Beware—Winter's "Fifth Column"
Page 24
Page 25
If you've noticed an error in this article please click here to report it so we can fix it.
In Order to Maintain the Nation's Transport, which is Already Functioning Under Considerable Handicaps, it is of Vital Importance that Frost Damage Should Not be Allowed to Cause Holdups of Vehicle Equipment
APOINT that is worth making is worth labouring, as some wise guy once said. No one will dispute that the point we are about to make is not worth making. Therefore, according to this authority, none should complain if we labour it. There is a further reason. The new Minister of Transport himself has expressed concern as to the economic effect upon the transport equipment of the Nation that may result from neglect of reasonable precautions against the ravages of frost.
Hackneyed the subject may be, and by the same token its very familiarity may be the progenitor of its receiving treatment lacking in respect. However, the consequences under present conditions are assuredly sufficient justification for a polite and timely reminder that hold-ups of a national service must not be risked by careless stupidity and disregard of a natural phenomenon.
Every solid has its melting point and vice versa. When a particular temperature of great practical significance falls within the gamut of normal seasonal climatic conditions and when it happens to affect the daily operation of motor vehicles, then this fact of physical science must be accorded due regard.
Neglect Paid for Dearly Every winter disregard thereof takes its toll. Last winter, in particular, it resulted in countless transport delays through vehicles being put out of action and caused congestion in the shops of repairers and specialist welders that was not cleared for many months.
Let there be no repetition of this state of affairs during the inclement period that is upon us now. There is already a shortage of vehicles on our roads and the country simply cannot afford to have the present transport facilities available still further depleted.
What are the best measures to adopt for anti-freezing precautions? There are many possibilities, and the selection, to some extent, of course, depends on circumstances. Many operators drain the cooling system every time they lay up the-vehicle for long enough for the water to freeze, but this is a laborious job, and although absolutely reliable in theory, is not to be wholly trusted in practice. Water may remain in pockets, etc., in cylinder jackets, piping, pump or radiator, and if this method be employed, it is usually advisable to run the engine for a short while after draining to dry out the system. Even this may not thoroughly clear the radiator.
When the stopping period is not of great length and when the cold is not too acute, wrapping up the bonnet and radiator in rugs, tarpaulins or, better still, proper muffs made for the job is tolerably satisfactory. In this connection it is not without interest to remember that the rate of flow of heat from a hot body to a cold one is more or less proportional to the difference in their temperatures.
Heat will go quickly from water at 200 degrees F. to air at 30 degrees F., hut when the temperature of the former falls to, say, 34 degrees, there is only a difference of 4 degrees and the flow is very slow. Thus the risk of freezing becomes small.
If there be 10 degrees of frost, however, the flow is still fairly quick, even if the water has reached freezing point, so no chances should be taken when the cold is severe.
An Electrical Analogy The position is comparable with the flow of electric current. There is not much display of energy when terminals having a difference of potential of 2 volts are connected, but there is some kick when one couples those of a 12-volt battery.
For the assistance of readers who favour the use of muffs, here are the names of some makers specializing in such products:—Midland Gear Case Co., Ltd.; Weathershields, Ltd.; Wilcot (Parent) Co., Ltd.
Neither draining nor attempting to retain the heat with thick coverings can be regarded as infallible. More reliable, particularly if used in .conjunction with the latter method and, unlike the
former, involving no labour, is the introduction into the water of a solution which lowers its freezing point— which pushes the critical temperature referred to earlier outside the normal range.
Numerous excellent preparations for this purpose are on the market. For example, Bluecol (S. Smith and Sons (Motor Accessories), Ltd.); " Stop-it " Freezing (County Chemical Co., Ltd.); Elrico (East London Rubber Co., Ltd.), and Syncol (Synthite, Ltd.).
Roughly, 10 per cent, by volume gives protection against 15 degrees F. of frost, 15 per cent. against 25 degrees and 20 per cent. against 35. Last winter, if we remember rightly, there were 30 degrees of frost in the Greater London area. if glycerine be procurable, this substance may be used; 25 per cent. by weight, that is, about 34 qts. per 4' gallons, or 54 qts. per 6 gallons, lowers the freezing point of the mixture by 13 degrees F.: 33 per cent., that is. about 5 qts. per 4 gallons, or 74 qts. per 6 gallons, brings the freezing point down by 22 degrees.
