The art of survival
Page 68
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FEBRUARY has gone at last and with it, we hope, this year's share of ice and snow, which have been by far the worst since the fuel-freezing 1963. Temperatures have been the lowest recorded for many years but I am pleased to relate that the haulage industry has not fared too badly on the whole.
During the last big freeze, literally hundreds of vehicles were brought to a halt by waxing of diesel fuel which did not have sufficiently low temperature pour point to remain fluid under such conditions.
Even with readings as low as —17'C this winter, waxing does not seem to have been a problem.
Neither have we seen such large numbers of vehicles which have quite obviously not been treated with the correct dose of anti-freeze, stuck at the roadside with radiators frozen solid and the consequent cooking of the power unit.
Perhaps at long last our industry is beginning to recognise the need for proper winter precautions. I bet you could count on your fingers the firms that you know personally that drain Out at night rather than use anti-freeze in their cooling systems.
But we are still a long way from being completely selfsufficient when it comes to snow and ice. Most of the precautions taken are the result of what the drivers have learned over the years themselves. When the weather starts to show its teeth, how many firms take the trouble to issue such essential tools as a tow-chain or shovel for instance? And, in the conditions we have seen in the far North and the West Country this year, how many drivers are really properly equipped to spend one or more days and nights in the cab? I would venture to suggest that there are very very few. More important, how many vehicles are properly equipped? Here I would think the numbers are even less impressive.
On my own rig I carry a modest survival kit just in case I get trapped in one of the inevitable traffic pile-ups that result mainly from poorly equipped vehicles belonging to others. That kit includes a pair of overboots, an oilskin coat, a balaclava helmet (survivor from the last war), a couple of home knitted woolly hats with waterproof linings, two pairs of rubber kitchen gloves and a pair of heavy sheepskin mittens.
The whole kit fits very snugly into a large ex-army pack which resides behind the passenger seat. It stays there from early October until the end of March, unless of course I need to use it before. The art of survival, I believe, is to keep dry. Do that and your chances of keeping warm and perhaps alive without artificial heating are fairly good. My -stuck in the wilds kit'' which I carry at all times, winter and summer alike, includes a small spirit stove, some proprietary brands of powdered soups, and a half-gallon plastic can of water.
I reckon I could last out — if I was really pushed — for several days and nights without having too much discomfort. Remember, though, if you have to get out of the vehicle for any reason at all, to cover up your warm clothing with waterproof clothing. Wetness is a great conductor of heat, which is why you steam when you are loading up in the rain for instance. The steam is your body heat being dissipated to the atmosphere. It is essential, I believe, to keep your feet dry. That is the reason for my overboots. And of course they are very easy to get on and off, especially in the close confines of the cab — something you can't always say for wellies.
Although I am well prepared to survive if needs be, I try never to get into that situation if at all possible. My hobby is sailing a small boat, and it is a hobby that teaches one very quickly to read the sky for changes in the weather. Then there are the very excellent weather forecast services to be had at the end of the telephone. What's more, it has been a practice of mine for many years now to be friendly with the traffic departments of police forces covering the critical areas.
My rig is also properly equipped. I never start the winter for instance with well worn tyres. I always carry wheel chains, a shovel, and a very good tow chain. My wagon is designed so that it has fuel filters only alongside the engine. There is none on the side of the chassis. It also features an anti-freeze unit in the braking system, together with an automatic drain valve in the wet tank.
I would like to be able to say that if there is any doubt at all about the weather I practise the most sensible system, which is, of course to wait. But like most of us transport people, I have customers who demand delivery even under the most impossible. conditions, so I am often forced to make a journey even though I know I should be parked up. Under these circumstances I leave my drawbar behind, ling back on the excuse that a loaf is better than no bi when I am confronted by irate consignee.
With the winter over, wha we need to do to avoid its fur ravages? Well, one of the S tish regions made a staten only just over a week ago, if had dispensed some 2,500. of salt on to its roads so far year. Salt and metal do no very well together, so one oi actions I shall take before • many more weeks is a thoro steam clean of the whole concentrating on the m nooks and crannies that I salt and damp, to the detrin of the metal if left for too lor
Then I shall open up all lights to dry them out. It is prising how much condensa collects inside them durir snow fall.
Next will come the fuel tern. There will be a fair am( of condensation in the we the fuel tank, eager to ruin , fuel pump if left there to taminate the fuel. This poii particularly relevant to tF vehicles with power units w circulate vast quantities of fuel when running.
A douche of hot water regreasing the terminals keep batteries from detE rating and an extra spe grease-up of all the po requiring the grease gt periodic attention will make that any excessive road grit be forced out of the worl units.
And one last thing. Do forget to check the fixing bol your spare wheel and then 1
clean and re-grease its wi wire if it has one. It's ter annoying not to be able to the spare off late one night ir pouring rain because either winch won't work or you c undo the nuts.