Update for January and February

Heat and Sweat – the joy of steam engine work!

The weeks have flown past with what appears to be ever increasing speed as the progress on our project has geared up a couple of notches – notch 5 perhaps?

Yes, January produced one of the hottest days for working in the sun but some of us ventured forth with hat, sunscreen and water bottles to the proceedings of the day. Key areas of focus during January were the preparation of the front tank for spraying, focus on water leaks and sorting out the remainder of the parts that have been stored away.

The front tank needed smoothing and sanding so that the spraying of primer and top coat can be a close to perfect as possible. This meant sanding and sanding and sanding of the black and rapidly becoming very hot surface. The team managed an almost complete sand of the driver’s side and the top leaving only the fireman’s side to clean up. Despite the fact that this seemed t make the tank look very odd and un-kept it was recognized that the sanding was necessary. Spray of the tank will happen in the next month before the ugly wet periods set in.



The pool of odds and sods was reviewed and an inventory completed of parts that make up the glands and seals for the piston and valve rods. These were last seen basically some 6 years ago if not longer when they were removed to allow extraction of the pistons and valves. Much gnashing of teeth was witnessed some months before when it was noted there were only 3 buckets of goodies when there should have been 4. However as with most things on our project and as is often commented by our project manager “they will turn up somewhere”. And he was correct – they appeared and all was not lost in an almost magical like moment. Only one pin was missing for the hind valve rod. It is important to note that not all parts are serviceable and these will be outsourced to be machined form new stock.

The steam pipe from the super heater header to the side of the smoke box and out to the connecting pipes for the rear engine needed attention. In the earlier hydraulic testing it was noted there was some leakages in the joins. These joins require careful attention when assembling as the “O” ring is bevelled to allow for uneven alignment but too great an alignment is naturally never going to be overcome and this was the problem. The assembly as it passes through the smoke box side needed to be loosened then the joint could be loosened, re-aligned and tightened and then the join through the smoke box could be tightened home again. This sounds easy but in the heat of the day, heavy rattle gun in place and working in a space that was tight to say the least made the process arduous and long. None the less the job was done!

The grate working assembly was magically found and noted to be in need of the old wire brush and cleaning department’s attention. This was the next job of the day and was started. The day was quite hot so a call to the lounge ar was made slightly earlier and the team adjourned for the day.

The next week or so saw a tremendous effort by the team of knowledge experts and qualified workers in creating strategies to put in place the full hydraulic test of the boiler. Using the loaned water pressure pump they were able to take the boiler up to pressure to the satisfaction of the boiler inspector. This was a major milestone and meant that whilst the volunteer force were building their strength for the next major achievement a clear path to a full steam test could be achieved.

February Sun, rain and a whistle!

During February many of the volunteer force were engaged in study for SafeWorking which consisted of 2, 3 day sessions and one 2 day session.

During these weeks though the permanent and odd volunteer were able to assist collected various items, corrected various problems – completed joins in steam pipes, blocked off various items that would not be tested in a planned steam test and generally performed checks of lots of pipe work and connections. In particular the guys started connecting the various oil and steam lines to the power reverser mounted on the driver’s side of the boiler. These lines were a bit of a “spaghetti junction” so study and review of the engineering drawings were made to ensure that forward on the wheel actually resulted in forward! Also oiling of the various parts need to be check to ensure oil was being delivered.



The all important compressor also needed priming and preparation for a long awaited run. This pump had been reconditioned and serviced some years back and mounted approximately a year early to the boiler mounts so it was important this was inspected and oil flow confirmed. Of course the oiler is based on steam pressure to operate so manual priming was the only possibility at present.

The team (minus those studying) on the ground assembled on February 15 and it was approved by the boiler inspector to warm the boiler and bring it up to 50psi to test the turbine generator, the compressor and injectors. Naturally boys being boys also wanted to test the whistle!

Those in the academic sweat box received a text that a fire had been lit and there was about 5psi in the boiler this was after approximately 3 hours of slow and deliberately cautious warming. But this soon changed as the hours went by the pressure grew much more quickly. By about 3pm various items were being checked and confirmed to operate. The turbine emitted a wonderful howl as she wound up to speed. Some fine tuning and a load test will confirm current – sorry, but someone needs to start wiring up the engine, any volunteers who can thread wire?

The previously mentioned pressure pump – two stages – was next in line for some steam. A bit reluctant at first but after correct priming and draining of condensed steam she started pumping with that wonderful chumpf sound. Like a heartbeat.

The injectors were tested and despite some leakage and reluctance to function properly from the driver’s side injector, both started, stopped and restarted perfectly. We had water flow to the boiler now!

