6029 is owned by the Australian Railway Historical Society, ACT Division and the restoration is proudly supported by their tourist operations and by the generous donations of members and public supporters.
The society operates rail tours out of Canberra with our heritage fleet of steam and diesel locomotives and rolling stock every few weeks.
To travel in style on any of our tours, or to learn more about our collection and operations, go to Canberrarailwaymuseum.org
Dec 22, 2013
Surface preparation, priming and painting have been recurring themes of the work effort and for very good reasons. The continued exposure to air of any metal will result in oxidation in one form or another and to different degrees depending on the metal. The driver’s side rear sand box is testament to the power of rust. The lamination of the rust and its subsequent expansion has forced apart the frame and the sandbox mount to the extent that they no longer allow the filler and box to meet – all this from the oxidation of the metal. Fortunately, Shaun had been using the blue tipped spanner on the other side of the engine. He was fixing a previous misadventure of the engine with a solid object that prevented the ladder on the fireman’s side matching up and meeting the frame. After his job was complete we applied the said blue spanner to the box and were able to remove it and the sheared bolts. Now we have to straighten it and align it and guess what - prime it and paint it!
The rear tank also raised its hand for attention including preparation and undercoating. The old paint brush tied to a stick was replaced with a very up-market roller on a pole which meant that the harder to reach sections became relatively easy to cover. Needless to say, the areas being attacked required preparation and this involved hand and mechanical scrapping. Some of the angles the team managed to achieve in doing this were very impressive – see some of the photos for a better understanding of just how difficult some of these sections are to prepare and paint. It was truly a great effort, persevering for a better part of the day on this important but not very glamorous task (wait to we have to polish the valve and connecting rods again!).
Fortunately there was a great turn out on the day so the team could split their work between smoke box and rear tank whilst the rest of the work crew tackled the review and removal of the regulator valve heads. These troublesome fittings were once a metal to metal seal between the head cover and the super-heater header. With wishful thinking we had use Dixon’s black as a sealant and tightened down the heads. There was a sense of urgency applied to the team as Al had designated the day to a hydraulic test at least to fire hydrant pressure (around 170 PSI). This meant that the boiler needed to be sealed and show no leaks under gravitational force and under pressure.
The first attempt was commenced prior to midday. The hose was connected, injector valves off, blower valve off and regulator closed and finally whistle open – we then awaited the sound of nothing except escaping air from the whistle but to no avail – “Water running out at the front!” came a cry. Sure enough we had a major leak in the regulator headers after reaching only about 50 PSI. A bitter disappointment and a large wet area for the smoke box painters to contend with.
The challenge – remove the 6 covers (these cover the 6 valves that have to date been painstakingly reseated, 4 large valves - for running and 2 smaller valves – one the idler and one the pilot valve), cut brand new gaskets from steam rated material, seal with Dixon’s, tighten and have no leaks before quitting time. Challenge accepted and the first of 4 covers – the larger ones – were removed and taken to the workshop. Measurements taken and the cutting commenced. Let’s just say that the gasket material is fragile and super tough and the old Stanley knife was little chop. Even the circular cutting jig smoked and sparked when applied to the material.
After a number of attempts and the odd encouraging word all gaskets were made and located on their seats. It also soon became apparent that the act of climbing the boiler to the top, lugging a heavy set of tools to the top was tiresome work and that when you drop a socket or nut into the bowels of the smoke box you only want to do it once. After that you never do it again – just simply too much waste of time and most importantly energy. Each cover was bolted down with 4 large nuts using the power drive and with fingers crossed we awaited the sound of the clack valve opening and shutting on the top of the boiler – and what a sweet sound that is – once the water was again turned on. Pressure rose and rose – “Water down here!” was the cry. “Turn off the blower!” or words to that effect was the response and all was quiet. Pressure continued to rise. The odd drip from the clack valve, the packing gland around the regulator shaft and down at the injectors a leak or two – BUT NOTHING ELSE! The new gaskets held and we achieved approximately 170 PSI in the boiler. This may not seem a very high pressure but have a look at the pictures, they show the blower valve turned on at this pressure and the jet of water that erupted through the exhaust. OH JOY!
