The Westinghouse brake system fitted to 6029 is the number 6 type. Originally designed as the next generation, state of the art system, it was first used on the diesel powered Burlington Railroad Zephyr high speed rail motors of the 1930’s. It was adapted to Australian use in the 1940’s as the A6 ET type. A denoting Australian, 6 being the system type and ET denoting engine and tender. Later versions would also have 3 and 4 control pipes that would allow the driver of the leading locomotive to apply and release the independent locomotive brakes when double heading etc. Naturally 6029 does not have a coal tender but for all other purposes she is fitted with a A6ET brake system. Maybe it could be renamed A6EB, the B denoting a bunker, but that would be a little over the top.
During the winter months, many of the small brake components are being overhauled off site. The first of the brake components to be tackled is the air compressor. This vital piece of equipment is probably the most important sub assembly on the locomotive second only to the boiler. For instance if the air compressor fails in traffic the locomotive is effectively un-serviceable until it is fixed. From the outset is was decided to completely overhaul the compressor to the highest possible standard to ensure that as far as possible,it will give reliable service.
Presently the air compressor has been stripped down to the last nut and bolt. All of the cylinder bores were measured and although still within limits it was decided to machine all bores back to completely parallel. Both of the piston rods have been hard chromed with only new piston rings to be ordered. When fitted 6029’s compressor will be almost better than new and we anticipate many years of trouble free operation.
The distributing valve has been stripped for assessment. As suspected it was full of gummed up dirt and grease. The triple valve portions piston ring was seized solid. These rings are very expensive to replace and very easy to break. After soaking the ring and piston in acetone for a few days it eventually freed up. The relay portion is fitted with a neoprene cup seal. This seal was found to be in good condition and will be ok for future use. The usual primer and 2 coats of black enamel have been applied in preparation for assembly and eventual testing.
The duplex air compressor governor, feed vales x 4 and the drivers brake valves will be next on the list. Looks like there will be many more hours work in the shed this winter.
Alan Gardner
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May 31, 2010
May 26, 2010
Monday 24 May 2010
A major milestone completed.
Our resident old mate, Ian Senini advised me this morning that the sheet metal cladding around the fire box area was completed. The email simply said FINISHED.
Ian took on this intricate job late last year and I can report that this task was not easy. Anyone who has worked on sheet metal boiler cladding will tell you that it can be likened to wrestling an octopus while standing on your head. The sheets are bulky, awkward and cumbersome to fit. Ian ended up making most sheets from new and in turn spray painted each sheet in gloss black.
Ian has advised that he is now looking forward to getting back to a heavy metal job. As a consequence of this he now has all four Nathan mechanical lubricators at his home workshop. This will be a great winters job in front of the heater , cant wait to see the end result. See you in Spring time Ian!
Thanks also to Ian's wife Ailsa; two more sets of hands are sometimes needed.
Alan Gardner
Our resident old mate, Ian Senini advised me this morning that the sheet metal cladding around the fire box area was completed. The email simply said FINISHED.
Ian took on this intricate job late last year and I can report that this task was not easy. Anyone who has worked on sheet metal boiler cladding will tell you that it can be likened to wrestling an octopus while standing on your head. The sheets are bulky, awkward and cumbersome to fit. Ian ended up making most sheets from new and in turn spray painted each sheet in gloss black.
Ian has advised that he is now looking forward to getting back to a heavy metal job. As a consequence of this he now has all four Nathan mechanical lubricators at his home workshop. This will be a great winters job in front of the heater , cant wait to see the end result. See you in Spring time Ian!
Thanks also to Ian's wife Ailsa; two more sets of hands are sometimes needed.
Alan Gardner
May 19, 2010
Sunday 16 May 2010
The cladding of the firebox area continued with Ian fitting the last of the sheets that cover the flexible stay caps. Now that most of the sheets are in place, Paul was able to fit the steam isolating valves that feed steam to the power reverser and the turbo generator. The pipes that run on top of the cladding sheets were taken out of storage and assessed for condition and repair. All future boiler work will now focus at the smoke box end. This will start with the fitting of the last 20 super heater elements that arrived a few weeks ago.