The regulator valves and a cleaning of the front engine’s steam pipes were next for a blast of steam. With faces gleaming and eyes bright the team stood back as the regulator was at first gently opened past the pilot valve and onto the running valves. With no valve or cylinder end covers we did not know what exactly to expect but what happened was a stupendous geyser, volcano like eruption of dense clouds of wonderful steam! And a magnificent deep bellow that seemed to come from the bowels of the engine. An awesome sight and sound!



Then like manner from heaven for your ears the whistle blew loud and strong. It wailed, it sang, it blew and it really heralded a start of a new era for this engine. IT WAS LOUD AND WE WERE PROUD!

Project Overview

We are pleased to announce the boiler inspector witnessed the first steam test on the 15th of February. The preliminary testing went well and we will now work towards setting the safety valves for the accumulation test.

Work will now focus on completing the ash pan and smoke box fit out. We also now have a lot of cosmetic work to prep the loco proper for painting.

In the coming weeks we will shunt 6029 back into the shed for the painting stage. Steaming will now be restricted for the final safety valve set and certification of the boiler with Work Safe ACT.

On the publicity side, 6029 will be on public display (in steam) at the museum this Easter and on 24 May to celebrate the arrival of Canberra’s first train 100 years ago. We will use both these events to help the fundraising activities.

The big question is when she will be moving under her own steam. At this stage we estimate, it will be midyear, just in time for winter. It won’t be public running, but testing and crew training. All of this won’t be rushed, as we must certify 6029 for compliance to safety legislation and network standards. There is still the question of the new network ICE radio system that we still have to purchase and install.

So how can you help? We are always saying ‘please keep the donations coming in’ and at this stage we need about $30,000 to complete the job. You can also attend any of our workdays at the Canberra Railway Museum. These days are held on the first Saturday and third Sunday of every month.

Sunscreen and Water – getting wet!

The weather has turned hot so this second workday of the New Year required the time honored routine of “slip, slop, slap”. The previous day temperatures had reached scorching levels so all were prepare with hats, sunscreens and suitable clothing.

With hats and sunscreen application happening we divided the work into three sections. The cab flooring, the cylinder and valve head stud refurbishment, pin replacement (yes they are back for attention...) and prepare and execute a hydraulic test (with the aid of a very clever water pump on loan from Thirlmere). Oh, and two pistons needed to be loaded and sent to Sydney.

The cab flooring that covers the coal auger is not wood like the rest of the floor. It is made of thick steel plate which has complicated bends, inspection hatches and attachments to be fashioned. Last workday the section covering the auger closest to the firebox was fashioned. This work day the section joining to this piece and reaching to the rear of the cab was created. The cut out and creation of the inspection hatch were painstaking to make sure they aligned and presented no tripping hazards. So fastidious was the team that the cross hatching on the upper surface of the plates were aligned! Nice work. Once completed the new sections were disassembled, carried to the cab and re-assembled. Naturally most of the attaching bolts needed some significant juggling of hands, bolts, nuts and spanners due to the normal accessibility issues that are now par for the course.



Naturally there were more awkward positions to get to – the supports for the auger had to be bolted in too and these were only accessible from lying on your back between the bogie supporting the cab and the firebox and the cab floor itself. Needless to say job done and we were happy!

The studs holding the end covers of the cylinders and valves on the front engine (the rear engine’s studs had been overhauled last workday) were addressed. These required covering with Dixon’s and then a die passed over them. All passed muster so we are in good shape. Of course the bores will need cleaning soon to remove all the preservative grease but that will only happen when we are ready to insert the pistons back into their respective cylinders.

While all this was happening two pistons were being carefully loaded for the long and careful trip down to the Sydney suburb of Milperra for refurbishment. The piston rods will be machined, re-coated with a very hard alloy using electrolysis and then ground down to their correct specifications. A long careful and hot trip back to Sydney was their destiny. Once these are done, the other pistons will be dispatched for the same treatment.

Two annoying pins raised their ugly heads much to the author’s frustration – two long pins were need for the hind engines connecting rods. After much fear and worry that these expensive pins (these were the second attempts) would not fit, they were hammered home and their ends split. Success!

Thanks to the logistics department of the project – Malcolm, who not only transported the pistons to Sydney in the evening - we also received a very large hydraulic pump from the guys at Thirlmere. So two of us decided to get wet and remove a drain plug from the lowest part of the boiler – removing some clothing (modesty was upheld) and revealing skin that was brighter then the sun, as it had not seen such light for some time, we removed the plug and attempted to insert the pumps one way valve. Remember the boiler was full from our last test and we wanted to waste as little as possible. Lots of water, lots of laughing but we got it there. Getting wet was actually enjoyable this workday!

