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Reserve

: ! A58

tn F763B.

UNITED STATES DEPARTMENT OF AGRICULTURE

FOREST SERVICE

M3T0E GESDBB TEST

-?'■ - ■ !

Report of

Roa» Grader - Model 402
San Bernardino National Forest
January 23 - Marcli 15, 1950
by

Division of Engineering
and

Arcadia Equipment Development Center

Region 5 - Forest Service
TT. S* Department of Agriculture

M— 6123

a. 6. aoTticMBXT panmNO owics

8--7417

UNITED STATES

DEPARTMENT OF AGRICULTURE
LIBRARY

Reserve

Book number A58
f- 0 F763R

r%

2057G

MOTOR GRADER TEST
Report of

Rome Grader - Model 402
San Bernardino National Forest
January 23 - March 15, 1950
by

Division of Engineering
and

Arcadia Equipment Development Center
Region 5 - Forest Service
U. S, Department of Agriculture

o

TABLE OF CONTENTS

S''ab.iect Headlines

Abstract

Introduction 1

Rirpose of Test

Description of Rone Grader 2

Flat Land Tests

Physical Data

I.

Blade Operation

3

A. Operation of Circle

3

B. Locking Devices

o

->

C. Bank Sloping Positions

4

D. Side Shift

4

E. Blade Lift

4

F. Blade Reverse

4

G. Pitch Positions

4

H. Visibility

5

II.

Uheel Lean

5

III.

Grader Ground Clearance

5

K.

Nidth of Front Tread

5

V.

Servicing Requirements

5

VI.

Tires S; Rims

6

VII.

Tank Capacity

6

VIII.

Removal of Windows, Door and Cab

6

IX.

Lights

6

X.

Engine Starting

6

XI.

Operation of Controls

7

XII.

Turning Radius

7

XIII.

Brake Test

8

XIV.

Walking Test

8

XV.

Breakdowns

9

XVI.

Final Check

9

Field

Tests

I.

Slide Removal

10

II.

In-curve

11

III.

Grading of Dins

11

Ner^ Construction

12

Maintenance of Dips

12

IV.

Ditching

13

V.

Scarifying

13

VI.

Bank Sloping

14

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Subject Heading (cent.)

VII.

Drifting

IZ.

VIII.

Horizontal Movement of Uindroii

15

IX.

Shaping Berms

15

X.

Hill Climb

15

XI.

Uphill Grading

16

XII.

Road Grading

16

^ XIII.

Road Maintenance - Long Section

16

Test Results

& Comparative Data

18

Comparative Data

19

Discussion of Results

Flat

Land Tests

Weights

23

Dimensions

24

Engine

26

Speeds

26

I.

Blade Operation

27

A. Operation of Circle

27

B* Locking Devices

27

C. Bank Sloping Positions

28

D. Side Shift

31

E. Blade Lift

33

F. Blade Reverse »

33

G, Pitch Positions

34

H. Visibility

34

II.

Wheel Lean

34

III.

Ground Clearance

36

IV.

Front Axle Tread

37

V.

Servicing Requirements

37

VI.

Tires & Rims

38

VII.

Tank Capacity

41

VIII.

Removal of Windows, Doors and Cab

42

IX.

Lights

42

X.

Engine Starting

43

XI.

Operation of Controls

43

XII.

Turning Radius

45

XIII.

Brake Test

47

XIV.

Walking Test

48

XV.

Breakdovms

49

XVI.

Final Check

50

1. Hydraulic System

50

2 . Cab

55

3 . Clutch

57

4. Linkage

57

5. Miscellaneous

58

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oub.ject HeadinF (cont.)

oub.iect Headinp (cont.)
F5_eld Tests

I.

Slide Removal

59

II.

In- curve

61

III.

Grading of Dips

61

IV.

Ditching

63

V.

Scarifying

66

VI.

Bank Sloping

66

VII.

Drifting

68

VIJI.

Horizontal Movement of V/indrow

69

n.

Shaping Berms

7l

X.

Hill Climb

71

XI.

Uphill Grading

72

XII.

Road Gra'^.ing

73

XIII.

Road Maintenance - Long Section

73

Conclusions

Appendix

78

Rating Table

i

Brake Tester

iv

Tables & Fin

Lires

Table I

Comparative Data

19

Table II-A

Weights

23

Table II-B

Weight Horsepower Ratio

24

Table III

Bank Slope Positions

29

Table IV

Blade Side Shift

32

Table V

Blade Lift

33

Table VI

Blade Pitch

34

Table VII

Wheel Lean

34

Table VIII

Ground Clearance

36

Table IX

Fr^nt Axle Tread

37

Table X

Fuel Consumption

37

Table XI

Service Data

38

Table- XII

Fuel Tank Capacities

41

Table XIII

Engine Starts

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43

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Tables and Figures (cont,)

Table

XIV

Turning Radius

a6

Table

r;

T’arn-Around

46

Table

XVI

Brake Test

48

Table

r/ii

Travel Speed

Table

XVIII

Slide Removal

59

Table

XIX

Ditching

63

Table

XX

Drifting

68

Table

XXI

Windrow

69

Table

XXII

Uphill Grading

72

Fig.

1

Rome Grader Model 402

Fig.

2

Turning & Turn-Around Test

8

Fig.

3

Walking Test

9

Fig.

4

Test Slide

10

Fig.

5

In- curve

12

Fig.

6

Intercepting Dip '

13

Fig.

7

Flexing Shown by Arrows on Cab

25

Fig.

8

Hood Correction

25

Fig.

9

Scarifier Arms Bent by Drawbar

28

Fig.

10

Bank Slope Angle 1^:1

30

Fig.

11

Tandem Tracks on Slope

30

Fig.

12

Rome Wheel Lean - Right

35

Fig.

13

Cross Stabilizer Wear

35

Fig.

14

Tire Cut - Rear Tandem

39

Fig.

15

Tire Bruise - Rear Tandem

39

Fig.

