THE SCOTTISH VINTAGE BUS MUSEUM – RESTORATION UPDATE

 

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March 2009 - a technical warning from Roland Williams

One technical item of note is the increasing problems with pumps and filters due to the removal of the sulphur content from diesel. The initial low sulphur followed by today's 'green' diesel does not contain sufficient lubricant for old-style fuel pumps. It also seems to lift the silt off the bottom of fuel tanks which accumulates over the years and used to remain undisturbed. The worst problem was with a certain Royal Blue coach failing to attain its 52 mph cruising speed. The primary filter had been in for only 3000 miles but was completely full of silt. Be warned - this problem is not going to go away and it's no fun to be called out at dead of night to a roadside repair when this happens. We'll have more to say about this in DUP54.

Link to Main Workshop

(Click photos for larger image)


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Photo: Jim Crichton, Jan 2011
ABV 33A (KCH112), 1957 Leyland Titan PD2/12/MCW, Trent 1012

Jan 2011

Graham Ellery: Best I can say is I've made it through to inspect the bus due to the Siberian plus weather.
Plans are now in place with Andrew Crockett for platform welding and same on sections of framing .
(Of interest: I had guy in Germany contact me via and he has found sister KCH126 looking a bit sorry for itself beside a DIY store on the Rhine. We thought it was safe in a museum but sadly not the case.)

 

Dec 2010

Graham Ellery reports that he has commenced the removal of the seat rails and has removed the platform surface to enable welding repairs to the platform area and bearers.

 

 

Aug 2010

Graham Ellery reports that the chassis and body frame have now been blasted and silvered by David Blackburn.

May 2010

Graham Ellery reports that Andrew Crockett has built and fitted a new exhaust system. The planned shotblasting has been further delayed but hopefully will be done by May so that necessary welding and bodywork can commence.

March 2010

Graham Ellery has been busy removing the lower deck windows and more panels. This has revealed lots of rot in the frame and much welding will be necessary as a result. The planned visit to the shotblaster has been delayed by the weather.

June 2009 (from Graham Ellery)

Lower deck external panels removed along with side rails. Lot of rust and stubborn rusted bolts. In process of removing windows, emptying bus and preparing for grit-blasting chassis over the summer. Due to fact highbridge vehicle, this has proved difficult but fingers crossed that commercial lifts are repaired in time for use on this activity

March 2009

Graham Ellery has been busy on the top deck interior, stripping paint and removing the side panel coverings, getting old glue over himself in the process. A set of seats from a Stockport PD2 has been obtained for the lower deck.

July 2008

Graham has been working on stripping the paint off the upper deck ceiling, a miserable job at the best of times and hat-wearing is mandatory. The seats which received the unwanted attention of pigeons at the previous storage site have been stashed away (courtesy of G McG) for future attention.

May 2008

Work on stripping the paint on roof of upper deck internally. Time consuming job as stripper drops off reducing contact time- well worth wearing a hat. 6 coats of paint don't help. General prep ahead of planned chassis sand blast and silvering. More parts acquired from various sources. On schedule for 2011!!!


 

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Photo: Feb 2010, Kenny Barclay
B509 YAT I985 Bedford YNT/Plaxton Paramount 3200 Mk II Orkney Coaches 451

Aug 2011

This vehicle left Lathalmond at the start of the year to enable a full restoration to be carried out. The work was done at GVVT since the majority of the work was carried out by Scott Martin who lives in Ayrshire. (Scott had previously carried out most of the work on Clydeside Leopard GCS 50V.) Although the Bedford was already in Rapsons livery, the paint work was rather tired and stained and it was decided after using the vehicle for a year it was time to smarten her up. The restoration work started with minor bodywork repairs, chrome trim replacement and sections of trim repaired and polished up. Then the vehicle was sanded and prepared for painting and received undercoat followed by top coat and new fleetnames and legal lettering. Scott then also ensured the window rubbers, tyres and wheels were repainted. lt was then decided to try and get the illuminated light box at the rear of the vehicle reinstated. A replacement Plaxton Paramount glass panel was duly sourced, restored, repainted and fitted and the light inside works also. After the restoration was completed, B509 YAT was prepared, presented for and passed with no problems, her annual MOT test. She returned back home to Lathalmond on Friday 29 April.

 


 

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Photo: Oct 2011, Jim Crichton
BCS 256C 1965 Albion Lowlander LR7/NCME - Highland AL4l/Western SMT N1923

Aug 2011

Following painting of upper-deck side rails and lower side panels in maroon, and replacement of cladding on the heating pipes, all re-covered seat cushions and backs and refurbished seat frames were re—instated on the top deck. This pleasing uplift has had the effect of making the lower deck seats and frames look even shabbier! In pre-inspection checks by Rab P and Andrew C, some cracking of the body underframe was identified and necessary welding work duly undertaken by Andrew. Rab also spotted a “grooving" of the inner wall of the rear tyres due to contact with the spring U bolts. This is an unacceptable hazard, and the mind boggles as to what might happen with seventy punters 0n board! The tyres are those originally acquired with the bus from Highland at Inverness in October 1981, so not surprisingly, their walls are looking very “tired". A mortgage is therefore to be taken out on four new rear tyres, which should surely see the owner happily off into the next World! The inner wheel dishes are to be swapped for two with slightly smaller dimensions, which will hopefully eliminate the U bolt-fouling problem. The MoT expires on 22 July, so it is hoped that this can be renewed without incurring too much delay.

