21 September 2018

Must be barking

The frequency of the restoration updates is proportional to the progress. This is the third update in as many weeks, indicating that progress is good. She is still a skeleton right now, but it won’t be too long before her appearance changes.


It’s been a stormy week. The remnants of a hurricane and then two storms in two days. I must be barking to be four metres up in a cherry picker in gale force winds. But I’ve had some spare time that I have put to good use with some extremely long days getting filthy dirty with my labour of love. The near side framework was reassembled, ensuring all the timber follows straight lines along the length of the bus. I was then finally able to move on to bays 4 and 5 (upstairs over the platform) and the rear corner. The ‘D’ shaped window in bay 5 was removed - the window pan does not need any repairs, but had to come out to check the wood behind it. The piece at the bottom of it was rotten at both ends so had to be replaced. This is quite a deep bit of wood and (in my experience) is beyond doubt the most difficult piece to remove from the bus. It is wedged in to metal channel and held in place by a gazillion bolts and screws. This is the Excalibur of the RT. With all the screws and bolts cut, a three foot hardened steel crowbar hammered in behind the wood and pulled with all my might was rocking the whole bus side to side. This hardwood was the Peperami of all the hardwood on the vehicle. After an hour of gracefully trying to extract it, the mother of all drill bits was brought out to chomp it’s way through it, creating a shower of wood chippings. Where there’s a will, there’s a way.

Completing all the timber in the rear area of the near side meant that I could add some wood filler to some gaps and old screw holes, do some sanding, some brushing down of dirt and dust and add the metal and timber weatherproofing. This is where the wind comes in handy as sanding and brushing down outside in windy conditions means that it all just blows away up into the sky. I nearly blew away a few times too, but no excursion to Oz for me - I have far too much to be getting on with.

Essentially the near side is now finished. There’s the little matter of some windows and panels, but the bulk of the work is done. The off side is next - I anticipate that it will take two to three weeks to complete. It is actually worse than the near side, but it gets easier when you’ve done it once. I’m a dab hand now!

16 September 2018

A collapsed bus

This week was the week when I realized that since before I even owned the bus, it had collapsed. How could I possibly not have known before now? I’ve known for some time that something was not right on the near side. The inter deck brackets were so badly corroded that I had to create some support pieces, in much the same way that London Transport dealt with unforeseen issues. This week was when it became glaringly obvious just how serious the situation was.


 I’d been working my way along the upper saloon restoring the near side framework one bay at a time. The bay over the canopy is what I call bay zero, then there is the front bulkhead at the front of bay one and then bays two, three and four (which is over the rear wheels), rear bulkhead and bay 5 (over the platform). I had got as far as completing bay 3 and found that it was two inches (50mm) lower than bay 4. That’s not a small margin – that’s a cliff edge.
I could see that the lines were not straight, but couldn’t work out where it was going wrong. So I had a cup of tea and it helped me decide that I needed to create a plan of the framework, measure it all and then work out what was going on. Only when it came to analysing it did it become clear that each of bays zero through to three had collapsed on the near side – the off side was okay. As I worked my way forward along the nearside, the amount that the upper saloon had dropped got worse. When I bought the bus, it looked as though it needed a bit of work, but it looked fundamentally sound (apart from the lack of a platform). It was a wreck.


Today I set about fixing it. I labelled all of the timber from the waist rail up to the upper saloon windows and removed it all. It was a humid day and would have been great to work outdoors, but I needed to do this on a flat and level surface, so that meant working indoors. Bay 4 and 5 are okay (they contain considerably more metal keeping them in shape), so I started with bay 3. Each pillar had a marker (angle bracket) clamped to the top of the upper saloon window framework, all in the same position. The upper saloon window framework all measured up correctly, and the lower saloon floor channels, foot brackets and waist rails similarly (most of the lower saloon parts have been replaced). I had two constants and just needed to ensure that the upper saloon was lifted to get the same height for each bay. I make it sound simple, but there is a complication. The reason for the collapse is the corrosion of the inter deck brackets, which means that the floor/ceiling is lower than it should be. So I had to fix the upper saloon framework to the upper saloon floor / lower saloon ceiling and then lift the floor / ceiling until the correct overall height was achieved. All on my own.