16

Rim Slip

41

Fig.

17

Shift Lever Interference

44

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Tables and

Fipiires (cent.)

Fig. 18

Brake Lines on Tandem

47

Fig. 19

Vent Pipe Oil Leak

52

Fig. 20

Hose Chafing

52

Fig. 21

Scarifier Cylinder Feed Line

54

Fig. 22

Rvst on Piston Rods

54

Fig. 23

Door Glass Break

56

Fig . 24

Lift Ram Hits Windshield

56

Fig. 25

Slide Before Test

60

Fig. 26

Slide-Completion of Test

60

Fig. 27

Dip Before Maintenance

62

Fig. 28

Dip iifter Maintenance

62

Fig. 29

Ditching Site Before Operation

64

Fig. 30

Ditching - During Operation

64

Fig. 31

Ditching - Completed

65

Fig. 32

Rome Bank Slope

66

Fig. 33

Rome Bank Slope

67

Fig. 34

Rome Bank Slope

67

Fig. 35

Windrow Before Test

70

Fig. 36

Windrow After Test

70

Fig. 37

Berm Shaping

71

Fig. 33

Uphill Grading

72

Fig. 39

Inside Curve Before Grading

74

Fig. 40

Inside Curve After Grading

74

Fig. 41

Fine Grading

75

Fig. 42

Road Maintenance - Before

76

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Tables and Figures (cont,)

Fig, 43 Road Maintenance - After

APPENDIX

Fig

k-Mi. Detonator Brake Tester

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ABSTRACT

This report covers the inspection and testing
of the heavy class Rome 402 Grader, to determine its
ability to perform ordinary maintenance and constru-
tion encountered in Forest Service \7ork.

The results obtained indicate that the Rome
402, in its present form as submitted, is not capable
of doing the required job, because of basic design.

The tests bring out that failure of the machine
v;as due principally to lack of -

1. Blade maneuverability,

2. Blade stability.

3. Consideration to ooerator fatigue,

4. Quality in vrorkmanship.

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A

INTRODUGTIOI?

The grader test described in this report is the result
of an effort on the part of the Division of Engineering to deter-
mine the adequacy of commercial units offered on bid invitation
to perform in accordance v/ith the rigid requirements of the field.
This report is on one unit of the Motor Grader Test Project con-
ducted on the San Bernardino National Forest, January 23 to
March 15, 1950.

Originally scheduled for two units, the project was ex-
panded at the request of manufacturers to include f5.ve companies
and five graders ranging from the 22,000 lb, to the 27,000 lb,
classes.

This is one of the individual reports orepared for each of
the five graders tested. The results of the entire test oroject
are summarized in a composite In-Service, Confidential report
^^;hich includes a more general analysis and encompasses a \-JiAer
scope in objectives.

The actual field testing of the graders x;as divided into
two major sections (l) physical characteristics, and (2) field
performance.

The first section, referred to as the ’’flat land” test,
consists essentially of observations as to physical design char-
acteristics, This includes such items as clearances, blade
maneuverability, turning radius, observations on operational
features, visibility, operation of controls, and other such data
as would be apparent from a detailed inspection of the machine.

The second section consists of a series of field tests de-
signed to simulate the various field operations normally encoun-
tered in routine truck trail maintenance on the National Forests,
Such operations as bank sloping, drainage dip construction, three-
pass road maintenance, finish grading and several others are in-
cluded to establish the field operation characteristics of the
grader tested.

Every effort has been made to assure comparable test con-
ditions for all graders. Standard nrocedures were devised, quan-
tities and distances measured, and oarticular attention paid to
soil conditions. Operators were given an instruction period prior
to test and allowed to use the machine until such time as they
were considered competent by company representatives or, in their
absence, road foremen skilled in the use of patrol graders.

Company representatives were encouraged to request re-runs where
they felt conditions adverse or their machine capable of better
performance.

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The grader furnished for test was a Model 402 Rome, manu-
factured by the Rome Grader Division of the Union Fork and Hoe
Company of Rome, New York* The unit was rated as a hea^y class,
tandem drive, with loaning wheels and full revolving circle, and
was equipped with cab, scarifier and oversized tires on the front
wheels. The controls wore hydraulic, brakes were provided on all
tandem wheels and the grader was powered with an electric start.
113 HP high torque Hercules Diesel Thgine,

Fig. 1 - Rome Grader, Model 402

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V

DESCRIPTION OF TESTS

Section 1
Flat Land Tests

The first nhase of the '‘flat land" test v/as the obtaining of
data covering weights ^ dimensions, clearances, engine data, fuel re-
quirements, and the other facts concerning the machine as usually
given on manufacturers' specification sheets. Data taken from spec-
ification sheets and from the inspections are tabulated for comparison
and shown as columns 1 and 2 of Table 1, Test Results Section of the
report. In most cases the data agreed with that of the manufacturer
but in a few instances notable variations were obtained.

The second lohase of the "flat Land" tests consisted of an
aupraisal of the other physical characteristics of the machine as
applied to its various functions. The following tests were performed:

I, B.LADE OPERATION

The purpose of this test was to determine the maneuverability
of the blade and time required for movement from one position
to another.

Equipment used consisted of protractor, tape, plumb bob, stop
watch, straight edge, still and movie cameras.

The machine v;as set on a flat concrete slab. Throe reference
lines iTOre established; one at the machine fore and aft center
line; and one on each side of center, running from the inside of
the front tires to the inside of the rear tires. All measure-
ments taken were from these reference lines. Center position of
the blade was established as that condition at which, with the
blade touching the slab, the blade and circle v;ere contered with
the machine. Normal position of the blade was established as
that position of the blade in which the machine could operate
most advantageously with no change in lift arms or linkage* One
cycle of blade circle operation X'las defined as 360° in the case
of machines with full revolving blade, or in case of machines
not full revolving the maximum degrees of turn of the blade
betv/een obstructions,

A. Operation of Circle, Measurements of time and angle of
cycle were taken. Observations were made regarding possi-
bility of damage to parts of the machine by operation of
the blade,

B, Locking Devices, Observations regarding the presence or
absence of circle locking devices, location, and whether or
not they could be considered positive were recorded.

