Finally after 21 years in limbo and nearly 6 years of gut busting work, 5917 has once more joined the ranks of live steamers. With several local trips and two runs to Harden behind her, those of us on intimate terms with the project can finally start to uncross our begrimed fingers and look to the future.
But what a restoration task. The tender tank was on stands in the car park at Loco Cowra. The frame and bogies were elsewhere, while all other bits were scattered from one end of the yard to the other. The fact that it was last in one piece in the early 1980s didnt help either. One good thing was that the tank had been largely rebuilt after virtually collapsing 30 years ago and had suffered little since.
The engine itself looked totally derelict, however those of us who remembered how much work Roy Miles put into it mechanically in preparation for the Bi Centenary in 1988, knew that beneath that forlorn exterior lay a very good machine. The boiler was another matter. There was a gaping hole in the rear tube plate, virtually no small tubes while several flue tubes were missing. We did have some good superheater elements which were bought in the 1970s for just this occasion, and there was a replacement piece of tube plate drifting around the shed which had been pre drilled for tubes in the 90s.
It was soon decided that the battered cladding sheets and distorted cab sides along with more than 50 years of built up paint on the rest would have to go and thats where we started.
Fortunately most of the asbestos lagging had been replaced with fibreglass bats in the 1970s. The bad news with these was that they hold more moisture than the asbestos leading to more corrosion of the boiler plates. With this in mind we decided to do away with lagging altogether as was the case with 3237. Apart from problems locating the new cladding in proximity to the barrel, this has been a success so far.
The big breakthrough was the approach by welding engineer Dick Butcher who not only worked out a procedure for attaching the new piece of tube plate, but along with pressure welder Peter Lougher spent considerable time in Cowra getting the job done. Peter has since made several trips from his home in Grafton to continue helping on the project. Securing the plate was followed by the process of re tubing and systematic and successful boiler inspections until the day came when we actually put a fire in it and raised steam.
At the same time cosmetic work was proceeding under the unforgiving gaze of painter Mark Allaway who is mainly responsible for the automotive paint job.
So what does the future hold? From the beginning it has been our intention not to put a financial burden on the Lachlan Valley Railway (LVR). Four carriages belonging to the 59 class syndicate and surplus to LVR needs, were sold to kick start the project, however the larger part of the funding has come from charter trips we have organised over the years with the co operation of the LVR board. Some of these used our own cars with a borrowed 47 class diesel, while others used the CPHs including our own No.25..
Our main aim is to generate income to ensure 5917 and the LVR is self supporting well into the future. To make sure this is the case we propose to continue running charters both in Cowra and elsewhere, as well as doing tours out of Sydney
I hesitate in thanking individuals as inevitably someone is always left out, however here goes. As mentioned already, Dick Butcher and Peter Lougher for the boiler and other welding jobs. Peter Healey for his help on the elctrics. Mark Allaway for his meticulous dedication to the final finish. Chris Piol who with John Mackie Jnr devised a plan to stretch the small tubes which i had inadvertently cut about 8mm too short in a burst of over enthusiasm. Ian Larcher who had a hand in several projects as well as coming up with valuable plans and drawings. Ian McDonald for help with parts including the new cladding sheets. The various crew memebrs Paul Stapleton pulled in to make the tours possible. Also Pauls sons and brother Mark. The LVR board members over the years who have gone out of their way to facilitate the smooth operation of these trips. Finally to my small and dedicated team of helpers who have worked tiressly for years on the most dirty and difficult tasks in all types of weather, often being told by well meaning arm chair experts that they were wasting their time. These are Dick lamb. Tom McNeil and my son Justin. I know there are others who have done work along the way but my memory fails me. Please accept our sincere thanks one and all.
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