A parallel task to the bogie rebuilds is the leading unit draft package and the cleaning of the leading engine frame. This work was completed and all of the associated assemblies will fitted at our next workday. This will facilitate the final fitting of the two completed bogies(when finished) to the leading engine unit. David and Tony continued with the clean down and assessment of the leading bogie. Thanks to Paul, Howard and Milton, as they were able to transfer most of the grime from the leading engine unit onto themselves. Our new volunteer Andy, was introduced to the electric wire brush and by day’s end had more parts ready for painting.
Specialist contactors are now on site repairing the front tank and addressing the associated rust issues. When they have completed the hot work, the tank will be sand blasted and prime coated, ready for lifting back onto the engine unit when the time comes.
Our next workday is Saturday 5 June.
Alan Gardner
May 11, 2010
Tuesday 11 May 2010.
A big thank you to everyone who has contributed donations to the project recently. As a result of this great effort the front tank is now receiving some attention. The old repair patches are being cut out and renewed with new steel sections. Some internal baffle plates will also be replaced. When the hot work is completed the whole tank will be sand blasted and prime coated by a specialist contractor. Our onsite spray painter, Peter Reynell, will soon apply some serious top coats of basic black. It has been a few years since Peter first painted 6029 but he assures us that he has not lost his skill in this area. Maybe a bit slower though.
This Sunday the 16th of May is our next workday and the leading bogie and leading engine unit will the top priority tasks. If we realise a good turn up of volunteers for the next few workdays we will soon be fitting both bogies and the front tank to the leading engine unit. WOW!
Ian has almost completed the cladding around the firebox area and he will soon be looking for a new Job. Ian has offered to put his skills to work on the mechanical lubricators, well done Ian. Bruce is also working away at home on the power reverser and Mike & Co are progressing well with the Cab at Eveleigh. He advises that the assembly stage is about to start.
So as you can see we are progressing on several fronts so please make the effort to come along and help get 6029 steaming. Again, if we get good numbers we should see the leading engine unit back together in the next couple of months.
Please note our project supporters are now listed on this page. Particular thanks to Goodwin Alco. Also thanks to Mike for keeping the blog page up to date and our project mascot, Oscar the Border Collie.
Alan Gardner
This Sunday the 16th of May is our next workday and the leading bogie and leading engine unit will the top priority tasks. If we realise a good turn up of volunteers for the next few workdays we will soon be fitting both bogies and the front tank to the leading engine unit. WOW!
Ian has almost completed the cladding around the firebox area and he will soon be looking for a new Job. Ian has offered to put his skills to work on the mechanical lubricators, well done Ian. Bruce is also working away at home on the power reverser and Mike & Co are progressing well with the Cab at Eveleigh. He advises that the assembly stage is about to start.
So as you can see we are progressing on several fronts so please make the effort to come along and help get 6029 steaming. Again, if we get good numbers we should see the leading engine unit back together in the next couple of months.
Please note our project supporters are now listed on this page. Particular thanks to Goodwin Alco. Also thanks to Mike for keeping the blog page up to date and our project mascot, Oscar the Border Collie.
Alan Gardner
May 4, 2010
John and Kyle’s Excellent Adventure.
When the call went out for a volunteer to collect the super heater elements from Ballarat, I thought that this would be a bit of an adventure, so the hand shot up.
I was selected from the throng, and set about the logistics. My copilot was to be John.
Friday April 30 saw us on the road, and well clear of Yass, before sunrise. We didn’t get to see sunrise, more of an increase in light between fog patches. The drive was quite uneventful. I have not been on the Hume since the Coolac bypass was finished. Also notable was the extended dual carriageway into Albury and the start of works to bypass Tarcutta. As well as other things I can’t remember.
