There are a couple of reasons why I personally feel that the locomotive should be made operable again. Since I begun working on #19 last spring, I've been noticing that there are 44 tonners around, certainly, it shouldn't be difficult to find parts. However, some of those parts are very expensive. For example, George checked to see if a rebuilt fuel pump was available, it was, but as I recall the cost was exhorbitant from Caterpillar. The prime movers are the same model as those used in many CAT products, pardon my memory for not remembering the numbers, but the point is that parts are available to replace the prime movers if that seems neccessary. However, as I last knew, this was not needed. The Fuel leakage was entirely from the fuel pump, it is possible that the high leakage level did indeed score the cylinder walls in #1 prime mover. However, when it started, it seemed #2 prime mover smoked considerably more.
The electrical system in the locomotive is badly in need of attention. John Hammond has re-wired his locomotive. It is possible to do, but will be very time consuming. The wiring is old, much of it uses very old wire with insulation that is deteriorated over time.
To test insulation in the traction motors, a high resistance ohmmeter known as a "megger" is used. According to my understanding, George Greenbaum did use a "megger" to check the motors last spring. I think John Hammond might remember.
In addition, there was a directional problem with at least one traction motor on the opposite end of the locomotive, that would be either #3 or #4. I kind of recall it being #3.
I think it could conceivably take one man year to put #19 back into reasonable operating condition. The problem is that no one single person has all the expertise required, and even if he did, some of the heavy work requires at least two people. As an example, removal of the fuel pump requires two men.
jim Burrill