A great year of work with new faces and old combining to deliver an incredible amount of work! We truly have moved incredibly close to delivering this magnificent engine back to the rails and under its own steam! LATE NOTE: Have a close look at the base of the water gauge the number 3808 is the fitting number!
Dec 4, 2013
Nov 28, 2013
The inventory of leaks so far is:
- Injectors – slow drip from driver’s side
- Rear tank – driver’s side rear drain, slow drip
- Rear tank – fireman’s side filling flange fitting for adding water from auxiliary tank cars, very slow leak
- Front tank – rear or tank facing smoke box door, constant steady drip
- Front tank – driver’s side constant drip, now sealed Isolation valve – major leak when the valve changed from closed to open.
- Front tank balance pipe join with rear tank balance pipe (just above the isolation valve) minor drip.
Painting and cleaning the underside of the rear tank with the standard black livery proceeds using several karma sutra positions and a few new ones with brushes mounted on poles to facilitate some of the more awkward locations. The rear bunker has received some much needed black paint and there remains only the last half of it to be scraped, undercoated and painted.
Random spots of undercoat have started appearing over the boiler, front tank and other less noticed places as the team move around the locomotive locating missed items. Seemingly annoying and disfiguring these spots are none-the-less necessary to ensure completeness of the painting job.
Other major works completed in the last few weeks have been the installation of the blower valve assembly and the air compressor starting valve. Both of these are essential items but more so is the front end regulator, the valves of which which are now almost all fully lapped in.
The stoker cab controls have been remounted and the steam feed pipes replaced with “new” recycled pipes and these have now been fitted and adjusted. The last pipe connecting the stoker motor and the control valve is still to be located. All in all a very exciting and rewarding few weeks for the team of volunteers where that sense of completion and smell of steam and coal are tangibly close!
Next work day is Saturday the 7 December – see you there!
Nov 16, 2013
Oct 3, 2013
Sep 18, 2013
Now where were we... There were some areas mentioned previously about sunshine and darkness requiring painting. First order of the day was cleaning the area to be painted – the area is of course under the hind tank and bunker in the spots meant to be painted when there is no tank in place. As all painters will tell you preparation is the key to a great job, so it was back to scrapping and wire brushing. Angle grinders with wire wheels can be quite frightening at the best of times, but when they take off or veer off course while held at the extreme limits of your arms’ length they can be quite different. All this whilst performing the act in a confined space that would make the average contortionist proud and it probably should be listed in the top ten positions in the Karma Sutra! We achieved about fifty percent of the area scrapped and primed ready for the top coat. Next work detail will see the other side scrapped and primed.
Aug 12, 2013
Jul 24, 2013
After what felt like the coldest start in the project's (selective) memory we got off to a steady flow of work. The first task was....Get that grate finished, so OK, down to it - locate all the holes for the grate mounting brackets, confirm they were the correct ones and carefully tap them out. The tap costs $75.00, so caution was a large part of the initial approach, however after getting used to the equipment, the speed of tapping could increase. Sixteen holes were tapped and two were adjusted and given over sized threads to handle the affects of wayward drilling. Try drilling upside down for a few hours and you understand why some holes were slightly off centre.
The brackets were all arranged and bolted home except for one stubborn one that ultimately needed drilling out to a larger diameter. There are four brackets running along the foundation ring on each side of the firebox. These hold in place two long iron castings that can only be described as long, with four semi-circle cut-outs along the top and look like instruments of torture if they were not so heavy. Essentially these elements hold cross bars that are half the width of the firebox and are supported at the semi circle cut outs on the foundation ring side and in the middle by the main longitudinal central brace. There are eight down each side. The rocking mechanism allows the grate to be divided into four sections and each section to be operated independently or together. An easy way to picture it is in plan view looking down. It is a grate made up of 8 cross pieces of two bars each supported by a central beam and on the outside by 4 beams end to end, two on each side. Better still come down and stick your head under the firebox and you will get the picture. Anyway, at quitting time the foundation of the grate was ready for the next days team to assemble and complete the rocking grate.
