cut in wedge shapes, bent in, then welded in a dome shape. With
reference to the sketches below and on the following page, a steel
pin of 3/8- or 1/2-inch stock with an eye in each end is fastened to
an eye welded to the imbedded baseplate by means of a short bolt.
This steel pin passes through the post and out of a slot cut in the
domed top when the post is in an upright, or closed, position. A
plate, with an oblong slit, is welded inside the pipe to serve as a
guide for the steel pin, alining it so that when the post is being
closed upright the locking loop on the upper end of the pin comes
out of the slot in the dome.

Mayo tells us that the 4-inch-diameter pipe is best for the barrier
since most vehicles can clear it easily when it is unlocked and laid
down on the pavement.

Cut, bend and weld to make top ~~

-a----------------- ==!

“Tongue guide

---- Locking tongue

_- Plate welded to
embedded pipe

\e-\-------------------- 16"

--4" Pipe set in
concrete

16



The commercial burner is available with a 15- or 20-foot boom.

All burners are equipped with a fuel gear pump with built-in bypass
which automatically regulates fuel flow. The burner heads are con-
structed of 20-gage steel and burn at a rate of 5 to 25 gallons of fuel
an hour depending on the task involved. The burner comes equipped
with an industrial (concentrated flame) and standard (swath type)
burning head.

There is no danger of flashback. The burner is designed to operate
at low pressures which eliminate the possibility of flashback. An
electric ignitor operated from the central control area insures added
safety to operators.

The unit can be converted to a spraying rig simply by removing the
burner head and inserting intake line to a weedacide or insecticide
tank. When used for spraying, an air velocity of 140 miles per hour
is attained. This insures an efficient ''mist type'' spray which covers
all vegetation surfaces.

If more information is desired, write to Chief Engineer, Attention:
Code D-400, Bureau of Reclamation, Denver Federal Center, Denver 25,
Colorado.

OK OK OK OK Ok

RECORDING CHART WINDING MACHINE
(Suggestion R1-62-48)

A suggestion for a machine to wind recording charts was submitted
by Orville E. Huskey, Powerplant Control Room Operator, of the
Palisades Field Branch, Palisades Project, Idaho-Wyoming. The
machine consists of two shafts that were machined to fit all charts
that are used. See Photo-
graph No. 1. One shaft

is stationary and the other
is mounted in ball bearings
and is driven by a 110-volt
electric motor over pul-
leys and belt. The motor
is controlled by a pushbut-
ton switch.

Two guide discs are placed
on each shaft at the ends

of the chart and clips are
placed in grooves on the
shaft to hold dises and
chart in place. The drive
shaft is spring loaded so
Photo No. 1 the discs will fit tight

10


KEEPING THE BRUSH IN THE CAN

(Reprinted by permission of GRIST, July/August 1962 issue,
a publication by the National Conference on State Parks,
Washington, D.C.)

After you use a brush to apply contact cement or any other solution
equally hard to remove, there seems little that can be done but to
throw the brush away. Thomas K. Powell of the Hearst Historical
Monument, San Simeon, California, has a better idea--he cuts the
handle down sufficiently so that the brush may be kept right in the
solution, inside the can with its lid on. Then the brush usually stays
soft enough to be used again.

OK KOK OK
CONFUSING THE "STRONG ARM Guys"

(Reprinted by permission of GRIST, July/August 1962 issue,
a publication by the National Conference on State Parks,
Washington, D.C.)

Flexing their muscles, the "strong arm guys" like to show off by
bending park metal traffic signs around supporting posts, says GlenC.
Farrar, Park Engineer at Colonial National Historical Park, Yorktown,
Virginia. So Robert M. Fletcher, who maintains the signs at Colonial,
suggested that solid backing be placed behind the thin metal. From
then on, salvage plywood was cut the same size as each sign and
placed behind it before mounting.

Now the Tarzan types seldom are able to twist the signs around. The
very small cost in time and materials for backing up the signs is pay-
ing off by making sign straightening and replacement almost things of
the past.

OR KKK

MOVABLE LAUNCHING RAMPS

(Reprinted from GRIST by permission, May/June, same as
above. )

Don Sheldon, an engineer at Rocky Fork State Park in Ohio, suggests
that army surplus landing mat makes a fine boat launching ramp in
places where you do not want to make a permanent installation. Since
the mats are composed of steel sections, they are easily handled by
work crews.