• The pump worked off air pressure so with some mind numbing work on finding pipe connectors the pump was activated after the boiler was refilled. The whistle valve was closed and we awaited expectantly for the pressure to build. And build it did. We reach approximately 170 PSI and noted the following leaks: Regulators leaking – a steady but addressable leak
• Drain plugs on the front of the fire box – weeps that were corrected by tightening after pressure was taken off
• Fireman’s injector – the pipe leading from the water feed into the injector has an auxiliary pipe coming off it that feeds water into the ashpan sprinkler system This is not an easy fix as the large one of a kind nut had been many lives ago cross threaded causing it to finally fail. Back to our machinist friends for this one.

A good workday though in the end – as pressure builds we will find the next leak but they will become less numerous – and with the pistons travelling off to Sydney it was a great leap forward.

December 21 and January 4, 2014

Despite the rumous of the imminent arrival of the bearded one, we sneaked an extra work day into December 2013 just because we could! The task force were assigned basically two key tasks: attempt to fix the 3rd and closest to the cab safety valve and remove the rear engine cylinder covers.

Prior to any work though, the workshop did need some tidying up and general housekeeping. Many people using all the tools and equipment over the many work days results in each having their unique opinion on where the said tool should reside when they return it! The tools and equipment were spread across the floor and over the benches. A few hours and some order had returned although the location of some groups of tools may not seem appropriate to some, at least all the hammers were in one spot!

Over to the rear engine and with some persuasion and correct selection of wrenches the valve end covers were removed. These are much lighter than the cylinder covers and relatively easily managed by two people. The cylinder end covers are a much more different kettle of fish so once undone they were unceremoniously pushed off and allowed to land on rubber matting. Good news - the bores were not covered with any possum poop or rust, a testament to the great sealing job done on the cylinders many years ago.

The safety valve was deemed to be in need of seating and grinding to make it seat – during the hydraulic test it was noted to be weeping. After some effort and grinding the valve was replaced to wait testing at the next hydraulic test.

There was however A HIDDEN AGENDA behind the extra work day one – it was to move the pistons and valves to the workshop. Some say that these items were a myth and had been lost in the mists of time in some TARDIS like van, long since lost but as with most myths (and lucky for us) they are false. There they were safely tucked away in the end of a guards van, 4 cars from the end of the road. Safely hidden under fold down bunk beds and assorted paraphernalia they were heavily disguised. Heavy (about 250kg per piston) and not easily moved three of us managed in shifts to move the 4 pistons and 4 valves to the workshop. There they celebrated Christmas and New Year’s.



January 4, 2014. Welcome to 2014 - The New Year’s first work day saw a great turn out of volunteers. Most seemed nonchalant about the fact that the pistons and valves were now out in the workshop but silently there was a level of excitement that the realisation that the project was about to enter a very critical and important phase.

The teams divided into a number of groups. The first group tackled the studs on the cylinder ends and valve ends. The hind engine was addressed first – probably because it was closest to the workshop! The valve studs were all removed cleanly and without major drama. New studs will be replacing the removed ones after checking the internal threads in the valve casing.

The cylinder end studs were a totally different job and technique. Most were looking in poor state and seemed to be requiring replacement. Heat treatment on these studs did not produce the desired result so a strategic decision was made to re-thread the studs and have them assessed for strength and integrity. This will be done at a later date. The work was exacting and difficult and took all day to end up with a successful conclusion to the work on the rear engine. A great effort and it does make the same work easier to perform on the front engine now that the technique and results are known. This is a job for the next work day – Sunday 19 January.

Another group started work in the cab. The third safety valve was once again removed but instead a replacement valve was located in stores – a van of Aladdin’s delights stabled down the track. The replacement valve was disassembled and inspected, rebuilt and then mounted on the boiler. The next few hours were spent seating the valve in with grinding paste. Like painting it is not a very glamorous task but extremely important to get right and besides, the view from the top of the boiler did provide some benefits for the long time spent grinding away.

In the cab a number of valves and handles needed significant work to ensure a correct seal. This required grinding and in some cases machining. Also while this was going one a new metal floor plate was being fashioned. This was required to cover the area on the floor of the cab where the coal auger rises up to meet the firebox. Thick steel plate had been obtained and after many measurements was cut to size. Interestingly the measurements showed some considerable differences in length from the back of the fire box to the respective ends on each side of the auger. Nothing major and in the end a great piece of skill and craftsmanship resulted in a near as possible perfect fit.

