Fitting Under Bridges

 Andy gains altitude to start work on the skin of the newly-lowered roof.

A time-lapse film of Albert's roof would provide amusement: from its original 14' 4" (4.37 metres) to 14' 3" after discussions with a bridge on the German Munich-Slazburg Autobahn bridge, to 13' 9" after completing Trip 2 to Australia in 1969,  to 14' 6" during its spell in South Wales with the hippies.  Now in 2011 it is again down to 13' 9", to bring it to the same height as most trucks. If the truck can get through, so can Albert.
And now we bring you, straight from Scotland:

Albert Media Update
11 October 2011

To all Albert Friends

Albert is on the move again - at last . . . .     Progress, progress, progress . . . . and some delays also!

It has been a hard slog these past months with Scotland’s absent summer hindering the goal of getting Albert back on the road resplendent with new paint ready for the Forth Bridge photo shoot. The restoration has been taking place in the open.  Even so, significant objectives have been achieved with the overall integrity of the restoration maintained . . .

No 2004 is once again a self-propelled Albion bus legally able to drive on the public highway!

Engine – running sweetly . . .

Transmission - serviced and operational throughout with main gearbox, 2-speed transfer-box, rear axle now attuned to give a 50mph/80kph top speed and reduced fuel consumption.

Rear Axle – rear wheel studs were damaged in an earlier life when running with slack wheel nuts but are now all replaced new thanks to expert machining by a retired ex-Albion engineer.

Rear Platform/Stairs – restored with new flooring, panels, supports, etc. Under-stair compartment sealed for safe clean storage. Staircase lower steps rebuilt and staircase supports strengthened.

Top deck - rear end restored with new floor, body panels, insulation.

Internal Painting – lower deck and upper deck (excluding roof) now primed and given first top coat. Inside, the bus is presentable!

External Painting – has begun with an etch primer and Albert’s Sydney green has been purchased ready for application.

Roof – a major undertaking, now lowered from hippie height 14ft 6ins to Albert height 13ft 9ins; in other words, safe and legal for the motorways of Europe - with Red paint to follow!

Admin Activities – here it has been a game of Patience as we continue to tackle the issue of: overcoming the legal conundrum of how you re-construct and operate a 64 years old bus without being hit  by the monumental bureaucracy of Brussels.

Sponsorship – after some interesting flurries since May 2010 we continue to probe new and different avenues refreshing certain past applications and looking for new prospects.
The Albert Film – despite serious interest earlier this year, things have quietened due it seems to budget cutting and lack of imagination by those-that-be, wedded as they are to the concept of “reality”. (combination of Big Brother and Masterchef, ed.) (Sorry, boys and girls – but it’s true!)

Albert’s restoration is recorded on HD video and the film script is already in draft form. Having been my passion to make this film since 1974 when much 16mm footage was shot, should a suitable movie-maker not join us, we will do it ourselves – promise! 

A once-only-in-a-lifetime adventure film . . . remember?

DVLA – (Driver and Vehicle Licensing Agency, or RTA if you live in NSW, ed.)  has, dare I say it, a quiet interest in MRO 343H, first registered in UK by myself back in 1969.



During the ensuing years Albert had various owners including hippies then a fellow whose name is on the log book but who never possessed the bus . . . how sad.
 Since claiming back ownership in 2009, each time I spoke with Swansea ( home of DVLA, ed.)  I only had to mention the bus rego number – and all was clear!  As of last week Albert has been granted “Historic Vehicle” status and (temporary) exemption from the regular MOT inspection. Albert has insurance.  Albert now drives on the road.


Hotel-on-Wheels – or fitting of bunks, seats and galley – this is all next, but only after scrutinisation of the latest Euro-generated “motor home” specifications – and you can bet that will be some reading.


Scottish Vintage Bus Museum – a storage space at Lathalmond has been offered for the bus during the coming winter months.


