for the repair work could be obtained on short notice from the refin-
eries at Cody or Casper, Wyoming. Luckily, alocal lumber company
had, ashort time previously, stocked a carload of Johns- Manville asbes-
tos Pre-Fabricated Canal Liner, It was decided to use this material be-
cause of its immediate availability and ease of handling, and because nei-
ther expensive equipment nor skilled labor is required inits installation.

For the most part it was necessary to do the subgrade prepa-
rationbyhandlabor. However, there were some places where a drag-
line excavated the ridges of material left by the flood waters, Very little
filling was required since the original subgrade was little disturbed.

The subgrade was very carefully prepared to provide a smooth
uniform surface free of loose earth, rock, weeds, and other undesirable
material. Where the tie was made to the original undisturbed hot-applied
asphaltic membrane, the membrane was carefully cleaned and rough
edges smoothed out.

The Johns-Manville Asbestos Pre-Fab Canal Liner was placed
in both longitudinal and transverse position, whichever method seemed
to best fit the condition of the area being repaired. Generally, it was
placed in a transverse position. Laps to a minimum of 3 inches were
made except where pieces were greater in length than 18 feet. Then
the lap was increased to a minimum of 6 inches. The lap on the
previously installed hot-applied asphaltic membrane was kept to a
minimum of 6 inches. Pre-Fab Canal Liner Lap Cement was used.
This cement apparently does a very good job of sealing the joints.

The prefabricated
lining material also
was convenient to use
adjacent to structures
in patching the original
membrane lining, as
shown at left. The
prefabricated material
lays very nicely ona
properly prepared sur-
face that is close to
being a true plane. If
the subgrade surface
is not reasonably
smooth, there will be
"fish-mouths" in too
many places, These
«re sources of leakage,
ana should be avoided.

Earth cover was replaced to approximately the same depth as
the cover previously placed over the hot-applied buried asphaltic
membrane lining. A gravel protective blanket was also placed to the

12


During the 1954
operation, two sets of
brushes were used. It
appears that replacing
the second set of brushes
(those toward the back
of the device) with the
squeegees, as was done
for the 1955 operation,
increased the effective-
ness of the rig in re-
moving the coating from
the pipe. The forward
set of brushes loosened
» the coating and the lam-
inated, rubber duck
squeegees more or less
scraped it off. Also,
the squeegees elimi-
nated the wear ona sec-
ond set of brushes that
occurred in the first
cleaning in 1954,

Invitations for bids
for cleaning the aque-
duct were issued in
1954, The National
Water Main Cleaning Co.
bid for about $12, 000
was accepted. After
doing the work the cost
~ was reduced to $10, 000.
One bid of $250, 000 for
the work, indicated the
wide range of bid prices

Comparable costs of
cleaning by hand methods
and mechanical methods are not too reliable, the cost of hand cleaning
being based on short reaches where hand methods were used, There
is no information available to compare the thoroughness of the work
done by hand, However, ten stations (1, 000 linear feet) were cleaned
by hand labor at a cost of about $5.00 per station, This compares with
about $9.00 per station for cleaning with the water propelled cleaning
device, in 1954, which included fabrication of the original device and
about $2. 25 per station in 1955, The cost for cleaning with the device
is based on 1,100 stations or about 21 miles.

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16


lating a sludge pipe gallery. In the photograph below, a cardis attached
to the hoist mechanism of the intake roller gates, The one card in-
cludes the lubrication data for several individual mechanical features.

In addition, the Imperial Irrigation District, Imperial,
California, maintains for each item of equipment, a 5- by 8-inch
Maintenance Record Card, Typical of the data recorded on the card is
given below. Use of the lubrication and maintenance record cards in-
sures not only proper lubrication, but also the continuity of servicing.

Vioses+ = MaiwTENaNCe REC

Jos Roller gate Ho. 2 tates tas

care

TANCE PERT ORMED

7/24/53__| Ciled chains.

