6029 proves that the bigger locomotives can be restored?

 
  1084 "Cockatiel" Station Master

Location: Dapto NSW
With the recent restoration of the mighty Garratt 6029, this proves that the big projects like restoring the four remaining steam giants of our state could be possible. The most likely of the locomotives to follow 6029 would be 6040 and 5711, as they are part of Thirlmere and have been "MOSTLY" looked after for their time in the museum.

I recall hearing a rumour from a member at Valley heights last year that they had been told to cease all restoration efforts on 5711, does anyone know any more about this?

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  Valvegear Dr Beeching

Location: Norda Fittazroy
With the recent restoration of the mighty Garratt 6029, this proves that the big projects like restoring the four remaining steam giants of our state could be possible.
"1084 Cockatiel"


Anything can be restored. All you need is either outright ownership or permission from the owner, technical know-how, a dedicated workforce, and unlimited cash.
  georges Train Controller

With the recent restoration of the mighty Garratt 6029, this proves that the big projects like restoring the four remaining steam giants of our state could be possible.
1084 "Cockatiel
A suitable workshop, not to mention a rich uncle with a bottomless supply of cash, would help a lot.

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  1084 "Cockatiel" Station Master

Location: Dapto NSW
What has been happening specifically with 5711?
  Valvegear Dr Beeching

Location: Norda Fittazroy
Would 5711 be a good working proposition? I have read that its high axle load and overall width meant it couldn't go beyond Wallerawang, Thirroul or Junee. Can somebody who has more knowledge comment on this?
  1084 "Cockatiel" Station Master

Location: Dapto NSW
Would 5711 be a good working proposition? I have read that its high axle load and overall width meant it couldn't go beyond Wallerawang, Thirroul or Junee. Can somebody who has more knowledge comment on this?
Valvegear
Similar problems were encountered with the garratt. Thanks to the wide carriages with our electric stock, all stations within the Ex Cityrail network would be cleared for the locomotive. Regarding weight, unless the grade of rail the state has been using has gone backwards since the 50's it would be completely fine.
  Spinner5711 Train Controller

A 57 or 58, like for instance 5711, should be able to anywhere that POTS like an 81 Class can go, based on axle loading.  Loading gauge clearances are fine for most places.  Curvature and tighter single line tunnels would be the biggest impediment to where it could go.

The people working on 5711 know that they can't touch the locomotive part until they've completed the tender.

Also let us remember, restoration = static exhibit.  Overhaul = running locomotive.
  1084 "Cockatiel" Station Master

Location: Dapto NSW
A 57 or 58, like for instance 5711, should be able to anywhere that POTS like an 81 Class can go, based on axle loading.  Loading gauge clearances are fine for most places.  Curvature and tighter single line tunnels would be the biggest impediment to where it could go.

The people working on 5711 know that they can't touch the locomotive part until they've completed the tender.

Also let us remember, restoration = static exhibit.  Overhaul = running locomotive.
Spinner5711
Doesn't the AHRS in Canberra have the last 58 tender? Wouldn't that be a good replacement for the tender on 5711?
  Spinner5711 Train Controller

There are couple of 58 Class tenders in existence.  The one in Canberra is a tank/superstructure/body (whatever you want to call it) only.  DSRM has a tender 'body' with tender underframe and a set of bogies, so it is more complete.  Each of these has been modified for non-locomotive service, so they'd require significant work to make them complete, mechanically serviceable and usable behind 5711.  Preceding any of that, release from present owners/custodians would have to be granted.
  steve_w_1990 Junior Train Controller

Location: Trying to fix something on the PTA Network
As stated before anything can be restored to running condition in theory, but just because one 60 class has been restored doesn't necessarily mean the remaining surviving ones, or 5711 can all somehow can be magically restored to operate.

The restoration of a locomotive, regardless of size, shape, type or class is very much a case by case basis.

Just because two locos were built by the same manufacturer at roughly the same time does not mean that they will both need exactly the same parts and attention to bring them back to operation. The way an individual locomotive was maintained in service, and cared for after it's retirement will have a big say in how easy or difficult a restoration to service will be.
Some locos are withdrawn from service, and stored in running condition so if the railways ever needed to call upon their service again for whatever reason, they are fairly well "ready to go". These locos usually represent the best "value for money" in terms of a restoration.

