MORE WINTER TROUBLES.
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Interesting Ideas Contributed by Our Driver and Mechanic Readers.
WE ALL appreciate our homes and firesides much more in the winter than in the summer. Consequently, any;thing which will enable us to enjoy those home comforts at greater length during the colder, season is sure to be welcome. It is, at least, in that sense that we .award . the 15s. prize this week to " S.J.C.," of Peckham, for his contribution . on banking fires of steam wagons, tince, if his suggestions be carried out, it is more than likely that' it will be the means of the driver concerned getting away on his journey half an hour earlier than usual in the morning, which frequently means that he will get home at Ieast an hour sooner in the evening. In taking this view, we feel sure that we shall have the support of the bulk of our driver readers, certainly of our steamwagon-driver •readers. As " S.J.C." truly says, one of the drawbacks to the steam wagon is the delay caused by the time taken to raise steam in the morning. This can, as a rule, be considerably diminished by banking the fires overnight, as is done in .stationary steam plants and with marine boilers.
When returning to the garage at the close of a day's work, the fire should he allowed to get. ratheii low, so that, on arrival, huta small head of steam is available. So soon as the wagon. is safely in its appointed place, the boiler should be 411od nearly full of water, using either the injector or the pump, the steam gauge meantime registering about 25 lb. to the •sq, in., at which pressure it should be allowed to stand Whilst the bunkers and lubricators are filled ready for a -quick start next:morning. By this time, the boiler will have cooled down somewhat(the damper having been previously closed).
The fire should now be cleaned out by throwing out the clinker, leaving just enough red-hot cinders to cover the firebars. These should-be pushed back towards the tube plate, leaving about half the area of the grate uncovered. A few pieces of small coal should then be thrown on to. the top of this fire, and allowed to ignite.
. When alt this is neatly arranged, cover the fire with damp coal dust and small coal to a depth of about 2 ins. Open the damper, and allow it to remain open until a few blue flames appear above this coal dust ; then close the damper atonce. A few minutes afterwards examine the fire again. If blue flames are still coming through, it is an indication that sufficient .air is passing. If not, open the damper slightly to assist matters in this respect,
During the night, this fire gradually burns through, leaving a solid mass of incandescent fuel which next morning may be spread out over the bars, fresh coal being. added gradually until a good
fire is obtained, which usually happens in a very short time. Indeed, in twenty minutes or so, it will be found, if everything has been properly. carried out, that there will be about 150 lb. of steam available, the fire will be going strong, and the wagon will he ready for a quick getaway. There are one or two simple precau tions which must be taken in connectionP with this operation. It is important that the damper should be opened first thing in the morning, and at least five minutes before opening the fire door, or attempting to break the fire up. This is necessary in order to allow any accumulation of combustible gases to escape up the funnel. The fire Should be carefully regulated, so that the steam pressure does not accumulate during the night to such an extent as to blow off. The proper degree of regulation can only be learned by experience.
The careful driver will now be making proper preparations for the coming winter. Amongst other things, he wilt begin to make a habit of taking out with him in his tool-box a set of non-skid .
chains, or some sirhilar device. Particu• larly does this suggestion apply in the case of those whose journeys customarily take them intO country roads. Unfortunately, as " A.V.T.,' of Wakefield, remarks, _one's employer is net invariably inclined to look with a favourable eye upon any expenditure in this or similar directions. He himself, as the outcome of just such a difficulty, had to make up a set of nen-skid chains Out of oddments, and as he managed to do this for a total expenditure of 7s., his method may be of interest.
From the scrap-heap he procured a length of chain which had apparently been at one time the operating means of a •set of one-ton lifting tackle. From a local hardware dealer, he purchased 10. swivel hooks, such as are usually found at the ends of ,strong doff-chains. He cut the scrap ehain into lengths which would conveniently wrap round the tyre and felloe of the wheel, fitting a swivel hook or clasp to each. Another tip about non-skid chains cornea from. " H:E.B.," of Lincoln. His work is such that be frequently has to start from soft ground with a heavy load, He is provided with Parsons chains, but deplores the time taken to fit them. To obviate this he uses a pair of split hooks, or swivel hooks such as those mentioned by " A. V.T." The chains are laid upon the ground as shown in the sketch, the loose ends being passed between the spokes and secured by means of the hooks. As the lorry is started up it; winds the chains on to the wheels, when they may quickly be secured. Occasionally, the garb given by running over the length of chain is sufficient to get the
vehicle on to hard ground. • • After a wagon has been in use for some time, the step which is fitted to assist the driver in getting on and off becomes worn and slippery. In summer and d17 Weather, this is not -of much account. In the winter, hoz-ever, when there is the risk of snow or ice being left upon it, it. may become da.ngecous. " H.& ," of Rotherham, fits a non-slip step of his own design. It is made in accordance with the accompanying Sketch, which is almost self-explanatory. " H.R.'s " fitting is made of steel plate, suitably grooved and secured to the main step by a couple of counter-sunk bolts.