Our trusty Avis Isuzu performed flawlessly. We made Ballarat by about 4pm. We found Glenn at home on his RDO. The elements had been neatly stacked in five packs of four. Each pack consisted of four elements the same size. Here is where a little excitement started. The longest elements were 4.5m, and the truck was 4.2m. We had a vague plan to remove the doors and let the last foot hang in the breeze. This plan proved to be not needed. John has an uncanny spatial awareness about him, and was convinced we could make it work without removing doors. This was done by restacking the packs. Each new pack had one of each sized element. This meant we were able to get the first three packs in the truck diagonally, and the remaining five elements were placed on the tray under the frames that Glenn had made. The photos paint a better picture.
After an hour or so, the truck was loaded, and we were very relieved not to have had to remove the doors.
Glenn took us down to the Steamrail yard and showed us around. They have a number of D3’s there, and two R Class locos. Class leader R700 is under restoration. It didn’t look much, as most of it is elsewhere. Sound familiar? I had known that the R Class locos were gauge convertible. I had no idea how you would do this, but now I have. They have packers in the frame that you remove. This makes it narrower. All you need is new axles, new bogies? And a lot of plumbing redone, and you’re away. I imagine this is a pretty serious job, and could take a while. I think the clock is on R766, but I wouldn’t hold your breath.
After a stroll around the yard, in which time we saw three (3) passenger trains arrive at nearby Ballarat Station, we said our farewells to Glenn and headed out for dinner.
Saturday saw us on the road soon after 5.30 am and back at Kingston before 4pm. There the friendly folk, and their forklift, helped unload the truck, and the job was done.
Bring on the hot steam!
Friday 30 April and Saturday 1 May.
As Canberra is realising perfect autumn weather, the opportunity was taken to continue with cleaning of the bogies and the leading engine unit. As we were working for two days, Roger and Jacquie Maynard came down from Sydney to help out. As Barry is also helping with the rebuild of 4468 he took the opportunity to dedicate Friday to 6029. At day’s end the leading engine unit pilot beam and cylinders started looking like new. Still plenty of grime under the cylinders but progress is steady.
Saturday was business as usual, with the continued effort on the bogies. At long last the life expired centre pivot liner was removed with the help of an oxy gouging tip. This is quite a large bush at 19 ¼ inches in diameter and it is too big for our small machine shop. Quotes are being obtained from local contractors. The leading engine unit front bogie strip down was also completed. The two outer bogies are about 12 inches longer than the inner bogie. A quick check with the tape measure confirmed that this would allow clearance of the steam cylinders. This bogie was literally covered in congealed cylinder oil, but fortunately no coal dust as per the inner bogies. This has conserved the metal under the oil so we anticipate no major issues with the reassembly. Naturally, after the steam cleaner has done its job, all the components will be inspected and reassembled.
As we are well into the bogie rebuilds the opportunity has been taken to clean up around the leading unit cylinders. Everyone who has taken on this job (project manager included) has emerged from under the engine units with black spots all over themselves. Tony and Roger took a turn at this insidious dirty task and it is pleasing to report that this area is now looking great in grey undercoat. Our next workday should complete the final top coats of black paint. The team also had time to start cleaning up around the brake cylinders and we are now ready to reassemble both cylinders.
Ian continued with the cladding of the fire box and notes with some confidence that he has only three sheets to go! Great job Ian.
Now for the big news. The last of the superheater elements were delivered from the specialist contractor in Victoria. If anyone wants to learn how to fit elements please don’t hesitate to ask. Thanks to Kyle and John for offering to go down to Victoria for a nice short drive.
Our next workday is Sunday 16 May, all are welcome.
Alan Gardner
Apr 29, 2010
6029 in 1981
Here is a YouTube video from 1981 by Graeme Reid. Some of his description is below.
reidgck — April 20, 2010 — In June 1981 the Canberra branch of the Australian Railway Historical Society, operated a tour with Garratt 6209 from Canberra, Australia's national capital
(ACT), to Sydney, and then to Parkes in the central west of the state of New South Wales, and back via a circular route via Cootamundra and Goulburn.
