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
 |
Oct 18, 2010
Oct 6, 2010
A brief interlude...
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
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
Sep 20, 2010
Sunday 20 September 2010
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
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
Sep 13, 2010
Saturday 4th
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
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
Aug 16, 2010
Sunday 16 August 2010
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
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
Aug 9, 2010
7 August 2010
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
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
Jul 6, 2010
Saturday 3 July 2010
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
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
Jun 25, 2010
Wednesday 26 June 2010
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
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
Jun 21, 2010
Sunday 20 June 2010
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
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
Jun 15, 2010
Tuesday 15 June
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
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
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