Important Points to Watch The obvious is often overlooked, so let us add that steps must be taken to prevent inadvertent draining out of the treated cooling water. Also, unless the water system is wholly devoid of leaks —and that is regrettably rare—topping up the radiator with water will lead to gradual dilution of the mixture and ultimate disaster, the mixture-weakening process often proceeding unnoticed. Evaporation, theoretically, should not cause loss of the anti-freezing preparation if it has the usual glycerine base, but the need for topping up is rarely due solely to this cause.
There have been cases of damage to radiator hose by certain anti-freeze mixtures, but these are rare if reputable brands and good-quality hose be used. Nevertheless, it is certainly a good plan to keep an eye on water connections for signs of decay. Operators should also assure themselves that the preparation is non-corrosive. • We have considered now ;three methods—the removal of the substance that is susceptible to cold and the cause ,of all the trouble; the prevention or retardation of the loss of heat, and the treatment of the said substance to render it, less susceptible. There remains a fourth—the provision of a constant supply of heat from an external source to balance that which is escaping.
This class requires sub-dividing. Each vehicle may have its own heating unit, heat may be supplied direct to several engines from a common source, or the atmosphere in which the vehicles are standing may be maintained at a safe temperature.
All these systems have the considerable advantage that they keep the engines warm so that starting up, when the time comes, is greatly facilitated and the initial warming-up period is eliminated, or at least diminished.
Features of " Radiator " Lamps Most of the individual-type lamps are intended to be placed under the bonnet or under the engine on the floor. They are quite safe so far as starting a petrol fire is concerned, but common sense should be used if the fuel system be inclined to drip. As the heat they radiate is limited, their efficacy is encouraged by covering up the bonnet and radiator so as to prevent draught and conserve all available warmth.
Well-known heater lamps of this description are represented by the Desmo (Desmo, Ltd.); Frostguard (Joseph Lucas, Ltd.); and Raydyot (James Neale and Sons, Ltd.).
Similar in that it is a self-contained unit for a single vehicle, but differing because it is designed for direct attachment to the bottom of the engine sump, is the Ice heater, made by Messrs. F. Scrutton. It is provided with an adapter or socket of the bayenet type, which is permanently fixed to the engine and is fitted into this, so that heat is conducted straight to the oil.
In addition, it incorporates a heating coil, coupled up by pipes to the radiator, so that warmth is distributed by convection through the whole of the water system.
Typifying the second group is the Radright, for which the Equipment and Engineering Co., Ltd., is responsible. In this system there is a steam boiler, from which a number of flexible connections is led to the vehicles standing in the unheated garage or the open air. Each tube is coupled to a fitting at the bottom of the radiator and steam is admitted, the condensate forming surplus water which escapes from the ordinary overflow pipe. The heating apparatus may be a permanent plant or may be mounted on a lorry or trailer, so that it is portable and can be moved to wherever the vehicles are parked.
Finally, there is the method of maintaining temperate conditions in the building in which the vehicles are housed. We do not propose to review the various plants available for this purpose, as they hardly come within the purview of The Commercial Motor, but one may justifiably. be mentioned because it is marketed by Tecalernit, Ltd., and employs as fuel waste oil drawn from engines, gearboxes, back axles, etc_ It is known as the TecalemitHydra oil burner for garage water-heating furnaces. It has automatic control, which enables it to maintain constant air temperature at a predetermined figure without attention.
Before concluding, we should, perhaps, refer to those who specialize in helping out operators who have experienced the misfortune of suffering frost damage. This mainly takes the form of cracked or broken cylinder block or head castings or radiators, and repairs can usually be effected by welding, or by the use of sealing compounds, which last, there is evidence to prove, can be remarkably effective and do save much time and money.
When Prevention Fails Representing such preparations are Wondar-Weld, marketed by Messrs. Douglas Holt, and IVIaxweld (Guyson Industrial Equipment, Ltd.). Among specialist welders may be named Barimar, Ltd., Messrs. Grey's Garage, C. L. Jones, Ltd., and LaystalI Engineering Co., Ltd.
These companies can effect repairs to extensively damaged parts, which might well be thought fit only for the scrap-metal dump. Long experience in this particular branch of engineering has led to the development of processes and the acquirement of skill and knowledge that enable jobs to be accomplished with complete success, and at lower cost than replacement.
Nevertheless, it is prevention rather than cure that is our concern at the moment, and that is assuredly the concern also of all level-beaded operators.