev.

As the preparation work on the boiler and cradle is coming to a end we will start to look at the removal of the four bogies from off the engine units. Preliminary inspection has revealed some very sick lateral control springs and some of the horn liners will need replacing also. As soon as we can get our crane driver Michael Potter away from his ever expanding family we will lift the engine units clear of the bogies. Our old mates from Eveleigh have offered to come down when the warmer weather returns in September and we are hope that they can help out with the bogie rebuilds.

Alan Gardner

As you can see, pictures this month show that the visible progress is now starting to accelerate, and you will see that the grey undercoat, that was becoming quite dominant in last months pictures, is now starting to disappear under top coats of black and red paint. Great stuff!

What happened away from Steamfest 18/19 April

2009-04-20T10:26:00.004+10:00

yes, the world continued on...Mike Ridley continued work on the cab at Eveleigh [though he was tempted to look at other activity centered around preparing a 38 class, the fiftyniner and the P [actually, two P class in the shed this day] . And a wonderful opportunity to chew the fat with like-minded people from all over over the best BBQ lunch in the rail restoration movement.

On the big day in Canberra ten or so turned up to work on the big engine which saw the superheater header offered back to the smokebox, the main steam pipe reinstalled [thanks, Bruce for making the special bolt, and Mike for finally remembering where he hid the strap and Gav for hiding in the boiler whilst doing the work!] and more painting, painting and painting. Three new faces too, and of course the second best BBQ!

All this with our little mate, 3016 steaming out to Bungendore, again..and having a bit of a slip on the way back..look at Andy's blog for info on that .

There is a feeling now of [mild] confidence as we are more putting it back together than pulling it apart. Help us by donating or coming along and doing a bit.

Work days in Canberra are FIRST SATURDAY and THIRD SUNDAY...but see Alans [forthcoming] comments about the JULY superweek.

Saturday 4 April workday

2009-04-06T10:16:00.002+10:00

Note..next workday is Sunday 19 April; 0900-1600 or thereabouts.

A great day...perfect weather yes, it does sometimes happen in Canberra! Come along on the 19th to experience it.

Al and Gav played tinplaters ..they made good progress in cutting, shaping and fitting cladding [for out - of staters "cleading"] around the "new" boiler firebox area, looks sooooo good without rust holes!

Peter R wondered aloud if he could still spray paint and found that the lessons learned first time around could still be remembered, Al's comment was "looks like you have a job, again!

Howard M, Mike Ridley Roger and Stewart [sorry, do not know if I got this right] worked away at the boiler frame..rust removal...undercoat and even some black enamel. It looks great chaps!

On a broader aspect other things were happening too on Saturday:
the 1 2 1 0 was being steamed and beautifully polished by Brigadeer Brasso amd David Carroll along with a new recruit; the purpose being to provide a backdrop for some wedding fotos.
[ a picta, please, Mr VP MacAndo?]

the 3016 was having a paint tone-up by Dave Malcolm and Andy, looks good, guys!

Our Heritage diesel 4807 was off at the Highland Games with a full load of happy customers, Brigadoon looked to being well celebrated when Mike Ridley and I took a happy snap on the way home.

Worth a read...The Down Home with Andy!

2009-03-29T22:05:00.004+11:00

One of our guys has recently started a blog that will talk in general terms of his railway experiences, and some about the daily operations of the Canberra Railway Museum. Click here to have a look. I am sure it will develop into an interesting read!

eating humble pie...

2009-03-26T16:07:00.002+11:00

A sincere apology to Dennis Rittson... we mistakenly attributed four of his photos to the wrong photographer.

The pix are 6029 and K153 running side by side on the way to Wangaratta in June 1980.
two uncaptioned shots during the Great Circle tour in June 1981.

As soon a webmasterMike can, he will make the corrections.

Meantime, sorry Dennis