I carried out this procedure for each pillar to raise each bay. The canopy was a little more tricky, but I’d already bolstered the near side support over the canopy and added new support for the front corner of the floor upstairs. This meant I was able to perform the work by lifting the canopy and adding support to the pillar and then lifting the floor / ceiling at the front of bay 1 and adding a support bracket to keep it at the correct height. All clamped together with marine grade steel M8 nuts and bolts with steel box channel in a vertical position to take the downward force in excess of the original design requirement. This bus has earned the right to be called a bionic bus. We have the technology, we can rebuild her.
The end result is a straight line along the upper saloon window framework and an uncollapsed bus. The next step is to reinstate all the timber. Some of the fixing holes for the brackets that support the timber are going to be in the wrong place, so I know that I will need to do some drilling. But the remediation had to be done and it has been. And now I’m kna whacked.



In the last update I mentioned that I’d done some repairs on the platform window but didn’t include a photo, so I’ve added a picture of that. This repair took 6 to 8 stages of filling and sanding before being primed. This area corrodes on all RTs and I've seen much worse than mine!


09 September 2018

Late summer 2018 update

It’s been a scorcher of a Summer - often far too hot for restoration work. That’s not my only excuse for slow progress - World Cup, work, illness and childcare also played a part. Work on the bus has continued, albeit a lot slower than the previous season. Now we are in our Indian Summer and it is back to forging ahead.




The repairs to the front near side mudguard/wing were completed and it was reassembled. Repairs to the lower saloon platform window pan were done (several layers of Isopon P38 sanded down one at a time until a perfect finish was achieved). This was done 'in situ'. At the front of the bus, the two ‘sweeping back’ timber frame pieces that make the front upper saloon corners had rot channels on their outer edges where the front windows and trim screwed into them. These are large (and difficult to make) pieces of wood, which were still fundamentally sound once the rotten timber was chiselled out. So some Everbuild two part wood filler was used to build layers. It hardens quite quickly to form an almost identical density compound to (very) hardwood. In much the same way as the Isopon filler, it was sanded down and then treated. The end result is a perfect finish that equal to (if not exceeding) the original timber.
The next step is replacing the upper saloon timber, much of which I thought was okay. Upon closer inspection, I was wrong. The only pieces that are okay are the ones that have never had screws in them - two strips either side behind the large side panels. Everything else has perished at some point - mostly at the ends / joins. It’s not the kind of perished that wood filler can fix - it’s rip it out and replace. The rotten bits come out easily, but the rest is solid hardwood. It might be okay if I could remove it and trim down and re-use, but the bolts holding it in are badly rusted and just snap if I try to undo them. It means that the upper saloon will take longer than expected, but it is what it is. No shortcuts - the labour of love continues. With one saving grace - the vertical lift (cherry picker) is a godsend. I can’t imagine doing this with just steps or ladders; I’m already up and down enough with the hydraulic platform.



This restoration lark is tough when you are doing it on your own. Trying to muster the enthusiasm to spend endless hours on what still looks like a burnt out shell is difficult. Every now and again though, I get a sign that helps. For example, the other day whilst I was working on her outside, I went to wash off a brush and met with a gardening services guy who was cutting a nearby hedge. He asked if I was breaking it for spares, which immediately deflated me. I told him that was not the case and what I was doing and he commended me and said that he will watch for the finished product. But he also then went on to tell me that he used to drive them and had respect for anyone who did that for a living. He asked me if I had ever heard of Red Rover in Aylesbury as that was who he worked for. Now that is unusual as they bought a number of RTs from London Transport as they were disposed of and ran them in service in and around Aylesbury in the sixties. They were some of the oldest of the LT RTs, so would not have had heaters and would have been tired, even when new. He said it was hard work and he certainly wouldn’t want to do it now - you needed muscles in your arms to turn the (non-power assisted) steering with a load of passengers at very low speed. Moments like those are what encourage me to continue when my tank is getting close to empty. That plus music.

Milestones help to encourage me to keep at it. Whilst the upper saloon framework is going to take a long time to do, I have broken it down into sections. The first section being the front of the bus. On finishing the timber, it was treated, which helps me to see a completed area. I worked my way back from the front on the near side, working on each bay and it’s neighbour. I have now completed one half of the near side, having treated all the finished metal and wood. That is a quarter of the upper saloon, which has taken a couple of weeks to do. I wish it could be quicker, but I have not been slacking and my productivity is good, so I cannot really ask for more.

