Where does this power go? When chains are tight enough, they
preload the front idler recoil mechanism and cause the track pins and
bushings to bind. Instead of flowing smoothly over and around the rollers
and idlers, the track is dragged across under protest. This creates
power -absorbing friction and accelerates wear on all surfaces.

Chains only slightly tight also can be costly. You don't have
to look far to find a serviceman who has investigated a complaint of
poor engine performance and learned that the cause of the trouble was
tight chains.

I know of one extreme case in which a contractor went to all
the trouble and expense of having an engine and injection pump over-
hauled. Later he learned that what really was needed was a simple
track adjustment.

Inaccurate adjustments, of course, will cause tight tracks.
Or tracks may tighten up while the machine is operating. Certain types
of fine soils will pack between the pins and bushings, removing the
slack from the assembly. When this happens, you may have to adjust
the chains so that they are loose enough to obtain normal running clear-
ance, If one inch is the specified slack, adjust to approximately 2 inches
in soil that packs, And check the adjustment frequently.

Loose Tracks Cause Rapid Wear, Downtime - An excessively
loose track has a tendency to come off whenever the machine pivots,
operates on side slopes, or backs up an incline. Replacing a thrown
track is a backbreaking, time-consuming job. All operators try to
avoid it. But an operator may concentrate so intently on keeping the
track in place that his production suffers.

Even if a track is not loose enough to come off, it still may
deflect to the side and cause abnormal wear on the roller flanges,
sprocket teeth, and on the sides of the links.

Loose chains also tend to whip at high tractor speeds. The
whipping motion creates severe impact loads onallrunning gear parts, If
you don't make the proper adjustment, you soon will have an expensive
repair job. :

Periodic Adjustments Take Little Time, Effort - You should
make a thorough track inspection at least once a week. Whenever the
slack is more or less than the dimension specified in the operator's
manual for the machine, you should make an adjustment.

Hydraulic adjusters, now standard equipment on several trac-
tors, take the muscle work out of track adjusting. But manual adjust-
ments are almost as easy to make if you keep the moving parts well
lubricated.

18


There is another way--beyond the control of the manufacturer--
that dirt enters an engine. All too often, it is carried there by a well-
meaning maintenance man.

The best filtering and sealing devices cannot keep dirt from an
engine when it is carried there by dirty tools or hands, or when a dip-
stick or drain plug is not wiped clean. It can enter with fuel that has
not been allowed to stand until dirt settles out. It can even enter an
engine when the mechanic installs a "new" filter that has been out of
its original package long enough to pick up dirt or dust.

Make Major Repairs In A Clean Shop - Much too frequently,
major repairs are made in the field. Sometimes this practice is neces-
sary, but making repairs in the field is a good way to introduce dirt
into an engine. This is because you cannot clean parts thoroughly in
the field and keep them clean during assembly. Adjusting valves near
a dusty haul road, for example, provides dirt with an engraved invita-
tion to enter the engine.

If emergency repairs must be made in the field, it is a good
idea to change filters and lubricating oil within 50 hours after a machine
returns to service. But it is an even better idea to do major engine re-
pairs in a well-equipped, clean shop.

Lubrication

Don't Pass Up Extra Services That Oil Companies Provide

Contractors make an expensive mistake, says H. G. Rudolph
of Socony-Mobil Oil Company, when they fail to take advantage of the
extra services that petroleum suppliers make available to them,

We in the oil industry are well aware of our responsibility to
our customers, Our main aim is not only to produce good products,
but to help you select the right lubricant and apply it properly. Only
in this way can you obtain maximum equipment life at the lowest possible
operating cost.

Complete Program Serves Contractors - Socony-Mobil has a com-
plete program for the contractor. Our first step is to survey your equip-
ment to determine your requirements. This is a valuable service be-
cause it enables you to keep lubrication inventories at a minimum.

This reduces storage requirements and lessens the possibility
that the wrong lubricant will be applied to the wrong machine,

Our next step is to help you establish good storage and handling
techniques. Unless petroleum products are stored and handled properly,
the effectiveness of even the best lubricants is impaired by contamination.
This results in an unnecessary addition to operating expenses, and one
that is easy to avoid.

12


Tight tracks also put excessive strain on the front idler bracket.
This strain is transmitted through the adjusting bolt back to the buffer or
recoil spring. It can damage the bracket, and the spring may break be-
cause it will not be able to retract and absorb shocks.

When tracks are too tight there also is an unnecessary strain
on the drive assembly. The engine will lug excessively, and the fuel
consumption will be high.

Tighten Tracks When Ground is Rocky

When your tractor is operating on rocky or uneven terrain, you
should maintain tighter track tension. Tightening up a little will allow
the track chain to bridge over the rough terrain. The weight of the
machine will be distributed over a greater area of the track rather than
concentrated on one or two track pads androllers, This, of course,
will add greatly to the life of the track chain and suspension system.

Track adjustment also is necessary to maintain proper align-
ment of the rails with the driving sprocket and the front idler wheel,
If you maintain this alignment, the sprocket will ride on either the in-
side of the outside track rail, causing chipping or wear on that parti-
cular rail. You'll also get excessive wear on the sprocket itself. And
if you neglect to adjust the track for proper alignment, the tractor may
throw the track chain when operating at high speeds.

I'm convinced that the greatest expense of any crawler tractor
operation is maintenance and repair of the track chain assembly. This
is partly because of the rugged type of operation that track-type equip-
ment is subjected to and partly because of the characteristics of track
chain construction.

