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An interesting trip back to East Anglia: the first leg of my train journey saw both the guard and the guys pushing the refreshment cart walking the length of the train. Had I partaken of an over-priced can of beer I could have drunk it in a carriage of socially distanced strangers without submitting contact details. The second leg of my journey had no catering and the guard announced she would not be walking through the train "due to the circumstances"; the circumstance presumably being that she couldn't be a**ed. I had a bit of a wait for David to collect me from the station and contemplated popping in the Kings Arms for a pint but would have had to disclose contact details, which I wasn't prepared to do. Don't you just love the inconsistency!

Anyway, I'm back now and have started on a few fiddly jobs on the Karrier. 

First, the  choke rod threaded 3/16" bsf. 

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In position, over length. 

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trimmed to length and threaded, awaiting a knob. 

Next, making a start on the governor control rod. 

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I didn't have enough 5/16"bsf bolts for the fan, but our favourite online auction site obliged. I've cut them to length and filed off all reference to messrs Guest, Keen and Nettlefolds. 

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A further purchase to receive similar treatment was a batch of 1/4"bsf nuts and bolts which enabled the bonnet catches to be fitted. 

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There's been a significant change in the weather; it's turned mild so things are a little moist. Once equilibrium has been attained, I'll be going round with the touching up brush to get some paint on the nuts and bolts. 

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A  few parts from ww1. original photo taken from my glass neg. ASC stores 1918, don`t know if they fit a Karrier.  Keith  

Having briefly subverted the thread with talk of roofing techniques and crane envy (which is perfectly fine with me by the way) it's time for another update on the Karrier.  I've marked out and d

Have taken the first two days of my annual leave entitlement. To be fair they were not unlike my recent work days save for not actually having to do any paid work. A couple of small jobs now tick

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Some photographs from earlier in the year that didn't quite make the cut:

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One original though slightly moth-eaten spring. Locates the large grease-retaining washers on the steering ball joints.

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A batch of replacements courtesy of Flexo Springs of Kingswood. 

Back to this weekend:

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On disassembly one of the threads "picked up". 1.5/8" x 16tpi whitform-another oddity. Managed to find a die on our favourite online auction site.

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Success.

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Ball joint components layed out.

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Ball,  cup and pre-load spring in place.

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Plenty of lube

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On with the cap.

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Followed by the split pin

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After a lot of fiddling managed to get the pin in. That's one end done. More on the other end later.

 

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The forked steering arm answers a long standing query I have, for that format is so different to the otherwise standard ball units of the time. One steering box arm here has this forked design and as such has been the point of concern for it does not follow the form as shown in parts manuals for Thornycrofts. However as the vehicle in question ( pre ww1) pre dates the manuals one has to be open to changes.

 Your postings have  provided an answer. 

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Now to the other end.

The peg that keeps the ball joint cup pre-load spring cap from rotating was damaged. If this part is not prevented from rotating, the slot may not line up, preventing the split pin from being fitted. 

The remains of the old peg was drilled out and the hole tapped 1/4" bsf. 

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A bolt was fitted and the end hacksawed off before being filed to fit the slot in the track rod end. 

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Reassembly will have to wait; the ball of this joint has a piece broken out of the side which will require some attention before I can progress any further.

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  • 2 weeks later...

I believe one definition of madness is repeating an action expecting a different result. 

So I'm working from home again, which is not all bad; it means I can sneak into the workshop for 10 minutes while it's still daylight. 

I had planned to take the rather beautiful replica license plate to work, to mill the edges square. That's now out of the question for the foreseeable future. We have some left over brass rally plaques with self adhesive backing, so I stuck one of these onto the front of the plate, taking care to align it with the etched edges, and used it as a filing guide. Repeated this for the other two edges before drilling out the screw holes. 13/64", giving clearance on the 2BA screws. I put a set in the plate using the fly press so it would conform to the curvature of the torque tube.  

Screw holes in the torque tube were cleaned out with a 2BA tap and the plate screwed into place. 

