On Saturday, I made some new cable tabs for the exhauster motor and soldered these onto new lengths of internal wiring to replace the original pieces which were burnt.
The endplate with brush ring was re-fitted and the brushes installed.
Leroy made a good job of rubbing down the oil tank and connection box cover and coating with Ferricon primer.
I also performed an examination of the mechanical end of things, a scary picture of this appears in the main Saturday report!
At least one of the blades is sticking but it is hoped that centrifugal force may sort this out once the machine has been run. So the next stage will be to fit the oil tank, fill with oil, and with the aid of a set of batteries, apply power and see if the thing will work!
On Sunday, I paid a visit to Cranmore to do a few things on the loco including manually barring the engine over.
I measured the insulation resistance on the No.1 Traction Motor Feeder Cables which had previously been identified as poor both by myself and by Brush. I had originally measured an insulation reading to earth for the cables alone of approx 20kohm and Brush had reported around 300kohm. But today, using my same analogue meter, I measured a value of 1Mohm for wires 1A/1AA (including the machine armature) and wires 1Y/1YY (including the machine field) barely moved the needle off the stop. So it is hoped that four months in the dry have significantly improved matters, fingers crossed!
The repairs to the bodywork between the cabs on one side has virtually been completed including the engine room side door. Work has now extended to replacement of the internal rainwater guttering down the same side.
It is expected that the loco will be moved from the running shed at Cranmore into the carriage workshop during the next couple of weeks.