In the track you have metal-to-metal contact of the track pin
to the bushing, the bushing to the sprocket, and the track rail to the
track roller. Any time you have a metal-to-metal contact without a
lubricant, you are going to have wear.

The operator should clear the track suspension regularly. This
will remove abrasive material from the inner track links, and the track
will live longer. Sand or dirt trapped within the track act as a grinding
compound when the track is in motion, It will eat out track material
wherever there is one of these friction areas. Proper track tension
will go a long way to help keep the track clean.

OK KK OK OK

22



which inthis instance allows a selection of from 0 to 75 cubic feet per second,
By merely turning the pointer to the new desired rate of flow, electric
impulses will immediately go into operation to start electric timers
which in turn will start the gate motor up or down at the rate desired.

The upper photograph below shows the complete electrical con-
trol panel required for the installation, along with the relative positions
of the flow rate selector, time clocks and controls. More detail of the
electric timers and the arrangement of other electrical controls are
shown in the lower photograph. The electric timers consist of two pairs
of 1 rpm clocks which give wide latitude of operations.



To make an accurate adjustment, concentrate all the slack in
the upper portion of the track. Do this by placing a 12-inch wood block
beneath the front grouser. Then, with the tractor in low gear, engage
the clutch until the track tightens along the ground and around the
sprocket. Shut off the engine, lock the brakes, and stand on the track
to depress it at the point of measurement--usually between the track
idlers, Then lay a straightedge across the top of the grousers and
measure the slack.

Why pay the penalty for tracks that are too tight or too loose
when good preventative maintenance takes comparatively little time and
effort?

It's a Sound Investment to Rebuild Track Components

C. B. Borho of the Caterpillar Company makes the point that
the most expensive mistake an owner of a track-type machine can make
is to assume that such an uncomplicated mechanism as a crawler track
needs no care. That's as wrong as it can be.

The modern track group is the result of long research. An
effective service life is built into it. But without proper care it's
life may be short.

Be Careful with Lubricants - One major element in any good
maintenance program is lubrication, And you have to be careful how
you apply lubricants. If you use a hand-operated volume compressor
to grease roller and idler bearings, apply only enough to cause a
slight resistance on the compressor handle,

Pumping after you feel this slight resistance will create
enough hydraulic pressure to damage the seals, If you can't build up
this slight pressure on the handle, the chances are a seal has been
damaged. You should replace it as soon as possible,

When you use a power-operated pressure lubricant dispenser,
be sure the dispenser is equipped with a relief valve in the lubricant
line. Otherwise the dispenser may build up enough volume and pressure
to injure the seals. Be sure the relief valve has the proper initial
Setting and check it often, Rollers sometimes go without lubricant
because the valve unseats at too low a pressure.

Keep Tracks Properly Adjusted - Improper track adjustment
also can shorten the life of your crawler track assemblies. If the
track is too loose it may be thrown off. That means certain downtime
and possible damage to the parts. A loose track also allows additional
movement of the contacting surfaces and increases wear to its parts.

If the track is too tight, your problems will be even more
serious. Tight tracks set up stresses that accelerate wear on pins
and bushings and make it more difficult for the system to accommodate

19


In a worn track system, the link rail cross-section is worn
convex; the roller and idler rims are worn concave. The sprocket
teeth wear so as to conform to the irregular bushing contour and to
accommodate the elongated chain pitch.

If you replace a worn out track chain without reconditioning or
replacing the related parts, you will shorten the life of the new link rail
surfaces. The rails will have edge contact with the rollers and idlers.
This will cause high unit pressures, premature edge wear, and crack-
ing.

You also can recondition sprockets by hard face welding, but
generally it's good practice to replace sprockets. Some sprockets are
of bolt rim design; others comprise the hub as an integral part and may
have a sprocket rim replacement welded in place after the worn section
is burned off.

In many cases you can salvage the track chain for extended
life before replacement by turning the bushings and hardfacing the link
rail surfaces, Here again, you should recondition the rollers and
idlers and replace the sprocket.

Crawler track system parts are expendable, but intelligent
maintenance will give you maximum life at the lowest cost per hour,

Too Many Contractors Think Crawler Tracks Must Be Tight

Improper track chain tension, warns W. A. Smith of J. I, Case,
can cost you plenty. Too many contractors and operators think the
track must be tight or it will be thrown off. This is a mistaken idea--
and a very expensive one.

You should adjust crawler tracks to the proper tension just as
you maintain the correct air pressure in the tires of your wheeled
vehicles,

Loosen Tracks Working in Mud - What track tension is proper
depends on the type of material in which the machine is working. For
example, when a tractor is operating in material that has a tendency
to pack, such as mud, wet sand, or snow, the tracks should be a little
loose. This will allow the track chain to flop as it goes around so that
it shakes out the sticky or packed material.

If you don't keep the track a little loose, material will pack
between the chain and bushings, track tension will build up, and you're
in for trouble. The sprocket may jump on the bushing; you'll get excess
strain on the final drive bearings and on the front idler bearings; and
there'll be excessive wear on the internal bushings or the track pin.

21



must work in mud or water it places a greater than normal burden on
greased parts.

You must adjust the length of time between lubricant changes
to compensate for adverse operating conditions. This also applies to
the frequency with which you inspect and maintain air cleaners and oil
filters.

Change Lubricants at the Right Time - You are well aware of
the need for changing viscosity and consistency grades as seasonal
changes in temperature occur, All of you get around to making these
changes, but our records show that many fail to make the proper lubri~
cation changes at the right time.