While there was patient murmurings going on under the firebox the dulcet tones of the rattle gun and some human words of encouragement (or were they threats?) were coming from on top. Yes the blower valve assembly, gland packing and assorted bolts were being put in place. Access was limited and angles were not easy, but none the less, success was ours and the blower valve mechanism was hooked up to the reach rods running from the cab on the driver?s side. All works as it should... off and on. All we need now is some steam!
Oh, and lets not forget the all important valve assembly and those pins... we'll get back to you on that. Seems our fabricator has lost the order for the last 6 pins. So we are awaiting these. Who would believe these could be on the critical path? We will update as soon as they arrive and are in place.
So as daylight faded on Saturday afternoon, we left 6029 with half the supports for the grate in place, and a blower valve operational and ready for testing. Excitement is building, anticipation and again the sense that it is very close now........
The Waugh rocking grate is American by design and was standard equipment in most US coal burning locomotives after the First World War. The design has no fixing other than the mounting plates and the middle main girder that attach under the fire box foundation ring. The rest simply falls into place starting with the support girders with the U shape pivots running either side of the fire box. 16 pivoting rocking bars drop into the U shape pivots and last but not least, 304 finger fire bars slot in to place. Easy...
The NSWGR specified this type off fire grate for the 60 class, and in fact it was standard to all new coal burning locomotive during the 1940's and 50's .
Wet drizzle and cold conditions greeted the Sunday crew at first light. Lucky for 6029 she now resides undercover in the main display shed at the museum.
The first job of the day was to fit the last two brackets that hold up the main support beams of the Waugh rocking grate. The rattle gun was put to good use as the crew tightened up the last of the nuts. After that the team set up a chain gang and yes, all the bits just dropped into place. The majority of the work could be completed from underneath but the last element had to be dropped into place from inside the fire box.
The reversing wheel assembly was one of the many smaller components that were out sourced to smaller workshops. It was delivered and fitted by Bruce and Keith from Sydney. It was pleasing to see the last of the cab components now fitted into place. Bruce also fitted the cylinder drain cock assemblies to each of the four cylinders. This is a small air driven cylinder that is fitted with a spring to keep the drain cock open. Compressed air is used to close off the drain valves when in operation.
The fitting of the fire grate is a significant milestone and in fact puts the project on track for that all important first fire. All tasks will now centre around the fitting of smaller components and operational testing.
Our next work day will see 6029 shunted out of the shed to fit the stoker motor and associated pipe work. We are calling for all hands on deck for the next few workdays as we are very close to that all important first match.
Oh, and last but not least, our friends at Goodwin Alco delivered some new builders plates, to replace the long lost ones. The new ones were cast from a replica plate made by the late Arthur Reynell in the '70's from printers lead.... A lick of paint and they will look brilliant...
Jul 13, 2013
Jul 3, 2013
Alan has asked that anyone available comes this Saturday the 6th, as more hands make lighter work, and there is little heavy lifting to do.... Its time to refit the fire grate, and we need some bodies to lift the iron support casting back into position. The more people who turn up, the greater chance we have of getting it back in position and in turn, the rest of the grate mechanism can then be re-fitted.
So if you can make it on Saturday, come along and help, The younger and fitter the better, but hey, more hands make lighter work, and sometimes, even moral support will help, so brave the cold and lend a hand...
Jun 11, 2013
A good turn out meant once again key tasks that needed technical skills could be commenced. The first was installing the support brackets for the coal bunker at the cab end. These brackets mount to the frame on the front of the hind engine and then to the front of the bunker. They required welding and grinding to be accurately put in place. Thanks Mark for your skills in this area. Next work day will mean this can be completed and that task can be put in the “done” list.