2/2! ed Ld enn. oil.
10/: ee
4/
3/23/5h
6/12/5t
/L to ted using 16 gal.
12/8/54 + (2 coats) Curing Solution. on 12/6/sh [ —

aber using 2.D.F.
n the lifting

enn} ofl.

6/15/55_|Cleaned end oiled and put n

29 x lt. Keystone grease und

cox


The method shown was used
to remove and replace five 6- by
16-foot radial gates at the River-
side Canal Headworks. Each gate
had two arms attached with a ra-
dius of 10 feet each. The gates
fit in back of a concrete opening
and had to be removed and replaced
through the back side of the struc-
ture. A timber bridge and gate
operating platform directly over
the gate opening prohibited the use
of a dragline without first remov-
ing these structures.

The concrete apron below the
gates was covered with about 2
feet of sand from the canal and
river, to allow the tractor to move
without damage to the concrete.
By inserting the hook arms on the
dozer blade under a radial gate,
it was raised or lowered and
moved backward or forward as
required.

Prior to devising the method
of handling the gates with the bull-
dozer, it was planned to put skid
timbers under the gates and slide
them out by means of snatch blocks
in line with each gate using a chain
block winch for vertical leverage.
This winch would have had to be
attached to a beam beside the
bridge stringers and would have
had to be placed in at least three
separate positions for removing
and installing the gates; an opera-
tion that would have taken consid-
erable time. About one-half hour
was required to remove each gate
with the tractor and the assistance
of 4 laborers who placed the block-
ing and guided the gates. The
same time, labor and equipment
was required to install the gates.

Construction:

The device used consisted of
two S-shaped hooks, with the


With the thought that the cleaning rig used on the Salt Lake
Aqueduct has application elsewhere on closed conduit systems,. this
article has been adapted for the Bulletin from a report by Area Engi-
neer P. R. Neeley, of the Bureau of Reclamation's Spanish Fork
Development Office, Spanish Fork, Utah. Publication of the article
in the Bulletin is with the permission of the Metropolitan Water Dis-
trict, Salt Lake City, Utah, and the National Water Main Cleaning
Company, 50 Church St., New York 7, New York, who may be con-
tacted for additional information. The company holds patent rights
on certain features of the cleaning rig and the design and fabrication
of the device used on the aqueduct was based on similar machines
used elsewhere by the company,

Mr. J, A. Frank, Executive Vice President of the cleaning
company directed the operation of the equipment and the cleaning oper-
ation was jointly supervised by Mr. Frank and Mr. William Hague,
Chief Engineer of the Metropolitan Water District and their staffs,

2K ok ek

BULLDOZER HANDLES RADIAL GATES

To facilitate removal and installation of radial gates which
are too large to handle easily by hand and where hoisting devices are
not available or are inconvenient to use, Henry C, Lange, Maintenance
Supervisor of Irrigation Operations, Ysleta Branch of the Bureau con-
structed Rio Grande Project in Texas and New Mexico, devised a sim-
ple attachment for use on a bulldozer blade, The device and its use
are shown on the cover and below.



IMPROVING MUFFLER SERVICE

Some factory-furnished mufflers for vehicles are crimped
to the inlet pipes. As there is often no hanger near this point on
some vehicles, the muffler breaks down at the connection between
the inlet pipe and the muffler with very little off-pavement use.

Experience on the Palisades Project, Idaho, with Willys
vehicles, indicates that the vehicles equipped with mufflers of this
type break down after about one week of construction or survey use,
whereas a welded muffler lasts relatively indefinitely. The project
recommends the purchase of replacement mufflers, similar to the
one shown, which
eliminates the fault
by having a formed
neck for attachment
to the inlet pipe,
or one that has a
welded connection
provided,

Mr. Horace R.
Howell, Mechanic
Foreman on the proj-
ect, suggests that
mufflers furnished
on new equipment and
for replacement that
are crimped to the
inlet pipe, can be
improved by welding
a bead around the
inlet pipe where it
enters the muffler.
The arrow on the
photograph indicates
the place at which
the bead should be
placed. Mr. Howell
states the welding
or brazing can be
done by a mechanic

in about 15 minutes.

