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.

Update for the weekend 20 & 21 July

The third Saturday of the month is not a normal work day for the project but a few of us turned out all the same, we are getting impatient and there is a sense of completion and as we get closer we could not hold ourselves back from working in the cold, wet and generally bleak weather to get the grate and blower valve assembly moving along.

After what felt like the coldest start in the project's (selective) memory we got off to a steady flow of work. The first task was....Get that grate finished, so OK, down to it - locate all the holes for the grate mounting brackets, confirm they were the correct ones and carefully tap them out. The tap costs $75.00, so caution was a large part of the initial approach, however after getting used to the equipment, the speed of tapping could increase. Sixteen holes were tapped and two were adjusted and given over sized threads to handle the affects of wayward drilling. Try drilling upside down for a few hours and you understand why some holes were slightly off centre.

The brackets were all arranged and bolted home except for one stubborn one that ultimately needed drilling out to a larger diameter. There are four brackets running along the foundation ring on each side of the firebox. These hold in place two long iron castings that can only be described as long, with four semi-circle cut-outs along the top and look like instruments of torture if they were not so heavy. Essentially these elements hold cross bars that are half the width of the firebox and are supported at the semi circle cut outs on the foundation ring side and in the middle by the main longitudinal central brace. There are eight down each side. The rocking mechanism allows the grate to be divided into four sections and each section to be operated independently or together. An easy way to picture it is in plan view looking down.  It is a grate made up of 8 cross pieces of two bars each supported by a central beam and on the outside by 4 beams end to end, two on each side. Better still come down and stick your head under the firebox and you will get the picture. Anyway, at quitting time the foundation of the grate was ready for the next days team to assemble and complete the rocking grate.


While there was patient murmurings going on under the firebox the dulcet tones of the rattle gun and some human words of encouragement (or were they threats?) were coming from on top. Yes the blower valve assembly, gland packing and assorted bolts were being put in place. Access was limited and angles were not easy, but none the less, success was ours and the blower valve mechanism was hooked up to the reach rods running from the cab on the driver?s side. All works as it should... off and on. All we need now is some steam!

Oh, and lets not forget the all important valve assembly and those pins... we'll get back to you on that. Seems our fabricator has lost the order for the last 6 pins. So we are awaiting these. Who would believe these could be on the critical path? We will update as soon as they arrive and are in place.

So as daylight faded on Saturday afternoon, we left 6029 with half the supports for the grate in place, and a blower valve operational and ready for testing. Excitement is building, anticipation and again the sense that it is very close now........

The Waugh rocking grate is American by design and was standard equipment in most US coal burning locomotives after the First World War. The design has no fixing other than the mounting plates and the middle main girder that attach under the fire box foundation ring. The rest simply falls into place starting with the support girders with the U shape pivots running either side of the fire box.  16 pivoting rocking bars drop into the U shape pivots and last but not least, 304 finger fire bars slot in to place. Easy...

The NSWGR specified this type off fire grate for the 60 class, and in fact it was standard to all new coal burning locomotive during the 1940's and 50's .

Wet drizzle and cold conditions greeted the Sunday crew at first light. Lucky for 6029 she now resides undercover in the main display shed at the museum.

The first job of the day was to fit the last two brackets that hold up the main support beams of the Waugh rocking grate. The rattle gun was put to good use as the crew tightened up the last of the nuts. After that the team set up a chain gang and yes, all the bits just dropped into place. The majority of the work could be completed from underneath but the last element had to be dropped into place from inside the fire box.

The reversing wheel assembly was one of the many smaller components that were out sourced to smaller workshops. It was delivered and fitted by Bruce and Keith from Sydney. It was pleasing to see the last of the cab components now fitted into place. Bruce also fitted the cylinder drain cock assemblies to each of the four cylinders. This is a small air driven cylinder that is fitted with a spring to keep the drain cock open. Compressed air is used to close off the drain valves when in operation.

The fitting of the fire grate is a significant milestone and in fact puts the project on track for that all important first fire. All tasks will now centre around the fitting of smaller components and operational testing.

Our next work day will see 6029 shunted out of the shed to fit the stoker motor and associated pipe work. We are calling for all hands on deck for the next few workdays as we are very close to that all important first match.