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Bank Sloping Positions > Starting from centered and normal
operating oosition, the blade vas moved to maximum bank
sloping angle without mol.dboard shift. Height of blade tip
above ground, bank slope angle, oosition of heel of blade
on ground with resooct to the tire reference line, and time
to shift to this position were recorded.

The moldboard v;as then shifted for maximum roach and the
blade v/as set at 1-^;1, 1;1, 3/4' 1, ’i'*! and. l/4'l bank
sloping positions, rioight of tip of the blade above ground
and position of heel of the blade with respect to the tire
reference line wore recorded. The time required to shift
from blade centered, normal operating position to the max-
imiLm bank sloping angle eras recorded. 3ti.ll pictures of
each bank slope position wore taken.

Side Shift. The distance the blade could be moved to right
and left of centered position, v/ith and without manual mold-
board shifting, was measured. The time required .for each
operation was also recorded. In all cases distances were
measured with the cutting edge of the blade resting on the
concrete slab. The crew to shift the moldboard manually
was limited to the operator and one helper.

Blade Lift, With linkage set for normal operation position,
measurements were made and time recorded for movement of the
blade from ground level- to maximum lift -^aosition, and also
maximum depth below ground, using a pit for this purpose.

The number of holes on lift links and the distance of
possible adjustment xms recorded.

Starting with blade and circle in center position and at
right angles to center lino of machine the maximum blade
lift ajpglo, both right and left, was measured, Linlcs were
adjusted as necessary but the blade was not rotated on the
circle for this operation.

The height of the lowest point of the circle with the
blade at ground level was measured,

F, Blade Rovorso, Ability to reverse the blade v/as recorded.

This test concicted of sotting the blade at 45° for cast-
ing material to the right, then turning blade for backing
up, so as to continue casting material in the same direction.

Pitch Positions. Information obtained on pitch positions was
as follov/s - number of notches, total adjustment distances and
the degrees from the vertical both plus (top ahead of bottom),
and minus (top behind bottom.)

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Visibj-lity, With the blade centered and at 45°, in both right
and left positions, visibility of blade and front \/heols was
appraised from still photos taken from normal sitting position:-
shovxing view to right, left, and straight ahead* This procedure
^^^as repeated for visibility from a standing position.

Rear view visibility was also noted, with still pictures recording
actual views.

II. WHEEL LEAN

The purpose of the test v/as to determine the degree to v;hich
the wheels could bo loaned for turning and for resistance to side
thrust in operation.

The degrees of lean, both left and right, wore recorded, and
still shots were taken showing angle as indicated by large pro-
tractor.

III. GRADER ground CLSARA-WCB

The purpose v;as to determine ability of the grader to clear
windrows, rock and obstackes which might be encountered cither
in forward or reverse operation.

VJith wheels in a vertical position measurements were taken
between lowest projections and the ground, behind the blade,
and ahead of blade, the latter being limited to 8 inches on
either side of center of the front axle. Particular attention
was paid to the possibility of damage to steering geometry if it
was the lol^^est projection.

With wheels at mapeimum lean, measurements were taken in the
same manner,

IV. WIDTH OF PROMT TREAD

To determine tread width of graders equipped with oversize
tiros in front, measurements were taken from center to center
of tiros, at point of ground contact.

V. SERVICING REQUIRfMEIyTTS.

The object of these observations was to determine the time
consumed and materials necessary in servicing the equipment.

The number of grease fittings needing daily and weekly ser-
vice wore counted, and time for each service was recorded by
equipment service men. Also recorded was the personnel neces-
sary to do a grease job, lubricants and fuel used and types
recommended by the manufacturers.

-5-

0

C.

VI.

TIRES AMD RBIS

To determine adequacy and safety of this equipment, data wore
recorded regarding ply, size, number, and manufacturer of tires |
type of rim and rim association number. At the end of the test,
cuts, breaks and i/ear wore recorded, giving reasons when possible.
Still pictures were taken to shox\r condition of tires,

VII, TAM CAPACITY

The purpose of this test was to determine ability of the
grader to operate for one 8-hour shift with out requiring
additional fuel.

Information recorded included factory specification on con-
sumption, factory specification on tank capacity, hourmetcr
check, amount of fuel supplied, and whether or not eight hours
operation was obtained from a full tank,

VIII, RMOVAL OF WINDOWS. DOORS AlCi GAB

The object was to determine the case with which doors,
windows (windshield) and cab could be removed.

The test consisted of determining if windows, doors and cab
were designed for removal, and estimating the time necessary for
each operation. The major portion of data were obtained from
Forest Service shop personnel and manufacturers,

IX, LIGHTS

The purpose of this test was to determine the adequacy of
lights for night operation and travel.

Intensity of the lights was measured by a Weston meter at
a distance of three feet. The source of electricity j whether
generator, battery or magneto, was recorded. The location of lights,
provision for adjustment, and adequacy of protection were noted,

X, ENGINE STARTING

The purpose of these observations was to determine the
ability of the engine to start under field conditions.

Time for at least four different starts was determined by
a stop watch. Temperature, humidity, whether the engine was hot
or cold, type of starting and factory recommended sequence were
recorded.

■6-

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\ '

XI.

OPERATION OF CONTROLS

The purpose of this test was to determine the adequacy of
grader controls.

Information obtained included accessibility, response,
ability to varj’’ speed of control action, operation of any tv;o
controls at one tirae, and ease of gear shifting,

XII. TURNING RADIUS

It was desired (l) to determine the minimurii circle in which
the grader could turn, both right and left, and the road width
necessary to do so, and (2) to determine the ability of the grader
to turn by backing around in confined areas,

(1) The grader was turned to maximum, and driven to complete
a 360° circle, in both right cjid left direction. The
average diameter across the inside tracks was determined
by a series of cross-diaracter measurements from which the
radii wore computed,

A second set of measurements was taken across the tracks
made in the turning process, and the average taken as the
road width necessary for the minin'um turn. (Refer to
Fig, 2 for sketch.)