Another boost is the initial window pans from my sheet metal fabricator. I worked with them to do them the way that Widney did them for London Transport. All the remanufactured ones that I have come across to date have not been the same as the originals, with the extrusion (the curved part from the window to the outer face) being too sharp. Some were pieces of steel welded together and then ground down. None satisfied my fickle attention to detail and I would never be happy with windows that were not how they should be. I amassed a stock of old window pans that could be ‘cut and shut’, but doing them right takes a lot of skill and time. Getting a sheet metal fabricator to do them would actually cost more than having them make new ones. So new ones it is, especially as I have been able to get the corners pressed, which has not been financially viable for the sheet metal fabricator to do. With some to-ing and fro-ing, perfect corners are now mated with matching lengths. The only issue that I have now is that the new wood fillets that sit beneath the pans (supporting interior shrouds) have been made too large, preventing the new windows from fitting properly. It just means that they will have to be trimmed down, mais c’est la vie.





One last thing. I shouldn’t forget to mention getting the window pans to the bus. It was, shall we say, a little unorthodox :-)


22 May 2018

As busy as busy bees


Here’s a re-cap of what has taken place in the last month:

Sean re-joined the restoration for a couple of weeks, until things got busy again for him. It meant that productivity was up and progress was good and I then continued to maintain that progress myself.

Weather-wise: we had some bitterly cold weather, followed by the hottest early Spring Bank Holiday on record, cooled a bit again and then became pleasantly warm. I managed to forge through the cold spells with extra layers of clothing.

The offside rear wheel arch was finished. Then I turned to the nearside wheel arch (thinking it would be easy and it wasn’t). Sean then opted for making the timber for the nearside front wheel arch. He used the same method as for the timber for the rear wheel arches - creating a cardboard template, refining until it is accurate, using it as a pattern for marking the wood, cutting and sanding down until perfected. Then there was the essential protective coating, assembly and fitting. We worked late into the evenings under floodlights to get the work done.
After that, it was back to being a team of one – I cleared out the rear pillars of old wood and rusty bolts, rust treating them, repairing the rear waist rail (welding some steel box channel to the inside/top/nearside edge), preparing and fitting new pillar timber, creating waist rail topping timber, creating a new offside base piece of timber and weatherproofing all the newly added pieces.

I also had to revisit the rear sections of both wheel arches, as I wasn’t happy with them. So both were re-done (it’s a lot quicker the second time around). The valance panel fixings on the battery crate both needed repositioning, which was quite a major job, but necessary to get it to fit properly.
I had to get under the rear section, so the bus had to go up on my makeshift ramps. I don’t like it being up there for too long as not all of the rear wheels are supported; just long enough to do the jobs necessary.
Next up was the rear cant rail and adjoining area. I had tried to avoid looking at it for a long time, as it was rusted beyond repair. But that is not a bad thing when it comes to dealing with it, as there is no question of what to do - rip it out and replace with new. I’m not going to kid you and say it was a 5-minute job. Try 5 days - at an average of 10 hours a day - about 50 hours. The rear cant rail was made to order some time ago and I had to make the corner structure from some steel pieces that I had laser cut and some sheet steel, welding them together.