These changes in seasonal conditions must be anticipated.
Change lubricants soon enough so that you have the proper grades in
use when temperature changes occur--not after they occur. Changing
viscosity and consistency grades too late is like shutting the barn door
after your horse has run away.

I can't over-emphasize the importance of carrying out a con-
sistent lubrication schedule. By a consistent schedule, I mean one
that is consistent with operating conditions. A good lubrication sched-
ule must stress flexibility, foresight, and adaptability. It should not
be considered a routine, standardized operation that cannot be modified
to meet job needs.

Our records prove conclusively that large savings in both time
and money are the rewards of a good lubrication schedule. These are
attractive incentives.

Contaminated Lubricants Are Equipment's Worst Enemies

The most expensive mistake a contractor can make, says F. W.
Minor of Sinclair, is to use lubricants--whether they be greases, motor
oils, or gear oils--that are contaminated.

Dirt and water can ruin the best lubricants. For this reason,
you must be on your guard against contamination from the time you break
the seal on the lubricant container.

T can tell a good maintenance man when I see him go out of his
way to use clean oil containers or grease guns to transfer lubricants
from drums to a piece of equipment.

To me, he earns his "doctor of lubrication" degree when he also
cleans the equipment part before he applies a lubricant. And this includes
oil fill openings as well as grease pressure fittings.

More failures of anti-friction and plain bearings are caused
by dirt than by any other reason. A leading engine bearing manufacturer

16


1. Select the most effective air cleaner you can find and make
sure that it has the capacity to meet your maximum filtering re-
quirements. Generally, the equipment manufacturer has done
this job for you.

2. Mount the cleaner out of the dirt stream. An intake exten-
sion, or snorkel, may be required on particularly dusty jobs.

3. -Use heavy-wall, soft-rubber, or cuffed hose; seamless steel
tubing; and airplane-type fittings to connect the air cleaner to
the intake manifold. Make sure that all connections are ab-
solutely leak-proof at all times.

4, Service the air cleaner regularly according to job condi-
tions. Do not allow the element to become dirt-clogged. If
the cleaner is of the oil-bath type, keep the oil container filled
to the proper level and never allow dirt to build up more than
1/2-inch in the bottom of the cup. Ifthe cleaner uses a dry-
type paper element, make sure that the element forms a per-
fect seal. Replace it often.

5. Check hose and pipe connections often to make sure that
all the engine intake air goes throughthe air cleaner. Air
will not go through the cleaner unless it is forced to do so.
Even a pin hole in a paper element or at a hose connection will
let in enough dirt to ruin an engine before its time.

Air cleaner maintenance doesn't cost much, and it takes little
time. Yet no other type of engine maintenance pays bigger dividends.

Contaminated Diesel Fuels Will Burn Up Your Profits

D. H. Briggs of the Detroit Diesel Company warns that diesel
engines will burn anything from jet fuels to furnace oils. Just how well
engines run on the various fuels available is subject to claims and counter
claims of engine manufacturers.

But on one point they all agree--no matter what the fuel, it must
be clean and free of water.

Fuel filters on diesel engines will trap most dirt particles if
they are serviced regularly. But even the best filters cannot prevent
water from passing into an engine if it is present in the fuel.

It takes only a little water to cause serious damage. If it is in-
jected into the combustion chamber it reduces the engine's power output
and causes it to run roughly. If water is left in fuel lines during a pro-
longed shut-down period, it will ruin the system. And in winter there is
always the danger that fuel lines will freeze.


the line and make the necessary adjustments in deliveries toeach in-
dividual farmer, without further manual manipulation of the head gate.
Prior to the installation of these devices it was necessary for two
ditchriders, equipped with mobile radios to make a change in the lateral.
This procedure often took several hours to get the line in balance, and
then the slightest change in canal level would require new adjustments.
Ditchriders can now sleep at night without fear that these lines will get
out of adjustment.

Maintenance

From time to time certain parts of this device become worn out
and must be replaced. The principal replacement parts required are elec-
trical roller switches which are operating continuously and, therefore,
are subject to wear. The mechanism, however, from the District's stand-
point has been very satisfactory as it has saved a large amount of labor,
considerable anxiety on the part of the ditchriders, very low maintenance
cost, and provided excellent service to the water users. The device has
been in operation nowfor approximately four years, and there is no sign
of general deterioration.

eR KE

PICK-UP MOUNTED EXTENSION LADDER
(Suggestion R2-58-14)

Folsom Operations employees Eugene H. Lee and Raymond G.
Stroh, Central Valley Project, California, developed the ladder shown
below for the purpose of changing lamps in street lighting and accomplish-
ing other overhead work. The mounted ladder is designed for safety,
convenience and time savings.

The installation
consists of a regularly
manufactured magne-
sium ladder built in to
a hinged support so that
it is readily operated
into required positions.
Due to the design of the
support the ladder is
not affected by hazard-
ous weather conditions
or irregular terrain.

A spring loaded latch-
ing assembly mounted
on the tubular supports
at the front end of the
truck bed makes it pos-
sible to readily posi-
tion and secure the lad-
der for travel.



The chart ofa
Sparling ''Stript-o-
graph" recorder, shown
at left, provides a re-
cord of deliveries. Note
the straight line to the
left up until a short
time prior to the time
the photograph was
taken. The straight
line illustrates the
accuracy of this mech-
anism in holding to a
predetermined rate of
flow. Near the right
hand side of the chart
note that the line is
dipping in response to
a change in the desired
rate of flow.