Boating enthusiasts, bent upon getting their craft into the water in
the shortest possible time, will often back their boat trailers down

20


A PRACTICAL LESSON IN LUBRICATION

(Reprinted from the September 1961 issue of WESTERN CON-
STRUCTION with the permission of the Editor)

From the University of California's Motor Vehicle Maintenance
Short Course, sponsored by the Institute of Traffic and Transpor-
tation Engineering, come these ideas on equipment lubrication.
Here are valuable facts and suggestions on--

The high cost of engine dirt and how to avoid it
How regular lubrication pays off

Why you need a lube chart for every rig

Why hot engines cost less to run

What too much oil can do

oR we

Dirt is the greatest enemy of lubrication. Particles of dirt, whether
it is dust breathed into the engine, dust in the oil, or products of
contamination such as hard granular carbon or lead salts produced
from the fuel during combustion, cause more repair bills on equip-
ment than any other single item.

A poorly maintained air cleaner will increase the wear of cylinder
and piston rings by 10 times compared to the wear in the properly
maintained air cleaner. Excessive lead salts from the use of heavily
leaded fuel increases the wear in upper piston rings nearly 3 times
compared to the wear with nonleaded fuel. Dust getting in the oil or
grease during storage, or while it is being handled, will make a cut-
ting compound out of the lubricant. There is actually less removal
of metal when a bearing is dry than when it is lubricated with dirty
oil or grease.

Wear from dirt is difficult to combat in field service. The operator
gets used to working in dust and dirt and is not alarmed by it. The
vehicle does not immediately break down and quit when lubricated
with dirty oil or grease. The damage is of an insidious nature, hav-
ing more serious effect thanis apparent. A little dust getting into
the high-boy tank from which bulk oil is drawn, does no immediate
harm and is too often ignored. It is not until the repair cost for ve-
hicles which have been carefully supplied with clean lubricants, clean
fuel and clean air, is compared with the cost for vehicles in identical
service which have been maintained with careless attention to clean-
liness that the high cost of dirt is appreciated.

Manufacturers of quality fuels and lubricants are extremely careful
to avoid contamination of their products and take every precaution to
deliver those products in clean condition. Carelessness in handling
those products when servicing equipment will nullify such precautions
and increase the cost of repair and maintenance.

Ball and roller bearings are particularly sensitive to dirt. The hard
steel surfaces are easily scratched by dust. Common dust is made



ORK KK

DRAIN CLEANING TOOL
(Suggestion R1-61-94)

Mr. William A. McLauchlin, of the Operation and Maintenance Divi-
sion, Maintenance Branch, Boise, Idaho, has suggested a tool which
is designed and built for cleaning 8- and 12-inch pipe and vertical
and horizontal drains of similar diameter ina dam. However, the
tool can be built to clean various sizes of pipe.

Figure No. 1 on the following page, represents an exploded view of
the various parts of the drain-cleaning tool. Part No. 1, Shoe As-
sembly, is attached to the centerplates (Part No. 2) by a pin and
wear bushing. When the tool is operating, centrifugal force causes
the shoe to swing out against the deposit in the drain. The success-
ful operation of this tool, especially in horizontal applications, is due
to the fact that centrifugal force not only forces the cutting teeth out-
ward against the pipe wall, but also holds the tool centered in the pipe
regardless of uneven deposit of calcium.

Part No. 4, the ripper plate, is welded to the bottom of the shaft,
Part No. 3, which is a standard 5/8-inch bolt, 5 inches long for at-
taching flexible sewer rod, powered by a 1/2- or 3/4-inch 500-700
rpm electric drill.

The ripper plate is for removing heavy deposits ahead of the cleaning
shoe. The cleaning shoe then effectively removes the deposit which
is attached to the pipe itself.

Studs mounted on the bottom ripper plate and shoes are made of 5/16-
inch steel ground to a chisel edge on the leading side.

Figure No. 2 presents a top, bottom, and side view of the assembled
tool.

ek KKK

17



LD

~Studs chisel-edged toward rotation
SIDE

Weld shaft to bottom
ripper-plate

Approx. diameter 7"

Approx. diameter expanded 13"
Driver with 5/6" jointed sewer
rod by 3/4" electric drill with

speed 500 to 700 R.PM.

BOTTOM
DRAIN CLEANER

DESIGN BY WILLIAM A. McLAUCHLIN

FIGURE 2

19



a good sound rotation is upheld in preventive maintenance. Replace-
ment of structures and rehabilitation of canals and laterals are two
important items that have to be carefully fitted into each year's
schedule. A number of less important items have to be studied and
tailored to sandwich in with the more important work. The biggest
problem is to be far-seeing enough to stay away from a pile-up of
work that will all have to be done in a year or two.