(2) A tost area, simulating a turnout on a mountain road, was
sketched on a paved area with chalk. The road width
aoproach was 12 feet, tapering to 30 feet at a distance of
25 feet. The 30-foot section extended for a distance of
50 feet.

Operators were allowed to practice on the site so that
only maneuverability of the machine was reflected in the
test.

The object was^to enter the area, turn around with the
minimum number of backups, and drive out, keeping within
perpendicular liraits as designated by the sketched lines,

A second set of linos was drawn with a 12-foot road and
35-foot turnout. Separate tests were conducted and re-
sults recorded for the 30- foot and the 35-foot width sec-
tions, (Refer to Fig, 2 for sketch.)

-7-

c

Turkiing Radius Test

Fi6. 2

raaT suiaAS ei/iin^iuT

BRAISE TEST

The purpose of this test was to determine the ability of the
brakes to stop the grader on steep grades and highways,

(a) A hill was stripped of biaish and prepared to a compact
surface, with grades up to 49/^. Graders were required to be
stopped by foot brakes and emergency brakes on the steepest
part of the hill. Actual roll forv/ard and backward after
brakes were applied was measured. Maximum grade on which
brakes would hold, both uphill and doT^mhill, was recorded.

Further information noted on both foot brake and parking
brake was - location of drums as to 2-wheel, 4-wheel or
driveshaftj whether mechanical, hydraulic or electric;
provision for holding, and ease of adjustment,

(b) As an additional check on b raking ability of the grader,
brake tests were made on level pavement, using the AAA brake
tester, (Refer Fig, 1 Appendix,) The grader was paced by

a car to determine speed of travel, and braking distances for
three runs were averaged.

WALKING TEST

This test was divided into two parts, the first conducted
on a paved highway and the second on a truck trail.

il- The object in conducting this test was to determine
the speed with which the grader could safely travel the high-
v/ays .

The test was conducted over a measured course, starting
from the Triangle Gravel Pit scales, whore the official weights
wore determined, and terminated at the campground at Devil’s
Canyon, a distance of 6,1 miles. Time was recorded by a stop
watch. Machines were run at governed engine speed. See Fig. 3
for map of route,

#2, The purpose of this test was toefetermine the ability
of the grader t o tsafely travel a measured truck trail which
would tax the maneuverability of the grader on curves, as well
as the maximum power of the engine.

The course started at the Bailey Canyon gate, upgrade to the
saddle at the junction of Devil’s Canyon truck trail, thence
dox/ngradc to Devil’s Canyon gate, a distance of 3.6$ miles.

Data recorded were time for uphill and downhill trips, grades,
and road condition. See Fig. 3 for map of route.

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XV. BREAKDOWNS

XVI.

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VJhilo not in the form of a test, an infornational list was
sot up as follows: breakdowns, description of breakdowns, photo-

graphic record of each, cause (whether design weakness or accident),
facilities to repair, availability of parts, and tine lost.

FINAL CHECK

After the grader had been put through the field tests of
Section 2, it was returned to the ’’flat land” slab, thoroughly
cleaned and carefully examined for all cracks, breaks and
bends v/hich were not evident as definite breakdowns. Each
defect was described and photographed for pernanent record.

Pictures ^^rcre taken of the tires to record wear and injuries.

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DESCRIPTION OF TESTS

Section 2
Field Test

Field performance tests were as follows:
SLIDE REMOVAL

The purpose of the test was to obsen,'’e the ability of graders
to surmount obstacles, such as slides commonly encountered in
road, .maintenance.

Slides occur frequently on roads in steep terrain. If the
.motor natrol can handle the occasional slide and thus save im-
porting a bulldozer, a considerable saving will result,

A slide of designed shape comprising approximately 125 cubic
yards was built by a tractor, avoiding compaction of .material
as much as possible. Dirt was allowed to accumulate on the down-
grade (or approach) side at its natural angle of repose, which
was approximately 70%. Boundaries were established by means of
stakes simulating a perpendicular bank beyond which a wheel under
power was not permitted. Refer to Fig, 4*

Figo 4, Test Slide

-10-

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The test machine was required to climb over the slide in order
to be in a position to attack the dirt removal task on a downhill
basis.

Test conditions were recorded by still shots .and progress during
the test by movies. Information recorded consisted of - size of
slide and time required to c limb over, operator sequence and method
of attack.

Since more than one machine was tested at this site, after the
machine surmounted the slide, no further dirt was removed. The
slide was then reconstructed to original size and shape,

II. IN~CURVE

The purpose of the test was to measure the ability of the grader
to maneuver on a short radius in-curve.

Conditions of the test; The situation simulated was the wash-
out on a canyon crossing, the outer portion of the road being complete-
ly gone and the inner portion defined by vertical walls. It was
required that the grader was required to travel the curve, using the
minimum road width. See Fig, 5 for details and sketch of test layout.

This condition results frequently after severe storms in rugged
country. Ability of a particular machine to handle these situations
would save much expense in importing a bull dozer for the operation.

Performance was recorded by use of movies and still^pictures.

The maximujii width of road needed as measured from the inside tire
track to the simulated perpendicular wall was recorded.

Since abilitj^ of operator affects the time required, re-runs
were allowed if operator thought he could improve the performance.
Regardless of time consumed, operator ability \ias evaluated in an
attempt to determine machine performance, analyzing reasons for such,

III. GRADING OF DIPS

The life and useability of a road depends to a considerable extent
upon the proper functioning of the drainage s^’-stem. Grading of dips
is one of the most Important operations of a grader on roads v/here
intercepting drainage dips arc used.

