It was a big day for everyone today.... Not only did Malcolm drive the cab to Canberra after it was loaded, Alan managed to get the Garratt out of the siding where we were parked in by 4468 and some other rolling stock... He even got the cab back on the loco as the sun went down and the Garratt shunted into the shed in the dark.
Also delivered from Eveleigh on the truck today were a lovely set of new crew seats for the Garratt and 2 repaired and recovered seats for one of our CPH Railmotors. The work was done by master trimmer Matt Fasan, and kindly financed our old mates at Goodwin Alco. Thanks Matt... Awesome job!
Mike
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Sep 15, 2011
BIG News!
Yes....thats right!
The day is not over yet and there are more photos to come, but the cab is on its way from Sydney, and by tonight, will be reunited with the loco. While the cab was being loaded. Al has done a shunt in Canberra to get the Garratt out from behind 4468 where we have been working and is now ready move it into the shed so that we can work in comfort, and relative cleanliness as we progress the reassembly.
Word has it that the loco was very easy to move and shows no signs of the binding that caused it to derail last time it was moved.... Awesome news.... Well done to everyone!
Mike
The day is not over yet and there are more photos to come, but the cab is on its way from Sydney, and by tonight, will be reunited with the loco. While the cab was being loaded. Al has done a shunt in Canberra to get the Garratt out from behind 4468 where we have been working and is now ready move it into the shed so that we can work in comfort, and relative cleanliness as we progress the reassembly.
Word has it that the loco was very easy to move and shows no signs of the binding that caused it to derail last time it was moved.... Awesome news.... Well done to everyone!
Mike
Sep 12, 2011
Sunday 11th of September
The rivets are done and the cab will be on the move this week!
Finally, after a lot of work and a lot of waiting, the cab is pretty much finished. The final riveting was completed today with the invaluable assistance of Goodwin Alco.
Steve, Craig and Dave from Goodwin Alco and Mike R and Mal from the ARHS ACT got together and finalized the riveting in order to allow the cab to be removed from Eveleigh's Large Erecting Shop... And just in time too!
As you can see in the pictures, the lions share of the work is complete, and if you compare the before and after pics, it really is looking quite good.
Even better is that the Cab will go directly from the back of a truck onto the loco.... Now that will look good!
Once it is back in place on the loco, some new glazing will be sourced and fitted, along with new handrails and associated fittings. This will also allow Al to complete the brake system refit the reverser and fit the new floor in the cab.... Awesome, its all coming together!
There is definitely light at the end of this tunnel!
Mike Reynell
Finally, after a lot of work and a lot of waiting, the cab is pretty much finished. The final riveting was completed today with the invaluable assistance of Goodwin Alco.
Steve, Craig and Dave from Goodwin Alco and Mike R and Mal from the ARHS ACT got together and finalized the riveting in order to allow the cab to be removed from Eveleigh's Large Erecting Shop... And just in time too!
As you can see in the pictures, the lions share of the work is complete, and if you compare the before and after pics, it really is looking quite good.
Even better is that the Cab will go directly from the back of a truck onto the loco.... Now that will look good!
Once it is back in place on the loco, some new glazing will be sourced and fitted, along with new handrails and associated fittings. This will also allow Al to complete the brake system refit the reverser and fit the new floor in the cab.... Awesome, its all coming together!
There is definitely light at the end of this tunnel!
Mike Reynell
Sep 7, 2011
Saturday 3 September 2011
The plan for the day was very simple... it was to compete all outstanding tasks to ensure that 6029 could be safely shunted. So we started off in the smoke box as the forty 7/8 BSW bolts had to be fitted to secure the boiler in place. The problem is that all of theses holes had been welded up when the boiler was used in stationary service. As fast as we were trying to drill out the holes the drill bits would become blunt and useless. Solution, get a bigger drill, use plenty of cutting fluid and keep sharpening the drills. By lunch time we had roughed out about 12 holes and we had had enough, so our next workday will involve a very large air drill and maybe some colorful language.
Mark and Alan started the fit up of the air compressor's Nathan mechanical lubricator and associate pipe work. Tony continued to dot around the locomotive with black paint as it seems we had missed few spots, it is over 100 feet long!