Andy and Toby continued to work on the coal trough and associated running gear – they have worked tirelessly on the auger trough and bunker now for many weeks. There are many bolts and mounts to align for the coal trough and auger to ensure it mounts properly to the frame. The talents of a contortionist and the hydraulic ram to make things align have come in handy. The space is quite difficult to access and is quite literally in the bowels of the bunker. Their work progressed well during the day – see the associated pictures for details and how tight some of the places they are working in really are!
Polishing of the connecting rods and valve linkages continues as these require constant work to maintain. Our newest recruit, Ewoult,
May 14, 2013
Project 6029 Update 4 May, 2013
The autumn days are proving to be a great bonus to the team – cool sharp mornings with
plenty of sun shine and mild temperatures during the day.
The team gathered early as there had been a rumor that the cylinder covers had been
removed from the lead engine. And the team were impressed! During the week Alan and
with the some assistance of James Simper had removed the covers from the right front
cylinder and valve housing to reveal a delightful sight – grease! And no rust. Mike Potter
removed the pistons and piston valves for storage many years ago had done a great job in
sealing the cylinders to prevent corrosion. Not even possums had got in!
The right front was soon removed and it also revealed – yep grease!
So far the front left cylinder on first preliminary measurements is showing a diameter that
is within tolerances – there is only a few thou or so available. Good news. That is a good
omen for the remaining 3.
Speaking of omens this is the second work day in a row that a new team member has
come along to assist. In addition there were 7 plus Alan and Sean (lets not forget Jack
too) to get stuck into some of the work. A large number of people saw some excellent
The casing (oyster is the name that describes this clam shaped object) around the
universal joint that allows a flexible join between the stoker auger in the tender to the
auger under the cab was checked and cleaned. Roger replaced some well corroded studs
and cleaned an area up on the housing that required welding. Alan completed the task and
the housing was finished off with some regulation black paint. More on this house later.
The tender received 3 main pieces of work. Our new member James, being a qualified
welder provided much needed skills to heat, bend and weld an after market plate that the
NSWGR had bolted to the cab end of the coal bunker. This plate and one on the other
side are essentially spacers between the two cast saddles that support the tender at the
cab end by attaching to the plates and to the frame. The saddles will be installed shortly
after some essential parts are placed in the space between the frame and the bunker – that
oyster mentioned earlier, the stoker motor and the usual spaghetti junction of oil, water
and steam pipes and lets not forget the reversing reach rod for the hind engine.
Andy, ably assisted by his apprentice, Toby was making good the 20 odd bolts that join
the coal bunker to the auger trough. These bolts were well and truly “stuffed” when
we disassembled the unit so Andy and Toby have their work cut out sourcing bolts and
reaming out the holes. If you look closely at some of the pictures of the coal bunked side
on behind the cab you may see a series of what looks like short vertical tubes. These are
the surrounds for the bolts that Andy and Toby are working on.
Toby also continued painting the top deck of the coal bunker/tank at the rear of the unit.
Never and easy job that is necessary but was still well done.
Some 8 of the 20 odd mounting bolts were inserted and tightened on tender unit.
Critically these are spring loaded to the frame making a semi flexible union between
the tender and the frame. Strangely the bolts and springs are never the same length and
this meant squeezing each spring to allow the washer and nut to be threaded onto the
bolt. These are tough short springs that are not easily compressed. There are a number of
springs missing or broken so the remained bolts will await their arrival before completing
Moving towards the front of the boiler the smoke box and connecting pipes from the
compressor were cleaned, polished and painted and then the exhausted was stuffed with
sound deadening material and prepared to be attached. All hands, oxy, grinders and
gentle persuasion as is characteristic of the team meant this task took 4 of us to complete
– but it was done!
Lastly the taper pins for all the rods have been ordered and these should arrive shortly.
The last troublesome pin (LH1) which joins the radius rod to the reversing lifting arm
on the driver’s side hind engine was polished enough with emery paper to be able to be
reinserted in its mount. This means that we can on arrival of the taper pins complete and
sign off the valve gear and connecting rods – what could possibly go wrong?
Lastly the weekend saw more polishing and protecting and painting of more of the cab
light fittings and junction boxes.