"In order that the Board of Control might keep up the proper pace in
operation and maintenance problems a comprehensive inspection each
year is essential. A good inspection should bring all of the Board of
Control members, district directors, interested farmers, and repre-
sentatives of the Bureau of Reclamation together over a common idea.
The inspection should be well planned to allow plenty of time for good
inspection, but not so much time that interest can lag. Scheduling of
stops on the tour should be tested prior to the actual inspection so
that a fairly exact timetable might be maintained. Information and
explanation concerning each stop should be written up and copied for
each inspector's benefit to speed along any discussion at each stop
point. Following the inspection a good report should be made with
all the future work anticipated and as much as is possible, classified
as to the time when it should be completed. Work should then be
scheduled in an orderly fashion with particular attention being paid

to balancing the amount of work for each year. Future inspections
should then show whether or not the maintenance and operation pro-
gram is ample and enough funds are being budgeted. If the project
hasn't this type of problem, the inspection is very much in order just
to familiarize the districts' directors with current operation proce-
dures and problems, and the actual project itself. A good deal of
time and effort should be expended in inspection of irrigation works
by the people concerned with future operations in order to always
keep the project in sound operating shape. Irrigation works involve
a considerable investment and inspection tends to provide insurance
toward a continual operation."

OK KKK

COUNTERWEIGHTS TO LIFT TRASHRACK COVERS
(Suggestion R1-62-81)

A suggestion by Floyd L. O'Banion, at the Chandler Powerplant,
Yakima Project, Washington, to eliminate the hazard involved in
lifting pump penstock trashrack covers, is described in the follow-
ing article.

Due to the arrangement of pump penstock trashrack covers, it is dif-
ficult to lift the covers without danger, and is a safety hazard to any-
one making the lift. The installation of counterweights has eliminated
this hazard by permitting the operator to remain back from the open
pits. The prevailing wind in the Yakima area blows against the back
of the raised covers and has, on occasion, blown them shut when work-
men have been raking the racks. This counterweight will also prevent
this hazard, in addition to permitting an easier and safer lift.

14


Here again the nice compromise is required for most economical
operation.

Purpose of Lubrication

The basic purposes of correct lubrication in friction-type bear-
ings are to: 1. Maintain an unbroken lubricant film. This prevents
metal-to-metal contact between moving surfaces, and avoids exces-
sive wear and damage to the surfaces. 2. Reduce the heat of fric-
tion toa minimum. This reduces the power loss in operating the
bearings, hence in operating the machine, because the power loss
in a machine is the accumulative sum of the power loss in the indi-
vidual bearings. 3. Carry away heat that is produced. This is the
job of the oil distribution systems. More heat is carried away ina
pressure system than a gravity or splash system. Bearings must
be operated at reasonable temperatures which will not melt out the
lining metal in journal bearings and will not destroy guide bearings.

Whenever a failure occurs in a properly fitted bearing, it is because
one of these basic purposes of good lubrication has been violated.

The viscosity of lubricating oil, whether for crankcase or gear case
use, should be such as to provide a strong oil wedge in journal bear-
ings and also supply adequate film strength to handle the bearing
pressures involved without rupture of the oil film in all bearings.
The manufacturers' recommendations for oil viscosity are formu-
lated after a great deal of careful study by highly qualified techni-
cians. They should not be ignored if low cost operation is to be
maintained.

The quality of lubricating oil, both for crankcase and gear case is
prescribed by the type of service involved. The cost of repairs and
the overall operating expense for a fleet of vehicles reflects the de-
gree to which the lubricating oil is balanced for the demands made
upon it. An oil better in quality than demanded by the service em-
ployed provides insurance. and in many cases may be operated for
extended drain periods that balance the greater cost of the oil.

Oil Filters and Air Cleaners

Oil filters are definitely worth while to reduce repair costs and ex-
tend the useful life of engines. If properly maintained and serviced
they may triple the life of an engine. Oil filters cannot remove liq-
uid contaminants. Their function is to remove the solid contami-
nants which account for abrasive wear in engines. The liquid con-
taminants can be reduced by using 180° thermostats and keeping
engines hot. They can be removed only by draining out the contam-
inated oil.

Air cleaners are the most effective devices available to prevent ex-
cessive engine wear. A good air cleaner will reduce engine wear


Once a bearing is made rough by operating without proper lubrica-
tion for just a few seconds, the oil or grease film will rupture each
time the rough spot comes under load. This permits metal-to-metal
contact and earlier-than-normal bearing failure will surely result.