Back at the cab end Graeme Kidgell completed the installation of the fireman’s side boiler feed lines. Andy Heys prepped the last of the cab mounting bolt holes and also had time to sneak in a few cups of tea. You just cant get good help theses days!
By days end we received news that the Eveleigh team had almost finished the cab and that one more day should do it.
All being well the cab will be back in Canberra before then end of the month and will go straight onto the locomotive. Updates will be posted as the details firm up.
Alan Gardner
Mark and Alan started the fit up of the air compressor's Nathan mechanical lubricator and associate pipe work. Tony continued to dot around the locomotive with black paint as it seems we had missed few spots, it is over 100 feet long!
Back at the cab end Graeme Kidgell completed the installation of the fireman’s side boiler feed lines. Andy Heys prepped the last of the cab mounting bolt holes and also had time to sneak in a few cups of tea. You just cant get good help theses days!
By days end we received news that the Eveleigh team had almost finished the cab and that one more day should do it.
All being well the cab will be back in Canberra before then end of the month and will go straight onto the locomotive. Updates will be posted as the details firm up.
Alan Gardner
Aug 23, 2011
Sunday 21 August 2011
The day started with the usual time honored cup of tea and a chat. The completed cross compound compressor was on site as it had been delivered during the previous week and the first job for the day was to fit it to the smoke box. Once bolted down the associated pipes were hooked up including the governor and lubrication piping.
The two main reservoirs were offered up and fixed in place with the retaining straps. Sounds easy to say in one sentence but the alignment and fitting of the pipe work was no easy task. Anyone would think that we are getting good at this type of thing. The outstanding smaller valves such as the independent release valve were fitted into place and as the main reservoirs were now fitted we are basically done with the brakes. The only outstanding task will be the fitting of the three and four control pipes that run from the drivers brake valve to the distributing valve. These pipes cannot be fitted until the cab is in place.
The trailing pivot nuts were adjusted/backed off and after the usual three man pull helped by a four foot long extension bar, the unit settled down into position. The constant contact side bearings were checked for alignment and all was well. As we had a good turnout of volunteers we were able to also have another look at the stoker trough and it was decided to remove the two leading support brackets. As originally fitted they were held in with bolts however, later in life they are welded into place. That’s OK in service but it prevents the stoker trough from being removed as designed. The use of an angle grinder and about six cutting discs later and both brackets were removed. The fork lift made easy work to slide the trough out and as suspected it will require a full rebuild.
To say that we had a significant workday would be an understatement as we completed a few milestones that are noteworthy in context to the overall project. These being the completion of the brake system, the removal of the stoker trough and the adjustment of the pivots. Having completed these tasks the locomotive can now again be shunted safely. From a strategic overview there are no more strip and assessment tasks to complete. In essence we are putting 6029 back together and we hare now planning for the steam testing and subsequent operational systems checking. To this end the hind bunker/tank has be fitted to facilitate the up coming steam tests later this year. However we have a lot to do before this can take place... for instance the ash pan and fire grates still have to be rebuilt and the smoke box fit out will be the next major tasks. We still have to fit 20 superheater elements, the blast pipe, main steam lines and the front end throttle assembly.
Alan Gardner
The two main reservoirs were offered up and fixed in place with the retaining straps. Sounds easy to say in one sentence but the alignment and fitting of the pipe work was no easy task. Anyone would think that we are getting good at this type of thing. The outstanding smaller valves such as the independent release valve were fitted into place and as the main reservoirs were now fitted we are basically done with the brakes. The only outstanding task will be the fitting of the three and four control pipes that run from the drivers brake valve to the distributing valve. These pipes cannot be fitted until the cab is in place.
The trailing pivot nuts were adjusted/backed off and after the usual three man pull helped by a four foot long extension bar, the unit settled down into position. The constant contact side bearings were checked for alignment and all was well. As we had a good turnout of volunteers we were able to also have another look at the stoker trough and it was decided to remove the two leading support brackets. As originally fitted they were held in with bolts however, later in life they are welded into place. That’s OK in service but it prevents the stoker trough from being removed as designed. The use of an angle grinder and about six cutting discs later and both brackets were removed. The fork lift made easy work to slide the trough out and as suspected it will require a full rebuild.