-11-

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SIMULATED CONDITION

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The construction and maintenance of dips involves several of
the functioning parts of a motor patrol. A dip consists of an
involute curve, descending on an increasing vertical curve with an
increasing outslope, until the depression if reached. The bottom
of this depression is placed at cm angle of 45 degrees to the center
line of the road. The profile then rises rapidly for a distance of
15 feet to a summit, also at an angle of 45 degrees to the road center
line, then returns to the normal road profile in a second distance
of 15 feet. Refer -to Fig. 6 for sketch.

To construct or maintain a dip requires blade manipulation both
above and below the plane of the base of the grader wheels. It
also ;requires blade manipulation in a vertical plane to take c’are
of the increasing outslope and also in a horizontal plane to take
care of the changing angle of the outslope. This second manipula-
tion is usually handled by steering.

A, New Construction. Conditions: Operator practiced with grader

until he was familiar X'^ith operation of machine and also the
technique of tip construction. Stakes vrere sot indicating
beginning of cut, bottom of dip on a 45° angle and termination
of berm. Operator was alloX'/ed as many passes as was necessary
to construct to the proper standard as required by road foreman,
who was judging this tost.

Still pictures were taken at side before operation and after,
and movies taken during operation for the purpose of analyzing
maneuverability of the blade. Information recorded was -
location, material, difficulties, operational sequence, time,
soil moisture and foreman's rating of completed job.

Maintenance of Dips. Existing dips were selected which were
in need of reshaping and sluff removal. Motion pictures of
operation were taken for analyzing blade response to controls
and the ability of the blade to follow an existing profile. At
the same time observations x/ere made to determine if the lift
mechanism range was adequate for below grade extension while
possessing sufficient lift above grade to complete the operation.

Still pictures before aaid after were taken. Location, grade,
road x;idth, m.ateria.1, difficulties and reasons, operational
sequence, time, soil moisture, blade response and control were
recorded.

-12-

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IV. DITCHING

The purpose of this tost was to determine the ability of
the machine to function under difficult conditions involving
extremely heavy work. The operation involved the use of the
blade and scarifier in cutting dirt and rock and in -removing
large boulders by undercutting and pushing, and the blade
and blade control mechanism in finish grading at the end of
the operation. It also tested the ability of the machine to
provide traction ^^^hile working on a slope and pushing material
uphill. The general toughness of the whole operation was a
test of the stamina of the machine.

An area, 200 feet long and 32 feet wide, which was high in
rock and boulder content, was selected. Test consisted of
digging a 200-foot ditch on a 6% slope similar to shoulder
construction on one side of a highway. The vortical depth of
the ditch was 3 feet with cut bank on a 3/4-to-l slope. The
distance from the ditch line to the shoulder was 16 feet and
constructed on approximately a 4:1 slope. All material was
side cast beyond the 16 foot width, or beyond the 200 foot
end limits. Operators were allowed to use blade and scarifier.

Information obtained was - location, grade, side slope,
material, depth, width, distance, time, and appearance of the
finished job. Still pictures before and after wore taken, also
movies of interesting or unusual incidents,

V, SCARIFYING

The purpose of the test was to determine the ability of the
grader to loosen imbedded rock and to do normal scarifying work.
Essentially, the test was for the purpose of bringing out the
structural ability of the unit to do this kind of work under
severe conditions.

This operation is very important. It is required in main-
taining road material or a travelable surface on all roads, and
is particularly needed after heavy storms.

After completion of the rough shaping of the ditch (Tost
No, IV), the inside slope area containing numerous imbedded
rocks, was used for this test. Information recorded was -
location, grade, width of scarifier sv;ath, material, soil
moisture, number of teeth used, depth scarified, time, oper-
ational sequence, operator reaction, failures, and tim.e required
to install teeth for operation. Time element was not important
except to require operation at a reasonable speed. Still shots,
before and after, and movies were taken.

-13-

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■ . ■ ■ ■ ' •’ ■ d ‘d' ^ d r"d/-.'d;d

■ ■* d ~ 'd . - ■■ ■ ■ -d d ■ I d di ; .

', .td dv'd^'j^:

' . ■ ' .d d'- r XV. d

.; ;

d Id v^Ofl'Xdcr ;u^X'
d.''Sdd od l-.'bddXi
' dxi*-

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. v -diOO jd,:;'V -,

, ... T;qd ^

,.J' ; d'..dX ddtiX.d.}'

1 d'-t'-'x d'did .- • fd'dL d.t

.. ; }o »d ^ - d.’:^d . -d’ljd
■.q.:;.!,l d •> d ?: .dj ( VI . v ■

Svd 5dhv^ I,.- d-.:'

lij dJ ‘ Id ddxdd-'i,v'd

.',1 I.dS'o.xd'

, &dd .

•C,fd

/

VI. BANK SLOPING

The purpose of this test was to deterraine the ability of
the graders to side-slope banks at any required slope from
li-to-1 to l/4-to-l.

This operation involved the use and adjustment of the con-
trol arms, the use of the circle, and general manipulation of
the circle and arms assembly.

Sections of roads 500 geet long were selected in which
banks at least 10 feet high existed, and included in-curves,
out-curves and tangents.

Information recorded was - location, grade, material, dis-
tance, time, maximum height of cut, analysis of finished job,
difficulties, and operator reaction. Still shots were taked
of grader in position, and of road before, during, and after.

Short movie sequences x^orc taken to record the operation.

Bank sloping on Forest -Service work is done largely on re-
construction or heavy maintenance work. Although it docs not
involve a very high percentage of total volume, the occasions
of use require a highly maneuverable blade assembly.

VII. DRIFTING

The purpose of this test v/as to determine the ability of
the grader to end-haul material. The operation involves the
size, design and pitch of the blade controls.

