The Equipment and Organisation of a Motor Repair Shop or Running Shed.
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Second Article.
Following the article contained in our issue of August 241h, we go further into the matter of the economical repair and upkeep of commercial vehicles. The work that has to be done is quite different from that which obtains in an oidinary engineering shop where new work only is produced, and which is, to a great extent, standardised, so that no un. usual intelligence is required on the part of the men or foreman in charge. Now, on the other hand, in a running shed, where perhaps a dozen or more vehicles have to he kept in good working order, the Irian in charge must have had experience in :he quick renewal of broken parts, or the repairs of some awkward breakages. This, ot course, applies to running-shed or roadside repairs, because it often happens that the foreman is telephoned to by some driver who, perhaps, has not been able to get to the root of a small trouble. A man in these circumstances is inclined to exaggerate the mishap into something serious, when a knowledge of various small points connected with the working of the machine may be all that is required to get the vehicle away immediately. Therefore, the foreman over a running shed must not only be a thoroughly good mechanic, but he ought to be able quickly to diagnose any trouble from which either a petrol or a steam-propelled vehicle is delayed. A man of this class is really more valuable than hundreds of pounds worth of plant for which there may seldom be any call. With regard to the number of men to be employed, this naturally varies with the number of motors, but a foreman in charge of, say, twelve vehicles, should have at least two good mechanics under him. When they are taken on, they must come with the understanding that they may occasionally be called up during the night to work on special jobs. As a general thing, it will be found that a good man will take a lively interest in his work, and will not object to effect repairs at odd hours if required. The class of job which will have to be tackled will vary from the grinding in of a valve on an internal combustion engine to re-tubing a boiler on a steam. wagon. Other repairs may include the patching of a main member of the frame, repairing front and back springs, fitting new brasses and re. hushing old ones with anti-friction metal, fitting new gear wheels, and other details too numerous to mention. This list may sound somewhat portentous, but it must be rernem bered that, by having men and appliances at hand to do any kind of repair work, an economy is effected by not having to discard semi-worn parts. Take the case of the big end of a connecting rod for instance, which has been unduly overheated from some cause, with the consequence that the brasses have become scored. It would be extremely wasteful to cast these on one side as being spoiled, whilst, on the other hand, something must be done to put them into running order again. The only way of doing this is to have them scraped up and refitted, and, generally speaking, this can only be satisfactorily accomplished by a practical man. The best practice to work upon when running a number of wagons is to keep each of them in the shed for one day in rotation, so that each may be thoroughly overhauled and cleaned up. The driver and his assistant should go round the vehicle and systematically wipe it over, taking care to see that all accumulations of oil and road dust are removed. After this has been done, the foreman must make an inspection of the vehicle and instruct one of the fitters under him to do the necessary repairs and adjustments. The driver and his male can help the fitter in many ways, and they will thus save the time of the mechanic to a large extent. For the guidance of those who have had no previous experience in the management of either internal combustion or steampropelled vehicles, we mention a few details which ought to have frequent attention. With respect to petrol engines, valves ought to be examined about once a formight to see if they are in a good state or not, and if they are at all pitted they must be ground in with emery and oil; generally speaking, the exhaust valves will require looking to before Lime inlets. The gear-box must be opened up occasionally, and, if wanted, new grease can be added to bring the supply up to the normal quantity. It sometimes happens that a vehicle is stopped owing to some small particle's getting into the carburetter jet and choking it, and a point should always be made of straining all the petrol before it is poured into the tank, as there is very frequently a sediment at the bottom of the petrol cans: Over-lubrication must be avoided by careful regulation of the oil supply ; it seems impossible for some drivers to understand the fact that a constant slow supply of oil is very much better for the machinery than intermittent floodings. In steam-propelled vehicles it is important that if they have smoke-tube boilers the tubes be brushed through two or three times a week, and if this is done on the shed day as well it will alloti; ot the foreman's examining the tubes for ,leakages, etc. If they are not steam-tight they can be carefully expanded, and only enough to counteract any leakage. The water tank, or tanks, should be washed out and cleansed from any sediment which may have collected at the bottom. It is advisable to overhaul the wheels periodically, and to wash them ; also, if necessary, to scrape off any accumulation of oil and mud which may have found a lodgment on them. The teeth of sprockets and gear rings must be cleaned up occasionally, as any grit caught on their surfaces is pounded up and quickly wears down the faces. The best way of cleaning roller chains is to soak them in paraffin for a night, and to give them a brushing over with a stiff brush ; then all the dirt should be rinsed off. The best and only really satisfactory way to get the lubricant inside the rollers is to lay the cleaned chain bodily into a tray or tank of the melted lubricant, and to let it cool there. The external excess on the outside should be wiped off. They can then be replaced on the machine_ As regards gland packing, it is most important that, previous to repacking, all old stuff should be withdrawn from the interior of the gland, as if Ny is left
in it will, sooner or later, cause a lot of trouble scoring either the piston or valve rods. There are a nu Tiber of details common to all types of vehicle which should also not be forgotten, such as the oiling of spring shackles, the oiling and adjustment of the steering gear, etc., and also the general look round before leaving the depot in the morning. It is advisable where steam wagons are kept to have a spare boiler in good condition, and with all the fittings in proper order, so that, should a bad leakage occur, the boilers can be exchanged and the faulty one attended to when convenient.
It will be apparent from the foregoing that it is to the advantage of users of either internal combustion motors or steam vehicles to confine themselves, as far as possible, to the same make of machine. As our manufacturers are now realising the importance of the standardisation of all the parts used in self-propelled vehicles, there is perhaps nothing more calculated to disgust the owner of a fleet of commercial motors than to have sent for some spare part which on arrival is found a misfit.
It must be obvious to all that the class of work likely to be done in the repair shed does not involve the expenditure of
much capital,as although certain machine tools are necessary,. most of the work to be done will be fitting pure and simple. All engineers agree that it is the small adjustments and. constant supervision which make self-propelled vehicles a payinginvestment. One of the first points to have attention when organising a running shed is to keep only the spares absolutely necessary for the requirements of the undertaking. It must not be forgotten that spare parts are apt to. become out of date, and also, while they are in the stores they represent so much capital waiting lying idle and bringing in no return. Having as many vehicles as practicable of identical make obviates the necessity for keeping various types of like parts, and consequently saves initial expense. There are certain ordinary engineering requisites which will. have to be kept in stock, such as tubing of various descriptions and sizes, also strip iron and brass, bolts and nuts, spring washers, and the usual run of sundries. The storeitself should be kept under lock and key, as it is remarkable with what rapidity small pieces disappear unless this is done. The best plan is for the foreman to take entire charge of this department and to give out all that is required, as thebusiness, unless a large one, will not warrant the employment of a proper storekeeper. When planning out the equipment of the shop, it must be remembered that, if possible, all machine tools must be placed in front of a window, or under a head light, in order to obtain an adequate amount of light for working by_ Not only is this necessary from save the costs of lighting during the short days in the spring and autumn.
This preliminary outline of the general features connected' with the routine of a repair shop is intended chiefly for theinformation of users as distinct from existing garages. At the same time, although we shall be able to deal in a supplementary manner with any necessary small changes which a garage owner must be prepared to undertake in order toembrace commercial motor repairs and maintenance contracts, many of the points discussed in this second article are of general application, and are given by way of introduction to the treatment of the subject from the engineering shop or garage standpoint. In the next article on this important matter our object will be to show how a motor repair shop business may be started without any great expenditure. of capital. Their increase is highly desirable, because there. are many prospective users who would place orders at once were they relieved of all anxiety as to running and repairs.