The suggestion is advantageous for safety as well as economic
reasons; leaking mufflers are definitely a safety hazard.

RK RK

17


in an emergency. Sets of the spurs, constructed in accordance with
the drawing below, are kept in the trunks of vehicles assigned to
supervisory personnel, Three or four of the spurs are used at a time
on each side of the fence to be climbed.

Ya Kewdorcement steel

* bent as shown, “
'
| 4 enforcemert oe ae |

| | Steel welded 70 :
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DATA CARDS ASSURE PROPER SERVICING

To insure the use
r of the proper type and
grade of lubricant on
the varied and complex
equipment at Imperial
Dam and Desilting
works, lubrication data
cards similar to that

pASrD shown at left and on the
following page are at-
—_ tached to each piece of

equipment as a guide to
maintenance personnel.

At left, the lubri-
cation card is attached
to the electric motor
of a blower for venti-


~7 ggpy - DONG Rie

Bureau of Reclamation

feeollee AND MAINTENANCE
EQUIPMENT AND PROCEDURES

RELEASE NO. 15

)
A

January, February and March 1956

LAST COPY - DO NOT REMOVE

CONTENTS

Cleaning Salt Lake Aqueduct

Bulldozer Handles Radial Gates

A Use for Old Tires

Spurs for Climbing Cyclone-type Fence

Data Cards Assure Proper Servicing
Mud-Jacking Conerete Canal Lining

Repairing Damaged Hot-applied Asphaltic Linings
Oil Dip-stick Modification

Water Meter Remover

Improving Muffler Service


material to repair the hot-applied asphaltic membrane lining that
had been damaged by flash floods last summer,

In many places the slopes adjacent to and above the canal
are quite steep and runoff from rains is considerable, especially
since this location is in an area subject to heavy rains, generally
of short duration, during the late spring and early summer.

During the construction work connected with the installation
of this hot-applied asphaltic membrane lining, every effort was made
to provide facilities to protect the lining. This was done by building
drainage inlet structures, and excavating intercepting drains to divert
water to these drainage inlet structures, to culverts that carry water
underneath the canal and to reaches of the canal where no lining had
been installed, or was proposed to be installed.

Ordinarily, these protective measures serve their purpose
very well, but obviously they can not be made to take care of extreme
runoffs because of economic reasons. Then, too, intercepting drains
do have a tendency to become clogged with silt from rain water runoff
and by the action of the wind. Also, they are a collecting place for
weeds. All too often it is easy for the officials concerned to forget
about them until a heavy downpour occurrs and then it is too late.

On May 16, 1955 and again on May 25 and 26, heavy rains
occurred along the Ft. Laramie Canal. Water poured over the upper
embankment in a number of places, removing the gravel blanket and
earth covering and tearing out asphaltic membrane lining. Typical is
the view above, with more detail of a more severely damaged reach
shown on the following page.

The damage to the asphaltic membrane and its protective cover-
ing was not total in many places where the water had run over the embank-

10


MUD-JACKING CONCRETE CANAL LINING

Mud-jacks have been used to fill voids behind concrete canal
lining and sub-surface voids in canal banks on the Bureau's Central
Valley Project, California, Both the Friant-Kern and Delta-Mendota
canals have been so treated.

In the reach of the Friant-Kern Canal between Mile 100 and
122, there are places where the concrete lining has settled, This
seemingly is due to uneven settlement after saturation of the sub-
grade, or to an actual disappearance of part of the subgrade by wash-
ing or dissolution, At any rate there is a void behind each sunken
area. The maintenance crews on the canal have used two methods to
backfill these voids by use of a mud-jack.