The quantity of lubricant available to a particular bearing and the
operating condition of the bearing determines the period between lu-
brication. Manufacturers have spent a great deal of time in designing
bearings to provide the nice compromise between the factors involved
so bearings will be properly lubricated if the recommended period
between lube jobs is not exceeded.

Over-lubrication can cause needless repair bills and waste of money
spent on lubricants. Pressures developed by grease guns can exceed
a ton per square inch and careless use of such equipment will rupture
seals. Lubricant will leak out the broken seals and thus the bearing
will be starved for grease in a short time.

Too much oil in the differential will expand and foam and can be forced
through seals into the brakes, making them useless.

Too much oil in the transmission will cause excessive foaming, espe-
cially with additive oils. Oil foam is of no value for lubrication. It
does not have appreciable film strength and will permit metal-to-
metal contact between the transmission gear teeth and in the trans-
mission and damage will then occur due to insufficient oil.

Putting too much oil in the crankcase causes excessive oil consump-
tion, with fouling of spark plugs and valves. With modern additive
oils, the oil may foam excessively and in severe cases has caused
repairs involving replacement of the main and con-rod bearings and
a regrind on the crankshaft.

Automatic transmissions are especially sensitive and can be ruined
by putting in too much lubricant (which always should be of a quality
suitable for the particular transmission).

Under -lubrication is largely the result of extending the period be-
tween lube jobs beyond the recommendations of the manufacturer.

Poorly fitted or broken lubricant seals and plugged oil lines also ac-
count for damage due to under-lubrication. Specific periods between
lube jobs are based upon average operating conditions.

When equipment is operated during very hot weather, in extremely
wet conditions or at continued high speed and power output, the pe-
riod should be shortened to avoid damage from under-lubrications.
Judgment and experience are depended upon to compensate for these
unusual conditions. Intervals between lube jobs are usually based
upon the mileage reading of the odometer and this has proven to be
quite satisfactory for the over-the-road operation of truck fleets and



up of about 90 percent mineral matter such as quartz and corundum,
both of which are harder than any steel. When particles of dust are
caught between two moving surfaces they will most certainly scratch
those surfaces. Once mating surfaces are made rough, they never
again can maintain a uniform unbroken film of oil or grease and good
lubrication can no longer be maintained.

Manufacturers of quality vehicles spend a great deal of money to pro-
duce smooth straight parts and bearings. This effort can all be
wasted by admitting dirt into lubricants because of careless handling
and application during lubrication.

Grease and oil should be stored in clean containers, free from rust
and dirt, especially on the interior. Lubricant containers should be
kept in a clean place, out of the wind and weather, and completely
covered and sealed. Inspection of high-boys in which bulk oil is
stored should be made at frequent intervals and the tanks emptied
and cleaned at periodic intervals when storage is low. Such clean-
ing will avoid stirring up sediment at the bottom and mixing it with
new oil poured in. Drain-back vents should be sealed against dust
admission. The value of a few pints of oil saved by draining back
into the high-boy will amount to a small fraction of the cost of re-
pair due to dirty oil.

When greasing fittings, the fittings and greasé gun attachment should
be carefully cleaned with a clean rag before application. Grease
buckets should be kept clean and covered at all times except during
the short interval while grease is being withdrawn.

Drums should be stored on timbers off the ground and on their side

to avoid as much accumulation of dirt around the plugs as possible.
By screwing a capped 2-inch pipe nipple into the large hole imme-
diately upon receipt of the drum of new oil, entrance of dirt is largely
avoided. When oil is wanted from the drum, the cap is removed from
the nipple and accumulated rust and dirt in the threads fall harmlessly
on the outside, leaving the oil uncontaminated. Inserting the hand
pump into the nipple makes the drum serve as a high-boy. This is
particularly useful when outside storage is necessary in snow country.

There is always some moisture in the air. When air is cooled below
the dew point, this moisture condenses into water. Water in oil and
grease produces corrosive acid under certain conditions. Keep fuel
tanks (especially diesel fuel tanks) and oil drums as full as possible

to reduce the amount of moisture-laden air above the liquid.

Use Regular Lube Periods

Continuous lubrication of bearings is very important. By missing a
lube job on a single bearing just once, a vehicle may break down for
a long and expensive repair period.


The photograph at left shows
details of the installation:

1. Eyebolt with 1/4-inch
cable attached.

2. 1/4-inch cable.