This video was taken in the time when home video filming was new. Anyhow, after all this time, I attained some softwear and figured out how to use it, enabling the editing and the transforming of the action, to appropriate files for posting on the net which didn't even exist in those days. Soundtracks to scenes are all the original.
After the introduction shot, the first action scene was taken high in the Blue Mountains just before Lithgow at the restored Zig Zag Railway location. The scenes after that, were taken west of Bathurst beginning with a shot before sunrise in which the Garratt, the headlight of which is piercing the dawning light, demonstrates its whistle in a shrill mode, and gives a sample of its power and bark while approaching a level crossing. There are various other scenes in this 10 minute video. Much had to be edited out because of time limits. Some such scenes were the crossing of interstate freight trains, one scene is with a 46 class electric and a 45 class diesel electric up front which passed at the Zig Zag site, and the Indian Pacific passenger train from Perth, and others.
(ACT), to Sydney, and then to Parkes in the central west of the state of New South Wales, and back via a circular route via Cootamundra and Goulburn.
This video was taken in the time when home video filming was new. Anyhow, after all this time, I attained some softwear and figured out how to use it, enabling the editing and the transforming of the action, to appropriate files for posting on the net which didn't even exist in those days. Soundtracks to scenes are all the original.
After the introduction shot, the first action scene was taken high in the Blue Mountains just before Lithgow at the restored Zig Zag Railway location. The scenes after that, were taken west of Bathurst beginning with a shot before sunrise in which the Garratt, the headlight of which is piercing the dawning light, demonstrates its whistle in a shrill mode, and gives a sample of its power and bark while approaching a level crossing. There are various other scenes in this 10 minute video. Much had to be edited out because of time limits. Some such scenes were the crossing of interstate freight trains, one scene is with a 46 class electric and a 45 class diesel electric up front which passed at the Zig Zag site, and the Indian Pacific passenger train from Perth, and others.
Apr 21, 2010
Wednesday 21 April 2010. A personal perspective.
Recently I was asked some pertinent questions with regard to the rapid progress of the project. In particular how can we get things done so quickly and why can we do it where others have failed. All good questions and in some respect they not easily answered. I guess that from the outset we have to question why we do it and what do we get out of volunteering on such a project. For instance if you are looking to make big dollars in your work life then forget about steam preservation. If you are looking for awards, praise and public recognition then forget about steam preservation. If you don’t like long hard hours and dirty work then forget about steam preservation.
So in the first instance we have to ask why? Well as someone once said, because we can. For me it’s the sight, smell and power of a steam locomotive that does it. Personally, to see a static locomotive in a museum is not enough, as the locomotive wasn’t built to stand still, it was built to go. As important as it is to conserve an artefact, for me, to preserve it as originally designed, is much more important. So that’s why I do it, nothing more and nothing less. Having said that, there is something else that can’t be defined in words, rather it’s a personal satisfaction. I just love steam locomotives and yes, the bigger the better.
It’s now three years since we started the project and I hope my drive and enthusiasm for 6029 has rubbed off onto others. From the outset I knew that we could not achieve our goals without building a strong team. It is with some satisfaction that we recently realised that over seventy different people have physically worked on the project. Yes some have come and gone but most have stayed. I believe that this is directly attributed to the teams can do attitude and the rapid overall progress. I am not going to say that its always been a bed of roses and that we have never been criticized. Words like... you will never do it... you won’t get it done in that time and... you can’t do it for that much have been offered. In my mind that’s just a reflection on the person making the comment. What they are saying is "I can’t do it so how can you." Well again its simple, because I can.
