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
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Apr 21, 2010
Apr 19, 2010
One Mans Shed
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!
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
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
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
Apr 7, 2010
Saturday 3 April 2010
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
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
Mar 22, 2010
Sunday 22 March 2010
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
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
Mar 12, 2010
More progress
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!
Mar 8, 2010
Saturday 6 March 2010
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.
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.
Mar 4, 2010
Progress happens when you are not looking
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.
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.
Feb 23, 2010
Sunday 21 February 2010
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
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
Feb 7, 2010
Saturday 6th of February 2010.
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.
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.
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