3. Counterweight bucket
filled with sand.

4, 1/4- x 4-inch pulley.

KKK OK
BARRIER POSTS STOP TRUCKS, NOT PEOPLE

(Reprinted by permission of GRIST, May/June 1962 issue,
a publication by the National Conference on State Parks,
Washington, D.C.)

When you want a strong barrier that will normally prevent vehicles
from passing, will not interfere with
walking at any time, yet can be easily
opened to allow maintenance or emer-
gency vehicles to pass through, use
the system devised by Mayo O.
Zabriskie, Maintenance Supervisor
at Colorado National Monument.

Mayo puts stubby metal barrier posts
on hinges so that they can be laid
down to allow an authorized vehicle
to enter areas closed to visitor vehi-
cles. To insure their remaining
closed, there is an arrangement for
padlocking built in.

The posts, of 4-inch pipe, 16 or more
inches long, each have a hinge welded
to one side of the base. The hinge is
welded to a square metal plate imbed-
ded flush with the pavement surface.
As the diagram at left shows, the bot-
tom of the pipe is open and the top is

15


Such records are usually filed in the foreman's office to keep them
clean and presentable. The permanent records are often not con-
veniently available to the operator of the vehicle and hence do not
serve as a satisfactory guide to lubrication.

For large fleets of the same type vehicle the plastic charts are
printed and unique items such as tire pressures, coolant, oil and
grease capacities are added prior to installation on the vehicle.
Locating the lubrication chart on the vehicle door where it is con-
veniently accessible and yet protected by the seat when the door is
closed seems to be convenient. For small numbers of vehicles of
the same type the charts are prepared by sealing the multilithed
form between plastic sheets. Several years of service show little
sign of wear on these charts.

Hot Engines Are Best

Hot (but not too hot) running engines show reduced wear and give
better fuel mileage. In extensive tests, the wear rate in engines
was reduced appreciably by operating with reasonably high oil and
water temperatures as compared with operating with cool oil, cool
cylinder wall temperature and cool engine water.

Thermostat setting has an important effect on engine wear and on
fuel mileage. In one test, fuel mileage was increased approximately
6/10 mile per gallon by using a 180° thermostat as compared to the
mileage obtained with 140° and 160° thermostats.

There was a noticeable decrease in oil sludge accumulation with the
180° thermostat. Fuel is more completely vaporized in a hot engine;
combustion is best; and fuel mileage will be a maximum.

It is essential to keep crankcase temperature in excess of 150° F

if water of condensation is to be avoided in the crankcase. The dew
point (that temperature at which dew or water forms) in engine crank-
cases has been found to be about 150° F because of the high moisture
of the air in the crankcase. This moisture is produced by burning of
the fuel and the moisture vapor is part of the blowby gases. A gallon
of gasoline burns in operation to form more than a gallon of water.
This water can be seen as a visible cloud coming from the tailpipe on
a cold morning and forms the vapor trails made by airplanes flying
at altitudes where the temperature and humidity are right for such
condensation to occur.

Water in crankcase oil contributes to corrosion wear and sludge for-
mation. Fuel dilution in crankcase oil weakens the film strength of
the oil. Both of these crankcase oil contaminants are kept to a min-
imum by operating the engine at relatively hot temperature.

Of course, operating an engine at excessive temperature should be
carefully prevented to avoid warped valves, scuffed rings and cylin-
ders, burned valves, and excessive oxidation of the crankcase oil.



PX-D-37707

banks never prepared for, or
intended to serve as, launch-
ing sites.

It is much better to provide
mats at several points along
the waterfront--at least until
a more permanent launching
area is provided--than to have
the entire shoreline torn up.

HORROR

PROPANE TORCH REST

(Reprinted by permission of GRIST, May/June 1962 issue,
a publication by the National Conference on State Parks,

Washington, D.C.)

You are using a propane torch
and right in the middle of the
job you need to use both hands
for the work. You look around
for a level place to set the
torch down, but by the time
you find one the work is cold.

Irritated, you move to take
hold of the torch, knock it over,
burning or scorching a few con-
spicuous spots. Just a couple
of times of that were enough
for Herbert T. Hinton, Mainte-
nance man, Tumacacori Na-
tional Monument, Arizona.
Herb soldered an empty tin can
to a gallon paint can lid to make
a stable rest for the torch as
shown in the photographs at
left.