Of course the day could not be complete without trying to assemble “the Oyster”. This
clever housing surrounds a universal joint that joins the bunker auger to the cab auger.
The latter is inclined steeply to pass under the cab floor. Naturally this required some
manual lifting to persuade the two augers to be rotated then extended back from the cab,
up an incline and aligned so a bolt could be inserted into the universal joint – get the
picture? Awkward and heavy. But done! Apparently the auger when working is so noisy
it rivals the rest of the engine in decibels!
Next we needed to extended the casing covering the cab auger back and up to align with
that oyster – given the time of day and the weights involved we determined that more
careful planning of the lift and the use of power jacks would be wiser – so we retired for
an evening beer instead.
Now for a treat... From the archives of Howard Moffat, here are some images from time long since passed, and often forgotten.
A great day’s work from all and pleasing to see some major tasks started and others
Apr 25, 2013
Task one for the day was to continue drilling out and inserting new studs into the foundation ring of the boiler. As many may remember the boiler we are using is not 6029’s original boiler and it had received a number of modifications in its previous life. This meant that the original studs had been removed and/or cut off. As you may expect, there are a large number of studs that need to be replaced and doing this requires you to lie on your back and then drill out the studs above our head. Andy has worked out he gets the best results by using 3 stages of drilling and one of threading to make good each stud – how many are there to do? At time of going to press, this is a number greater than 10 and most likely closer to 30. Does someone want to guess? Even better, does someone want to help? There are few who can say they have laid under a Garrett and survived! Seriously, this task is important and if you would like to show off your ability to accurately drill heavy metal please come along and have a go. We cannot fit the grate or ashpan to the boiler until this task is completed.
The generator was also carried out of the shed and lifted into place beside the boiler on the fireman’s side. Given the Garrett was in the shed and as usual parked in a very inconvenient location, this meant an awkward manual lift was needed for a very heavy and odd shaped object. Fortunately the generated landed on its mounts correctly and safely. Alan and Howard located bolts and tightened it down.
The water pipe elbow mounted on the base of the rear tank was attached. It attaches on the driver’s side midway between the middle two driving wheels and presented another awkward lift but no where near as heavy as the generator. Made of brass it was rattle gunned into place on the tank and then joined to the water pipe leading forward to the injectors.
All valve rods have now been joined. This meant that checking and correct placement of the locking split pins could proceed. Each engine was approached with four pairs of eyes, each pin and its locking pins was assessed and noted (there are 8 pins with two locking split pins on each engine). Additionally, locking pins and nuts on the connecting rods were reviewed and checked. Missing grease nipples and split pins on the connecting rods were also identified and any split pins missing on key components were noted – the mounting brackets for the outer bearing of the expansion link being one of these items. We need 24 new locking split pins to complete the correct locking of the rods. There is great satisfaction in seeing these pins and rods joining up again. Its going to be satisfying shortly to be able to say to anyone that you worked on those shiny spinning rods – if you want to be able to say that please come along and have a go with a grease gun, spanner or an angle grinder polishing them. There are not many days left before we sign off the rods to our project manager for inspection!
Again spread the word that we need small or big change for those piston rings, we need to be able to pay for them before we order them, I am sure you can imagine that rings around 20" diameter do not come cheap. The rings are the last major milestone/hurdle for the project. Also, and this is a long shot, but if you have access to a CNC lathe or know someone who does, and would like to be able to that you contributed to the project, we need to get about 40 tapered pins produced. They are not particulary large or difficult to produce, being about 4" long, but they do need an accurate taper, so give it a thought... If you can slip a foreign order through at work, or you are lucky enough to have a CNC lathe at home, put up your hand and help us out. Drop me a line if you think you can help... firstname.lastname@example.org
Apr 3, 2013
Its been a while since the last progress report, but here it is.
The Aladdin’s Cave team have pulled miracles and returned a beautiful stoker motor – well done Ian... We must not forget though that at the same time, deep in bowels of the engine shed activities have progressed as well. The efforts of many involved in the project have continued across the last month with many achievements and milestones being met.