Drifting is required continually in normal maintenance oper-
ations to remove slides, fill washouts, and restore surfacing,

Ma.terial for drifting operation was taken from a low cut
bank extending 100 feet, moved across a 25-foot area, and
placed in an area 75 feet long and 12 feet wide, to a depth of .6 of
a foot, forming a finished road bed. At the end of each pass,
grader with blade lifted returned to the far end of cut bank
section.

Data collected included - location, distance, grade, material,
angle of blade, pitch of blade, estimated yardage, material lost
or picked up enroute, tine, and operator reaction.

Time element was very important in this test since it reflected
balance of power and blade size, ease and dexterity of blade
movement and time consximod in shifting gears.

Still pictures were taken to show before and after operation,
also movies to show dirt movement on blade, and amount of material
being moved.

-14-

VIII. HORIZONTAL MOVMENT OF WIITOROW

The purpose of this test was to determine the ability of
tho machine to move a windrow of dirt laterally. It involved
the size, shape and pitch of the blade, the tractive ability
of the machine, and the functioning of the blade control mechanism.

This operation is used in all road mix oiling work end in
construction of roads on flat terrain,

A section of road 1300 feet long, with an average grade of

was designated as the test area, A largo windrow was
formed on one side of the road, and measurements made from
established reference poirits. The grader in four passes was
required to move as much material as possible to the opposite
side of the road, forming a more or less uniform windrow.

Lateral movement of dirt was determined by measurements taken
at the reference points, and total yardage figured from cross
section measurements taken every 100 feet. The elapsed time for
the operation was recorded.

.IX. SHAPING BERMS

The ourposc of the test was to determine ability of tho
grader to form a berm 18" high v/ith side slopes l-^-:!. This
operation is of great importance on all roads using berms as
a drainage control feature. This includes most of the road
mileage in the California Region.

A section of road between 300 and 500 feet in length was
selected and material in existing berm was spread over tho
road bed. Three passes were then made, ending up with the
material forraing a uniform berm on the outer edge of road.

Information recorded was - location, grade, material, dis-
tance and time. Still shots before, during, and after operation
were taken,

X, HILL CLIMB

Tho purpose of the test was to determine the ability of the
machine to climb grades up to 50% in both forward and reverse
gears.

The site selected for the tost had a runway with an overall
length of 300 foot, which started level and gradually sloped up
to a maximum of 49%. Graders were required to climb uphill for-
ward and uphill backward, recording percent of grade at the for-
ward point of stalling, if any. The decomposed granite surface
of the hill was prepared before each run so no loose material
hindered tho test.

-15-

<1

i^.

v'.'s'i- ■

i

■ ,i' >4'

,i;; ■ ■:

/■• ‘■'^}' ,r ',•' ■ 'T.y;,./

/

I

XI, UPHILL GRADING

XII.

XIII.

The purpose was to determine the ability of the nachine to
climb uphill and do nornical grading at the same timo.

Road sections, 500 feet long, in xdiich grades from 10 to
2\% existed, wore selected. One pass uphill was madec

Information noted was - location, .material, soil moisture,
grade, tim-o, tendency of machine to drift under load, and
appraisal road foreman as to effectivoncss of the ii/ork.

Still shots before aisd after, and movies during operation
wore taken.

ROAD G.RADIHG

Tho puroose of the test x;as two-foldj first, to acquaint
operator with the thrcc-pa.ss operation in road maintenance
and, second, to provide am apportuiiity for observers to analyze
the performance of each grader on a short section of road.

Sections of road 500 feet long v;ere selected which were in
need of .maintenance, and v;hich included in-curves, out-curves,
turnouts and dips.

Operation consisted of three passes; cleaning the ditch of
sluff, spreading and removing rocks and s.moothing.

Information recorded was - location, grade, road condition
as to ruts, .amount of sluff, material, soil mmisturc, distance,
tine, nancuverabilitv, difficulties, appearance of finished job,
and operator's reaction. Still shots before, during, and after
operation V7ore taken.

ROAD MAINTEMGE - LONG SECTION

The purpose of this test was to determine the overall ability
of the grader to do all of the important functions of a road
maintenance job. Those operations include slide and sluff re-
moval, dip maintenance, norma.l and fine grading, berm construc-
tion, and drifting. Bank sloping was not included, 0per.ation
was up and do\m hill and around minimum radius curves (under
35 feet), and involved the use of all grader controls,

T.his v/ork is the primary purpose for v/hich motor p.atrols a?cc
purchased and constitutes the larger oortion of their use.

-16-

•'•y-vA •. .

■ r

,x

. .V . • r’‘’

* f - i

^■r r

•Wv

; .vr

i.’

: 'X

/ '

7 0':

r-

Sections of truck trail with grades up to 20% and noeding
maintenance work, two milos in length, were marked by means of
flags. Picture stations were marked for the purpose of before
and after photographic records which would depict the different
functions common to the operations of rock removal, sluff re-
moval, dip cleaning and shaping, and fine grading. Throe passes
were required.

Information recorded was - location, material, distance,
time, amount of work to do in rock, sluff removal, number of
dips to shape, and number of minimum curves,

Anpearance of the finished job was appraised by engineers and
road foremen.

Fine Grading

On the two mile maintenance section an area suitable for
fine grading was selected where no appreciable amount of rock
was present.

Results of the operation were carefully analyzed for absolute
control of the blade, since this test was considered as a
measure of the ability of the grader to handle surfacing
operations.

Still pictures before and after were taken to indicate the
degree of Improvement resulting from the operation.

-17-

/

t

TEST RESULTS & COMPARATIVE DATA

To facilitate comparison and to conveniently tabulate the
various date obtained from the test, Table I, Comparative Data,
has been prepared.

The date recorded in col\imn one (l) are taken from the
manufacturers’ published specification sheet and cover the stan-
dard production model only.