Christmas Break – which may seem to be starting early to all you in Australia, until I remind you that in Scotland, unless you are in a warm and well lit workshop, fixing buses with cold tools, short days, rain and wind, is nigh impossible through the Scottish winter.


My Australian Office – 28 October 2011 - I will be retiring to my sunshine winter desk to pursue sales and administration activities; following up sponsors, film preparation, visa needs; detailed itinerary planning; etc., etc..   ( highroad@andystewart.com.au )


Progress Review – We have slipped behind schedule therefore will be making a full review of work still to be completed with notice of any change in departure date to be advised by 15 November 2011. 


Press support – has been great – for which we thank you.  We ask only that ALBERT be the focus of attention.

A 64 years old bus of Scottish blood and Australian spirit.

. . you don’t get much grittier than that!


Remaining work - includes finishing the bodywork, road testing and adjustments, installation of the “mod-cons” (mostly portable and easily fitted), an eventual certificate for the MOT, a full paint job plus enrolment of three more top calibre Crew members.


I thank you all for your interest. It’s a long haul – the restoration I mean.  Never expected otherwise – but time’s always on our side.

Andy

The Tortoise & the Hare – who won?

The Fuel Isn't Getting to the Engine

The 40-gallon fuel tank: pretty battered from encounters with rocks, ships, humps in Pakistani roads, who knows?
(click on any photo in this blog to enlarge it)

A fairly basic necessity: the fuel from the tank must get to the diesel injector pump on the engine.
And it did, for long enough to move the bus around the yard at Craigend Farm, where restoration is proceeding. Then it didn't.
On the side of the engine, on the timing case for the mechanically-minded, is a normal-looking diaphragm lift pump to suck fuel up from below: it had been overhauled expertly and shouldn't be any problem. Nevertheless another was fitted ; still no result.
To check if there are any blockages, due to sediment or corrosion or even leaves blown into the very large filler hole, a very effective trick is to blow compressed air backwards down the pipe joining tank to lift pump. No result.
Another strong possibility is that one of the several joints in the pipe has loosened, allowing air to be sucked in, instead of fuel. Air is lighter than fuel, so the pipe fills with air and the fuel stays where it is. As well as a loose joint there is a chance that where the pipe passes beside part of the underframe, it has rubbed through due to vibration over the years. Either way it's a case of examining the pipe minutely along its entire length.

The inside of the tank may have rust particles accumulated in its base, where the pick-up pipe rests. Blowing through with compressed air won't get rid of the particles: it just dislodges them for a while.
At left is a rather remarkable shot from Andy: the inside of the fuel tank photographed through the small aperture in its side, where the fuel gauge fits.*  (not sure what the yellow bits are, ed.)   The hole at the top is the filler, about 100mm. (4 inches) in diameter, so it can be filled very quickly without slopping. The vertical tube is the pick-up pipe, sitting in a rough strainer in the base.
 
*Yes the fuel gauge is on the tank, not in the driver's cab. It's not something you need to look at very often. The fuel consumption rate is a pretty steady 10 miles per gallon, so if you've done 390 miles the tank  probably has only another ten miles in it.  And in service with a bus company, the tanks are refilled at the end of every day's shift, regardless, so every bus starts the new day with a full tank.
 
 Looking on the bright side, it's best that this problem surface now, not on a Motorway in France.


An aside: The reader might ask: why go to all the trouble of taking out the tank just to see if there is a blocked pipe?   A truism often spouted by the old hands in the mechanic's game is: "sometimes the longest way is the fastest way". Take the whole thing apart, inspect it, put it back together and then you know exactly what went wrong, and why, and how to prevent it happening again.

Watch this space, for the final solution to this so far baffling problem.

Update 20th October

The air in fuel line - issue is coming closer to being resolved.  When John came over 2 weeks back to relieve me from my frustration ; testing each fuel line section one by one; sucking raw diesel then spitting out; finally concluding maybe the pipe dropping into tank may be faulty . . . he then dropped the main fuel tank, lodged it in his van and disappeared destined for an old-school expert somewhere in Falkirk.