Oh, and last but not least, our friends at Goodwin Alco delivered some new builders plates, to replace the long lost ones. The new ones were cast from a replica plate made by the late Arthur Reynell in the '70's from printers lead.... A lick of paint and they will look brilliant...

Saturday 6th of July

Once again the team gathered at Garratt central – a call had gone out on the blog for strong able bodied volunteers and the rest of us to turned up for the heavy duty lifting required for the grate. Alan had dedicated the day to some key tasks but one major job. Installing the mounting brackets for the fire grate onto the foundation ring and commence the assembly of the grate itself. But more on the grate and what it fundamentally means to the team, the project and lighting that first match later

Cold and windy, the day started out slowly. Minor tasks were undertaken during the first few hours that needed doing but are necessary were commenced. The first task was finding every grease nipple on the brake hangers, cleaning and polishing them to be able to assess their serviceability. Other grease nipples seem to pop up everywhere so these will need logging and confirming serviceability.

The auto reverse cut outs (technical jargon for two valves that prevent the power reverser over reaching its mark) on the power reverser were removed, cleaned and then remounted. But remounted back in the correct position so that not only the hose connecting them could reach there joints but also the actuator valves and springs could align with the reverser bar and thus perform their task of preventing an over run.

The pins for the valve motion are now only 2 pins away from completion. A special batch of 4 pins needed to complete this task did not arrive in time. This means that each join will be tagged again and inspected – we do not want a rod flying off just because we missed or incorrectly assembled a pin. For the technically minded the two remaining pins are on the valve cross heads where the combination lever joins the cross head. There are two pins on top and two on the bottom. The bottom two are missing and cannot be inserted if the motion is assembled. Once in place all rods will be reunited and signing off can start.

The foundation ring received some attention too prior to the next major task. Some of the stud holes had to be re-threaded to a larger diameter and these were duly attacked.

Starting before lunch a small team consisting of Alan, Roger, Howard and self gathered at the original boiler and proceeded to try various techniques to remove 12 supporting brackets from the foundation ring. The boiler was resting on wooden blocks whilst this gave access to some of the brackets with the rattle gun most could not be reached so we had to use the old oxy spanner method of removal. The pictures tell the story. Half of the brackets came away with only heating and rattle gun approach. The rest Alan carefully cut away, as this boiler is not condemned and as we are now experts at drilling upside down we deliberately were as delicate as possible.

Oh and while walking around the old boiler we found two new grease nipples that push grease onto the boiler’s slide plates – so two  more to locate, clean and service on the current boiler, which we did not know  about.

So back to the Garratt – the central brace of the grate was heavy and required careful moving and aligning. This brace runs from the front to the back of the fire box right down the middle. It supports the cross bars that then hold the grate elements, these slot between the bars and are free to rock – mechanical rocking.  

There was some debate about front from back, it looked the same from any direction except one end had two lugs that would slot into one of the mounting brackets – as with previous times a decision was made (what could possibly go wrong was murmured) and the section was placed under the firebox.

A two stage lift by the team and the brace was raised and miraculously it went in first time and was the right way around! That put paid to the murmuring few!

Seriously, this is a major, major step forward.

The grate and then the ash pan are critical to lighting a fire and testing the steam joints and the myriad of other items on the check list – this is going to be fun. Those present suddenly realized that there was excitement in the air, that there is a date looming very soon and a realization that this fundamental milestone really starts to show that all the efforts to date are really adding up.

All Hands On Deck

As you would all be aware, the restoration of 6029 is moving forward at quite a rate, and every work day brings us closer to putting a fire back in the old girl, but this coming workday is perhaps one of the most important, especially when it comes to having somewhere to put the fire.

Alan has asked that anyone available comes this Saturday the 6th, as more hands make lighter work, and there is little heavy lifting to do.... Its time to refit the fire grate, and we need some bodies to lift the iron support casting back into position. The more people who turn up, the greater chance we have of getting it back in position and in turn, the rest of the grate mechanism can then be re-fitted.

So if you can make it on Saturday, come along and help, The younger and fitter the better, but hey, more hands make lighter work, and sometimes, even moral support will help, so brave the cold and lend a hand...