[Grant Bowker]

You may have noticed a lack of information on what Bob's been up to lately with his C15A. He's lifted the publication ban so I'm going to give an outline and hope he'll fill in the detail.
Bob had been making progress in our usual 2 steps forward, one step back fashion. He decided he wanted the truck on the road by the end of June so a bit of a push was started.
Wired the truck using a harness made several years ago by Phil Waterman. The wiring went fairly well. Lay out the harness, look at the labels, confirm we understood the colour codes for the wires., figure out the routing (there's really only one way it could go to let the wires branch out of the harness at the respective components), make frame brackets (rather than mounting the rear lamps to the body), decide on front signals etc.
Fuel tanks were completed. add senders, make gaskets for the tank covers, drill and tap for oversize cover screws because without them all the gasket leaks, make copper (rather than lead) washers to help seal at the cap retainer chain connection to the tank. Plumb the tanks to the selector valve, make yet another set of cap gaskets (originals were in a sorry state) as the neoprene used for the first replacement swelled and disintegrated in contact with gas, fell into the tank so the tank had to be removed for cleanout, similarly for the tank cover gaskets as well.
Make minor adjustments to the doors and make new inner skins as the originals had suffered from rust.
The cargo box is an anachronism but we just didn't have time to fabricate a 2B1 box to match the truck. Later. Bob has the remnants of a couple of 2B1 boxes that may provide a usable floor structure but the sides and tailgate will need to be built. We've been learning about the needed processes while working on my 15 Cwt trailer (more on that in a separate post later). The box was NOT done to perfection. Wheel wells were left inverted/deleted. The worst of the damage to the side walls was adjusted and paint applied (also more for reasonable appearance rather than perfect appearance). Mud flaps were fabricated (only the metal portion as we aren't sure we will be able to transfer them to the 2B1 once it is made). Fabricate Tac sign holder at rear (Bob had NOS for the front, I have original rear to copy from).
Search for ownership papers, data plates, license plates (1940 - bought at flea market and previously submitted for approval for use).
Get the truck weighed.
Submit truck for safety check. Passed on first go. Bob started smiling.
Arrange insurance.
Visit the licensing office, pay fees and walk out with updated paperwork allowing the truck on the road.
Start driving increasing distances for shakedown.
Work to resolve shimmy. Change the front tires from side to side - no change, adjust toe in, check the tightness of all steering joints then switch tires back to front and it seems much diminished.
Attend local cruise night. It was the only green truck there and got more attention by not being all shiny chrome.
You may have wondered why there was a gap of a month between getting the truck on the road at the end of June and this post. That was because fairly early in the push we said " wouldn't it be fun to see Phil's face if we just showed up at his club's annual show at Weare (New Hampshire) to add another CMP to his fleet on display. This weekend we loaded Bob's truck on the trailer and enjoyed the rally, took Bob's truck on one of the trail rides, all worked as it should. Why didn't we drive the CMP to the rally? It's 8 hours in the modern truck and we aren't tough enough (no roof on the cab yet and it rained for part of the trip) to do that distance in the CMP and didn't want to spend 2 or 3 days each way on the trip. There were only a few raised eyebrows at the border from the Customs folks.
First photos of the truck loaded for travel.