The workdays of Saturday 16 February, 2 March and 16 March have seen some tasks closed out that are on the critical path to placing the coal bunker over the hind engine. The much needed live steam pipes carry steam to the rear valves and cylinders has been bolted and joined. The massive “flexible” joint that allows the engine to articulate has been cleaned, primed and awaits reassembly with appropriate large amounts of grease. Then installation under the driver’s cab – that should be a fun task!
The wooden mounts that separate the mounting points on the frame from the bunker’s mounting points to minimize wear have now been bolted down and painted. The all important coal trough not only received shaping, cutting and drilling but a total covering of primer. The task of drilling the steel for bolt holes and cutting excess off was no mean effort but let’s not forget that the painting, single handed, has meant we now have a trough ready and awaiting installation. In fact it has now been moved around to be position in front of the coal bunker ready for such a moment.
The coal bunker has not been left alone and has received some well needed attention – again a single handed painting effort for most of the time plus some assistance late in the day meant that the inside was primed and the top coated. A further milestone was applying top coat to the rear deck and a first coat of spayed on top coat on external surfaces. Alan even got carried away and painted the numbers on the rear panel. Surprising for some, but that final touch did actual mean we are really moving towards the “fire on” phase of the project.
The driver's side rear, engine valve gear has caused some frustration due to one particularly stubborn pin and locking split pins on the union link (ref: Walschaerts Valve Gear ). To date all other rods and pins are now assembled and we await the links inspection before we can finish the reassembly. Once completed, this will mean all valve gear and connecting rods are complete, awaiting a quality and assembly inspection to verify pins are all locked and bolts correctly tightened.
There have been other achievements that have been hidden away from many – for example a proof of concept was conducted on the lighting system. This involved the use of switches and LEDs to produce the required red and white needed at either end of the locomotive. The fun part will be running the cables – there is a lot of them and many meters of conduit to be thread through.
The steam turbine has been restored in Aladdin’s second cave – it has been tested and works when being turned by a hand drill. Another superb example of restoration work and it too now awaits mounting on the boiler.
The boiler cladding has been installed – the crinoline straps need aligning and tightening but that is a minor step. There has been some very handy welding work conducted on the cladding to allow holes to be placed for wash out plugs and regrettably cover over holes that were not quite in line. The cladding does look good though.
The power reverser reach rod was placed in location – stretching from cab, forward to the link on the power reverser itself – it now awaits pins and surrounding items to be assembled prior to complete mounting.
The ash pan and grate are also receiving attention – the rusted hulk is being steadily cut back and built back up with new steel. This will be another fun task to install as we have to slide it under the fire box and lift it up. Such challenges are all part of the fun of getting this locomotive moving under its own steam!
We must not forget the need we have of rings for the valves and pistons – we need yours and all your friends to dig deep for that extra small amount of cash. Many small donations can easily add up to a considerable amount so please spread the word and see how you go.
Mar 17, 2013
You can see from the photos some of the stuff Ian had to deal with, including the broken breather, wear and tear and the years of service and exposure. The results speak for themselves, and we can expect years of troublefree operation with the new hard chromed piston rods and the TLC that Ian puts into every job he tackles.
Feb 5, 2013
Anyone who has restored a steam locomotive knows that it all becomes worthwhile when things actually start to work. It may be as simple a bench test of a minor component through to the first turn of the wheels.Today realized one of those moments with the successful partial test of the Westinghouse brake system.
After weeks of blowing clear pipes, testing components and chasing down air leaks the brake system was charged up to the prescribed values. The independent brake valve was placed in the slow application position, the brake cylinder gauge sprung to life and a familiar clunk could be herd as the brake blocks kissed up against the driving wheels.
This may not sound like much but for the team it is the beginnings of an operating locomotive. No, she is not moving under her own steam but it’s a significant start. We still have to complete the testing of what is called the automatic brake valve, but this will take place when the air compressor is fired up during the steam tests.