 

May 2011

Owner Andrew Reid writes;

"Since the bus returned to Scotland in August 2010, after a 28 year exile in Kent, a lot of repair/improvement work has been undertaken, including the following:

Sprung part on rear transverse chassis beam welded, and other minor chassis welding undertaken; new aluminium sheeting fitted below N/S lower deck bench seat to replace badly corroded predecessor; warped plating around front bulkhead transfer box on front platform welded and secured with new alloy strip.

Six out of eleven fluorescent saloon lights were non operational: circuitry checked and connections made good; light covers removed, cleaned/re-fixed; three defective ballast inverters replaced. All saloon lights now OK, plus two in destination box; thanks to Dick S for the tubes.

Corroded “jelly mould” cover on courtesy light above entrance door removed, cleaned and fitted with new metal securing bracket. Light now OK. Destination box unit removed, cleaned and repainted with black matt. Warped plywood repaired. Indicator winding mechanism cleaned and lubricated. Box refitted and winding mechanism and handle re-connected. Bells were KOd, so all pushes checked for continuity, cleaned/made good. Bell ringing unit dismantled and checked, Bells now loud and clear. New main isolator switch fitted under stairs to isolate tacho, and prevent battery drain.

New tyre purchased as a spare; wheel kindly donated by Raymond D. Defective woodwork etc around rear emergency door frame removed and replaced. Nearside “flat" mirror swapped for “convex" (thank you, BJ) all top deck seat backs and cushions removed and reupholstered. Seat frames removed, sanded down and repainted with Red Oxide/Maroon 127 (currently stored in lower deck pending reinstallation).

Flexible hose coupling on exhaust failed at point under entrance door repaired with new S/ S hose. Two top deck heater boxes removed, dismantled and cleaned out. Fans electrically checked and found to be OK. Heater matrixes removed, cleaned out, and integrity checked. Alloy cladding covering heater pipes removed and decades of internal debris extracted. Connecting hoses to/from heater boxes and other joints replaced with new silicone hoses/clips.

Despite the above, the bus is currently taxed and MoTd to Class V till July. Warm thanks are due to Andrew C and Rab P for deploying their renowned specialist knowledge and skills, and especially to Jim Methven for his hard work and inexhaustible patience in tutoring the “junior apprentice" owner.” (You’ve certainly been a busy boy! Ed.)


 

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Photo: Oct 2011, Jim Crichton
BXA464B 1964 Bristol Lodekka FS6GLX/ECW Alexander (Fife) FRD 199

Aug 2011

A pre-MOT check at Rennies highlighted a couple of exhaust leaks and some other minor works. After a new exhaust tail pipe had been fabricated and fitted the bus gained its MOT in early April and attended the Kirkby Stephen rally without a hitch. On return a minor oil leak was detected and the engine sump bolts re-tightened. The broken engine "stop cable" was re-routed and re-connected.

Dec 2010

Mike Chapman advises that the engine rebuild has progressed slowly and leaving it in situ has caused some access problems; at times it was a case of just climbing into the engine bay and hoping your arms were long enough and the spanners were short enough to get a turn on the nuts and bolts. Once the engine was back in one piece, it was on to connecting up the plumbing. A lot of this has been replaced, repaired and rerouted as the existing layout resulted in some serious chafing of hoses and alloy castings.

The lower saloon heater box has been removed, cleaned out and refitted as it had been blowing cold. The timing chain was adjusted, new fan belts were fitted and the engine stop cable was converted from "Push to Stop" to "Pull to Stop".

The first attempt at start up was unsuccessful until it was discovered that the new stop cable was holding the "conker" open. Once this was properly adjusted the engine fired up no problem and ran quite sweetly - a bit smoky at first but that soon cleared. However, joy was short-lived as cooling water appeared in large amounts on the workshop floor. Various hose clips were tightened up and the water leaks disappeared. 199 was then taken for a run around the site. A minor fuel leak and a couple of minor oil leaks were spotted and rectified

While the front was off, the electrics for the headlights were tidied up and a fog light was fitted in the vacant hole and wired in to the spare switch in the cab panel. Insulation defects on the starter and solenoid cables have been rectified using heat shrink sleeving. All panels, bonnet and radiator cowling have been replaced. A new battery set is required as the current pair have given up. Some paint rectification and a repair to the nearside front wing need to be done and the brakes feel as though they will need attention before a test can be considered.

March 2010

Jim Methven advises that since the last report he and Mike Chapman found after the strip down that they needed a new engine cylinder block at considerable cost, or a replacement serviceable one at a less painful price. They managed to get a used one, after a lot of engine stripping, which was good enough to hone and use for the rebuild. While the engine is an LX it was a good time to consider using LXB/C pistons which are greener and give a cleaner start up from cold. They got hold of six and built them into the engine with new piston rings. While off, the cylinder heads were stripped, cleaned and reassembled with new valve guides. One of the old guides was

5 thou oversize and this delayed the refitting slightly. They turned to David Roberts at Gardner Enthusiasts Ltd. and sourced the unusual part with ease. Dave Roberts has been very helpful and indeed has supplied a piston, guides, sprayer castle nuts, gaskets, filters and Gardner enamel for the job, sent by post at an economic price.