The remaining group of volunteers proceeded to make themselves as dirty and grimy as is humanly possible by holding 4 inch grinders in both hands and applying the wire brush ends to the caked and baked-on oil that had adhered to the valves and pistons. The first items tacked were the valves. The main concern was the valve stems. There were no visible problems shown so these were polished and re-stacked onto the pallet.

The pistons presented the challenge. Whilst no one will ever see these again once they are back inside the cylinders there is a sense of satisfaction in making that metal gleam again even only for a short time until the next service. To get to this state though the oil that had accumulated whilst in service had become diamond hard and required chiselling and hammering to loosen. Wire brushes visibly wore down as they were applied to this material resulting in two errands for replacements brushes being made to the local hardware store. The photos tell the tale though, and there are now 4 pistons awaiting the next steps – transport to Sydney, machine down, build back up with electrolysis application of a chrome layer and then machining back to correct dimensions. Specialist work and as maybe guessed expensive.

Lastly the ever present need for the rings – these need to be manufactured. With the pistons cleaned and before they travel to Sydney accurate measurements of the diameters and widths will be made. This is an exacting task that requires patience and skill. Naturally measurement is one thing ordering and paying for the rings is another – please see how you can help. The rings are the major last hurdle to conquer and we need all the help we can get - big or small.

THE JOY OF HYDRAULIC TESTING…and painting

The day was clear and mild – excellent for the activities which were shortly determined and assigned. The painting team addressed the underside of the smoke box where large areas of unprimed metal needed to be coated. Three of the team addressed this with some degree of concern - due to the awkward access - but none the less, demonstrating a thorough knowledge of yoga, the hard to reach positions were finally reached and primed. Much of the applied paint will never see the true light of day however the priming and protection afforded by the team’s efforts will slow down the constant oxidization of the metal. Additionally we get to inspect the engine and locate missing tools etc. and the many cladding bolts and nuts still to be tightened or attached and this has been noted on the “to do list”.



Surface preparation, priming and painting have been recurring themes of the work effort and for very good reasons. The continued exposure to air of any metal will result in oxidation in one form or another and to different degrees depending on the metal. The driver’s side rear sand box is testament to the power of rust. The lamination of the rust and its subsequent expansion has forced apart the frame and the sandbox mount to the extent that they no longer allow the filler and box to meet – all this from the oxidation of the metal. Fortunately, Shaun had been using the blue tipped spanner on the other side of the engine. He was fixing a previous misadventure of the engine with a solid object that prevented the ladder on the fireman’s side matching up and meeting the frame. After his job was complete we applied the said blue spanner to the box and were able to remove it and the sheared bolts. Now we have to straighten it and align it and guess what - prime it and paint it!

The rear tank also raised its hand for attention including preparation and undercoating. The old paint brush tied to a stick was replaced with a very up-market roller on a pole which meant that the harder to reach sections became relatively easy to cover. Needless to say, the areas being attacked required preparation and this involved hand and mechanical scrapping. Some of the angles the team managed to achieve in doing this were very impressive – see some of the photos for a better understanding of just how difficult some of these sections are to prepare and paint. It was truly a great effort, persevering for a better part of the day on this important but not very glamorous task (wait to we have to polish the valve and connecting rods again!).

Fortunately there was a great turn out on the day so the team could split their work between smoke box and rear tank whilst the rest of the work crew tackled the review and removal of the regulator valve heads. These troublesome fittings were once a metal to metal seal between the head cover and the super-heater header. With wishful thinking we had use Dixon’s black as a sealant and tightened down the heads. There was a sense of urgency applied to the team as Al had designated the day to a hydraulic test at least to fire hydrant pressure (around 170 PSI). This meant that the boiler needed to be sealed and show no leaks under gravitational force and under pressure.

The first attempt was commenced prior to midday. The hose was connected, injector valves off, blower valve off and regulator closed and finally whistle open – we then awaited the sound of nothing except escaping air from the whistle but to no avail – “Water running out at the front!” came a cry. Sure enough we had a major leak in the regulator headers after reaching only about 50 PSI. A bitter disappointment and a large wet area for the smoke box painters to contend with.

The challenge – remove the 6 covers (these cover the 6 valves that have to date been painstakingly reseated, 4 large valves - for running and 2 smaller valves – one the idler and one the pilot valve), cut brand new gaskets from steam rated material, seal with Dixon’s, tighten and have no leaks before quitting time. Challenge accepted and the first of 4 covers – the larger ones – were removed and taken to the workshop. Measurements taken and the cutting commenced. Let’s just say that the gasket material is fragile and super tough and the old Stanley knife was little chop. Even the circular cutting jig smoked and sparked when applied to the material.