The lower photo-
graph shows the trans-
mitter required for the
flow rate selector which
is mounted on the top of
the propeller meter
shaft. At the right
hand side of the photo-
graph, in the shadow,
is an additional safety
mechanism which will
reduce the gate opening
whenever the water level
in the line should, by
some failure, become too high. This may cause a "hunting" of the gate
motor mechanism until repairs or adjustments can be made in the device
but damage from flooding will be prevented should some mechanical fail-
ure occur during the night.

The District has not yet provided devices for the remaining
three laterals serving the low pressure gravity system due to expense
and the fact that they do not seem to present the operating problems en-
countered on the three laterals mentioned above. The total cost of ma-
terials for controlling the turnouts to two double-barreled laterals
amounted to $2,530 in 1954. The labor, estimated to be an additional
$800 for the two installations, makes a total cost of $3, 330 or $1, 665
each for the materials and labor.

The expenditures have more than been repaid in the labor costs
alone. One man can now set the necessary change in flow required as well
as the rate at which that change is desired in the line, and then go down


estimates that more than 42 per cent of premature engine bearing fail-
ures are caused by dirt. The expression, "cheap as dirt" surely has
no application when you talk about lubricants.

Water makes a fine cleaning agent for some jobs, but keep it
away from lubricants. It takes only two-tenths of 1 percent of water
to degrade the best heavy-duty oil or extreme-pressure gear lubricant.
And it makes little difference whether this contamination happens while
the lubricant is in storage or when it is in actual use.

If at all possible, store lubricants indoors, preferably in a
room with fireproof brick or concrete walls or floors. If lubricants
must be stored outdoors, place the drums on their sides on racks.
Don't lay them on the ground.

If drums are stored in an upright position outdoors, rain water
may accumulate around the rims of the drums. In a short time, the
natural breathing action of the drums, resulting from changes in tem-
perature, will cause them to absorb some of the water. If drums must
be stored temporarily on end outdoors, cover them with canvas,

Lubricants will eventually become contaminated in service.
The contaminants can be metal chips from wearing parts, water or dirt
that enters the crankcase through the air intake and the crankcase ven-
tilating system, or dirt entering the crankcase through ineffective seals.
The best way to eliminate this kind of lubricant contamination is to stick
close to recommended maintenance schedules.

In relation to the capital investment for construction equip-
ment, the cost and time needed to store, handle and apply lubricants
properly is small. Yet the successful use of an earthmoving fleet de-
pends in great measure on how well lubricants perform.

Track Maintenance

You'll Pay a Heavy Penalty for Poorly Adjusted Tracks

International Harvester's F, H. King says track tension ad-
justments, the simplest part of track maintenance, canbe most ex
pensive if you neglect it. The life of track components--rollers, idlers,
and sprockets--depends on proper track adjustment. So does the per-
formance of the entire machine.

Tight Tracks Steal Engine Horsepower - Loose chains come
to mind immediately when you talk about track adjustments. But tight
chains are equally harmful, and you'll find them on a job more often
than you might think. Tight tracks cause loss of power. Machines
equipped with tracks as tight as banjo strings can barely move in the
higher gears. Some experts estimate that tight tracks can absorb up
to 90 per cent of the engine's power.

17



WHAT'S THE MOST EXPENSIVE MISTAKE MADE IN......
SERVICING DIESELS
LUBRICATION
TRACK MAINTENANCE
(Reprinted from the July 1958 issue of Construction Methods
and Equipment. Copyright 1958, by McGraw-Hill Publish-
ing Co., 330 West 42nd St., New York 36, New York; fur-
ther reproduction is prohibited. )

Servicing Diesels

Free Air Costs You Money If You Ignore Intake System

C. E. Martin of the Cummins Engine Company, says some con-
tractors think that because air is free they can ignore the intake system
of a diesel engine as long as the engine continues to run. This idea costs
contractors plenty.

The most common and most costly mistake you can make when
servicing diesels is to neglect the intake air system. Junk yards around
the country are filled with engines destroyed by dirt that entered combus-
tion chambers along with the "Free" air.

A diesel engine's intake air system demands two kinds of care:
(1) the engine must get enough air to support complete fuel combustion;
and (2) the intake air must be clean.

Consider the air requirements of a diesel engine. A diesel
under a full load requires about 12,500 gal. of air for every gal. of
fuel it burns. Ifthe air supply is restricted, the engine looses horse-
power, fuel is wasted, and lubricating oil is diluted. Air is free, yes,
but the price you pay for air that an engine never receives because of
restricted air intakes is very expensive.

Failure to keep intake air clean is even more disastrous to
a diesel engine than a restricted air supply. All air contains abrasive
dust particles. Mixed with lubricating oil, they make a very effective
lapping compound that quickly wears metal from combustion chamber
parts. In a shori time, wear shows on pistons, rings, cylinders, and
valves.

When air cleaners fail to function properly, or when there are
leaks in the system, the life expectancy of a diesel engine is shortened
substantially. On a dusty construction job, an engine with a normal life
expectancy of from 6, 000 to 8,000 hours, can wear out in less than 100
hours.