)

LAST COPY - BO NOT REMOVE

Department of the Interior
Bureau of Reclamation

OPERATION AND MAINTENANCE

EQUIPMENT AND PROCEDURES
RELEASE NO. 44

April, May and June 1963

LAST COPY - DO NOT REMOVE

CONTENTS
A Practical Lesson in Lubrication

Wheel Winch for Nonslip Rear Ends
Weed Burner

Recording Chart Winding Machine
Improving Grease Fittings Seal

Preventing Breakage in Pumps wt
Project Inspection W
Counterweights to Lift Trashrack Covers K\

Barrier Posts Stop Trucks, Not People \\

Drain Cleaning Tool \

Keeping the Brush in the Can \-

Confusing the ‘“‘Strong Arm Guys’”’ W

Movable Launching Ramps \

Propane Torch Rest \h


The free end of the
cable is attached to

an anchor rod placed
preferably in aline-
ment with the side of
the vehicle. A1-inch-
diameter tempered
steel rod approximately
5 feet long will serve
satisfactorily as an
anchor post. (A sur-
plus axle or drive shaft
can be used. )

The vehicle can be put
in gear and the non-slip
rear end will pull the
vehicle out of a ditch or
mud. This winch unit
will work on any vehi-
cle with a limited slip rear end, by varying lugbolt holes, size of
baseplate, or both. One man can successfully accomplish the oper-
ation which could otherwise require the calling of a service truck.

The photograph shows the wheel winch in use attached to lugbolts on
the rear wheel of a vehicle which has become stuck in soft ground.
Note the rear bumper is resting on the ground. The winch can be
used on positraction-type vehicle only.

WEED BURNER

Project operating personnel have been interested in the weed burner
shown on the following page, which has been used on several projects
to advantage.

Because of its lightweight and design, the burner can be mounted on
tractors, pickup trucks, jeeps, or trailers. Lightweight aluminum
is used in 90 percent of the parts. The complete unit weighs only

115 pounds. A tripod mounting bracket requires only three boltholes
to attach the burner to a vehicle in operating position. Legs on the
tripod are hinged to allow mounting the unit higher or lower. Mount-
ing space is easily adjustable to fit needs of any operation. The tri-
pod is designed so the burner can be turned in any direction--through-
out a 360° horizontal radius and a 45° vertical movement. The unit,
travelling up to 4 miles per hour will satisfactorily cover an 8-foot
swath and effectively destroy green weeds. Rate of travel, of course,
is faster on dry or prekilled weeds.


to 1/10 of the wear with no air cleaner, in many cases. The tube
system between the air cleaner and the engine should be completely
airtight. A 1/16-inch hole in this system will admit enough dirt to
double the wear from an otherwise good air cleaner. The air cleaner
must not only filter dirt from the air going to the engine; it must also
supply adequate breathing air to the engine without creating exces-
sive back pressure which will decrease power and increase fuel con-
sumption.

WHEEL WINCH FOR NON-SLIP REAR ENDS
(Suggestion R5-WP-63-2)

Mr. John W. Berry, Supervisory Surveying Technician, on the
Wichita-Cheney Project, Texas, designed a wheel winch for use on
vehicles stuck in mud, ditches, etc., to enable them to pull out un-
der their own power. Actual use during the past several months
has proven the winch to be very effective.

HOLES TO FIT OVER LUG NUTS

LUG BOLT HOLES TEMPERED STEEL ROD (OLD AXEL
OR DRIVE SHAFT ETC.)----

ALL HOLES ARE 1%" FROM CENTER K
TO CENTER H
1
1
cy
----> bf
END VIEW OF BASE PLATE 9°
»
x
3
poe Hae si ------- &
- 1. a
K Ye HOLE q ‘
: T. THe! '
2" TRON PIPE i)
¥ u t a
' DEAD MAN
Yy
4 Kae
S~a == 45-4" STEEL PLATE ~Ye" STEEL PLATE
SIDE VIEW

With reference to the sketch above, the baseplate is bolted to the
wheel with three lug nuts allowing the other two nuts to hold wheel
and tire on vehicle. A 5/16-inch #6 x 19 Hemp center cable is
threaded through the 3/8-inch hole drilled in the 2-inch pipe which
serves as the winch axle. Approximately 50 feet of cable is gen-
erally used.



passenger cars. However, there are many cases when mileage is
not a sound basis for establishing lube periods. When trucks are
used in construction work or in road repair and maintenance, it is
possible for the vehicle to go backward nearly as much as forward.
Such backing will not be recorded. This is especially noticeable
with power graders and loaders. Also, a truck on construction work
may operate most of the day in low gear. Obviously the engine,
transmission and engine-driven accessories will require lubrication
in one-fifth the mileage as compared to a vehicle in over-the-road
operation.