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OK, back to work now before the stealth keystroke monitor on my work laptop logs that I've been away. 

This is the modern world...

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Quote "I believe one definition of madness is repeating an action expecting a different result. "

However, if it is a computer repeating the action can make it work ( reboot), some times.

 I know there for I'm mad!

Doug 

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  • 2 weeks later...

Not much Karrier progress of late despite my being in East Anglia; let me explain. 

The shed where the lorry lives is famous, or should I say infamous, in our corner of Suffolk on account of its roof. Clad with a single skin of corrugated steel, whenever there's a change of temperature condensation forms and drips from the purlins. Some days it can be so wet you need your hat and coat inside. Well, all that is a thing of the past. 

One benefit of not being able to go anywhere is that we've had time to get all sorts of jobs done including re-sheeting the shed roof with rather nice insulated panels.IMG_1406.thumb.JPG.f504962b805ee3892273345840648796.JPG

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Now that job is out of the way, I was determined that the weekend would not pass without anything being done on the Karrier. There's so many tasks that cannot be completed until the bulkhead is fitted, so I have turned my attention back in that direction. New aluminium bonnet supports had been copy cast by a previous owner. Today I measured up and drilled the fixing holes in the top section before fettling and polishing. IMG_1487.thumb.JPG.a0dec14ba45df7947443e3ac1cbd3b8b.JPG

A small amount of progress, true, but progress all the same. 

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Now that looks good, Andy.  I have been contemplating such roof type things myself recently, having been invaded by squirrels and similar roof  munchers.   I was interested by your comments on the real condensation problem caused by plain tin sheets.  I keep wondering how bad the problem is, but I think your experience answers my question.   Plus, you had a rare opportunity to give the crane traveller a  bit of a service  by the look of it.  I note there is no emoji for crane envy, so this must suffice 😍

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From the land where metal roofing is mainstream.... A simple layer of sarking under the sheeting prevents the condensation. Also while wall sheets are screwed in the valleys is v important to screw roof sheets on the ridges otherwise the sheeting will eventually rust around the screws. Trick is that when screwing on the ridges the sheets can flatten out and get you in a right old mess, so need to pay attention to alignment and get screw tension even.

Just love the crane too.

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Having briefly subverted the thread with talk of roofing techniques and crane envy (which is perfectly fine with me by the way) it's time for another update on the Karrier. 

I've marked out and drilled the vertical portions of the rear bonnet support. Whoever produced these new castings did a good job; on the near side one the part number has been reproduced. 

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Lots of careful measuring before committing to the position of these parts on the bulkhead.  

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I'm hoping for a trial fitting of the bulkhead on the chassis next weekend. It wasn't quite in the right place when I took it off so it could be fun and games. Anticipating this, next on the agenda was to refit the manifold and exhaust pipe. 

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Gaskets in place prior to trial fitment. Turned out to be a bit of a fiddle. Ended up removing both studs from number 2 flange and one from number 3. Once the manifold was drawing up squarely I was able to wind the offending studs in with lock nuts.

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Earlier in this story I mentioned that the gearbox was tight on the input shaft which I put down to the oil seal gland having dried out. Well, this afternoon I decided to investigate. As luck would have it, the C spanner I had laser cut for the clutch also fits the gland nut so after removing the locking tab I was able to undo the gland. A generous squirt of WD40 was all that was required; the gearbox now turns freely. I have no justifiable reason why it has taken me so long to get round to doing this but it's another job crossed off the list. 

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Thanks for the reminder. Yes I think it could be made to fit with a little modification. 

Let's make arrangements via PM. 

Hope to bring photos of the oiler in place, atop the governor housing, back to the thread in due course. 

Andy

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23 hours ago, alsfarms said:

Nice reporting, pictures and update....

Al

 Thanks Al. 

This blogging is a new departure for me. I started it as a bit of a lockdown project, mindful that many people were not able to get on with their own projects. I'm actually quite enjoying it. 

