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As you can see in the Galleries section, the exhauster is now fitted into the class 14. This was achieved by moving the loco down the new, concreted section of line that forms the loading area and eventually a second shed road, where fork lift and welding access was more readily available. A minor last-minute hiccup concerns the orientation of the exhauster - in its planned position it would have had the wrong rotation (reciprocating exhausters, like compressors, will work in either rotation but Westinghouse insisted on providing one-way-only oil pumps). Consequently the exhauster was turned 180 degrees and the drive pulley is now at the back of the loco and so the shaft driving it from the back of the Voith needs extending. Parts are already on order to effect this. Since installation, work has got under way on plumbing it in to the train pipe and control valve.
The direction detection system on the '14 was originally arranged with limit switches. As we had no means of sourcing compatable switches, let alone mounting them in the narrow gap between gearbox and loco side frame, a pair of "perception head" sensors now do the task and give the driver and the PLC a clear indication of which way the final drive is set (and fully "home"). This means that the changeover relay to switch lights and sanders is now available to function, and plans are being hatched to connect the sanders to two electro-pnematic valves standing waiting, plus wiring from the relay.
Vibration from the Holset coupling has been judged insufficient to warrant doing repairs before the Diesel Gala - but to prove what sort of power is required, D9524 is expected to run a test train of carriages this coming Sunday. It is expected that by then the vacuum braking will be controllable even if another loco comes along to do the 'suck'.
And elsewhere?
At Scunthorpe, the change speed gearbox has been lifted out from the 03 and removed temporarily back to Elsecar ready for onward transport to Norfolk, where it is destined to help restore another 03.
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