To say that we had a significant workday would be an understatement as we completed a few milestones that are noteworthy in context to the overall project. These being the completion of the brake system, the removal of the stoker trough and the adjustment of the pivots. Having completed these tasks the locomotive can now again be shunted safely. From a strategic overview there are no more strip and assessment tasks to complete. In essence we are putting 6029 back together and we hare now planning for the steam testing and subsequent operational systems checking. To this end the hind bunker/tank has be fitted to facilitate the up coming steam tests later this year. However we have a lot to do before this can take place... for instance the ash pan and fire grates still have to be rebuilt and the smoke box fit out will be the next major tasks. We still have to fit 20 superheater elements, the blast pipe, main steam lines and the front end throttle assembly.
Alan Gardner
Aug 15, 2011
Restoration in the open!
Just in case you thought that we always had it good here in Canberra, take a look at these two panoramas of our outdoor resto's. Its cold and the rain was about to set in and stop work.
6029 is coming along very nicely, and will soon be moved undercover to have some of the finer work completed. We are all looking forward to having a roof over our heads, with a dry environment free of rain and sunburn after 5 years in the open. In truth, we have had a really good run, with very few workdays called off due to bad weather, but with the drought over and summer coming, that may all change.
4468 however will have to remain out doors for a while longer. You can see from the picture, that there has been a lot of work done already on removing and controlling corrosion in the frames that support the body, but there is still a lot to do. Note that the shop bogies look so wrong under a large diesel... In their past life they were under a 30 class tender.
6029 is coming along very nicely, and will soon be moved undercover to have some of the finer work completed. We are all looking forward to having a roof over our heads, with a dry environment free of rain and sunburn after 5 years in the open. In truth, we have had a really good run, with very few workdays called off due to bad weather, but with the drought over and summer coming, that may all change.
4468 however will have to remain out doors for a while longer. You can see from the picture, that there has been a lot of work done already on removing and controlling corrosion in the frames that support the body, but there is still a lot to do. Note that the shop bogies look so wrong under a large diesel... In their past life they were under a 30 class tender.
Aug 8, 2011
Saturday 6 August 2011
As the weather forecast wasn’t that promising, the team got off to an early start. Paul Nowland fitted up both the brakestands with the overhauled valves. While in this area, Tony fitted the new driver's side sub floor ably assisted by Paul. This is a two man job with Tony inserting the bolts on the top side and Paul tightening up the nuts on the bottom side, or was it the other way round?
Graeme Kidgell continued with the drivers side injector feed pipe system, working through to the steam starting valve adjacent to the outer firebox wrapper. The last pipe that joins the steam manifold to the injector starting valve was trial fitted and to no surprise, wasn’t even close. After a few goes at heating the pipe with the oxy it was decided that it would be replaced and in actual fact the pipe was found to be suffering from fatigue cracks. For safety reasons both the drivers and fireman’s side pipes will be replaced with new.
Just before lunch the team moved onto the final adjustment of the leading pivot and the new 3 ½ inch AF socket, and inch drive ratchet made this labour intensive job slightly easier. Well only just. The adjusting nuts were backed off and re-set. The next task will be to fit the pivot locking plate with four off 1 1/8” BSW nuts.
While the crew stopped for lunch the rain started coming down and a couple of morning showers soon turned into constant deluge. At 14:00 hours it was decide to call it a day and go home to a hot cup of tea.
Alan Gardner
Graeme Kidgell continued with the drivers side injector feed pipe system, working through to the steam starting valve adjacent to the outer firebox wrapper. The last pipe that joins the steam manifold to the injector starting valve was trial fitted and to no surprise, wasn’t even close. After a few goes at heating the pipe with the oxy it was decided that it would be replaced and in actual fact the pipe was found to be suffering from fatigue cracks. For safety reasons both the drivers and fireman’s side pipes will be replaced with new.