Jim adds: "We have added over 100 hours to our original 50 but the rebuild is nearing its conclusion. The bus heating pipes have been re-routed, as we found that the previous set up had cut into the inlet manifold, and the fuel system is being connected up. The oil sprayers are in and piped to the pump and the compressor and drive belts are back on. Next will be the radiator, breather and inlet ducting and then refitting the cover panels. It has been an interesting learning curve made possible with Rab Patterson's guidance and specialist tools. The start up is a few weeks away and if it goes we will tell you about it next time."

Dec 2009

Work continues on the engine which remains in situ.

Aug 2009

FRD 199 obtained a workshop space on 19th May and since then Jim Methven and Mike Chapman have opened up its Gardner engine to investigate the cause of its considerable oil consumption. The engine was opened with the unit still in the bus to try and save effort. With the heads off and the pistons out the reason for the oil loss became apparent. The piston rings on cylinders 3 and 4 had broken up causing some damage to each of these pistons and their cylinder liners. The possibility of a cheap repair is fading fast and for an engine which seemed to run so well it needs some new replacement components. The owners are considering their options and visiting the Gardner enthusiasts' website for ideas. Work so far has taken about 50 hours and there is a long way to go. We could still be well and truly doooomed!!

 


 

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2010 Running Day (Keith Severn)
CDR679 1943 Guy Arab Mk 11/Duple - AA (Dodds DT15)

March 2011

Andrew Crockett has fitted a Clayton saloon heater on the front bulkhead and floor heaters under the seats on both decks, complete with pipework - definitely not Wartime spec! An alternator has replaced the dynamo which had developed a fault.

 

 

 

 

 

 

 


 

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Photo: Charles Roberts, May 2008

CSG29C 1965 Bristol FLF6GLX Tow Wagon - Eastern Scottish

May 2010

Meanwhile, Raymond has treated his other wagon to a new 5-speed gearbox. This will act as the Museum's unofficial recovery vehicle during 2010 while MPE59 is undergoing overhaul.

 

 

 

 

 

 

 

 


 

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Photo: March 2010, Jim Crichton
CSG43C l965 Bristol Lodekka FLFGGLX/ECW - Eastern Scottish AA43

May 2011

An engine sourced from an ex-Highland Daimler Fleetline has been converted to inline from transverse by Rab P with assistance from John B and Raymond D and after replacing the head gaskets, has now been installed in the bus. This is the first engine AA43 has had since withdrawal from service in 1981 when its engine was removed!

 

 

 

 

 

 

 

 


 

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Photo: Jim Crichton, Aug 2006
CYJ252 (Left) 1953 AEC Regent Ill/Alexander - Dundee 137

Aug 2011

This bus is about to emerge from the paintshop having had the white areas repainted where previously poor preparation had resulted in flaking. Also the previous sponsor's side adverts have been removed.

March 2010

John Lydiate has been stripping the areas of white paint which had crazed significantly, not having been properly etched when last painted some years ago. A repaint is planned shortly, after which it is hoped the bus will be back on the road in 2010.

 

 

 

 

 


 

Text Box:  2010 Open Weekend (Jim Crichton)

DCK219 1950 Leyland Titan PD1/3/East Lanes - Ribble 'White Lady' 1248

May 2011

Andrew Crockett has fitted the new springs and the bus is now ready for the coming season.

March 2011

A new set of rear springs are currently being manufactured to replace the existing weak ones.

 

 

 

 

 

 

 


 

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Photo: Jim Crichton, May 2009
DMS359C 1965 Leyland Leopard PSU3/3 Tow Wagon Alexander (Midland) MPE59

Aug 2011

At time of writing final body prep was being carried out with transfer to the paintshop imminent.

May 2011

The floor has now been replaced and the exterior repanelling completed.

Dec 2010

Raymond advises that the wheel arches have now been refitted and a start has been made on replacing the floor.

Aug 2010

During what was expected to be a a light restoration Raymond Devlin discovered a seriously corroded front body bearer which was causing sagging and movement of the body around the cab bulkhead area. With the body supported, the floor, front wheel arches and offending bearer were removed and after much cleaning, sanding and painting of rusted areas, a new bearer has now been fitted along with new brackets, risers etc, which were fabricated in house by Andrew Crockett. The floor and wheel arches are now ready to be replaced. The brakes have also had some serious attention which has resulted in all shoes being relined, two new rear brake drums fitted and both front air chambers stripped and refurbished. Repanelling is due to start shortly. ..... area windows have been refitted.

May 2010

Some severe rot has been discovered in a crossmember over the front axle and this has had to be replaced, a tricky operation due to the limited access. Raymond reckons a botched repair here has already been tried sometime in the past.

March 2010

After many threats Raymond has finally commenced the external repanelling of his wagon, after which it will be treated to a full repaint. Must remember to look out the shades in good time ........


 

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Photo: Jim Crichton, Jan 2011 
DMS 823, 1951 Leyland Tiger OPS2/1/Alexander C__F, W Alexander PB10

May 2011

Owner Arthur Davis writes:

"A new passenger door has been made and installed. The wood framing of the original was completely rotten. The replacement is aluminium-framed and has new panelling. The only original parts re-used are the hinges and the block which runs inside a rail at the top when the door is operated.

