The Restoration Story - the 4th year - 1997
1997 started much as 1996 had finished with attention pretty much devoted to the liners, pistons and cylinder heads. With the majority of the cylinder heads back on, a start was made on building up the exhaust, water and air manifolds.
A replacement coolant header tank was obtained to replace the one that was missing on '215 and some time was spent cleaning and painting this ready for reuse. Eventually it was refitted after much blood, sweat, swearing and tears! When in place, all the water pipes were reconnected and the float switch, sight glass and pressure relief valve fitted.
The floor panels in the engine compartment were removed and cleaned and during this period we took the opportunity to remove about 30 years of grime and sludge that had collected underneath. The area surrounding the 'free-end' of the engine was also cleaned and the missing brake solenoid valves and distributor fitted to the frame and all electrical connections reinstated. A second traction motor blower motor was obtained. New filter elements were obtained for the fuel and oil systems. Also, filter pads were bought for the bodyside cases.
The seats were put back into the cabs and the cushions were re-upholstered. Items such as the sun visors were refitted. Repairs were continuing to various items in the electrical cubicle and the fuse cupboard was completed. One major repair carried out at this time was the replacement of the missing 'interpoles' from the 110V D.C. auxiliary generator.
The previously removed snowploughs were split from their mounting brackets and taken away for shot blasting. The exhaust stacks were removed, repaired and refitted following the manufacture of new joints.
During the Summer of '97 enough pipe work was replaced to enable the engine block to be filled with water. Unfortunately, there had been some frost damage to the heat exchanger, which required some minor repairs. Repairs to the camshafts were progressing well and a new technique for cam fitting was patented. (You had to be there to believe it!)
As the top end overhaul of the power unit drew to it's conclusion, attention turned to cleaning and painting the various rocker and fuel pump shrouds and covers. With the camshafts back inside the engine, the protective covers were replaced.
Work was now in full swing on the locomotive bodywork and roof areas. We had also acquired some 'round' buffers that were being tidied up, ready to replace at one end only the less popular 'oval' style that were fitted. A second hand set of batteries had been obtained thanks to the generosity of the 37032 gang and these were installed.
With the repairs to the auxiliary generator complete, a start was made on removing the main generator brush boxes. These could then be suitably cleaned and whilst they were removed, the commutator could be given a good clean with specialist electrical cleaning fluid.
At the end of August, we were back over the 'pit' to complete all of the traction motor work that we could do with the spare parts we had available. Also, the majority of the brake work was completed and brake blocks fitted.
It was at this time that a new problem surfaced. We had the engine all back together in one piece and so began to set up the timing. This did not go according to plan. In fact it proved impossible. The timing chain was removed and found to be stretched beyond the acceptable maximum. Close inspection of the crankshaft drive sprocket revealed many teeth missing. This was all removed and plans made to obtain a spare.
In the electrical cubicle a final inspection confirmed that everything was back as it should be and worn contactor tips were replaced where necessary. A set of snowploughs were now ready for re-fitting and they were put on No.1 end alongside the 'round' buffers.
The load regulator oil pipes were connected to the governor and the whole area given a thorough clean.