Five Ways to Assure a Clean Air Supply

Providing an ample supply of clean intake air is neither a dif-
ficult nor an expensive job. Here's what you should do:



VALVE SEALING APERTURE
(Suggestion R1-56-158)

In the past, trouble has been experienced on the Roza Division
of the Yakima Project in priming the irrigation pumps at those pump-
ing plants where the discharge line has been drained. Original design
provided for a main discharge line valve which could be closed to seal
off the pump and permit priming. However, valves which have become
worn will not seal off the line and pumps cannot be primed if there is
no water behind the valve to seal it off. In such a case, an auxiliary
pump must be brought in to pump water from the canal behind the valve;
or if this is impossible, it has been necessary to dismantle the valve,
grease it well to seal it, reassemble it, and then prime the irrigation
pump.

This spring, Zeb. K. Howell, Pumping Plant Mechanic on the
Roza Division, suggested that regular 5" pipe couplings be welded into
the pump discharge lines, close to the valve on the discharge side. Un-
der ordinary circumstances, this coupling would be closed by an ordin-
ary 5" pipe plug. When it is necessary to seal the discharge valve, the
plug can be removed, and the opening is sufficiently large to insert
grease by hand to seal the valve, The plug can then be replaced and
the pump primed.

The couplings and plugs were installed at 8 pumping plants,
and the installation made it possible to easily prime the pumps. Fur-
ther installations are now planned for each of the 17 pumping plants as
time and work schedules permit. The priming problem always occurs
at the beginning of the irrigation season when the discharge lines are
drained, and may occur at any time during the irrigation season when
discharge lines are drained because of power or pump failure. Now one
maintenance man, with the grease which is normally carried, can rectify
the trouble immediately,

A drawing on the following page shows the schematic arrange-
ment of the pipe coupling with reference to the valve and discharge line.

OR KKK

23



)

)

LAST COPY - DO NOT REMOVE

Department of the Interior

Bureau of Reclamation

OPERATION AND MAINTENANCE

EQUIPMENT AND PROCEDURES
RELEASE NO. 26

October, November

“bo WOT READE"

CONTENTS

Automatic Device Simplifies Water

Deliveries to Gravity Pipeline Systems
Pick-up Mounted Extension Ladder

- DO NOT REMOVE

What’s the Most Expensive Mistakes Made In
Servicing Diesels
Lubrication
Track Maintenance

Valve Sealing Aperture

LAST COPY


Manufacturers' recommendations for air cleaner maintenance
usually say they should be checked "daily or more often, " depending
upon operating conditions. When a fleet works in heavy dust, cleaners
may need servicing several times a day. No contractor can afford to
have his maintenance men learn this important lesson after his fleet has
worked in dust for several days.

And then there is the inexperienced man who decides to do the
boss a favor by "setting up" the power on a diesel. As any good main-
tenance man knows, this attempt to reach "peak" performance actually
reduces production over the long haul because it leads to increased
downtime.

All diesel engines are adjusted carefully at the factory to pro-
vide a proper balance between maximum output and long and economical
service. When you adjust an injection pump to make it deliver more
fuel, the result is incomplete combustion. In a short time, this leads
to carbon deposits, lube oil dilution, and excessive fuel consumption.

You can also expect trouble when an inexperienced man sets
up the governor control to over-speed an engine, or when he changes
the timing. A poor mechanic sees only the slight extra horsepower he
gains from these modifications; an experienced man knows that in the
long run this type of meddling only means more downtime and shorter
engine life.

Lack of full understanding of the reasons behind manufacturers!
maintenance recommendations can cause untimely breakdowns. The way
to avoid them is to have well-trained maintenance personnel.

Engine Performance Depends on Condition of Air Cleaners

P. H. Van Osdol of Allis-Chalmers warns that the most expen-
sive mistake a contiactor can make is to fail to appreciate the impor-
tance of regular and proper maintenance of pre-cleaners and cleaners.

No matter what other care you give a diesel engine, the con-
dition of its pre-cleaners and cleaners determines in a large measure
just how much effective service you can expect it to deliver.

The importance of air cleaner maintenance is brought home
sharply when you realize that a diesel engine in a large crawler tractor
requires the equivalent of 20 tank-car loads of air an hour. It is obvious
that devices designed to filter this huge quantity of air must be properly
serviced.

Dust contaminates all the air around us to varying degrees,
and, no matter how fine it is, all dust is abrasive. Because the amount
of dust present in the air varies with your job location and operating
conditions, the proper intervals between air cleaner maintenance depends
on your day-to-day operation, On one job, air cleaners might need only

10


Improper storage and handling practices are the main causes
of fuel contamination. Suppliers make sure that the fuel that they de-
liver to your job is in good condition. It is up to you to keep it that
way.

Don't take delivery of fuel in the supplier's drums if you can
avoid it. It is much better to have the supplier's tank truck pump fuel
directly into a large tank. This cuts storage and handling requirements,
and it lessens the danger of contamination considerably. Fuel delivered
in this way is also less expensive.

Even less desirable than storing fuel in the supplier's drums is
to store it in your own barrels or drums. Dirt and water are bound to
collect in drums when they are re-used several times. Why contam-
inate fuels as soon as you receive them by pumping them into dirty con-
tainers?

If fuel must be stored in the supplier's drums, store them
horizontally and protect them as much as possible from the weather.
When drums are stored upright, water tends to collect on the tops of
the containers. Soon it will seep into the barrels through the plugged
openings.

When you keep fuel in barrels, store them with the outlets
slightly higher than the rear of the containers so that sediment and
water settle out.

When fuel is kept in a big storage tank, make sure that newly
delivered fuel is allowed to settle out before it is used. This takes
about 24 hours. To prevent water from building up through condensation
drain the tank periodically.