In the first method, a pipe was jetted down behind the lining
to the desired depth and a cement-clay slurry was pumped down the
pipe with the mud-jack. This method was abandoned because it was
slow and dangerous to the adjoining lining.

The second method, one which works very well, is similar to
that used to bring highway pavements back to grade, Holes are drilled
through the lining and the slurry is jacked behind the lining through
these holes.

In 1954, a threatened canal break on the Delta-Mendota Canal
was avoided by drilling holes behind the lining and into the canal
bank and pumping in cement grout at low pressures. The repair held
until early summer 1955, when pilot wells indicated a rising ground-
water table in the same area.

An active leak developed on the Delta-Mendota Canal in 1955,
and was stopped, at least temporarily, by pumping a cement-silt
slurry into the grout holes behind the lining with a mud-jack. A more
extensive grouting program is in progress to ensure continued opera-
tion of the canal.

The easily portable equipment has been an aid in both tempo-
rary and permanent repairs.

REPAIRING DAMAGED HOT-APPLIED ASPHALTIC LININGS

Work included in the rehabilitation and betterment program
for the North Platte Project, Nebraska, is the lining with hot-applied
asphalt membrane of a number of reaches ofthe Ft. Laramie Canal
which supplies water for the Goshen Irrigation District in Wyoming and
the Gering and Ft. Laramie Irrigation District in Nebraska. Mr.
Charles H. Rader, Construction Engineer, Bureau of Reclamation, isin
charge of the work and has described the use of prefabricated canal lining


reverse hook hung over
the top of the bulldozer
blade for the gate to
rest on. Also two
guides or supports
were attached to the
top of the blade for the
gates to rest against
while on the hooks,

Material used in
the fabrication of the
hooks, as shown on the
drawing, consisted of
two pieces of 1}- by
33-inch flatiron, 6 feet
long. The hooks were
bent to shape and were
hung over the blade oneachside. Two pieces of 1-3/4- by 4-inch channel
iron or lightweight steel rail, each 4 feet long were spot-welded 3 feet
apart near the top of the bulldozer blade, as shown in the photograph
above,

A USE FOR OLD TIRES

F. M. Roush, Chief, Irrigation Operations Section, Region 7,
Bureau of Reclamation, passes the word along that old tires are being
used to advantage by maintenance crews in moving tractors or other
types of equipment with cleats or treads over paved highways. The
tires are easy to transport, much more so than wood planks. A few old
tires can be carried in a pickup and placed on the pavement to protect it
when crossing is necessary.

Old tires also are being used to protect newly seeded areas.
A few old tires thrown on the ground reduce erosion due to wind,

SPURS FOR CLIMBING CYCLONE-TYPE FENCE

A spur, or climbing device, suggested for use by operating
personnel who have to enter canal or structure areas which are pro-
tected by cyclone fence were adopted by the Rio Grande Project, Texas-
New Mexico, The Project Manager states the suggestion is a sound
safety device as well as a time saver.

Gates are located along the canals at intervals and at the site
of principal structures, but they are kept locked or may be inaccessible

6


1,000 feet downstream
from the intake. Atthis
point the cleaning rig
was lowered into the
aqueduct pipe. Lifting
and lowering of the rig,
as shown at left, was
accomplished with an A-
frame hoist mounted on
a 4-wheel drive truck,
belonging to the Metro-
politan Water District,
After the rig was in
place, as shown in the
lower photograph, water
was turned into the con-
duit. When the flow of
water reached about 33
or 34 second-feet, in the
150-second feet capacity
pipe, sufficient head was
built up behind the rig to
start it down the aqueduct,
After the rig had started,
the flow was increased
and maintained at about
70 to 80 cfs,

About 25 to 30 hours
were required for the
cleaning device to move
from the vent to the tran-
sition of the Alpine-Dra-
per tunnel, a distance of
about 21 miles, where it
was removed and returned
to the vent for a second
run,

Location of the de-
vice as it moved through the aqueduct was detected by use of an oscil-
lator, Twice through the aqueduct and the cleaning was accomplished.