From the projects perspective we have now turned the corner. The first of the four bogies is completed with the second well on the way. The replacement boiler is certified ready to be lifted onto the boiler cradle. As can be seen by the recent photos our attention is now turning to the engine units proper. Many parallel, off site tasks are taking place. The cab at Eveleigh is almost ready for re assembly and we have accepted an offer to help out with the riveting. The power reverser, cylinder drains, boiler cladding, cab floor and Nathan lubrication systems are all being rebuilt thanks to our network of volunteers. So yes it’s all happening.
The big question now being asked is when will it be finished. Well as Jack Corrick of US rail preservation once said. The speed at which the project progresses is directly proportionate to how much you have to spend. But having said that, it can’t be done with just money, we need willing hands and we need them now. It all gets down to help, both financially and physically. If you have donated money in past, thanks, but I would ask you to consider digging deep again, and you haven’t donated before please consider it now. Having said that, helping out on our workdays is just as important. We have many tasks that just require willing hands and yes it dirty hard work. If you aren’t the strong type then painting can be just as satisfying.
Exciting times indeed and why, well its because we can.
Alan Gardner
So in the first instance we have to ask why? Well as someone once said, because we can. For me it’s the sight, smell and power of a steam locomotive that does it. Personally, to see a static locomotive in a museum is not enough, as the locomotive wasn’t built to stand still, it was built to go. As important as it is to conserve an artefact, for me, to preserve it as originally designed, is much more important. So that’s why I do it, nothing more and nothing less. Having said that, there is something else that can’t be defined in words, rather it’s a personal satisfaction. I just love steam locomotives and yes, the bigger the better.
It’s now three years since we started the project and I hope my drive and enthusiasm for 6029 has rubbed off onto others. From the outset I knew that we could not achieve our goals without building a strong team. It is with some satisfaction that we recently realised that over seventy different people have physically worked on the project. Yes some have come and gone but most have stayed. I believe that this is directly attributed to the teams can do attitude and the rapid overall progress. I am not going to say that its always been a bed of roses and that we have never been criticized. Words like... you will never do it... you won’t get it done in that time and... you can’t do it for that much have been offered. In my mind that’s just a reflection on the person making the comment. What they are saying is "I can’t do it so how can you." Well again its simple, because I can.
From the projects perspective we have now turned the corner. The first of the four bogies is completed with the second well on the way. The replacement boiler is certified ready to be lifted onto the boiler cradle. As can be seen by the recent photos our attention is now turning to the engine units proper. Many parallel, off site tasks are taking place. The cab at Eveleigh is almost ready for re assembly and we have accepted an offer to help out with the riveting. The power reverser, cylinder drains, boiler cladding, cab floor and Nathan lubrication systems are all being rebuilt thanks to our network of volunteers. So yes it’s all happening.
The big question now being asked is when will it be finished. Well as Jack Corrick of US rail preservation once said. The speed at which the project progresses is directly proportionate to how much you have to spend. But having said that, it can’t be done with just money, we need willing hands and we need them now. It all gets down to help, both financially and physically. If you have donated money in past, thanks, but I would ask you to consider digging deep again, and you haven’t donated before please consider it now. Having said that, helping out on our workdays is just as important. We have many tasks that just require willing hands and yes it dirty hard work. If you aren’t the strong type then painting can be just as satisfying.
Exciting times indeed and why, well its because we can.
Alan Gardner
Apr 19, 2010
One Mans Shed
It must be said that several of the people involved in the restoration of 6029 are contributing more than could ever have been expected. Ian is one of those people, dedicating a huge amount of time and effort to restore the boiler cladding and some boiler fittings to better than new condition. You will have seen the results of his panel beating in other posts.
Something you will not have seen, is the amount of work he puts in at home, repairing and re-manufacturing parts required for the project. Take a look at the photos and you will see that his workshop is being put to very good use, and I think the we can all agree that his help is most welcome...
Thanks Ian, from everyone involved in the project!
Something you will not have seen, is the amount of work he puts in at home, repairing and re-manufacturing parts required for the project. Take a look at the photos and you will see that his workshop is being put to very good use, and I think the we can all agree that his help is most welcome...