After a number of attempts and the odd encouraging word all gaskets were made and located on their seats. It also soon became apparent that the act of climbing the boiler to the top, lugging a heavy set of tools to the top was tiresome work and that when you drop a socket or nut into the bowels of the smoke box you only want to do it once. After that you never do it again – just simply too much waste of time and most importantly energy. Each cover was bolted down with 4 large nuts using the power drive and with fingers crossed we awaited the sound of the clack valve opening and shutting on the top of the boiler – and what a sweet sound that is – once the water was again turned on. Pressure rose and rose – “Water down here!” was the cry. “Turn off the blower!” or words to that effect was the response and all was quiet. Pressure continued to rise. The odd drip from the clack valve, the packing gland around the regulator shaft and down at the injectors a leak or two – BUT NOTHING ELSE! The new gaskets held and we achieved approximately 170 PSI in the boiler. This may not seem a very high pressure but have a look at the pictures, they show the blower valve turned on at this pressure and the jet of water that erupted through the exhaust. OH JOY!

A great year of work with new faces and old combining to deliver an incredible amount of work! We truly have moved incredibly close to delivering this magnificent engine back to the rails and under its own steam! LATE NOTE: Have a close look at the base of the water gauge the number 3808 is the fitting number!

Last Workday for the Year

The last workday for 2013 is this Saturday the 7th... Come along and help get the small jobs done in preparation for the Hydrostatic test. Work will focus on the smokebox and front end throttle. Painting will also continue alongside the mechanical work, so there are jobs for everyone....

WATER WATER WATER – BOILER FULL!

Since the last update there has been a MAJOR event facilitated by Alan and Shaun – they sealed the major leaks in the water feed lines enabling an unfortunate few to find the one or two leaks in the front tank next work day. The rear tank seems to be holding up well and no leaks have been seen (there was at least 2 foot of water in both tanks on Saturday 23 Nov).
The inventory of leaks so far is:

• Injectors – slow drip from driver’s side 
• Rear tank – driver’s side rear drain, slow drip
•  Rear tank – fireman’s side filling flange fitting for adding water from auxiliary tank cars, very slow leak 
• Front tank – rear or tank facing smoke box door, constant steady drip 
• Front tank – driver’s side constant drip, now sealed Isolation valve – major leak when the valve changed from closed to open. 
• Front tank balance pipe join with rear tank balance pipe (just above the isolation valve) minor drip. 

So the recent work means the Boiler is now full – see photos of water gauges showing the water as it moved up the glass – YIPPEE HYDRAULIC TEST SOON! (We removed the safety glass that normally surrounds the gauge to better show the level in the photos). So getting wet has never been more enjoyable!



Painting and cleaning the underside of the rear tank with the standard black livery proceeds using several karma sutra positions and a few new ones with brushes mounted on poles to facilitate some of the more awkward locations. The rear bunker has received some much needed black paint and there remains only the last half of it to be scraped, undercoated and painted.

Random spots of undercoat have started appearing over the boiler, front tank and other less noticed places as the team move around the locomotive locating missed items. Seemingly annoying and disfiguring these spots are none-the-less necessary to ensure completeness of the painting job.

Other major works completed in the last few weeks have been the installation of the blower valve assembly and the air compressor starting valve. Both of these are essential items but more so is the front end regulator, the valves of which which are now almost all fully lapped in.

The stoker cab controls have been remounted and the steam feed pipes replaced with “new” recycled pipes and these have now been fitted and adjusted. The last pipe connecting the stoker motor and the control valve is still to be located. All in all a very exciting and rewarding few weeks for the team of volunteers where that sense of completion and smell of steam and coal are tangibly close!

Next work day is Saturday the 7 December – see you there!

Project 6029 Updates 3rd October to 2nd November

“Paint, copper and lights – oh the joy”

The last 4 weeks has seem some amazing progress and some learning experiences that only resolve one to work better and more efficiently. The learning is really something that is not anyone’s fault – we just simply do not have the full depth of knowledge and tools or the facilities that were around 50 years ago. Rest assured there is a wide range of ages in the volunteer group so we are spreading and sharing the knowledge as much as possible. With knowledge comes the efficiency.

So what has been happening?