More detail of the cleaning rig can be seen in the views shown
on the following page. In the upper view, the front end of the rig is
shown, In the lower view, the side of the rig. The springs which
control the brushes and the laminated rubber duck Squeegees permit
the device to move through conduits which vary as much as 4 inches
in diameter,


same depth as the old blanket. It was necessary to haul in gravel
since that which washed away from the slopes could not be recovered.

.
The use of the prefabricated material offered a ready solu-

tion to the problem at hand. It would seem in line for irrigation

districts, having reaches of hot-applied asphaltic membrane lining

in their canal and lateral systems, to keep this material stocked where

it is not stocked by a dealer in the immediate locality.

The cost of the prefabricated material at Torrington, Wyo-
ming, was $4.10 per roll of 36 feet, 36 inches in width. This is a cost
of 34 cents per square yard not considering the lap.

The total cost per square yard for materials, placing the pre-
fabricated lining and applying soil cover and gravel blanket was esti-
mated by the irrigation district to be $2.64. The first impression
might be that such cost is rather high. Taking into consideration that
the damage to the original lining occurred on the side opposite the serv-
ice roadway, thus making the damaged portions not readily accessible;
that the areas affected were small in extent; and that a large portion of
the cleanup was of necessity done by hand labor, the reasons for the
higher than usual costs can be understood, Original installations of
prefabricated membrane lining, in this area, have been made at a cost
of approximately 90 cents per square yard, exclusive of the gravel
blanket, where such a blanket is required.

Officials of both the irrigation districts and the Bureau of
Reclamation feel that the solution to the problem of restoring the
damaged lining was done in a satisfactory manner and that the restora-
tion will give years of satisfactory service.

OK OK Ok

OIL DIP-STICK MODIFICATION

A suggested modification of the oil dip-stick on 1952 to
1954 Willys Jeep Station Wagons having F-head Hurricane engines,
prevents false reading of the oil content, thus preventing extensive
damage to the motor through oil shortage.

The Palisades Project Office, Bureau of Reclamation, Pali-
sades, Idaho, is of the opinion that the suggestion is of considerable
value where this particular vehicle is used, as the original, unmodified
equipment was a constant source of difficulty. Mr. Horace R. Howell,
Mechanic Foreman suggested that the oil dip-stick be modified by spot-
welding or brazing the depth-stop and cap to the rod in the proper
position so it could not be accidentally moved.

These vehicles have a four-quart oil capacity, and the crank
case must be full, or the oil pump inlet is above the oil level when

13


of effort ina very short time without damage tothe pipeline, meter, or fit-
tings. It is constructed from parts of an old automobile screw-jack and
a few pieces of steel, with a minimum of machine work. The drawing on
the following page gives the dimensions of the various steel parts.

Drawings of Mr. Stockall's device have been submitted to the
Bureau's Washington Office to determine if the device is patentable.
The Commissioner has recommended that rights in the patent be vested
in Mr. Stockall, with the proviso that the Government may use the de-
vice royalty free.

Mr. Stockall was recognized and given a cash award under the
incentive awards program for his development and construction of the
very convenient and time saving device.

OK oR ok

15


CLEANING SALT LAKE AQUEDUCT

A deposition and accumulation of slime, brownish in color
and largely manganese, on the wetted perimeter of the conduit pipe
and tunnels of the Salt Lake Aqueduct is repulsive in appearance and
affects to some extent the potability of the water conveyed, In 1954,
the Metropolitan Water District of Salt Lake City, Utah, operators
of the aqueduct, engaged the services of the National Water Main
Cleaning Company of New York to clean portions of the aqueduct,
For the operation, the New York firm fabricated the self propelled
cleaning device shown below. It was forced through the aqueduct by
a small head of water, brushing the perimeter of the conduit and
largely removing all the slime, The rig was used a second time in
1955.

eer
BS
=
es

The Salt Lake Aqueduct was constructed by the Bureau of
Reclamation as a part of the Provo River Project to convey water
from Deer Creek Reservoir to a point near Salt Lake City, Utah.
Upon completion of construction, the system was turned over to the
Metropolitan Water District for operation. The aqueduct consists
of a covered conduit approximately 40 miles in length with a capac-
ity of about 150 cfs. In addition to two concrete lined tunnels, the
system is composed of 69-inch diameter concrete pipe, except where
70-inch diameter steel pipe is used at sections having high head.