The floor forward of the rear wheels has been reconstructed. The challenge here was due to the lateral parts rising towards the rear while the central passage continues back horizontally. A new flywheel cover was made up using checker plate, to BJ‘s disgust - sorry, Brian!

Current work is the reconstruction of the overhead luggage racks. Much of this can be done at home thanks to the VW Touran's ability to swallow items 3m long so each rack can be transported if divided into two sections. It is now proposed to turn the bus round so that the rear is exposed for work which will require input from Andrew.

Rumours of possible forthcoming availability of suitable green moquette prompted a search for seats to replace the originals the refurbishment of which would be a nightmare. A very suitable set was located in the seat store, belonging to Edward George who would be willing to part with them, but guess what, there‘s one seat too few! So another search is on to find one similar”.

Dec 2010

Arthur Davis reports that after replacing the fuel tank he fitted a modern in-line filter just downstream from the tank. Then the lift pump was failing to deliver adequately, probably due to deterioration of the diaphragm. Patterson Diesel was able to supply a reconditioned pump, following which the engine started and the vehicle was driven round the site. However performance was poor, and testing of the injectors revealed that only two were functioning normally. Patterson Diesel to the rescue again, reconditioning the injectors.

Next problem was leakage on two of the six fuel delivery lines noticed by Rab Paterson who quickly sorted the problem using a special spanner which I would certainly never have found. The vehicle is now performing well, although Rab is suggesting adjustment of the pump timing. Where would we be without Rab?

Driving the bus also provided the long-awaited test that all gears clutch transmission and brakes actually worked! There is of course no synchromesh in second as the gearbox is from a PD3 - earlier 0.600 engined vehicles like this one did have synchromesh in second.

 

May 2010

After the initial fire up of the engine subsequent attempts proved fruitless, with fuel stubbornly refusing to enter the pump despite every effort. Eventually this was traced to blocked fuel filters occasioned by sludge in the fuel tank. Arthur has removed this and has been trying to shake stones out through the neck with limited success. He was last seen loading it into the back of his car to take home to attempt major surgery on it. Meanwhile the windscreen and cab area windows have been refitted.

Aug 2009

Passing shed 99 the other day I heard the unmistakable sound of a Leyland 0600 in full cry - on investigation Arthur was firing up PB10 but not for the first time as the inevitable bugs were still being ironed out.

May 2009

Arthur Davis advises that all mechanical components are now in place apart from a few minor items awaited from Ray Trigg. Everything seems to be working as far as can be ascertained - but Arthur is prepared for any nasty surprise when the time comes to fire it up!

July 2008

Arthur advises that the clutch plate has been relined and the gearbox and prop shaft refitted. The front section of the prop shaft was found to be too long, another reflection of the fact that when the vehicle last ran it was with PS1 running units, which included the smaller (and shorter) 7.4 litre engine. The prop shaft therefore needed to be cut and welded. Work has now turned to connecting all the linkages, fuel and vacuum lines and the exhaust.

April 2008

Since acquiring this bus from Tam Loggie, Arthur Davies has wasted no time in cracking on with its restoration. Some years ago Tam obtained a WSMT PD3 which yielded its running units to enable PB10 to be returned to its original condition, with 8ft wide axles and O600 engine. He had fitted the axles and rebuilt the body frame before mothballing it to concentrate on more pressing work and since its return to the workshop Arthur has overhauled the engine and refitted it to the chassis. This is definitely one to watch.

 


 

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Photo: Jim Crichton, Jan 2011
DRS 122A (CWG283) 1950 Leyland PS I /Alexander PA 181

May 2010

At last the reconditioned cylinder heads have been fitted to the engine and the tappets adjusted, ready to fire up ...

May 2009

Bill McAlpine is progressing with the engine rebuild as mentioned in the last Update.

 

March 2009

Unfortunately this bus suffered a major engine failure on its way back from the GWT Open Day last October, and Bill McAlpine has been rebuilding the engine using parts from a spare one.

 

 

 

 

 


 

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Nov 2010 – We were on our way to Lincoln (Graeme Fraser)
DSD936V 1979 Seddon Pennine/Alexander T type - Western SMT S2936

May 2011

The new engine block has been returned from machining and the engine is ready to be reassembled and refitted. ...and on a general note, Raymond Devlin advises that Henderson Bearings are an excellent source for vehicle owners looking for bearings and seals.

They were able to supply bearings and seals for Bill Campbell’s ex-Starks Tiger Cub for around £100 including VAT and postage, when he had been quoted nearly £300 plus VAT from a local supplier. One seal alone was to cost £75 and Hendersons were able to supply the same item for £7.50, a huge difference. They also had the items in stock and they arrived within 24 hours. www.hendersonbearings.com.

March 2011

After failing ignominiously en route to Lincoln the engine has been stripped to reveal that a liner had shifted in the bore. A new block has been sourced and new liners will be pressed in after which a new set of pistons will be installed. At time of writing Jim Methven was anticipating imminent arrival of the outstanding parts...

Dec 2010

Rab Paterson identified a problem with the differential on the Museum's Seddon T-type and on removal several teeth were found to be missing from the pinion shaft. A replacement exchange unit has been sourced and fitted, and the bus is ready to rock 'n' roll again. (STOP PRESS: Disaster has befallen! All revealed in Dup 6l!)

