On the day she was due, I logged on to check her arrival on the WW website, which has a cargo tracking facility for customers. The date showing for her arrival had been put back by three days, and she was now due on 14 March at 1300 hrs, the day we planned to collect her! Frantic phone calls ensued, and we were advised that we may be able to take delivery on the same day, but this was not very likely, and we were in the hands of HM Customs. As the hotel was non refundable, we decided to travel to Southampton as planned, and at least we would be able to see her come off the ship.

Friday March 14 dawned bright and sunny, though with a cool breeze. After breakfast, a call to the WW office brought the good news that the 'Tagus' was already alongside and discharging her cargo. Being keen to get some video of DM17 driving ashore, we drove to the docks and were taken to the WW terminal by Adrian Montgomery, who had shown great patience with my endless questions during the shipping procedure. There in the morning sunshine was a beautiful sight.. DM17 looking pristine, parked alongside other vehicles such as New Holland tractors, and massive Caterpillar trucks. We were instructed not to board her until she had been cleared by HM Customs, and close inspection revealed that she was none the worse for her journey, save for a small mark on her paintwork between the offside rear wheels which would need touching in.

Adrian was still not hopeful that we would get custody of her that day, but he had pre-lodged the papers, and would try his best. We were advised to return to his office to sort out the paperwork at 1500hrs, at which time he would also relieve us of the £5600 shipping and import charges! 

At about 1630 hrs, the paperwork all complete, and the vehicle import form having been delivered from HM Customs, we were given the release papers and DM17 was all ours. Initial inspection revealed a total of 18 spare windows, destination equipment and numerous seat cushions kindly supplied by NWFB from other DMs being refurbished to open top. The bus started without any problems, and having checked lights, oil and water, we departed the docks at 1700 hrs as the sun went down, with a 200 mile journey ahead.

Our first stop was Rownham Services, where we checked the diesel, and found she must have left Hong Kong as promised, with a full 50 gallon tank. We topped up and made our way onto the M27, then M3 towards London at a steady 40mph, or 43mph on downhill sections! This was to be a long journey home, and as night descended David and I  were feeling more and more cold, as these buses were not built with heating or demisters. In addition, a freezing draught was blowing through the drivers ventilation grille just above the throttle pedal! In the car behind, Tim's partner Mandy was chauffeuring Jason in comparative luxury. Our next stop was Fleet services on the M3, where Jason filmed our arrival having passed us earlier, and hot coffee was gratefully consumed. Back on the motorway, and with David thawing out in the car, Jason and I pressed on, making the M25 just before 2100 hrs. Then clockwise past Heathrow Airport and round to the M11, where we headed north on the final sector home. Our last stop was for fuel at Birchanger Services near Stansted Airport, where DM17 took over £60 of fuel. A rough calculation gave us an estimated consumption of about 9mpg. This compares favourably with the Hong Kong figure of about 4mpg... but we were not driving up 1:5 hills, and without the 110 seats being filled.

Attleborough was finally reached around midnight, and she was safely parked in the barn and locked up about 0020 hrs. DM17 had behaved impeccably on her longest journey ever.

Work began in earnest the very next day in preparation for her MOT test a week later. Dave explored the wiring, as rear fog lights are not a legal requirement in Hong Kong, but would be needed in the UK. Our friend at Transbus Far East, Andy Boulton, who has given us much advice and help, advised by e mail that the wiring should be there but not connected, as the Condor is basically a tri axle Dominator. Of course, over the years the wiring has become grubby and connections changed, but eventually the connections were made and a switch fitted to the dash. The other problem was an air leak on tank 3, traced to a valve, for which Dave eventually obtained and fitted a replacement. Meanwhile, Jason and I had cleaned the interior thoroughly, and changed some seat cushions which were damaged. New wiper blades were also fitted.

The day of the MOT test dawned bright and sunny, and Dave and I drove to T&J Commercials at Lowestoft, about 50 miles away, with anticipation. The bus drove well, with no obvious faults, and our hopes were high. However, we were to be disappointed, as the middle nearside tyre had some damage which we had not been aware of. However following the purchase of a replacement, we left with a new MOT certificate about three hour later than planned. We could now register the bus for UK use at the local licensing office in Norwich, with our first rally being planned for April 6th at Cobham, SW of London.