A tachometer which accumulates the engine rotations and reads in
“engine hours" based on average engine rpm, provides a reliable
basis on which to establish lubrication periods for such equipment.

How We Use Lube Charts

On equipment used by the California Division of Highways and kept
in operation by the Equipment Department the use of individual, per-
manently mounted lubrication charts is proving an effective aid to
better lubrication and maintenance for trucks and heavy equipment.

This is especially true where operators are shifted from vehicle to
vehicle depending upon working conditions and where vehicles are
serviced at widely scattered stations.

The lubrication charts carry a plan sketch of the vehicle with lead
lines running to the major items to be lubricated. A simple code
system is used to indicate the periods at which lubrication of the
various items is specified and also the quality and grade of lubricant
to be used. A pencil check is made when the item is lubricated and
the operator dates the operation performed and signs his name. The
1,000-, 5,000-, and 10,000-mile operations are separated and in-
dicated by suitable code. Many vehicles, such as motor graders,
require daily lubrication of some items. These are also indicated
on the lubrication charts for those pieces of equipment.

The pencil checkmarks, dates and names are easily erased on the
plastic surface at the end of the particular lube period, making the
chart ready for the new servicing operation.

The lubrication charts serve as a check system to avoid missing an
important item. They make it easier for an operator not entirely
familiar with the vehicle to do a good lube job. They provide an up-
to-date current account of the status of lubrication for that vehicle
on any particular day. When a piece of equipment is transferred
from one station to another, the new operator knows precisely the
status of lubrication. Waste due to lubricating when not needed or
due to damage because of lack of lubrication is avoided.

The charts function as valuable aids to proper lubrication. They
are supplementary to the permanent records kept for each vehicle.


‘Pin bolt peened over nut

~ Wear bushing
(2)

“Center wheel

“~~-8/s" Shaft

_----Weld to shaft end

aie Bottom ripper- plate

--Studs chisel- edged
toward rotation

( Note: Two shoes omitted for clarity )

DRAIN GLEANER
DESIGN BY WILLIAM A. McLAUCHLIN

FIGURE |

18




against the chart, and so
it will turn with the shaft
but at the same time act
as a clutch if the chart is
stopped and shaft is rotat-
ing. The machine will
rotate in one direction
only. To reverse the ro-
tation of the chart, it is
necessary to remove the
chart from each shaft and
place it on opposite shafts
by turning the chart end
for end.

The metal parts, except
shafts, are finished with

Photo No. 2 flat black enamel. The

two shafts are made of

aluminum so they will not rust. The machine's base is hardwood and
is finished with clear flat varnish. The machine is used to unroll and
reroll charts that have been in service, Photograph No. 2, when in-
formation is needed. The chart winding machine saves time, keeps
the charts clean, and eliminates tearing of the charts.

To improve the machine, it has been suggested, that a larger revers-
ible motor be used, one of about 1/75 horsepower--1, 550 rpm would
deliver ample power. Better control could be obtained by providing a
rheostat in series with the motor. This would allow the chart to be
operated at various speeds, and thereby enable the operator to better
view the chart. By using a reversible motor, each shaft also could
be mounted in bearings and used as chart drivers by placing belt from
the motor to either shaft. This would enable charts to be rolled’in
either direction without removing charts from the shafts.

IMPROVING GREASE FITTINGS SEAL
(Suggestion R1-62-64)

A method of improving the seal of grease fittings has been suggested
by Raymond W. Michels, Plant Mechanic, Maintenance Branch,
Hungry Horse Project Office, Montana. Mr. Michels says that in-
creased pressure from the automatic grease system has turned neo-
prene seals in the wicket gate swivels on power turbines backwards
between the seal retainer and shaft, as the seal retainer has a 3/8-
inch hole in it, and the shaft is one-fourth inch. In order to effect
an inexpensive, sure and quick way of repair, Mr. Michels cuts a
1/16-inch support ring from scrap piece of 3/8-inch steel tubing and
places it as shown in the following sketch.

Lt


PROJECT INSPECTION

The inspection of irrigation facilities on a project is a "must" that
should be attended to, at least in part, on an annual basis. The fol-
lowing paragraphs will attempt to bear out the necessity of periodical
inspection and planning, according to Royse Van Curen, Manager

for the Boise Project Board of Control, describing the inspections
made of the irrigation facilities of the Arrowrock Division, Boise
Project. His report follows:

"A little history of the Arrowrock Division of the Boise Project
should be considered as it has some bearing on the need for inspec-
tion.