Let’s start at the regulator. We have moved forward many leaps in the regulator valve assembly. Some may remember a bird had created quite a nice home and two vacuum cleaners later the associated bird poop and straw finally been cleared. The lapping of the 5 valve seats is now complete after many hours of sitting atop the boiler and hand cranking a socket to create the grinding action – great job guys and not an easy task. Once checked and quality checked the valves will be set in place and the cam and housing bolted down. The cover plate, a curved section of steel with handles has also been primed and painted 6029 Black, all ready and waiting now for the installation to happen.

The firebox has seen some interesting work. The coal is delivered to the firebox via the auger which apart from making an unbelievably loud noise when running partially crushes the coal into “bite” sized pieces. These then need to be flung to the front of the firebox, the sides, the middle and the back. This is done by 5 steam jets mounted onto the stoker table plate. The housing for the jets and the table plate all rest inside the firebox and need to be bolted onto the auger housing which in turn is bolted to the firebox. This meant a new tool had to be fashioned to enable bolts to be held while they were tightened. Also this all had to be done from inside the firebox. The five steam jets are managed by the fireman from the cab where they are mounted onto a manifold which allows for the distribution via 5 uniquely different valves. The unique handles allows the fireman to control coal flow to different parts of the firebox independently and perhaps more importantly, in the dark! 

The manifold and stoker motor steam feed pipe are supplied with steam by the one pipe delivering full boiler pressure, super heated steam, all regulated by one valve. This allows the jets and stoker motor and hence coal auger all operate together as one system. The stoker normally runs at a low pressure, and there is a valve available to the fireman that sends full pressure to the motor if there is a blockage in the auger. This all means that there are quite a few copper pipes to be refitted and wouldn't you know it, one is missing, and as always, it has special fittings on the end, meaning that we really need to locate the original that was removed a few years ago before the boiler was lifted out. Speaking of copper piping, there has been significant effort to renew many of the old lengths of pipe joining various systems on the loco including the stoker motor and oilers. The work is neat and really shows that testing is approaching.

The painting efforts continue. Those that have been able to see 6029 recently will note we are starting to cover exposed areas in primer and top coat including parts of the boiler cladding and smoke box. Getting that smooth finish is a challenge and the application of many coats and use of the spray gun will ensure this happens. Anyone with experience in spray painting that can assist or offer help please step up to the plate your help would be appreciated.

Painting and cleaning under the engine continues also – the rear tank has now seen intense cleaning and scraping plus application of primer ready for top coating. The rear light has been assembled and re-installed on its mounts. This can be seen in the attached photos and it really starts to put a statement out there that this project is moving continually towards completion. Anyone experienced in running electrical cable is welcome to step up and offer help shortly.

So where are we with water testing? Test one and two were conducted recently just prior to the visit from Thomas. Both showed leaks down the lines from the front tank through the balance pipe and into the injectors. The first set of leaks, from the front tank back to the balance valve was taken care of. When we tested for the second time a significant leak was detected in the pipe from the rear tank forward to the balance valve just under the cab – most inconvenient – plus the fireman’s side injector inlet union appears to require attention. The pipe under the cab poses a major challenge as essentially we are trying to stretch that pipe between two fittings mounted on the frame. The latter are very much fixed in position so the only adjustment is in the gaskets and that is not so simple to solve unfortunately. These leaks do need to be solved to stick to schedule so all attention will be focused on his activity next work day.

Last but not least, the last motion pins raised its ugly head last week – one tapered pin had sheared off many years back and presented us with a challenging drilling job. But all is not lost... word has just come through that Al has performed yet another splendid drilling job and removed the embedded length. What can be said except onward and forward!

A note for anyone who was going to attend the next workday...

Due to the successful Tall Ships excursion requiring significant input, from staff and volunteers, it has been decided that the normal workday of the first Saturday of October be transferred to Saturday 12^th October. The third Sunday of the month still remains as a scheduled work day.

PROJECT 6029 Update 17 & 18 August and 7 September

Pins, Paint, Valves and Water Test N0.1 – (the pain and the ecstasy!)

The last few weeks have seen some great turn outs of volunteers and this has been reflected in some marked progress. Painting has once again returned to, or near to the top of tasks needing attention, additionally attaching ancillary pipes and linkages have proven challenging and the all important stoker motor, coal auger and trough all needing bolting and painting to ensure they are correctly fitted.

During the last two work days a number of items were started and completed. A few articles back, mention was made of a clam shell that covered the universal joint in the coal auger where the auger dips downwards and under the cab floor on its way to the firebox. This is a very awkward two part cast fitting that takes two to handle and a third to help jostle bolts and nuts and spanners. The usual easy of access that 6029 is renowned for was also the cause of some mild frustration.