Having a good turnout of volunteers for the day meant we could tackle some of the awkward pipe work with the boiler feed lines fitted up to the clack valves. Theses pipes deliver the water at high velocity from the injectors to the boiler via the clack vales. The guys also installed the two ladders that allow access to the top of the boiler and even fitted the hand rails to the boiler.
Over in the cab area the timber and steel floor was being pieced together. This will allow safe access into the cab and the fitting of the valves and handles that protrude through the floor.
The hind unit fit out is progressing well with the last main steam pipe fitted along with the long reach rod that sites above it. The timber packing’s that the bunker sits on were fitted and screwed into place. The hind unit is now ready for the bunker to be installed however the all-important stoker trough is not yet completed.
A bit of late breaking news, as of Tuesday, the stoker trough has been bent by a very generous local fabrication company and is being delivered tomorrow and will no doubt be fitted to the castings and readied for reassembly over the coming weeks, a very big step towards the completion of the bunker assembly.
News like this would be complete without a reminder that donations are how we fund this restoration, and we need to find some more cash to fund the purchase of new piston rings for the cylinders and valves. The original ones, fitted to the loco in the 1960's are no longer serviceable with no tension in the bores, meaning they must be replaced. The cost of getting these made is, well, not cheap. One estimate has it at around $14000, yes, that is fourteen thousand, or somewhere between $300-600 a ring, and there are quite a few rings required. We still have to keep the dollars coming in for the many smaller jobs however the whole projects critical path centers around this purchase. It is pleasing to see the piles of stored components dwindling and as each work day comes to an end 6029 is looking better for our efforts.
Jan 20, 2013
As previously reported the off-site teams have been beavering away over the Christmas break.Yours truly has been working on the Gantt chart identifying what tasks still have to be done and in fact what we have missed. Some of our Sydney based members have been over to the state archives sourcing many original drawings that will help answer those questions we still have.
The rebuild of the stoker motor is now complete at Ian’s home workshop. The guys were also onsite from time to time evaluating and fitting the system of pipes that from the steam circuit for the stoker motor.
The screw and elevator system was assembled in preparation of the final fit under the cab floor.It took a few goes to fit the screw into place and in turn bolt up the pivot that takes the coal up into the fire box. The stoker trough dis-assembly was completed but only after the oxy torch had cut through three layers of patch repairs. It seems his railways had several goes at patching up the rusted out sections.
An all new welded trough will be ordered when funds permit and once one site it should go back together with relative ease. We estimate that the new trough will cost about $4,000 and we would love to hear from anyone who can help out. All donations are tax deductible. Thanks to our gold supporters Goodwin Alco, the boiler cladding sheet metal was ordered from a local specialist sheet metal contractor. All of the sections we pre-punched and rolled on a CNC machine. Thanks to modern technology the sections bolted together with relative ease.
The systematic fitting and testing of the Westinghouse brake system has commenced starting at two main reservoirs. The approach is to blow through and prove each pipe and yes the soapy water works a treat to detect the smallest leaks.
The museums training branch has now completed the first draft of the training manual. The manual forms part of the initial training of the ARHS crews. Further to this, a risk assessment has been completed in accordance with rail safety legislation. The training manual and the risk assessment are both linked, as many of the risk mitigating controls identified are for training of the crews.
As each week passes 6029 is gradually looking more and more like the real deal. With the boiler cladding in place, the injector feed lines and hand rails will be fitted in the coming weeks. The hind unit and the stoker system now forms part of the critical path assembly. The rear bunker cannot be put into place until the trough and associated assemblies are completed and fitted.
Jan 4, 2013
With the help of Goodwin Alco, boiler cladding has been manufactured and fitted over the break and really looks a treat... have a look at the pictures and you can see that we really are not that far from getting this thing done!
You will notice that the stoker trough has received a lot of attention and when the new plate work arrives from a local engineering company, it too will go back together pretty quickly.
It is also worth noting that the workdays have changed back to the first and third Saturdays of the month...Come along, get involved and help get this machine back on the rails... Not too far to go now