Dec 2009

After the Museum's own Seddon had limped back from the Bridgeton Open Day on 11 October with a serious fuel starvation problem, efforts to cure this proved fruitless and with a trip planned to Aviemore with the Guide Sunday stalwarts the following week your Membership Secretary was running out of ideas and showing early signs of panic. However the redoubtable Rab Patterson was summoned and quickly solved the problem. The cause? A tiny pinhole in the fuel line coupled to the fact that the engine had been fitted at some time in the past with a lift pump designed for a vertical 6LX engine - most of us not knowing there was a difference! In practice the bus had been able to run after a fashion with the wrong lift pump but the combination of the pinhole and the almost empty fuel tank proved too much for it to function at all. A lifetime of engineering experience enabled Rab to quickly identify and solve the problem - a practical demonstration of the very point Andrew Walker makes in his article above. Happily, DSD ran to Aviemore and back the following weekend without mishap with a correct replacement pump - Eddie and Lesley reporting vastly improved performance! Once again, Rab, many thanks for coming to the rescue.

 

March 2009

EDS50A 1960AEC Routemaster (ex-RM560, A1 livery): New kingpins have been fitted and the power steering ram has been overhauled. The old aluminium battery cables have been replaced with more normal copper ones and an overhauled fuel injection pump has also been fitted.

 


 

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Photo: Aug 2011, Kenny Barclay
El87HSF I987 Volvo Citybus[AIexander RV Eastern Scottish VVl87

Aug 2011

During February the 3 speed Voith gearbox was changed to a 4 speed Voith unit, the bus having had a 5 speed box when new. The mid mounted engine and box ensured this was a fairly easy job, although it did require a shorter propshaft in addition to the replacement gearbox, control panel and button selector. After the work was completed a few road runs assisted us to make a few minor adjustments needed to the kick down and load sensor. However on the journey back to Lathalmond all appeared to be going well till we got to Wellwood. Whilst waiting at a set of temporary traffic lights with the engine stopped we found we were unable to restart 187; this was quickly traced to flat batteries. Luckily we had brought a booster pack with us and we were able to get on the move again. The battery charging problem was traced to a faulty voltage regulator, this was sourced and changed with no further problems. The 4 speed box is working well and has indeed improved the top speed dramatically, the fuel efficiency has also improved which, with the way fuel prices are going, is great news!

 

 

 

 

 


 

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Photo May 2007, Jim Crichton
FWG846 1955 Bristol LS6G/ECW - Alexander(Fife) FE11

Aug 2011

Work, at long last, restarted in the spring, reports Mike Chapman. The remaining corroded stress panels have been cut out, as have various bits of corroded panels around the driver's cab and step. Both front wheel arches/mudguards are badly corroded and will be completely replaced. These are similar to the ones we had made for the rears and comprise a hardwood/aluminium frame with steel top covers in the saloon and aluminium

mudguard section in the arches. Some rust has been found in the chassis and cross-members but nothing which looks too serious. The front step tub has been removed to give better access to chassis and springs. The front springs have been removed, and the offside one has several broken leaves. It has been decided to replace both springs with new. The broken front skylight is being repaired using parts salvaged from a scrap vehicle. Cleaning up of chassis legs, front end cross-members, removal of accumulated road dirt and old paintwork continues.

 

 

 


 

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Photo: Oct 2011 Jim Crichton
Aug 2011

...and finally, the Ferguson FE35 tractor (FYS 71) used on site for grasscutting duties

has had its newly refurbished 'Reekie' cab refitted and its electrical system 'upgraded'.

 

 

 

 

 

 

 

 

 

 


 

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Photo: Jan 2011, Jim Crichton
GLS265S I978 Leyland Leopard PSU3E/4R/Alexander T-type Midland MPE265

Aug 2011

Now entering final stages of restoration, being prepared for painting after various electrical and bodywork issues have been dealt with.

 

 

 

 

 

 

 

 

 

 


 

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Photo: Jim Crichton, May 2007

JTU588T 1978 Leyland National Mk1 Crosville SNG588

Aug 2011

Gordon McGregor reports that pre-MOT checks have been carried out by himself and Rab Patterson. Various items to address; some electrical items that required attention have been completed with the help of Mike Chapman. Peter Mitchell has assisted with the remaining legal lettering that required to be done. One of the side engine inspection panels was not hinged causing limited access; this too has been rectified. Hopefully this bus will have passed its MOT — first in around 15 years - in time for this year's Open Weekend.

May 2011

Gordon McGregor reports that work has been carried out in the engine compartment with the fitting of the air housing and pipe work having been re conditioned and parts replaced. Further work on the exhaust system is currently underway. The bus is nearly ready for MOT. (When have heard that phrase before? - Ed.)

Aug 2010

Gordon McGregor reports that work has recommenced in the engine compartment of his B series mark 1 National rectifying the air filter housing set up along with the exhaust brackets which were missing!! Amazing what a bit of wire was doing!! Also, tidying up of some wiring and general engine house keeping.

 

 

 


 

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Photo: May 2011, Bill Ashcroft
]WS594 l943/52 Guy Arab/Nudd Bros. - Edinburgh 314

May 2011

After more than ten years off the road, good ol' 314 has been treated to an overhaul which included new brake master cylinder seals, stripping down and refurbishing the brake servo unit, a new cab floor and repairs to the rear platform riser, all thanks to Andrew Crockett. Meanwhile Peter Mitchell has recreated period adverts on the sides and rear which have certainly enhanced 3l4’s appearance. Should have done that 40 years ago!