Just before lunch the team moved onto the final adjustment of the leading pivot and the new 3 ½ inch AF socket, and inch drive ratchet made this labour intensive job slightly easier. Well only just. The adjusting nuts were backed off and re-set. The next task will be to fit the pivot locking plate with four off 1 1/8” BSW nuts.
While the crew stopped for lunch the rain started coming down and a couple of morning showers soon turned into constant deluge. At 14:00 hours it was decide to call it a day and go home to a hot cup of tea.
Alan Gardner
Aug 7, 2011
The Air Compressor
Alan Gardner has been quietly working away on the Garratt's cross compound air compressor for a while now, with little bits being ordered here and there as money has become available. Some time ago the piston rods were hard chromed by Diamond Hard chrome in Sydney, and the castings were all sent to Melbourne specialist, Laurie Cameron from East Australian Engineering, where they were given a top notch overhaul. The bores were accurately re-machined and measured before being kindly returned to us by PBR member, Graham Clark on a trailer.
Just recently the new rings were ordered and that has allowed him to begin the reassembly in his spare time, and as you can see in the pictures, it is almost complete and looking very, very good. Now he is only waiting on some new gaskets, before it gets tested on air and refitted to the loco...
With stuff like this happening, you can really see the loco returning to steam in the not too distant future.
Just recently the new rings were ordered and that has allowed him to begin the reassembly in his spare time, and as you can see in the pictures, it is almost complete and looking very, very good. Now he is only waiting on some new gaskets, before it gets tested on air and refitted to the loco...
With stuff like this happening, you can really see the loco returning to steam in the not too distant future.
Jul 20, 2011
Sunday 17 July 2011
The brake system rebuild continued today with work on the main reservoir piping. This included the one inch steel pipes that deliver compressed air from the main reservoirs to the brake stand and the distributing valve. Most of the pipes are in good condition and they only required a clean up and a coat of paint. One small section of pipe that is about 2 foot long is missing and if we cant find it we will make it new... Murphy's law will ensure that the missing pipe will re surface once the job is done.
Andy continued with the fitting out of the large bore injector feed pipes and by days end all of the drives side was completed and looking like new. Tony cleaned up the water balance pipe isolating vale and associated fittings. The only outstanding large bore pipe on the drivers side pipe is the feed lines from the injector to the clack vales on the top of the boiler.
The stoker trough that is attached under the coal bunker is in very poor condition and will required a complete rebuild. Most of the afternoon was dedicated to extracting the 24 one inch BSW bolts that attach the front of the stoker trough to the coal bunker. No amount of force would remove them so the oxy torch was deployed and about two hours later the team tried to drop out the assembly. Despite our best efforts it resisted and with the fading light, it was decided to make a tactical retreat and leave it until the next work day.
Another project going on behind the scenes is the overhaul of the Westinghouse cross compound air compressor. It was stripped down and assessed in 2009 and although in reasonable condition it was decided to give this vital piece of equipment the gold plate(aka Rolls Royce) treatment. Since then, the piston rods have been hard chromed and ground to size. The cylinder assembly and shuttle valve head were sent to a specialist contractor and line bored back to specification, and a complete set of piston rings was recently delivered and fitted with excellent results. The pistons now move up and down the bores with a good running seal.
New gaskets have been ordered and when delivered they will be fitted in no time. That will leave only an air function test before fitting the complete unit to the smoke box.
Alan Gardner
Andy continued with the fitting out of the large bore injector feed pipes and by days end all of the drives side was completed and looking like new. Tony cleaned up the water balance pipe isolating vale and associated fittings. The only outstanding large bore pipe on the drivers side pipe is the feed lines from the injector to the clack vales on the top of the boiler.
The stoker trough that is attached under the coal bunker is in very poor condition and will required a complete rebuild. Most of the afternoon was dedicated to extracting the 24 one inch BSW bolts that attach the front of the stoker trough to the coal bunker. No amount of force would remove them so the oxy torch was deployed and about two hours later the team tried to drop out the assembly. Despite our best efforts it resisted and with the fading light, it was decided to make a tactical retreat and leave it until the next work day.
