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The Motor Drivers News.

7th November 1907
Page 23
Page 23, 7th November 1907 — The Motor Drivers News.
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Which of the following most accurately describes the problem?

Slack Bolts.

" W.M." (Glasgow) sends the following note :—" I was very interested to read the letter from S.R.' in the issue of THE COMMERCIAL MOTOR for the 24th October. It is a curious thing that I had great trouble with the bolts that hold my engine bed to the main side members of my wagon, and that nothing that I could do, short of stripping the threads, would keep the bolts properly tight. I then tried the plan which 'S.R.' mentions and put in ordinary bolts, hoping for the best. There was an improvement but, after a time, the same trouble repeated itself. So I had another turn, but, this time, I replaced the ordinary bolts with properly fitted ones, which were a nice driving fit. I am sure that this is the only correct type of bolt to use for rough work, and, to quote a popular advertisement, since then I have used no other ! "

Getting a Broken Plug Out.

" AA." (Flintshire) writes :—" A short time ago, an incident happened to one of our Mann steam carts, in the yard, on washing-out day. After filling the .boiler, and after we had done washing out, my attention was drawn to the water running back through the pump pipes into the tank. My mate asked me if I thought the check-valve was leaking, and I told him to shut the cock, which is provided between the bailer and the check-valve, and to see if there was any dirt preventing the valve from going on its seating. Instead of the cock's turning to shut off, it broke. I took the gland off, and found the top of the plug broken. Now, to get the broken part out was the next performance. I rammed a square file into it, to try and turn it out, but, try as I would, it would not shift. At last, I got a C-inch WI-kitworth-thread tap, and I tapped some threads into the broken part left in the casing. Then I got a 2-inch bolt, with a good length of thread on it, put a lock-nut on the bolt, and a washer on the top of the Casing, which left about a of an inch clear between the broken plug and the washer. I screwed the bolt well into the broken plug, until it was tight; then, I screwed the lock-nut down on the washer. After giving a few turns with the spanner, out came the broken part, without even damaging the case in any way.

" I took a plug out of a tap belonging to another engine, which was standing close by under repair, and put it in the cock, which was of the same size, so that the engine did her work the next few days, until a new tap and check-valve arrived complete; there was thus no loss of time whatever.

" This is my own idea for getting a broken plug out : have never seen it done before, or heard of it." [The method Of removing a plug, as described, is one which has heen in common use for many years.—End Cold Weather Precautions.

" T.D." (London) sends the following notes upon the care of vehicles during the winter months :—" Now that the winter season is not far ahead, drivers of both petrol and steam-driven commercial vehicles will do well to take extra precautions against frost. During a cold snap the different pipes and their connections should be carefully drained before leaving at night, as a few minutes so spent will obviate the bursting of pipes and valve fittings and will save the hours in the mornings which are required to thaw the ice with a blow lamp, or red-hot piece of iron. Do not forget to drain every drop of water from the tank, or tanks; lubricators of the sight-feed type, also, should have the condensed steam run out of them, otherwise there is a probability that a bottom portion will be found lying on the footplate some morning. Particular care should be taken to see that the water hose, in the case of steam wagons, is properly drained, because it is a most difficult thing to thaw the ice in one of these. The only really practicable plan that I know of, to meet this case, is to put the hose pipe into some warm room until the inc has completely incited. On no account must hot irons be used, and even hot water is not so good as the first-mentioned plan. If the boiler is in an exposed position, the gauge glass or glasses must have all the water run out of them, and this also applies to the check valves on the pump. If these latter cannot be drained owing to their design, or disposition, they should be covered thoroughly over with plenty of sack ing or similar material. If the feed pump is driven by the engine, it is a good plan to turn the engine round by hand a few times to help in clearing the pump barrel and other portions. While turning the engine round by hand, the drain cocks on the cylinders should be opened to get rid of any water in the cylinders; by doing this one may feel pretty certain that there will be no trouble in the morning. One of the best methods of clearing a pipe from ice, is to wrap some waste round the pipe and pour some paraffin over it, afterwards setting fire to the waste. The point to remember, when adopting this plan, is that the pipe should he heated at some spot where the water can find an outlet, such as, for instance, a coupling that has first been disconnected. The waste should be wrapped round the pipe a little way from the coupling, and, when the ice has thawed, the operation should be repeated, \virapping the waste round the pipe in advance of the first place. By working always from a fixed outlet for the water in a systematic manner, the jab can be done more quickly and better than if the operation was carried out in a slip-shod way. There is generally a right and a wrong way of doing most things. The observation of these small, and apparently simple, operations during many winters has taught me the importance of them, and I hope that others who have no:-, up to the present, experienced any fractures of parts during the winter will try the tips given above, because one might get through four cold seasons without mishap but the fifth might bring a lot of trouble in its train.'

The Care of Wagons.

" Yorkshireman ' (no address) sends the following letter -" On one occasion not very long ago' • I was in conversation with a steam-wagcrn driver who had been having a good deal of trouble with his boiler, owing to the tubes and stays leaking badly. I asked him why he did not have them seen to, and he told me that he had no time to have the defects repaired. He also told me that the firm he was working for did not care in what state their wagons left the yard in the morning so long as the work could be done and the wagon could get back to the yard in time for the next day's work. Now, it so happens that I know the firm who employs this man, and I also know that all drivers in their employ have strict orders to report any trouble with their vehicles, and not to drive one out of the yard which is not in decent running order, as they know to their sorrow what a lot of damage can be done in a short time by a careless driver. I took the driver to task, and told him it was his fault that his boiler was in such a bad state, and he could not deny it. Now, the great mistake that is made by this firm is that they do not, except in one or two cases, pay their drivers really enough, and so, in consequence, they get men whose one object is to make a regular wage but who don't care in the least whether their vehicles are in good order or not. The ' top wage 'men, who are the exceptions, have to drive wagons that are not up to the mark, as they are very old, but it is just by having good men at the steering wheels that they pay their owners. I am certain that it is the right policy to give drivers a good wage, because they will then generally look after the interests of the employer. What is 245. a week to a man who has a wife and perhaps children to keep decently clothed and supplied with good food? Then again, when the value of the loads is taken into account, it almost amounts to an insult to offer a steady man any sum under 5os. per week, especially when the hours are taken into consideration. Sixteen hours a day is not by any means outside the mark for mine employers to expect their wagons and drivers to do. Why do not owners of a fleet of vehicles adopt the method employed upon railways, viz., have a man whose sole duty it is to clean the wagons at night, and also to let the night man see to the boilers? The fires could be allowed to go out gradually instead of being dropped' when the wagon arrives at the depot at night. I am sure that if some such plan were properly organised, the wage of the extra man would soon be repaid by the better condition of the boilers themselves, to say nothing of the increased willingness of the driver to do his work well, when he knows that after a long day's work he can the next morning go to his depot and take over the wagon with steam up and only the daily oiling to be done "

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Locations: Glasgow, London

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