Maudslay FJ6154 returns to Exeter: Empty to Depot

FJ6154-hill-climbing

Having performed faultlessly in Exeter the previous day, Exeter Corporation No 5 gathered up her skirts and headed back to mid Devon, ‘Empty to Depot’.

Only two of us turned up in the morning of Day Three, one to drive the escort car and one to drive the bus. The only other witnesses to our departure from Exeter were some Sunday morning drivers and some bemused pedestrians. Once again I had dressed in my winter uniform. Yes, I know we were not carrying passengers this time but I just can’t bring myself drive a vintage bus in ‘mufti’.

With the Autovac problem still with us we topped up the small reserve tank, did a thorough walkaround check (which included setting the destination blind to ‘Depot’) and set off for the countryside. As you would expect, the city traffic was much lighter than on our outward journey the previous Friday and we made good progress out of the city. As I sat in the cramped cab listening to the wonderful two-tone whine from the gearbox, I silently bade farewell to the city on Maud’s behalf, wondering how long it would be before she returned. Hopefully sooner than 76 years!

FJ6154-Stoke-Canon

Once out of the city we began the gentle climb up the River Exe valley towards Tiverton. The 86-year-old stalwart forged on without missing a beat and soon we pulled over in Stoke Canon where we’d planned to stop and top up the fuel again.

The only real pinch points on our route were the two narrow river bridges at Stoke Canon and Bickleigh. These are particularly tricky to negotiate when the bus has no nearside mirror. I was keenly aware of the stone parapets which, had we scraped them, would have spoiled Maud’s gorgeous paint job somewhat. Not wanting to risk any narrow squeaks, I held back and allowed traffic to pass on the wider parts of each bridge.

Back on the open road, I let the Maudslay gather speed when gradients and visibility allowed. Braking performance is adequate but nowhere near as effective as on a modern vehicle so I needed to plan for greater braking distances than normally, in case we met a hazard on a bend. After a particularly free-running stretch (I was told later that the bus had managed 35mph) we stopped on the side of the road to let a queue of traffic pass by. The engine was quite hot after that burst of speed and the radiator began to boil over with no breeze passing through it. Although my right foot had not yet been on the floor, I made a mental note to ease off the throttle and not push the bus quite so hard!

Another stop was made at the Esso filling station in Tiverton for a final top-up. We also took the opportunity to refill the radiator as there were several stiff climbs ahead of us. Once we had left the town, our progress was more leisurely. Not just because we were travelling along country roads but also because I was keen not to overheat the engine again. Despite my intention, she did boil again briefly but only as a result of climbing one of the aforementioned hills. At one point I had to go down to second gear and the decrease in forward speed turned the radiator into a kettle again.

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Maudslay FJ6154 returns to Exeter: the long journey south

Exeter Corporation No 5 was given her stiffest test yet last Friday – a 27 mile journey under her own power back to her old home – and she passed with just a couple of ‘advisories’.

The 1929-built single deck bus had been especially requested by the retiring Lord Mayor of Exeter, Councillor ‘Percy’ Prowse, to convey him to Exeter’s historic Guildhall. A journey not to be taken lightly, it was nevertheless the most cost effective way of getting her into position for her appointment. For me as her official driver, it was also the most rewarding way!

Hours of work and plenty of planning had been carried out by the volunteers at WHOTT in order to prepare ‘Maud’ for her momentous return to Exeter. With brakes adjusted, batteries charged and Autovac topped up with petrol, the historic Maudslay ML3 was ready for the journey. I’m not sure that I was, though. Despite having eagerly anticipated the run for ages, it still posed a huge challenge for me as a driver and I was feeling the pressure. The bus is owned by a billionaire businessman and is regarded in heritage transport circles as a national treasure. And today it fell to little old me to get her unscathed from mid Devon to Exeter. Not only that, but I had an audience too. The Chairman of WHOTT, a photographer and a video cameraman were to accompany me in their cars. Scary stuff!

FJ6154-leafy-lane

The slow-revving Maudslay petrol engine sprang into life, if a little reluctantly. There are still some ignition timing issues to sort out. With auxilliary lights checked we were off, with one car ahead of me acting as an escort and two others following. I was so glad to have had the opportunity to have some practice runs under my belt as this allowed me to concentrate on driving safely, rather than having to cope with the specific challenges of driving this unique vehicle. As we trundled down the lanes and under fresh, leafy canopies, the only peculiarity that was ever-present was the lack of a nearside rear view mirror. The bus wasn’t built with one and, in the pursuit of authenticity, still doesn’t have one. Frequent glances at the front nearside wing and over my left shoulder were the only way to safely judge my distance from the verge and other hazards.

FJ6154-Esso-Tiverton

On the rural route to Tiverton there are several steep hills which demanded confident changes into lower gears, both to climb and descend. Thanks to my earlier practice, these were successful. Good job too, otherwise the bus would have either ground to a halt during the climb or risked running away out of control downhill. We stopped a couple of times to top up the Autovac’s reserve tank until we reached the nearest filling station. Soon we reached the wider streets of Tiverton and the fuelling stop. The Maudslay looked very incongrous among the modern vehicles, especially when a Dartline service bus pulled in at the same time! Now that we had a chance to fill the main fuel tank, we shouldn’t have to worry about fuel levels in the small gravity tank. All that remained was for us to check occasionally to make sure that fuel was being drawn up into the Autovac to replenish that used by the engine.

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Wanted: Autovac for Bristol K

As part of the maintenance work on newly-acquired Bristol K6A HLJ44, Crosville needs to replace part of the Autovac system.

HLJ44-autovac

More specifically, the pipes leading from the Autovac tank (marked in red in the photo) to the engine require replacement. Does anyone know where a set of these could be sourced or made? Answers on a postcard, cunningly disguised as a comment on this blog, to Busman John please.

In a nutshell, the Autovac sucks diesel fuel (in the case of this bus) from the main fuel tank and delivers it to the injectors of the engine via the auxilliary tank you can see mounted on the front bulkhead. Those who are interested in the inner workings of the system can follow this link which, appropriately for us, uses a photo of a double deck bus to illustrate the page.

This AEC-powered bus will be added to the Crosville heritage hire fleet next year and I for one am looking forward to driving it!