None the less the housing was put in place and tightened up sufficiently to work out it was upside down, soooo … off it came and with more juggling, some swearing and some good hearted banter from behind and under the cab, the team had it turned around and up and over, only to start tightening it down again...guess what “I think it is really upside down this time!” In deed it was, locating lugs and a small protrusion were clearly not where they needed to be. The reader could be forgiven for thinking all hell would break loose and a general call to arms would happen – but no, it simply indicated we were learning and understanding this engine. Yes we were a tad upset but we knew we had gained some knowledge and the next day the shell would be put right – did I mention it took about 4 hours from start to upside down to upside right again and they only started after lunch? – so the work team involved called it quits for the day. The next work day saw it bolted into place and even painted!

We are a little light on new photos as Howard, our "staff" photographer has been tied up with his day job following the elections, so it is that a few images, not before published are presented, of works undertaken by Bruce in his Camden based workshop over time. He has done a lot of machining as you can see, and saved us on several occasions with "that part" that  we needed to complete an assembly. We cant take the machining he has done lightly, as most of what you see there starts out as steel bar stock 1 1/2" or 2" diameter and ends up mostly as swarf, all done with care on a manual lathe... No modern CNC stuff here.

Now where were we... There were some areas mentioned previously about sunshine and darkness requiring painting. First order of the day was cleaning the area to be painted – the area is of course under the hind tank and bunker in the spots meant to be painted when there is no tank in place. As all painters will tell you preparation is the key to a great job, so it was back to scrapping and wire brushing. Angle grinders with wire wheels can be quite frightening at the best of times, but when they take off or veer off course while held at the extreme limits of your arms’ length they can be quite different. All this whilst performing the act in a confined space that would make the average contortionist proud and it probably should be listed in the top ten positions in the Karma Sutra! We achieved about fifty percent of the area scrapped and primed ready for the top coat. Next work detail will see the other side scrapped and primed.

The pins oh the pins (this is the ecstasy bit) – two remain to be fitted to the rear wheel locking hubs but until we rock the engine a meter or two each way we cannot gain access properly. That’s another job to be tackled next work day.

The chimney received a coat of long overdue black paint and the spray gun came out to tackle the cladding on part of the boiler. We will discuss how best to tackle this job as it is a prime piece of viewing real estate to the public and therefore will probably require some specialist attention.

The dome has long sat askew on top of the boiler slowly weathering and peeling. Having time to kill – about 3 hours actually, that being the time to fill the tanks for our hydraulic test – we brought it down and tackled it with wire brushes. Three people and 2 hours later it was clean and ready for some panel beating that when completed made it look almost as good as new again. Primer applied and it sits now in the shed ready for top coats. Nice job!

The blow down valves were receiving significant attention whilst all these other shenanigans were going on around and below them. The valves were cleaned and the reseating process started. Clearly these valves which reside on top of the boiler just behind the chimney need a good seat and free and easy movement. The process of cleaning the area was also complicated by the fact that a feathered family had created a nest around the valves and the dirt and general muck was quite significant and difficult to remove. A vacuum cleaner did part of the work. By the end of the day the valves were almost completed and bolted home.

There was also an annoying pipe joining the compressor to an exhaust box. It seemed OK on the ground but needed considerable persuasion from the blue tipped spanner(read Oxy Acetylene torch) and much leaning to get it into shape. Seems that the old boiler was just simply like all other boilers in class - unique in small ways (this is one of the pain bits). So next work day will see this being measured, fitted and tightened home.

Lastly, and the best part of this update is around the first test since we tested the boiler many years ago (this is the real ecstasy bit). The whole day had been planned around the first of many tests to check for water and steam integrity of all those lengths of tubing and pipe work. We had a new brass plug recently cut and finished so all drain holes could be sealed. So early on in the day an excursion was taken inside the front tank. Due diligence around safety was important so a watch on the adventurer was maintained. Three new holes were found in the front tank. These were drilled round and plugged with a ¼ inch bolt, washer and nut plus some sealant. Once all done as best could be determined we started filling by turning on the hose and then set off to do all the other work already described. But, we did have some spotters keen to see if there was a leak or two. The results were disappointing. The two tanks front and back are joined by two large diameter pipes which lead to a valve assembly just under and forward of the cab, driver’s side and then into two smaller pipes that attached directly to the injectors. These pipes all demonstrated a propensity to leak and leak they did (this IS the pain bit). We need to now remove, strip, clean and re-apply new gasket material and reassembly and “rattle” gun home the bolts. A set back yes but this is what this restoration is about - learning and understanding.