Another project going on behind the scenes is the overhaul of the Westinghouse cross compound air compressor. It was stripped down and assessed in 2009 and although in reasonable condition it was decided to give this vital piece of equipment the gold plate(aka Rolls Royce) treatment. Since then, the piston rods have been hard chromed and ground to size. The cylinder assembly and shuttle valve head were sent to a specialist contractor and line bored back to specification, and a complete set of piston rings was recently delivered and fitted with excellent results. The pistons now move up and down the bores with a good running seal.
New gaskets have been ordered and when delivered they will be fitted in no time. That will leave only an air function test before fitting the complete unit to the smoke box.
Alan Gardner
Jul 12, 2011
Saturday 2 July 2011
The brake system rebuild is progressing as a high priority. The distributing valve has been fitted up to the auxiliary/relay chamber followed by the dead engine isolating cock. The 3 & 4 independent brake control pipes that run from the distributing vale to the cab were found to be in poor condition and will have to be replaced.
In general terms the brake system rebuild is almost complete with only a few pipes still to be refitted. The project manager spent most of the day tracing pipes under the cab floor. Not any easy task as this space is fast filling up. Paul Nowland has been working at home on the automatic, independent brake valves and the feed valves. Thanks to Paul the brake system rebuild has progressed at a fast pace.
The two main reservoirs have been passed by the boiler inspector and will be fitted into place shortly. Once the reservoirs are in place, the system will be charged up and testing will follow soon after.
As the cab floor is not yet in place and access is readily available, the six inch water feed pipes and elbows that run under the foot plate have been refitted and the painters have finished off the area before the floor is fitted. The new replacement sub floor plate was painted and the mounting brackets for the equalising reservoir were fitted ready for final assembly.
Graeme Kidgell continued to fit up the boiler feed pipes and the injectors including the associated handles that control the water flow. The boiler feed pipes are very large, heavy and awkward to fit, in some cases it requires four people to persuade the pipes into their proper position.
In terms of the projects critical path, we are working hard to complete the tasks that will enable us steam test the boiler in the near future. This includes, but is not limited to, the injectors and their pipe work, safety valves(rebuilt but not fitted), fire grate, ash pan and finishing the smoke box fit out. We will also look at the stoker trough in the coal bunker as this has renewed and refitted before we can fit the coal bunker/water tank.
While all of this has been happening, you can see from some of Howard Moffat's photo's, that progress is also being made on other locos in the fleet. Work continues on 4468's body frame repairs, the cab of 4807 has received some attention and a few mucked in and got stuck into the brakes on 3016...
Alan Gardner
In general terms the brake system rebuild is almost complete with only a few pipes still to be refitted. The project manager spent most of the day tracing pipes under the cab floor. Not any easy task as this space is fast filling up. Paul Nowland has been working at home on the automatic, independent brake valves and the feed valves. Thanks to Paul the brake system rebuild has progressed at a fast pace.
The two main reservoirs have been passed by the boiler inspector and will be fitted into place shortly. Once the reservoirs are in place, the system will be charged up and testing will follow soon after.
As the cab floor is not yet in place and access is readily available, the six inch water feed pipes and elbows that run under the foot plate have been refitted and the painters have finished off the area before the floor is fitted. The new replacement sub floor plate was painted and the mounting brackets for the equalising reservoir were fitted ready for final assembly.
Graeme Kidgell continued to fit up the boiler feed pipes and the injectors including the associated handles that control the water flow. The boiler feed pipes are very large, heavy and awkward to fit, in some cases it requires four people to persuade the pipes into their proper position.
In terms of the projects critical path, we are working hard to complete the tasks that will enable us steam test the boiler in the near future. This includes, but is not limited to, the injectors and their pipe work, safety valves(rebuilt but not fitted), fire grate, ash pan and finishing the smoke box fit out. We will also look at the stoker trough in the coal bunker as this has renewed and refitted before we can fit the coal bunker/water tank.
While all of this has been happening, you can see from some of Howard Moffat's photo's, that progress is also being made on other locos in the fleet. Work continues on 4468's body frame repairs, the cab of 4807 has received some attention and a few mucked in and got stuck into the brakes on 3016...
Alan Gardner
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