The structure must have been added to and removed from the bus somewhere between twenty to thirty times, to check for fit, make adjustments and treat. From there I made my way forward on both sides of the bus at the cant rail level, dealing with any remaining rust and rotten wood, taking me forward to the bays that have already been done. This completes the removal of all the old rusty metal and rotten wood up to this height at the rear of the bus. There was a lot of it; much more than I had expected. The timber becomes harder to remove the higher up you go, as it is less rotten. But it does have a lot of rusty screws in it and no clean/flat outer face, which means that it has to come out. I would turn the better stuff around and use the rear face, but it is only coming off in short pieces and much is splitting as it is tough to remove. The interdeck brackets at the rear of bay 4 need some work. I took advantage of a peak in temperature to rust treat the newly exposed metalwork, for the best result in converting the remaining rust and ensuring that it is going to last. The really badly rusted parts have been cut off and had repair pieces added or be left curtailed as appropriate.
I had to use compressed air to clear out the rust, birds nest remnants and other rubbish from the space over the platform ceiling. There was so much of it that it took more than half an hour blowing high pressure air into the section to clear it out, leaving me looking like a bit like a coal miner. I’m not really sure how birds managed to get in there, as although the bus spent many years with access available to them via an open platform, getting into that space would not have been easy. But access it they did and chicks they hatched, with up to about ten quarter inch egg shells left behind and no bird skeletons - a success story.
Then, a cold North wind blowing dented motivation and the difference in temperature was very noticeable. Time was not wasted though; a thorough tidy-up was undertaken (I am a self-confessed messy worker, despite believing in the adage of ‘a place for everything and everything in its place’). Low and behold - I found the crowbar that I have been missing for a long time, masquerading as a piece of scrap metal. That pleased me because (as mentioned) the remaining timber is getting harder to remove and the ‘persuader’ is just the guy for the job.
Some new wood arrived - to make the intricate pieces above the lower saloon windows. I wasted no time in preparing them for their purpose. A groove was channeled out on one face (the edge that faces inwards) to accommodate the interior rail that borders the window shrouds and the lower saloon ceiling. The rear face of these pieces marries to timber that the window pans fix to. The edges that meet were all treated. All other parts that need treating before assembly were done. Recesses for wood fillets that the shrouds screw to were cut out. The interior will be phase 2 of the restoration, but anything that affects the exterior has to be done during phase 1.

I also made two new bespoke brackets for over the platform - one at the front and one at the rear. These provide a method of fixing shaped pieces of wood to the pillars - shaped pieces that the trim can be screwed to that covers the internal/external facings. They are not just screwed to pieces of wood that sit unconnected to anything (as this could allow the facings to sag). The original brackets were rusted to virtually nothing, so new ones derived from old fluorescent light fitting boxes were shaped, drilled and painted. They have a few more holes in than they need, but the donor parts were free and free is a good price for source materials. The extra holes won’t make any difference anyway. Much of the metal I use has been sourced for free, by being a bit cheeky when buying metal box section or angle iron and asking if there are any free offcuts. One man’s trash is another man’s treasure. These particular parts date from the seventies (stamped with manufacture date) when they made things from metal and are now being upcycled for many more years of worthwhile use.
There has been a lot achieved in the past month. I had some leftover rust treatment in a cup this week and walked around looking for places to use it. There wasn’t anywhere below the level of the cant rail that needed treatment, which is a major milestone. The more I do, the more I am inspired to do.
Steve

17 April 2018

Here comes the sun


It’s been a long time coming, but the weather is changing (for the better in bus restoration terms). With the IOS Blogger app being ditched, updates to the restoration have been published on the bus Facebook page in the first instance, as it is more convenient (https://facebook.com/rt3316page) and copied to the blog as time permits. Personally I think they are very short-sighted; perhaps the commercials simply don’t add up and they feel that blogs are a thing of the past. I disagree, as I consider Social Media to be a topical delivery method as people generally don’t look at historical posts, so I will maintain the blog (http://blog.rt3316.com) as a record of the restoration (planned to be kept long term).



The last time I wrote, I was moving on from the offside bay 3 to the offside rear wheel arch, full of confidence that it would be a walk in the park. Yeah, well it was a walk through brambles and nettles if I’m to use that analogy. What a pig it has been. I had based my expectations on the pieces of wood that I prepared for the nearside wheel arch (but have not yet fitted). Just as I thought that I had it all right, I used a mallet to tap a tight fitting piece of wood into place and there was a cracking sound – the sound of a piece snapping off the end. These pieces of wood are curved sections, which are not easy to make (especially when you have the most useless bandsaw in the world). They result in a lot of wastage. After creating a new substitute, I then found that I wasn’t happy with another bit (or the gap at the end of it - I am extremely fussy), so that meant making a replacement for that too.

Once finally done, the whole lot had to be dismantled again for treating two sides, waiting until dry and then treating the remaining faces. It is a delight to assemble for the final time and my expectations for the nearside rear wheel arch have been realigned.


All of this is extremely time consuming. On Sunday I went along to the Spring Gathering at Brooklands but barely stayed for a couple of hours, heading straight to the bus to put in another seven hours of hard slog. The photos I took precede some tidying up, so that I can be organized for the next battle. I aim to increase the time and effort in order to make some advances and with milder weather and longer days, should hopefully catch up on the backlog caused by Winter. Check back soon for the next update.


Oh yes, I nearly forgot. I added the eyes!


Steve