Someone said as the sun started setting “It’s a steam engine – what do you expect?” Looking at 6029 I wondered... It was designed by some very clever and talented people, built by equally talented fabricators, resulting in, quite frankly, an engineering marvel where coal, water, grease, oil and metal combine beautifully to create forward motion and enormous tractive effort. Why then can it be so hard to join two pieces of metal together with 4 bolts, in the  expectation that it will seal, and while applying only the force of a short column of water, have it LEAK! Well may we ask and there is really only one answer – a lot of what we are doing is based purely on experience and these experiences formed the skills of those that spent theit life maintaining these mechanical marvels in the age of steam... Skills that have been largely lost through time, and that we are re-gaining each and every work day.

Come along next work day and see if you can have a go at learning something new or using your knowledge and experience to help move 6029 to the next test day!

Saturday 3 August

Frigid, brass monkeys, the metaphors are endless for the morning that confronted the exceptionally large crowd of volunteers on this particular morning. Some Sydneysiders present were not used to single digit temperatures! The turnout was exceptionally pleasing as we knew that 6029 was to be re-positioned in the shed. This meant a shunt out and back in (yippee we get to see all the valve rods and connecting rods go round! – cried the author quietly). We needed her to be out of the shed to fit the stoker motor (that little engine that lived in Aladdin’s Cave being lovingly rebuilt) and also align her next to the water tanks – yep the water tanks - which means the first round of hydraulic testing of the tanks and associated lines up to the injectors can start shortly! A slight but delicious shiver of anticipation ran down the backs of the necks of some at this thought!

But, before the shunting some key things needed to be completed – grease nipples and greasing for example commenced immediately after the hands lost that layer of frost. The grease for the valve rods and associated pins is different from the grease needed for the main roller bearings at the crank pins. In fact using the wrong grease on the roller bearings will cause them to fail so care was taken not to mix grease guns and a mental note for on-going maintenance. That old nemesis of the valve and connecting rod pins that has been hanging around a bit like a demon that has haunted the author for some months (see previous blogs) – failed delivery of new pins, no pins, stubborn old pins not coming out and needing to ream some holes – was finally and totally put to an end with the glorious sound of a solid clunk from the hammer. All pins were in place and a smile was seen on one or two people. 

With a quick check of grease and oil and a run around for potentially fouling work gear near the road  the all clear was then given for 6029 to come out into the sun light and reveal the hard work that so many have done in getting to this point – truly fantastic and beautiful to see. Enough of the sentimentality – the sun was welcome as the metal was bloody cold to the touch.

Forklift to the ready and the stoker motor was raised, jiggled and placed in position for the guys to rattle the bolts home. Major step forward as the motor fitted in where it was meant to go and was aligned correctly.

Safety valves – all important for testing – were forked up to the lofty heights of the top of the boiler and yes bolted down and locked in. Beautifully gleaming in the light they are again important for the testing – did the message get through that testing is approaching?

Support frames for the rear bunker near the back of the cab were lifted, placed in position and miraculously they fitted correctly. This meant they could be bolted and rattled home. Another step closer and another task ticked off the ever shortening list to “to dos”. The blower assembly was also receiving attention as the remaining bolts and fittings were place in position and bolted home. Tick off another!

Let us not forget the juggling and bruised knuckles and climbing around and in the hind bunker to position and locate the rear reverser reach rod. Some tight enclosed spaces were accessed requiring some small amount of contortionist antics but as can be seen by the photos the task was completed. Tick three!

The boiler cladding could now be properly accessed and the remaining bolts tying the cladding in were located and tightened. A fiddly job but again another one on the list – tick! 

Of course the team needed to have the obligatory panoramic shot of the team – have a look at the photos. When you compare this photo to even only 6 months ago the changes are astounding and a credit to those who have worked on 6029. After the photo shoot the team addressed polishing the rods. Yep for the third and not last time these rods were buffed and polished with wire brushes to remove the built up surface rust – ever present whenever the loco is not in active service. A coat of some magic ointment was applied and will make a good protective coating that will slow down the rust build up over the next few months. 6029 will be partially in the open so this protection will be very helpful and minimize damage and work later on.

Unfortunately, polishing allows the user to look around the engine and notice the areas of unpainted or only undercoated metal. Oh well paint brushes will be one of the items for next work day plus some reaching and stretching as the spots are of course in places where the sun does not shine. So as the sun dipped below the horizon and the cold Snowy Mountain winds blew in 6029 was re-positioned part in the shed and part out. She did look good. Rods aligned for two wheel hub locking pins to driven home and bolted home the day came to a close.