Thanks Ian, from everyone involved in the project!
Sunday 18th of April 2010
As there was no steam services this weekend Paul Nowland and Dave Malcolm dedicated Saturday to 6029. Paul fitted the replacement manganese liners on the inner hind bogie and then continued with wire brushing the myriad of small bogie components. Dave helped out with some weld repairs to the lateral control spring links for the leading inner bogie. Paul spent Saturday night on site in one of our luxurious TAM sleeping cars. Fortunately for Paul the weather was quite mild.
Sunday morning started with Paul setting up the power leads and air compressor lines in preparation of the day’s work. It was pleasing to see a good workforce turn up so the opportunity was taken to give the work site a good clean up . Kyle and John (the bogie boys) fitted the last of the brake components to the inner leading bogie. It is now safe to say that this bogie is now finished, well done guys only three to go.
Ian and Paul fitted the boiler cladding sheets to the fireman’s side of the fire box. The end product was a joy to behold as it was to Ian’s usual high standard. The boiler cladding sheets are being fitted before the boiler is lifted onto the cradle. This will allow the easy fitting of the injector starting vales and feed lines.
Marc, Peter, Josh and Howard worked on and around the leading engine unit. As usual bucket loads of grime and baked on cylinder oil gave way to the cast steel engine bead. The two leading sand boxes were removed and as suspected they were full of congealed 30 year old locomotive sand. As this problem was anticipated both were dried out on a pre prepared wood fire. One hour later the sand was easily drained and blown clear with compressed air. The removal of the sand boxes facilitated access to the two brake cylinders and both piston were stripped out for assessment. The cup seals were found to be in good condition and were cleaned down with the steam cleaner. The draft package for the leading engine unit was steam cleaned and will soon be painted in preparation for its final fit.
The above mentioned describes a series of parallel tasks that form part of the critical path plan. The work around the leading engine unit must take place before the two bogies are finally lifted into position. All being well the leading tank will then be lifted for its final fit. However to realise this major milestone we need your help now. No skills required just willing hands. To move things along we will be holding a two day work session. This will be the 30th of April and Saturday the 1st of May. All welcome.
So it’s all hands on deck as we are starting to put 6029 back together and we need your help now!
Alan Gardner
Sunday morning started with Paul setting up the power leads and air compressor lines in preparation of the day’s work. It was pleasing to see a good workforce turn up so the opportunity was taken to give the work site a good clean up . Kyle and John (the bogie boys) fitted the last of the brake components to the inner leading bogie. It is now safe to say that this bogie is now finished, well done guys only three to go.
Ian and Paul fitted the boiler cladding sheets to the fireman’s side of the fire box. The end product was a joy to behold as it was to Ian’s usual high standard. The boiler cladding sheets are being fitted before the boiler is lifted onto the cradle. This will allow the easy fitting of the injector starting vales and feed lines.
Marc, Peter, Josh and Howard worked on and around the leading engine unit. As usual bucket loads of grime and baked on cylinder oil gave way to the cast steel engine bead. The two leading sand boxes were removed and as suspected they were full of congealed 30 year old locomotive sand. As this problem was anticipated both were dried out on a pre prepared wood fire. One hour later the sand was easily drained and blown clear with compressed air. The removal of the sand boxes facilitated access to the two brake cylinders and both piston were stripped out for assessment. The cup seals were found to be in good condition and were cleaned down with the steam cleaner. The draft package for the leading engine unit was steam cleaned and will soon be painted in preparation for its final fit.
The above mentioned describes a series of parallel tasks that form part of the critical path plan. The work around the leading engine unit must take place before the two bogies are finally lifted into position. All being well the leading tank will then be lifted for its final fit. However to realise this major milestone we need your help now. No skills required just willing hands. To move things along we will be holding a two day work session. This will be the 30th of April and Saturday the 1st of May. All welcome.
So it’s all hands on deck as we are starting to put 6029 back together and we need your help now!
Alan Gardner
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