 

 

 

 

 

 

 

 

 


 

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Photo: Aug 2010, Bill Ashcroft
LDS2O1A l962 AEC Routemaster/Park Royal RMl607

Aug 2011

A replacement rear axle differential has been fitted of the standard pattern, replacing the high speed unit, making this Stagecoach-owned RM much more suited to its current use.

 

 

 

 

 

 

 

 

 

 


 

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Photo: Jim Crichton, May 2011
LFS288F 1968 Bristol VRT/LL6G/ECW Eastern Scottish AA288

May 2011

New floor covering is in the process of being laid on the top deck.

Dec 2010

Davie Warren has been busy stripping out the top deck floor of Rod Wallace's open -topper which had suffered the effects of the weather over the years.

Aug 2010

Davie Warren has been busy stripping out the top deck floor of Rod Wallace's open topper which had suffered the effects of the weather over the years.

 

 

 

 


 

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Photo: Sep 2011, Jim Crichton
NDL 656R 1971 Bristol VRT/SL3/6LXB/ECW - Lowland Scottish 656

May 2011

Owner Murray Shepherd writes:

"Many will not have failed to notice the Yellow and Green Bristol VRT3 in the workshop, over the past few years (boy, does time fly!). Progress has been slower than I would have wanted, but time has been in short supply. Having said that, progress has been made, none the less.

One fuel tank fell off (it is a VRT, after all) and was drained and replaced. New fuel lines have been fitted from the tanks to the engine compartment. All the heavily corroded jubilee clips have been cut off and replaced. Boy, you would not believe how many there are on one of these, with a rear engine and a radiator at the front! The gears ceased to engage, so a ‘new’ selector was sourced (thanks, Rod) and fitted.

When I collected the bus from First Peebles, the brakes were binding on, so the next project was to investigate the reason why. The nearside hub was stripped down to find that, although the linings were hardly worn, the hub seal was dislodged and had contaminated the linings. Fortunately Lowland had given me a set of VRT linings when I collected the bus, and with guidance from Rab Paterson, the old were removed and replaced, together with the hub oil seal and new fulcrum pins, courtesy of Chepstow Classic Buses, and the hub was duly reassembled.

Buoyed by this moderate success, I stripped the offside hub. My pecker was, however, soon at half mast. The Brake drum would not come off, as the linings were hard up against the inside of the drum. Andy (Spiv) Walker, our intrepid workshop supremo, came up with a puller. This worked a treat. Spiv is evidently not yet past his prime, as he can still pull when he has the urge! (Do we need to know this? - Ed.). The cause of the brake binding problems was revealed. The shoes had corroded, forcing the linings away from the shoes.

Removing the shoes was a trial as the fulcrum pins had been welded in place, a prime example of its previous owner's Platinum standard of maintenance. A good grind and a lot of heat soon sorted out that obstacle. The shoes were relined, together with new fulcrum pins and hub oil seal, and the hub reassembled.

The oil and filters have been changed and next comes fuel, bleeding and the acid test of whether or not the old bus will start and drive. Here’s hoping it won’t be too long before the MOT looms into sight!"


 

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Photo: Jim Crichton, May 2011
OWS620 1957 Bristol LD6G/ECW - SOL AA620

Aug 2011

The GLW engine which was removed some time ago with a cracked block, has been repaired, reconditioned and refitted to the bus.

May 2010

The Gardner 6LW engine has been overhauled and reconditioned and is ready to fit back in the bus.

March 2010

Raymond and John have recently commenced repanelling the exterior of this Lodekka.

 

 

 

 

 


 

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Photo: Aug 2010, Jim Crichton
RMS7I4 I96l Leyland Tiger Cub/Alexander - Alexander (Fife) FPD225

May 2011

Has also been treated to a cab seat retrim; John B reports the result ‘a grand job’

 

 

 

 

 

 

 

 

 

 

 


 

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Photo: Jim Crichton, Oct 2011
RU 8678, 1929 Leyland PLSC3/ Leyland B--F, Hants & Dorset 268

Aug 2011

Having acquired an appropriate quantity of duck cloth, the Scoulars have started to apply this to the roof of their bus. Meanwhile the last of the window glass is being installed.

May 2011

Attention has now turned to the interior, with the side panels being trimmed in oak-faced ply. The electrical wiring has been completed, with the headlights and sidelights now working. After considerable searching a firm in Bradford has been sourced to supply the roof canvas, or Duck Cloth as it is professionally known.

March 2011

A new petrol tank has been made and fitted, and the woodwork on the underside of the body has also now been painted. Douglas Secular reports that the bodywork is now 99% complete...

Dec 2010

The bus now sports a gleaming new radiator, made up of the original castings but now with a new core.

May 2010

Douglas and Ross have started to fit the glazing and Ross has been figuring out how the roller mechanism works for the drop windows. He has four of these but needs a few more and has been casting the net accordingly.

March 2010

Meanwhile, Douglas and Ross have been managing to make progress on their other bus. All the external panelling and special mouldings have now been fitted, and Douglas tells me he is 'sussing out' a supplier of canvas for the external roof covering.