Be Sure Your Mechanics Know Why Maintenance is Important

W. M. Dietrich of the International Harvester Company says
diesel engine maintenance is a highly specialized skill, and the men who
work on diesels must be well qualified. Contractors make a very big mis-
take when they fail to place responsibility for engine maintenance in the
hands of competent mechanics.

Knowing how to follow manufacturer's recommendations is not
enough. It is also important to know why you perform a maintenance op-
eration.

This is because a workable maintenance program is necessarily
one that is flexible. It takes a well-trained supervisor to recognize
conditions that require, say, more frequent oil filtering servicing. Un-
trained men simply do not have the experience to adapt manufacturers’
recommendations to meet the needs of a particular job.



Several photographs of the ladder and mounting assembly il-
lustrate its light weight, simplified mounting and use. Confining the
support assembly to one corner of the vehicle also permits utilization

of the vehicle for other services.

The main hinged sup-
port as shown at left
provides for ease in in-
stallation and ready
adaptability to other
vehicles. In the upper
left photograph, the
main support bracket
and lower socket are
shown in more detail.
The lower socket sup-
ports are fastened to
the bumper of the
vehicle.

The ladder is shown
in the fully extended
position in the photo-
graph at upper right.


rocks and other material that may work between the track. Moreover,
there is a progression of stresses on links, idler and sprocket shafts,
and final drives.

The solution to the problem of improper track adjustment is
simple: Check frequently to make sure each track is in proper tension.

Nuts and bolts, like other components of the track require
some attention. Track shoe bolts work loose when a tractor works on
rock, or makes very heavy pulls, or when the track is allowed to spin
or turned sharply at high speeds.

End collar bolts may work loose when subjected to continuous
shock loading. Field experience shows that the inside end collar bolts
seldom are checked for tightness. If you don't tighten these bolts
periodically, the seals will loosen, and the roller will fail from lack
of lubricant,

Keep track hardware tight. This requires time and super-
vision, But the payoff is production from machines that are on the
job--not in the repair shop.

The introduction of the large pusher tractor has brought some
special track problems. Some of the big pushers are wider than some
older makes of scrapers. When this is the case, the outer edge of the
tractor's track shoes will ride out of the scraper cut, forcing the track
in toward the tractor. The result is accelerated wear to sprockets,
idlers, rollers, and other track parts.

Narrow shoes are an answer to this problem. But if you need
flotation, you should put on offset shoes that match the cut of the narrow-
est scraper on the job,

Rebuilding track is a sound investment. Track rollers, for
example, can be rebuilt to almost original equipment specifications for
about half the cost of a new assembly.

The trouble is that many contractors let track components
wear past the most economical reconditioning time. Checking the amount
of life left in an assembly should be part of the routine inspection, You
can learn what the wear limits for track components are from your dealer.
It's just a matter of good business to rebuild track paris in time.

Don't Replace Track Chains But Neglect other Components

J. P. Carroll of Euclid says the most expensive mistake a
contractor can make in maintaining track assemblies is to install new
chain assemblies without reconditioning or replacing the track rollers,
front idlers, and sprokets.

20


boxes will overflow and cause damage if a small surplus of water is
turned into the line, or the necessary delivery-head will be lost if there
is a shortage of water in the line. Some of these lines are also parti-
cularly subject to surge and are sensitive to a change of head in the
canal, It is therefore very difficult to maintain exactly the desired
amount of flow in each line, even though the Friant-Kern Canal is op-
erated within fairly close limits of fluctuation.

The District has six large gravity lines running west from the
canal. Each of these lines is provided with a Sparling "Type S' pro-
peller meter. It was found through inquiry that the Sparling Meter Com-
pany manufacturers a device which operates by electrical impulses, called
a ''Flow Rate Selector." With this device it is possible to change the flow
in a pipe line by merely setting the hand on the dial of the device to a de-
sired flow. The device then opens or closes an electrically operated line
valve (or gate) until the flow in the pipe, as registered on the regular flow
meter, coincides with the dial setting of the selector. After the desired
rate of flow is reached the device holds the rate steady against source
head changes by small automatic manipulations of the line valve (or gate).
The flow rate selector includes a totalizer and transmitter, so that the
original totalizer may be turned in to the company or salvaged for other use,

There are two types of ''selectors."' One has the selector dial
and control attached to the meter head. The other (and usually more
practical) is remote or panel controlled so that it can be mounted in an
electrical control panel or any other convenient location. The first in-
stallation on Pond Avenue West lateral, shown on the preceding page, was
of the first type and this device worked so well that the District asked the
Bureau to help them install two more at the Bassett and Airport laterals
(Miles 119.6 and 122.5), These two were of the second type, panel-
mounted, (photograph on cover page) which work equally well and are
much handier to operate.

In order to use the device it was necessary to motorize the turn-
out gates at the head of the line with a reversible gear motor and provide
suitable electrical con-
trol mechanisms, These
include a system of
timers which are con-
nected between the se-
lector and the head gate
motor and whose func-
tion is to slow the flow
change action so that the
water hammer in the
line and "hunting" of the
gate may be eliminated.

The photograph at
left shows the face of
the ''Flow Rate Selector"



Your lubricant supplier also will help you establish this in-
formation in the form of charts that cover the operation of each machine.
The charts show the types of lubricants a machine needs, the proper
places to apply them, and the proper intervals between servicing.

Equipment manufacturers base their lubrication recommenda-
tions on normal operating conditions. On-the-job experience and
technical data obtained from laboratory analyses of used oils often
show that these recommendations should be revised to conform to actual
job conditions.