Well, that guy has long since gone out of business, as had the next one.  Now the tank has found its way to Bridgeton awaiting another caring oldie to caress and fix the 64yrs old equipment . . . and so it goes on.

Meanwhile, last Monday I determined to shift the bus to gain better access for roof work, but found that even from the bottle . . . no consistent uplift of fuel.

So, senhor dismantled the lift pump (all that was left since the lines had been tested by John and the tank was gone . . . ) and . . . shouldn't there be a small coiled spring above the fibre washer/valve?  Cliff and John mumbled yes, of course, Andy . . .  but neither could expand.

This morning, I took the complete lift pump to Pattersons, the diesel profs around here and, tomorrow morning I collect repaired unit, in full working order.  Then . . . back to the bottle (of fuel, temporarily strung up behind the engine).

That awful-looking roof

During Albert's years with the hippie couple in Chepstow, South Wales, the roof was replaced, to restore the original over all height of the bus: 14ft. 6 inches, or about 4.4 metres in the new money. And thereby get more standing room upstairs.

 Not the most elegant design, but very strong, and weatherproof.

Way back in 1969, the original bus roof had been involuntarily reduced by a bridge on the Salzburg - Munich Autobahn in Germany. To a vehicle height of 14' 3" from its normal 14' 4" !
After Trip 02, from UK back to Australia, bearing in mind the adventure at Dozan Bridge in Pakistan, before departure for the next journey back to England, the roof was further reduced, to 13' 9". This was done at Doonside in Sydney's west, using a can opener in Andy's words !  A motor engineer might say using the cut and shut method.

However, now that Albert is actually two inches taller than when new, and not looking all that well-groomed, a new roof is to be constructed, to get over all height down to 13' 9", in anticipation of low road and bridge clearances which might cause problems. Normal semi-trailer pantechnicon height is about 14 feet, so if trucks can get through, so will Albert.
Naturally headroom in the top deck will suffer.  This space is used mostly as the dormitory at night, or as a forward observation lounge for seated passengers during the day, so it is hoped that  headroom of 5 ft. 9 inches (1.75 metres) will not cause too many cracked skulls!



Andy Stewart takes up the story:

Roof haircut.  That's me with the scissors and drill bit, facing south; camera facing west. Scotland's finest day this year.  Bus is alongside 40 foot container for access.  Just drilling out the 1000 odd rivets whilst the sun is shining.

Awaiting angle grinder delivery in the morning (Fri) by courier and also tarpaulin.  Pretty well everything comes on-line here.  Cheaper, efficient.

Action will be to peel panels to half-way back down bus, thus accessing frame from within bus, top deck.

Chop metal frame at 13' 8.25"; add new cross bearers (delivered yesterday); add longitudinal intermediate bearers from old frame (metal good); then cut original aluminium sheets (also good condition - only 30 yrs old) to fit flat across roof, secured to 8" down on either side.

Continue to back of bus.

Paint roof RED.

At this point it can be said that unlike in a modern car, where the roof is an important structural element, stopping the vehicle from bending down in the middle, the roof of a double decker is nothing more than a metal umbrella.  That's why it is so easy to make open topped sightseeing double deckers: just slice the roof off at window sill level!  And tell the passengers to stay seated when they go under bridges?

In a matter of only days, the old roof panelling is off.
The new steel roof bows are there, and the original fore-and-aft stringers are being re-used. The pole in the centre is holding the whole lot up until the curved brackets are inserted, attaching each bow to its matching side pillar.
The rather eerie-looking green ceiling is of course only a tarpaulin to keep the worsening Scottish weather out.  With winter coming on, Andy is seeking some undercover accommodation to permit work to proceed in some comfort while it's -10 deg. outside.