 

March 2009

Understandably, work has slowed while the Scoulars' attentions have been directed towards the painting of Edinburgh 798, but Douglas advises that lengths of body moulding to the correct pattern have been obtained for fitting, as have new headlamps which have been specially made.

July 2008

As we are now in rally season, Douglas and Ross have been away quite a few weekends, so progress has been slower than usual. However, Douglas has made good progress with the driver’s cab door; a new ash pillar has been made and the door has now been rehung and reskinned inside and out. They are also in the  process of sourcing an appropriate door lock.

April 2008

Since the last report Douglas and Ross have been repanelling the offside and are currently sourcing replacement canvas for the roof from a sail maker. When obtained this will be glued and stretched over the slatted boards of the roof to make it waterproof. A Sheffield-based manufacturer has been located to provide new headlights to the correct pattern; a voltage regulator has also been obtained and the question of the rest of the electrics is the next problem to be tackled.

 


 

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Photo: Jim Crichton, Jan 2011
SMS120P 1977 Damler Fleetline CRG6LXB/Alexander Alexander Midland MRF120

May 2011

During the remedial work referred to in DUP60, the radiator was found to be leaking. Being of the core type the Booths were faced with a potentially expensive repair but I just happened to be on hand when this was being discussed and something triggered off in the recesses of my memory. Let me explain.

Way back in 1982 when we were still at Pathhead the restoration of my Leyland Tiger TS2 (Alexander P63, SO3740) was nearing completion but one component which had so far completely eluded us was an original pattern radiator. We were keen to put the bus through its paces, but without a radiator quite out of the question. Then someone discovered that a Fleetline radiator was of a size that would fit temporarily into the aperture with a little spot of home-made bracketry. One was duly acquired and fitted, and bus duly tested. Not long thereafter, however, a Leyland radiator to the correct pattern was found in Blackburn, Lancs., coupled to a generator, which I duly acquired and which was delivered via the Dunbar Rally. My Fleetline radiator was now surplus, but what had happened to it in almost 30 years?

We went to look, and lo! there it was in the stores, covered in dust, having been lugged first to Whitburn and then to Lathalmond. Moreover, it was of the still tube type — the rubbers had all but perished in the intervening years but Gavin was able to source a new set and these were quickly fitted. This must be the first time ever your Editor has been able to help out with spares for such new-fangled machinery.

Dec 2010

The failure of the cylinder head gasket previously reported happened at the MOT in June (which it passed). The engine had to be removed for repair due to rusted manifold nuts on the inaccessible side and was repaired in time for it to debut at the GWT Open Day on 10 October (incidentally the same day as Fleetline 50 at Wythall!)

Only a few minor problems - understandable for a bus off the road for 13 years - have manifested themselves and the bus is currently back in the workshop having these sorted.

Aug 2010

Just as work to rectify minor niggles was nearing completion with MoT in sight a blown cylinder head gasket was discovered. It is however hoped to have the bus

roadworthy later in the season.

 


 

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Photo: August 2010 Bill Ashcroft
SO 3740 1929 Leyland Tiger TS2/AIexander - W Alexander P63

May 2010

The brakes having been attended to, the bus emerged on a lovely sunny April day for a run round the site to bed in the new linings. After some minor adjustments it's off for MoT.

March 2010

In preparation for a return to the road in 2010 the brakes were sent away for relining; these have returned - the lining material was still on the shelf of the supplier!! – and Andrew is currently refitting these and attending to a leaking rear hub seal.

 

 

 

 


 

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Photo: May 2011, Jim Crichton
SS7486 1950 Bedford 0B/Duple - Stark, Dunbar C22

Aug 2011

The brakes overhaul has been completed. The main wiring loom is now being replaced to hopefully cure several electrical continuity issues. Work is also in hand to overhaul the cooling system to eliminate various leaks.

 

 

 

 

 

 

 

 

 


 

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Photo: Aug 2011, Jim Crichton
SST 99K l97l Karrier Gully Emptier - Inverness Town Council

May 2011

Accidental damage sustained while being moved in the Exhibition Hall prompted its removal by Rod Wallace for repairs; at the same time Peter Mitchell again worked his magic and recreated the original Inverness Town Council insignia on the doors and rear.

 

 

 

 

 

 

 


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Photo: J Crichton, May 2009,  Dunfermline
UCS659 1963 Albion Lowlander LR3/Alexander H40/3 I F - Western SMT KN1795

Dec 2010

After engine failure in Stagecoach service earlier in the season the engine was removed, reconditioned (by Stagecoach) and has now been reinstated.

 

 

 

 

 

 

 


 

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Photo: Sep 2011, Jim Crichton

WG8107 1939 Leyland Tiger TS8 Tow Wagon - W Alexander 205

May 2011

Painting of the wheels is now complete, in the traditional Alexander style of off-white with the edges of the rims picked out in red to match the body.

May 2011

Our Chairman's pride and joy emerged from the paint shop in early October looking resplendent. Some debate took place regarding the actual shade of red being somewhat brighter than anticipated, but those in the know are aware this darkens with age. David is in the process of reattaching the polished side mouldings. The cab seat has also been retrimmed.

Dec 2010

Painting of the wheels is now complete, in the traditional Alexander style of off-white with the edges of the rims picked out in red to match the body.