"The project was built by the Bureau of Reclamation just after the
turn of the century and is now at the 50-year stage. The project
was built to bring irrigation water to 167,000 acres in the Boise
Valley and to date that acreage is still served. Since the original
construction, new reservoirs and storage space have been added
and canal maintenance or improvement has received a big boost
from a Government rehabilitation and betterment loan. Key works
of the project--namely the storage dams--are classed 'Reserved
Works! which the Bureau of Reclamation operates with irrigation
interests paying their contracted share of operation and mainte-
nance costs.

"The farmers have been responsible for the operation of the proj-
ect since the approval of construction repayment contracts in 1926.
At that time the project was divided into five irrigation districts
who joined together to constitute a Board of Control. Represen-
tation to the Board of Control comes from each district on a per-
acre basis giving each district an equal voice (per acre) in man-
agement and operation. Operation and maintenance charges are
fixed by the Board of Control and passed back to the districts who
are the collection agencies. All operating and maintenance charges
are set uniformly so that each district or individual within the dis-
trict has the same charge per acre. The Board of Control is the
operating agency on the project for the five districts, with each dis-
trict furnishing its proportionate share of the operating and mainte-
nance costs. The operating forces consist of a Manager, Assistant
Manager, Secretary-Treasurer and office personnel in the main
office in Boise. Four watermasters' divisions with offices in the
field are strategically located for smooth operation of 139, 000 acres
of the project with the balance of the Government rights operated by
one of the five districts along with some of its own nongovernment
irrigation. Operating forces of the Board of Control average close
to one hundred permanent year-around employees.

"The need for a sound budget is a foregone conclusion and the only
possible way to arrive at good budgeting is periodic inspection and
study. A 50-year-old operation definitely will have lots of mainte-
nance problems and it is essential that all angles be checked so that

13



OPERATION AND MAINTENANCE
EQUIPMENT AND PROCEDURES
Release No. 44

April, May and June 1963

INTRODUCTION

The Operation and Maintenance Equipment and Procedures release,
published quarterly, is circulated for the benefit of irrigation proj-
ect operation and maintenance people. Its principal purpose is to
serve as a medium for exchanging operation and maintenance infor-
mation. It is hoped that the labor-saving devices or less costly
equipment developed by the resourceful water users will be a step
toward commercial development of equipment for use on irrigation
projects in a continued effort to reduce costs and increase operat-
ing efficiency.

This issue, page 1, includes an article on proper lubrication of
motor vehicles; page 8 mentions a weed burner which is lightweight
and can be mounted on tractors, pickup trucks, jeeps or trailers.
Page 13 includes an article on the inspection of projects which one
project operator considers a ''must.'' Several other suggestions
submitted by project employees and others are also included in this
issue of the bulletin.

Attached to this issue of the bulletin is an index of material contained
in Releases No. 1 through 44. The new index supersedes the one dated
June 1960, which can be destroyed.

To assure proper recognition of those individuals whose suggestions
are published in the bulletin, the suggestion number as well as the
person's name is given. All Bureau offices are reminded to notify
their Suggestions Awards Committee when a suggestion is adopted.

Division of Irrigation Operations
Office of Chief Engineer
Denver, Colorado



Cover Sheet. Lightweight burner mounted on tractor. The com-
plete unit weighs only 115 pounds. See article on page 8. PX-D-
37844




In the repairing of 20 swivels, in which some of the original seals
were used instead of new ones, none have ever blown out, although
one end of the swivel was plugged and direct pressure of 3,000
pounds applied.

\ \— Seal and seal retainer
\

\ \— Suggested support ring for seal
\L-- Bearing

RRR E

PREVENTING BREAKAGE IN PUMPS
(Suggestion R1CB-62-36)

Mr. Vernon R. Blank, of the Columbia Basin Project Office, Ephrata,
Washington, has suggested a method for preventing the breakage in
the bottom of pumps as a result of the plugging of drain holes, and the
water freezing when left in the cavity. Mr. Blank fills the cavity with
fiberglass and resin, completely filling and shaping the material to
original dimensions.

The suggestion has been followed for the past irrigation season near
Othello, Washington, and has been found to be effective. It has elim-
inated the necessity of the pump having to be removed from the struc-
ture, and brought to a shop and welded and/or unplugged. It also has
eliminated many hours of welding in the repair of pumps, as well as
time spent in pump disassembly to unplug drain holes.

Ok KKK

12