Prior to cleaning with the device, the aqueduct had been
cleaned by hand from the intake at Deer Creek Dam to a vent located

1


INTRODUCTION

This Release, No. 15, of the Operation and Maintenance
Equipment and Procedures bulletin is devoted to devices, modifi-
cations of equipment, and construction methods which have been
proven by O&M people. Many thanks to those who have contributed
their very worthwhile ideas.

Particular attention is called to "Repairing Damaged Hot-
applied Asphaltic Linings," beginning on page 9 of this issue. The
article explains the repair of short reaches of the Fort Laramie
Canal, North Platte Project, which were damaged by flash floods
of last summer, The repairs were made in short order by the availa-
bility and use of prefabricated asphalt membrane lining material.

The information in this Bulletin is assembled and printed
in the Commissioner's Office, Denver, Colorado, by the Division
of Irrigation Operations, and is circulated for the benefit of irri-
gation operation and maintenance people. Its principal purpose is
to serve as a medium of exchange of operating and maintenance infor-
mation, Reference to a trade name does not constitute an endorse-
ment of a particular product and omission of any commercially
available item does not imply discrimination against any manufac-
turer, It is hoped that the labor saving devices or less costly equip-
ment developed by the resourceful water users will be a step toward
commercial development of equipment for use on irrigation projects
in continued effort to reduce costs and increase operating efficiency.

ok OK ok ok


ment, In some places only a small amount of cover had been washed
away and this only above normal water surface in the canal. In other
cases more or less cover had been washed off the asphaltic lining
without affecting it, but there were reaches where all cover and
asphaltic lining had been removed from the upper embankment leaving
many ragged edges of torn asphaltic lining. In no case was any ap-
preciable damage done to the lining in the bottom or on the lower em-
bankment of the canal. All together, there was approximately 600
feet of canal affected by the flooding.

In what may be termed normal years, irrigation water is di-
verted into the Ft. Laramie Canal on May 1, or soon thereafter. This
year, due to the late spring, above normal spring precipitation, and
shortage of storage water, no irrigation water was flowing in the
canal at the time of the flood. Had water been in the canal, the damage
would probably have been less severe.

Since it was so late in the season, it was necessary that
repairs to the damaged lining be made as quickly as possible. It was
unlikely that the small amount of catalytically blown asphalt needed

11


the vehicle is climbing. As delivered, the dip-stick depth-stop is
crimped on the rod. With use, the stop is frequently jammed past
the normal position, allowing the rod to go about an inch deeper into
the oil reservoir, giving a content reading of approximately 1 quart
over the actual content.

The photograph below shows the problem by comparison.
It was corrected by simply immobilizing the depth-stop and cap in
its proper position.

The probable cost of the modification will vary depending
on the shop facilities but is nominal in any case. It is estimated
the dip-stick modification would not exceed five minutes of a mechan-
ic's time,

2K KOK OK

WATER METER REMOVER

{ A mechanical de-
vice that saves time
and facilitates the in-
stallation and removal
of water meters was
developed and con-
structed by Mr. Vernon
G. Stockall of the Bu-
reau's Boulder City
Municipal Office, Boul-
der City, Nevada. De-
tails of the device are
shown in the photographs
and drawing on the fol-
lowing pages.

The device forces
the connecting pipes
from both ends of the
meter, after the cou-
plings have been loos-
ened, The meter can
then be lifted out or re-
placed witha minimum

14