 


 

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Photo: Jim Crichton, Sept 2011
WS4522, 1935 Leyland Tiger TS7/Cowieson B34RD, SMT H110

See history of body at SMTBodyB124

Aug 2011

After replacing the steering componentry all seemed in good order and attention turned to progressing the electrics. The dynamo and regulator were connected, the 8.6 litre duly fired up, and hey presto! after replacing a tiny fuse in the regulator the system was found to be charging satisfactorily. Emboldened by this success, I continued with the electrics and so far have got side, tail lights, and trafficators working. Trafficators on a 1935 bus? Unfortunately, concessions have to be made these days for safety reasons. However, vacuum pressure has not been building sufficiently and after checking for leaks our attention turned to the exhauster mounted in line with the fuel pump which we then removed. After stripping down and cleaning it is ready for reinstallation which will determine if we have cured the problem or not. Meanwhile, Paul Q has completed the panelling and trim on the underside of the nearside canopy and has now turned his attention to fabricating a new cab door from scratch.

May 2011

After connecting up the brakes and bleeding the hydraulics the chassis grease nipples were all replaced as many were damaged when the chassis was shotblasted and painted. It was then discovered that the steering seemed unduly heavy. So off came the drag link and steering box — the offending component was found to be the bush at the top of the steering column which had seized. Being brass it was easily reamed out. Meanwhile all the glass for the windows has been cut and Paul Queen has been fitting the wood fillets against which the glass is seated.

Dec 2010

The fearless team of Heathcote, Walker and your Editor have been working of late to complete the mechanics but it seems that for every two steps we've been taking forward we also take one step back. After complications connecting the servo had been overcome the brake linkages starting from the rear were taken up and then in setting up the front brakes problems with the front axle assembly were identified which are currently being addressed. Meanwhile Paul Queen has been fabricating the entrance steps, refurbishing the entrance doors and completing the exterior panelling and mouldings. One day we'll get it running, surely...

Dec 2009

After a bit of a lull, work has recommenced. I have been attending to the electrical I wiring for the interior lights and bells, and also the rear lights. In the cab a new dashboard has been made, with appropriate 'period' switches and gauges, and a driver's seat of the correct pattern has been sourced and fitted. I've also fitted a set of re-chromed pull-out steps to the rear roof luggage rack while Paul Queen has been busy fabricating a new exhaust system and fitting the half-drop windows. The overhauled servo has just been installed and when the brakes have been connected up we'll be ready for road-testing............

 

March 2009

The clutch, gearbox and transfer box have been refitted by the expert duo David and Andrew (with your editor acting as gofer). The rear brake hydraulic cylinders which were overhauled some time ago have now been refitted as have new clamps to the front springs, and I've also been attending to the fuel and vacuum pipe work to and from the Autovac. Meanwhile, Tarn has started to glaze and fit the six half-drop windows. I had cleaned up the frames some time ago but on fitting the glass we discovered the accumulation of 70 years of solid grease clogging the windings and these have had to be steeped in penetrating oil in an attempt to free them.

July 2008

Tam is making progress on the fabrication of the roof luggage rack and the bus is now beginning to take the distinctive shape of a 1930s SMT saloon. He tells me that once he has complted the assembly of the rack framing it’s removed from the roof in order to fit the base on which the luggage is placed and offered back up again. Meanwhile, Paul has fabricated new nearside front wings for this busand also for P573, from the remains of two which had been acquired for patterns.

April 2008

The roll-back sunshine roof has been fabricated and fitted and a start has been made on the fabrication of the roof-mounted luggage pod using old photographs as a guide, again courtesy of Tam and his team.


 

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Photo: Charles Roberts, May 2008

YFS310W 1981 Leyland National 2 Eastern Scottish N310

Aug 2010

Due to some corrosion this fine National decided to pop its water hose jubilee clips when recently moved around the site. Lack of use over the last few years certainly didn't help either. Replacing the jubilee clips should have rectified the problem.

 

 

 

 

 

 

 

 


 

Text Box:  
Photo: Jim Crichton, Jan 2011

YYJ914 (ESS989) 1961 Leyland Tiger Cub PSUC 1/2/Alexander - Starks H8

March 2011

With the rear axle now fitted, the bus awaits a set of new tyres. All the windows have now been refitted with new rubber, and STARKS transfers applied to the sides (these were only worn after the SOL takeover — it previously sported SMT triangles when in Starks ownership!) and the cab seat expertly retrimmed by Gordon our new resident trimmer.

March 2011

Tiger Cub axles from an ex-Burnley Colne & Nelson chassis have been acquired to II replace the Leopard ones fitted by the previous car-transporter owner. The front one  has already been fitted and the rear is almost ready to fit. A set of correct pattern 8-stud wheels are away being shotblasted. Finally, a supply of new window rubber to the correct pattern has been sourced and the first window has been refitted.

Dec 2010

After repaint into the Starks livery which it wore after SOL takeover (sorry, Bill C., missed reporting that one) Andrew Crockett has been busy repanelling the ceiling with BJ's assistance. New Formica panels were sourced which were close to the original colour. Meanwhile Raymond has been getting to grips with the electrics.

March 2010

Andrew has also been working on this bus which had latterly been a car transporter, having grafted the rear end off an ex-Northern Reliance on to it. The paint is being stripped off the exterior prior to a complete repaint into Starks livery in the near future.

 


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