U.S.A. Solves
Page 25
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The Transport Problem in Excavation
I N the past two years, 12 major contracts have been placed in the United States for the construction of dams and other irrigation works. These contracts have called for the removal of something like 30,000,000 cubic yds. of earth and stone in areas where, for the most part, there are no made roads, no railways and no navigable rivers. Most of this work is in the hands of demolition and excavation companies, which employ fleets of specially designed lorries of various sizes for transporting unwanted material.
In this country, where constructional work of this nature is, of necessity, on a smaller scale, the transport problem is comparatively simple, the conventional contractor's lorry meeting the requirements reasonably well. In America, however, where the building of a dam 1-mile long is treated as an ordinary engineering achievement, the transport department is one of the most highly organized sections of the whole undertaking and the machines used are built specially for the work in hand.
Novel Vehicle Designs.
One of the leading manufacturers in this field is the Euclid Road Machinery Co., of Cleveland, which produces a most interesting range of vehicles known as Trac-Truks.
Two designs of Tra,c-Trak are made, one being an articulated six-wheeler on giant pneumatics and carrying a load of 20 tons, and the other a fourwheeler, also on giant pneumatics, carrying 15 tons in a reinforced steel tipping body.
The six-wheeler is truly an impres
sive machine and has obviously been designed for the worst operating.condi-lions. It has a Waukesha six-cylintiereci engine of 5-in, bore and 5t-in. stroke, developing 193 b.h.p.. at 1,900 r.p.m., which drives through a singleplate clutch to a five-speed gearbox. The latter provides a speed range of from 31 m.p.h. to 30 m.p.h.
The final drive is of the fully IlOating double-reduction type, with a singlereduction differential unit and final reduction at each wheel through a Euclid patented planetary system. The brakes operate on only the two driving wheels and are of Bendix vacuum-mechanical design. They have independent foot and hand-lever actuation, separate pedals ,being fitted for each wheel.
The channel side members of the trailer unit are 12 ins. by 31 ins. by 5i ins, and are reinforced by three heavy torque members and strong cross-bracing. The body, or hopper, is of A-in. thick alloy-steel plate, heavily reinforced and equipped with
a top centre torque cross-member of •
welded box section.
The four-wheeled model has a slightly smaller engine of 41-in. bore and 50n. stroke, and develops 100 b.h.p. at 1,800 r.p.m. It is equipped with a Bendix magneto, a Willard 15-plate battery, Delco-Remy starting and lighting set, and a Zenith carburetter.
The transmission system is similar to that of the larger machine, but the speed range is reduced to 2-18 m.p.h. The service brakes, too, are different in this case, being of the Warner electric.. action type.