In column two (2), are summarized the data taken from the
’’flat land" and "field test" sections of the report. Discrepancies
in this column from the manufacturers ’ ratings as shown in column
one (l) may be attributed to definition or deviation from standard
on the test machine. Where considered necessary, deviations are
discussed under the Discussion of Test Results,

In columns three (3) and four (4) are the data of other
graders tested in this class. The intent here is to show the max-
imum and minimum of the other data collected. It should be noted
that the maximum as shown does not necessarily infer the best,
particularly where time is involved. Constant appraisal of the
item under consideration will be necessary to properly evaluate
the tabulated results.

I

-18-

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ad .‘'Jt/t’cvc 'yi'S o a ; ■ - {t:'"-- Y;,;- ;.j. j. ' bf £}."■■■ '■. ' b !' ;;3;T/0- .' . L' '"Cy •:

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/

r

TABLE I

%

COMPARATIVE DATA
Flatland Tests

I

Items

Mfg. Spec.
Std. Machine
(1)

Rome

Test Mach.
(2)

Other Graders
Maximum
(3)

Tested

Minimum

(4)

WEIGHT

23,850

25,100

27,950

22,560

Weight on front whls.

7,500

7,400

9,350

7,350

Weight on roar wheels

i 16,350

17,600

19,300

13,150

Blade pressure

12,000

12,300

18,520

12,720

Scarifier pressure

8,425

8,900

10,460

8,200

DIMENSIONS

Length overall

27 '-0"

27 '-0"

25 ’-8"

24 ’-3"

i^idth overall

96”

96"

94-3/4"

91-3/4'

Height overall with

cab

123"

123"

128"

ll6i"

Height overall less

cab

82"

82"

104"

89"

Height inside cab

—

72"

75i"

69"

Vlheol base

19 '-6”

19 « -7”

18 '-11"

l8'-8"

Tread, Front (Center

to center of tire)

83"

82-3/4'

cm

cc

79"

Tread, Roar (Center to

center of tire)

82"

82"

80"

78

SPEEDS

Min. forward mph

2.32

-

2.37

1.7

Max. " ”

20.18

—

25.2

15.0

Min. reverse "

3.38

—

3.7

1.74

ilax. reverse ”

4.63

-

6.13

4.1

Nui'iber Forward

8

8

8

6

Number Reverse

2

2

3

2

ENGINE

Brake HP

113

113

104

76

No. of cylinders

6

6

6

4

RPM - Governed max.

1800

1930

1990

1555

CAPACITIES

Fuel tank (Gals.)

45

45

60

54 .

Cooling system (Gals.)

loi

loi

20

6i

Crankcase (Qts.)

20

20

23

16

TIRES

Size, Front

8.25 X 24

13.00 X 24

14.00 X 24

13.00 X

Size, Rear

13.00 X 24

13.00 X 24

14.00 X 24

13.00 X

Ply

-

12

10

8

-19-

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TABLE I (Continued)

CO^IPARATr/E DATA
Flatland Tests

Mfg. Spec.

Rome

Other Graders

Tested

Std, Machine

Test Mach.

Maximum

Minimum

Items

(1)

(2)

(3)

(4)

BLilDE ASSEI'IBLY

Moldboard - Length,

width, thickness 12'x24’'x3/4"

12'x24'’x3/4”

13'x22i"x3/4"

12'x22"x5/8"

Blade side shift (PulL)
(Mfgrs, Rating)

Right blade side shift

36"

26i"

69"

29"

from center position
(circle shift)
(circle shift ?c link

-

I6i"

25i"

19"

aci J . )

(circle, links d: mold-

-

22"

38i"

19"

board adj.)

Blade lift above ground -

-

54”

62i"

51"

Sect. 1 - Test E

-

15i”

16"

14-3/4"

Blade depth below ground -

Sect. 1 - Test E
Pitch oositions - number

—

5"

23i"

8i"

for tilting »

15

15

13

6

Max. shoulder reach
Bank slope angle (Test

81"

77i"

88i"

75"

57F

conditions l-C-3)

-

52^

74”

Circle diameter

Degree turn blade w/scar.

54”

54"

63"

54i"

teeth

-

296^

320”

302”

Degree turn w/o scarifier

360°

teeth /

360”

360”

320”

Lifting speed (Approx.)

2, 86 ’’/see.

1.53"/sec.

2.37"/sec.

.98"/sec

SC/iRIFIER - V TYPE
Weight

1,132#

1,475#

1,300#

Swath width

46"

46"

46"

46"

Teeth number

11

11

11

9

Teeth size

l"x3"

l"x3"

li"x3i"

l"x3"

Pitch oositions

1

1

5

1

Pressure max.

8,425#

8,900#

10,460#

8,200#

WHEEL LEAN
Max.L

15i”

11^

21-^

19i”

Max. R

-

22i”

20”

GROUND CLEAPuilTOE

Behind blade). „ t .. .

j. VT j \ Wheels Vert.
Front blade )

-

10-3/8"

13i"

11-3/8

20

19-3/8"

27i"

U"

Behind blade ),„
Front blade

Lean

-

10-3/8"

13i"

11-3/8

—

19"

27"

20-3/4

''•<v}'PA*r ’’ V i I o .- 'j-.i ^••

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V-'?M

TABIjE I (Continued)
COMPARATIVE DATA
Flat-land Tests

Mfg. Spec.
Std. Machine
Items ( 1 )

Rone

Test Machine
(2)

Other
Maximum
(3)

Graders Tested
Minimum
. _.(4)

TUPJIING

Turning radius (Inside
wheel) R

27 ’-5”

27 '-9”

21 ’-10"

Turning radius (Inside
wheel) L

26 '-9”

29 ’-3”

22 ’-9"

Turn, radius -- Ave. inside
wheel ave, road width 40 ’-0”

40'-5-i-'’

41 '-2i"

30 ’-6"

Road width to turn R -

13 '-5”

13'-10"

S'-O"

Ron.d width to turn L

13 '-4”

13 '-2i"

8 ’-2"

ROAD WIDTH FOR TURNING -

NU13ER OF BACIUJPS

35 Foot Road -

Field Tests
4

3

2

30 Foot Road -

S

X 7

3

DIP CONSTRUCTION (Time)

16 H. 43 S.

27 M. 0 S.

14 M. 36 S

DITCH CONSTRUCTION (Tine) -

11 H. 33 M.

10 H. 22 M.

8 H. 20 M,

DRIFT ING ( Cu . Yds . /Min . )

.92

1.29

.97

MOVE WINDROW (Cu.Yds.
Fcot/lin.)