Lubrication field engineers are experts at evaluating needs in
the light of working conditions, Their help in establishing proper sched-
ules can be invaluable to you.

Make Lubrication Time Also Inspection Time - Socony also has
available an easy-to-use Preventative Maintenance Control System. This
system, which is based on the premise that lubrication time should also
be inspection time, is built around five forms:

(1) A record folder contains a permanent record of each
machine.

(2) An equipment recommendation car lists lubricant require-
ments and other special needs.

(3) A weekly service and inspection report serves as a check
sheet of work to be done.

(4) A delivery ticket shows the products used in each
machine,

(5) The operator's ''squawk-sheet'' enables him to point out
conditions that need immediate care.

Take advantage of these services. Today's equipment fleets
are a complex assortment of expensive machinery. To get the most out
of them, you need all the technical assistance you can get.

Expect Trouble When You Use the Wrong Type of Engine Oil

J. H. Coover of D-A warns that the most expensive--and also
the most common--mistake a contractor can make is to use the wrong
lubricating oil in diesel engines,

Engine oil specifications for today's high-speed supercharged
or turbocharged diesels do not leave much of a margin for error. They
must be followed faithfully if you want to operate diesel engines econ-
omically for long periods.

13



Three Other Mistakes That Cost You Money - I would say that
using the wrong engine oil is the most expensive mistake you can make,
but I can think of three other mistakes that contractors make all too
often, And all of them are very costly, very common, and very easy to
eliminate,

These are: (1) Servicing air cleaners improperly and irregu-
larly; (2) Using a chassis grease instead of a semi-fluid lubricant on
those track roller assemblies that need a free-flowing lubricant; (3)
Using the wrong type of gear lubricant (usually one that doesn't contain
proper extreme-pressure additives),

Steer clear of these mistakes, too, simply by following the
manufacturer's recommendations closely. Manufacturers spend con-
siderable time and money to determine the proper way to maintain a piece
of equipment. It is folly to ignore or modify their recommendations. To
do so is to invite trouble.

Changing Lubricants on Time is Only Half the Job

J. G, Keller of Esso believes failure to set up and follow a
proper lubrication schedule is the most expensive mistake a contractor
can make. This sounds fundamental, but by a "proper" schedule I mean
a lot more than just changing lubricants at the intervals set down in a
maintenance manual,

It is impossible to separate lubricant scheduling from those
other factors that have a direct bearing on lubricants. A good schedule
depends upon the maintenance of auxiliary equipment, the conditions
under which a machine must operate, and the type of lubricant used.

No matter how often lubricants are changed, the best of them
suffer needlessly when you ignore auxiliary equipment that is designed
to keep an engine clean. These components include air cleaners, lubri-
cant filters, and dust caps, among others.

Cleaners and Filters Determine Oil Life - Most of you realize
the importance of servicing these components regularly. Yet, when time
is at a premium, it is just this type of auxiliary equipment that often
is asked "to wait 'till nexttime'" for servicing. As a result, the likeli-
hood of lubricant contamination--and engine damage--is greatly in-
creased.

Most manufacturers' maintenance recommendations are meant for
machinery that is used under normal operating conditions. But as you
all know, it's seldom that construction equipment operates under any-
thing close to "normal" considerations.

Adverse operating conditions that contribute to abnormal con-

tamination of crankcase oil include temperature extremes, high dust
concentrations, and frequent overloading. Similariy, when a machine

15



AUTOMATIC DEVICE SIMPLIFIES WATER DELIVERIES
TO GRAVITY PIPELINE SYSTEMS

During the initial years of operation of the pipeline distribution
system of the Southern San Joaquin Municipal Utility District, Central
Valley Project, considerable difficulty was encountered in delivering
the exact water requirements from the main Friant-Kern Canal to sev-
eral of the District's gravity pipeline systems.

One of the gravity lines, called

“ Pond Avenue West, at Mile 124.5,
gave so much trouble due to surging
and reaction to small changes in
canal elevation, it was decided to

try to develop an automatic device

to control deliveries to this pipeline.
The first installation was so success-
ful that two other installations have
now been made.

The development, construction
and operation of the device is de-
scribed in this article prepared by
G. D. Nielsen, Head, Water Oper-
ations Section, Fresno Operations
Field Branch, Central Valley Proj-
ect, Region 2, Bureau of Reclama-
tion.

The photograph at left is of the
first experimental installation made
at a single barrel turnout. The gear
motor and sprocket chain required
to operate a single stem at the head
of a lateral is shown. The mechanism
at the top of the stem gate is a limit
switch to prevent the gate from being opened too far.

The photograph on the cover of this issue of the bulletin is of an
installation made on a two-barrel turnout in which the control gates are
immediately adjacent to the canal. Both gates may be operated simul-
taneously by this automatic mechanism, or one gate can be operated in-
dependently by removal of the bicycle chain from one of the stem gates.

The District's lands are divided by the Friant-Kern Canal so
that the higher lands to the east of the canal are served by a high pres-
sure pumping system, while the lands to the west which are predominantly
and generally sloping downward at about 25 to 30 feet to the mile, are
served by a low pressure gravity system. It is this latter system which
created the most serious operating problems. The vent stands and junction


VALVE GREASE SEALING APERTURE
YAKIMA PROJEGT— ROZA OIVISION

7 ~ ~Detail'a®

SIDE ELEVATION

DETAIL “A“

STANDARD

PIPE PLUG
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OPERATION AND MAINTENANCE

EQUIPMENT AND PROCEDURES

Release No. 26
October, November and December - 1958
INTRODUCTION

"It's alltoo easy to “neglect some simple maintenance task, It
1

happens allthe time. . . . Construction Methods and Equip-
ment, published by the McGraw- Hill Publishing Co., 330 West Tan q St. ,
New York 36, N. Y., enlisted the help of a group of experts to point out
specifically where mistakes in equipment maintenance are most costly.
Aimed at the construction industry, many of the pointers will be of in-
terest to O&M organizations on the many irrigation projects using simi-
lar equipment. We have obtained the permission of the publisher to re-
print the advice. The first of the articles begins on page 7.