Andy

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Latest update: as of next week, Suffolk will find itself in tier two whereas Bristol is destined to be in tier three. So I'm staying put. Which is not that much of an inconvenience, given the proximity of the shed to the house. 

I wasted an hour or so this morning on a round trip to Bury St Edmunds and the building society, which was shut. Google said they were open. The perfect opportunity to use my late friend Richard's saying: "Well, it says Nestles on buses but they don't go there!"

Back home and changed into shed clothes, with help from my brother Gerald we lifted the bulkhead up onto the chassis for a trial fit. It didn't fit. Fouled on the top of the steering column, so we lifted it off again. After a bit of attention with a file we had another go. Yes, you've guessed it... After dinner, a bit more filing and third time lucky. 

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Some comments: the off side bonnet support was removed as I wasn't sure if it would fit around the steering box. No problems there, fortunately. The steering column was wrapped in brown paper as a precaution to save the paint. The bolts holding the bulkhead to the stiffeners and buttresses are 3/8" bsf coach bolts. These were made earlier in the week by cutting down and rethreading some 3/8" bsw ones we had in stock. The buttresses were only fitted after the bulkhead was in position.

Next on the list, and something I've been looking forward to: the hand brake and gear lever assembly.

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Only loosely in position. Bolts through the side of the chassis but yet to wiggle the bolts through the top of the chassis and the buttress.

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R, 1st and 2nd crank in place...

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Followed by 3rd & 4th

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and the retaining washer and greaser.

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Lots more jobs I can be doing to keep me busy now; I'll keep y'all posted.

Doc

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11 hours ago, Scrunt & Farthing said:

I spent the day stripping almost identical rusted parts with the oxy-propane torch and dreaming of the day it will be in paint.

Looking forward to seeing an update in your little corner of this virtual world we inhabit. 

Andy

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As I sit in the living room in front of the fire, thoughts turn to the day's activities. 

The handbrake has been connected up. No surprises here. 

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Next, onto the gear linkages. If you're paying attention you will recall that the gearbox cradle had previously been fitted incorrectly, resulting in the gearbox being too close to the engine. This having been remedied, it came as no surprise that some adjustments were necessary to get the gears to come right. 

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Linkage parts ready to be fitted 

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Links in place, waiting to be connected up 

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2nd gear engaged 

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Insufficient travel on the gear lever

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Link adjusted

At this point I should say that I took photographs in each of 1st, 2nd and reverse, showing that all were properly in mesh but the photos of the gears are very dark and it would be rather repetitive so I've opted not to show them.

The same procedure was undertaken  for 3rd/4th.

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Both links connected 

As a stop-gap I have one odd 5/8" Whitworth bolt fitted as that intended for the job is a shade oversize and needs a few thou turning off. Hopefully when I'm next in work I'll be able to spend some time on the lathe.

Next I turned my attention to the various adornments for the bulkhead.

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A picture from 1977

If you zoom in on the above picture you can make out the ignition switch and the oil pressure tell-tale. 

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Cutting the hole for the switch. The old curtain for catching the swarf would not look out of place in 1977!

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Trial fitting of switch and tell-tale 

The switch actually belongs on the Leyland but was borrowed for use as a template. 

Correct switch will be fitted when I succeed in finding one.

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  • 3 weeks later...

Dear Doc,

I am related to the Fairbanks, my grandmother was sister to James Fairbank. As a child I played on the Karrier. My great-uncle bought lots of post-war surplus, including empty sea-mines, used as waterbutts. They had some glider carriers, which went to Eden camp museum. There is nothing left now.

The connection to Bradford is that was where the family originate from, James Fairbank's father, James Arthur Fairbank was a mill and coal mine owner, and upon moving out of the business, moved to Appleton-le-Street. The Karrier may have been owned by a relative or bought in Bradford.

Martin Fairbank Vasey

 

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Martin,

Thanks for getting in touch. I hope I am doing right by the Karrier in your eyes. It's lovely to hear stories like this. Would you know if any photographs of the lorry in its working day might survive?

Regards, 

Andy (Doc)

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