Shows progress from the last couple of weeks.
Tony T-B managed to install the length of hardwood along the front of No.1 cab floor during the week. Today he stuck the piece of vinyl floor covering to it and with my help, managed to get the two DSD pedal assemblies installed. Quite an achievement in view of the 'undulating' nature of the floor structure!
The suspected coolant leak noted last week looks as if it may have been accumulated water from the cooling system overflows during the engine run seeping away.
Some 'baleing out' of the trapped water seems to have improved the situation!
Some more investigation into the apparent low water pressure observed during the engine run was investigated.
The triple pump was run from battery power and a significant voltage drop was measure between the battery and the pump motor input terminals.
This would explain the low water pressure as the water pump will run slower than normal, more investigation will be performed.
The damaged brake block holders were despatched to Arlington Fleet Services at Eastleigh during the week and repair work is underway.
My attempts to mark the holders so that they would go back in the same positions seem to have been thwarted as the first activity performed was to shot blast them!
However, I am reliably informed that they are interchangeable so should not be a problem.
Previous weeks update:-
When the loco first arrived back on the WSR in late April, an attempt was made to change the brake blocks over the pit at Bishops Lydeard.
However, it soon became apparent that all was not well with a number of the brake block holders with many of the new blocks refusing to seat correctly.
Simon soon identified the problem as being that sometime during its main line career, the brake blocks had been allowed to wear completely away with the result that the block holders themselves were then being applied to the wheels causing the damage seen.
But interestingly, this could not have happened during its last mainline run when it caught fire at Coulsdon North due to dragging brakes, because although worn, a complete set of intact brake blocks was removed from the loco. So the owners of the time were quite happy to continue operation of the loco with the block holders in that condition!
But we at the DEPG have higher standards (!) and following a quote from Arlington Fleet Services at Eastleigh of a quick turn around time for repairs, the ten holders with damage (five from each bogie) were removed from the loco on Saturday. Martin F did the grovelling under the loco and I assisted from the outside, situation normal!
The usual problems of removing rusted split pins were encountered and it was soon realised that the best way to remove the holders is to first remove the adjusting lever then knock out the main retaining pin with the result that the holder then just drops out. Easy!
However, one of the adjusting levers was found to be siezed and it is hoped that this can be dealt with as part of the repairs.
A devious method of coding the holders was devised to ensure that they go back in the same positions
On Sunday, I cleaned up the threads on the adjusting lever spindles and packed the holders ready for despatch to Eastleigh. It is hoped that the repaired holders will be returned in around one week from arrival there.
Mark A has fitted the outlet pipe to the repaired No.1 exhauster and hopes to also install the suction pipe if we can find the fitting!
During removal of the brake block holders, it was apparent that a coolant leak had developed. A slow but steady drip of water onto the floor under the loco is evident.
This will be investigated further next weekend when there is more time available but an initial look around reveals that it emanates from somewhere in the vicinity of the right-hand (exhaust side) of the cooler group.