Others are withdrawn due to failures of big components. Boilers reaching the end of their service life, mechanical parts of the locomotive becoming life expired etc. Some locos are that far gone that a full restoration would require almost a whole new locomotive to be built with the original road number stuck on the cab.

Let’s take 6040 as an example and break down what needs to be done to get that locomotive steaming down the main south under its own power.

First and foremost what condition is the locomotive in overall? I know for a start it's missing its air compressor off the side of the loco. (I do believe that a spare has been found, but not fitted). What sort of condition is that individual part in? Can spare parts just for the air compressor be sourced so it can be refurbished and refitted?

What sort of condition are the wheels and running gear in? 3642 recently had new tyres fitted at a cost of $70,000. That’s on a 4-6-0 loco. How much would it cost to retyre a 4-8-4-4-8-4 loco? Could spare tyres even be obtained or would they have to be custom made? How much life have the axle bearings got in them? All the connecting rods, what sort of condition are they in? If one of them has started showing fatigue cracks, can a spare be obtained?

What sort of condition are the locomotive frames in? The coal bunker, the front water tank unit? Was the water tank left full of water at one point and has rust started to appear internally that needs to be taken care of to make it water tight? How much is that going to cost to get that all fabricated? Even if an engineering company was willing to do it at "mate’s rates" the cost in materials alone would be huge.

What sort of condition is the boiler in? How much work is that going to take to be able to hold main line steam pressure safely? Boilers, unlike fine wine don't get better with age. If the boiler on the loco is too far gone, is there any spares available, and what sort of work would it take to get the spare ones up to the task?

Where can the restoration work be done? Who’s got a loco service road that they'd be willing to loan out for a few years so such a restoration can take place?

Who can actually drive the locomotive on the main line? Just getting enough drivers accredited would be a battle in and of itself before a restoration were to commence, and even if you were to get drivers accredited, how reliable would those drivers be? If the were volunteers, they could cancel at a moments notice, and the train wouldn't be going very far in a hurry. If they were paid drivers, how much would that cost the organisation running the loco?

That’s just a basic overview on what would be required to get that locomotive to run again. All that doesn’t take into account pulling the loco apart, and finding the numerous other dodgy repairs and problems that always seem to pop up that add extra time and cost to any restoration.

In my honest opinion, people seem to get a bit carried away with what "should" be restored. The vast majority of railway enthusiasts would love to see 5711/ 6040/ 3820/ 3813/ 5910 etc running again. To restore a loco you need time, money, patience and expertise. Most rail enthusiasts would probably at best have 2 of those 4 required things. I personally might have the patience required for a restoration, but I don't have the time, expertise, and I sure as hell don't have the money.
  backpressure Station Staff

When it comes to mainline locos the three 32 class, one 35, three 36 class, three 38 class and three 59 class are all that can be realistically be regarded as mainline candidates. All the locos at Dorrigo are static exhibits and most likely will be. 6029 will probably be the only operating Garratt as the other three candidates haven't steamed since they were withdrawn from mainline revenue earning service and the cost of restoration would probably mean a replica rather than what currently stands as an exhibit.
To restore many locos and their on going maintenance someone would need to have the cash reserves of Gina Reinhardt and there's not too many ladies around who'd be willing to spend hundreds of millions on steam locos.
Besides many of the locos I've quoted as being able to return to the mainline are owned by the state government and she wouldn't give money to that lot.
Some have quoted the price of $190,000 to repair 3830's boiler/firebox. Well that (if true) is a pittance. The locos original restoration cost in the late 1990's was around $900,000 dollars and that was cheap. Many UK steam locos such as A4 Sir Nigel Gresley 4498/60007 cost in the order of for restoration 1.2 to 1.3 million. Then they only get a mainline boiler certificate for 7 years. Then they are looking at another million to 1.2 million for another restoration of the loco.
Naturally the locos in the UK run a lot faster than they do here with a mainline speed limit on some lines of 75mph. There locos also run a lot more often than ours.
The main trouble over here is that restoration of the government owned locos is mired in politics. 3801 is a classic example.

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