For DRIVERS, MECHANICS & FOREMEN.
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A PRIZE OF TEN SHILLINGS is awarded each weeh to the sender of the best letter which we publish, on this page ; all others are paid for at the rate of a _penny a, line; 'with an allowance for photographs, All notes are edited before being published. Mention your employer's name, in confidence., as evidence of good faith. Address, D., M. and F. "The Commercial Motor," 7-15, Rosebery Avenue, London, E.G. 1.
Lamps Alight—
On Saturday, the 22nd June, light your lamps at 9.49 in London, 11.0 in Edinburgh, 10.17 in Newcastle, 10.12 in Liverpool, 10.1 in Birmingham, 9.58 in Bristol, and 10.56 in Dublin.
Economizing Steam by Preventing Escape.
The sender of the following communication has been awarded the 10s. prize this week.
[1869] " R.L." (Plaistow) writes : —" As foreman in charge of a fleet of steam wagons, I have found one of the most important points to be that of insuring that there is no unnecessary escape of steam from the various joints in and about a chassis. There are one or two places where persistent trouble is always given.
For example, the piston rod glands. It is known, of course, thaPthese need tightening up from time to time, and it is sometimes a little difficult to judge the correct degree of tightness which the packing will stand so that there is no escape of steam, and yet, at the same tune, excessive friction is not caused between the packing and the rod. A worthor two concerning the method of packing these glands, however, may not be out of season. Most drivers, I think, pack them by putting separate rings of' packing into the stuffing box, one after another, taking due care, of course, that the joints of adjacent rings do not Coma together. My experience goes to show that it is much better to put the packing an in one length, bevelling or chamfering the ends so that they -bear evenly against the bottom of the box and the inside face of the gland. Not only does this make a better allround job, but it is much easier both to pack and to remove.
"Another place where, on the majority of steam wagons, there is an escape of steam is inethe injector. This, as a rule, is owing to the valve not shutting .off as it should do. A few weeks back I had occas4on to put a new renewable valve and seating in the injector on a wagon under my charge, and, to my surprise, I found, after a few days, that this new fitting was allowing leakage in the same old way. I looked around for the cause Of it, and, examined the new valve and seating. I knew, of course, that, normally, these parts should last for a considerable thug, and -therefore judged that something out of the ordinary was causing this leakage. I therefore shut off the -main distributing valve ankremoved the new valve and seating. On examination, it -appeared to be in quite good condition, but on looking inside the body of the valve, at the point where the renewable seating beds, see sketch [which we have had redrawn.--ED., I found that the face of the seating was badly worn, so, removing the new is-eating, I made a small grummet, as shown in the sketch, and then replaced the parts. This cured the trouble. Later on I put the old discarded valve and seating in place, fitting. this also with a grummet, and, to my surprise, found that it was every bit as good as the new one. I have already given this tip to several drivers whom I have met on the road, with, as they have informed me, satisfactory results. I therefore feel sure that, through the publicity of your ppges, I shall be able to benefit a far larger circle.
"Occasionally steam escapes from the joint of a. steam chest, and this can temporarily be cured by fit ting in a wedge made. from sheet brass. If this i be driven in at the point where the leakage s taking place, it will be found to cure the trouble for quite a considerable period."
A Novel Tyre Lever.
[1870] "11.5.11." (Wood Green) writes : —" One of the most difficult feats in connection with tyre removal and replacement is undoubtedly that of extracting and refitting the valve of the inner tube through the hole in the rim. All sorts of tyre levers are on the market designed with a view to facilitating this operation. The sketch herewith [we have had it redrawn.—ED.] illustrates one which I have made myself, and whi-ch I have found to be particularly useful for this work.
" A piece of in. bar iron, about 2 ft. or 2 ft. 6 ins. long, should be procured. It should be bent to a U shape and drilled as shown in the sketch. Between the two arms of the U should be fitted a piece of
steel plate, bent so that in section it has the form of a long-backed hook. This is secured in plane between the arms of the U-shaped bar by means of a bolt-or pin, which passes through both. This hook is adapted to lift the bead of the tyre as shown in the sketch, so that a stiff outer cover cars be held well out of the way while the tyre valve is being pushedthrough the rim."