This bulletin, published quarterly, is circulated for the bene-
fit of irrigation project operation and maintenance people. Its princi-
pal purpose is to serve as a medium of exchanging operation and main-
tenance information. Reference to a trade name does not constitute the
endorsement of a particular product, and omission of any commercially
available item does not imply discrimination against any manufacturer.
It is hoped that the labor-saving devices or less costly equipment de-
veloped 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 operating efficiency.

In order to insure proper recognition to those individuals whose
suggestions are published in this and subsequent bulletins, the sugges-
tion number as well as the person's name is being given. All Bureau
offices are reminded to notify their Suggestions Awards Committee
when a suggestion is adopted.

oe OK OK Ok Ok

Division of Irrigation Operations
Commissioner's Office
Denver, Colorado



weekly servicing. On another job, or even at a different time on the
same job, it might be necessary to service cleaners several times a
day.

Air system maintenance does not end when dust and debris are
removed from the pre-cleaner, or when the oil in the air cleaner cup is
changed. A really effective check should also include an inspection of
hose, hose clamps, and other components for leaks or obstructions.

All Air Cleaners Are Not the Same - Another mistake that many
maintenance men make is to assume that all cleaners are alike. The air
cleaner systems on most engines are similar in construction and arrange-
ment, but they are by no means identical. The only effective maintenance
is thorough maintenance, and the only way to service an air cleaner
properly is to know it thoroughly. If you are servicing a cleaner on
an engine that is not entirely familiar to you, check the manufacturer's
manual,

Proper air cleaner maintenance pays big dividends because the
engine operates more efficiently on less fuel. Also, an engine with
effective cleaners requires fewer overhauls. Finally, and most impor=
tant, good air cleaner maintenance cuts downtime.

Keep Hands and Tools Clean When You Service Diesels

V. A. Woodling of Caterpillar says that dirt is a diesel engine's
mortal enemy. The biggest mistake a contractor can make is to fail to
keep it out of hs engines,

Consider the conditions under which a diesel must work in the
field. It is virtually surrounded by dust and dirt and yet it requires
huge quantities of fresh air--about 3 cubic feet per minute for every
horsepower it develops.

Engine manufacturers equip their products with filters, seals,
and other equipment designed to keep an engine as clean as possible.
All of these assemblies must operate at close to peak efficiency. The
way to keep them in this condition is to service them as recommended--
frequently and properly.

Even when these components are serviced at recommended inter-
vals, you can still be responsible for dirt if the job is not done properly.

When servicing air cleaners, don't overfill the oil cup. This
practice gives no added protection; it actually reduces a cleaner's ef-
ficiency because excess oil may be pulled over into the engine. And,
don't stop when the oil cup is cleaned; check screens frequently and
blow them out periodically.

Oil filters perform, a big job. Only filters that are properly
serviced can prevent sludge and abrasives from building up. Don't just
slip in a new filter; first wash, drain, and clean the filter housing.

11



Engine manufacturers make detailed recommendations as to the
types of lubricating oils that you should use. Four types of oils--Mil-L-
2104, Supplement one (S-1), Series 2, and Series 3--cover their rec-
ommendations.

Generally, manufacturers' recommendations are based on two
important factors:

(1) Sulfur content of fuel used in a diesel.
(2) The conditions under which the machine is to operate.

For example, one manufacturer specifies a Mil-L-2104 lubri-
cating oil for its engine if the sulfur content of the fuel is less than 0.4
per cent or if the engine operates under a heavy load. But if the sulfur
content is above 0.4 per cent, this same manufacturer recommends an
S-1 oil.

Another engine manufacturer recommends that its engines be
operated with a Series 3 oil. This is because these particular en-
gines benefit from the extra detergent action of Series 3 oil.

Don't Get in a Rut With Diesel Lubricants - Habit is one reason
some contractors ignore manufacturers’ engine oil specifications. Many
times we have run across a contractor who has used, say, Mil-L-2104
oil in many of his engines with good results. So instead of changing his
oil type to meet the needs of a specific engine, the contractor decides
to stick with the oil he has used for years.

Yet experience teaches us that as diesel engines change, so
do their lubricant requirements. Using the wrong oil can only mean
accelerated engine wear.

If you think you are getting good service from an oil that is
not the type recommended for a specific engine, check with others in
your area who are operating the same type of machinery.

If your neighbor is using recommended oils, I think you will
be amazed at the longer, trouble-free service he is getting out of his

engines,

I know of a case where one contractor is getting up to 8, 500
hours of service from engines between overhauls. Another contractor
in the area must overhaul his engines every 3,500 hours, The engines
are the same and so are the operating conditions. The difference? One
contractor is using recommended oils only; the other is using his "old
stand-by" oil,

The way to get more service from your engines is simple. Fol-
low the diesel engine manufacturer's recommendation to the letter, and
make sure you purchase your oil from a reliable firm that can supply
you with the proper lubricants.

14