96.5

149.0

85.5

SLIDE (Climb over in min.) -

22 M. 59 S.

50 M.

15 M. 57 ;

INSIDE CURVE

Road width needed - Ave.
L & R

19 ’-11"

19 ’-Hi"

9'-7i"

ROjU) MAINTENANCE (Miles/Hr.) -

.51

.635

.48

BR/UCE TEST - @ IS mph
Cal. Veh, Code Min, 30

32

38

15

J

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■ ^■..■^- TOvi';

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(jf’iT) wm«8'fa:;Xi

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C

TABLE I (Continued)

COMP/uRATr/E DATA
Field Tests

Mfg. Spec. Rone Other Graders Tested

Std, Machine Test Machine Maxinun Hininun

Items (1) (2) ill (4)

WALKING TEST (l)

Paved higawoy (A- 2 Miles)
Dirt high'va;} (l.,9 Miles)
Total highway 1,6.1 Miles)

WALIIING TEST (2)

Uphill T.t' (1.35 Miles)
Downhill T.T. (2.3 Miles)
Total T.T. (3.65 Milos)

20.9 MPH
15,5

18.9

6.37 MPH
10.63
8.52

24.6 MPH

17.25

19.94

6.66 MPH
16.24
9.98

15.8 MPH

12.35

14.50

4.49 MPH

9.13

7.70

! ' ^ ^ .'XH

e

him e/ill.

;ve s*j‘
.’%;^ *. f

ex.?.

■ dor,H vi'aol'

^ u.^iii»i,i

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DISCUSSION OF RESULTS

Flat Land Tests

WEIGHTS

The weight distribution as shovrn from Table 1 was found to
conform very closely to that of the other tandem graders. Table IIA
below shows the maximum deviation from the average of the other
tandems to be less than 5%,

TABLE IIA

Distribution - Pore or t

Weights

Rome

Other Tandems

Total

25,100

100

100

Front

7,400

29.5

30,3

Rear

17,600

70,5

69.7

Scarifier

8,900

35.5

34.3

Blade

12,300

49.0

53.8

Accordingly, the weight distribution for the Reno grader is
considered in conformance with standard practice.

The blade pressure of 12,300 lbs,, as recorded for the Rome,
was the lowest of all graders tested. As shown in Table I, other
graders ranged from 12,720 to 18,520 lbs, VTiile the differences in
themselves have little significance, since nroper balance between
blade pressure and tractive effort must bo maintained, it nay be
well to note that even though total weight of the Rone is next to
the heaviest of all graders tested, blade pressure is the least.

It should also be noted that in the process of determining
blade pressure, difficult}'- was experienced in getting the hydraulic
system to raise the front end of the grader on the blade. It was
here that the first indication of possible trouble with the hydrau-
lic system was evidenced. This is discussed later in the report.

Scarifier pressure was found to bo well within the average,
and its determination was made without difficulty.

The question of i/eight distribution was raised several times
during the field test because of what appeared as an excessive ten-
dency tov/ard loss of traction and drifting. It is evident from
Table ILi that the difficulty was not due to v/eight distribution,

iin analysis of the overall weight per horsepower, and drivewheel
weight per horsepower was made. The figures provide material for
interesting discussion and are shown in Table IIB.

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TABLE II-B

Rome

Maximum

Minimum

Overall weight

25,100

27,950

24,500

Drivev/heel wod.ght

17,600

19,300

17,130

Horsepower

113

100

104

Pounds per ho ( total wt . )

222

280

236

Pounds " " (driveviiecl \>rt.)

156

193

165

The tvro graders which were classed as drifters had total weight
horsepovrer ratios of 236 and 222, Drivewheel to horseoower ratio was
165 and 156 respectively. Graders with a ratio of 247 and up for the
overall weight were noted as stable in perforr.iance, A ccnparablo
figure for dirvewhcel ratio was 172,

It is not the intent of this report to deternino the ideal ratio,
but merely to suggest that this v/eight to pox/or relationship nay p2iy
an important part in perfornance of a grader. Possibly if the analysis
were carried further to develop vreight per p^und of rin pull, a-^ditional
evidence could bo presented to show departure of the Rone 402 from the
design practice of other manufacturers.

From the data above, and field reaction of observers and operators,
there is reason to believe that the claim.s of excessive drifting of the
Rome grader are well founded,

Dl'iEMSIQNS

Although not the heaviest machine, the Rome 402 had a wheelbase
in excess of the others by 8”, was 1:|-” wider, and 16'* longer than any
of the other machines tested. The additional wheelbase and the excess
length, which was mainly overhang behind the tandems, did net greatly
effect the minimum turning radius of the machine, although it was a
definite detriment when attempting to turn the machine around in confined
spaces. The height clearance inside the cab of 72" was second from the
lowest and is considered slightly low when it is remembered that the
unit shnwn as minimum in the Comparative Data, Table 1, had a 6" trough
set into the floor plates that v/ould increase height to 75". In height
overall v/ith cab, and height less cab, the Rome 402 is well within the
average of all units tested.

The sizes and weights of the box section frame are average as
compared to other machines. However, due either to design or weight
distribution on the fram.o itself, the frame showed extre.me flexibility.
From chalk marks put on the rear of the cab, it was shoxm that the
relative motion between the vertical center, lines of cab and engine
was approximately 2°. This flexibility was extremely noticeable in
the heavier work such as encountered in the ditching tests, but was
evident during all operations. Flexing in this respect will ordinarily
result in eventual structural failure and nay be a decided factor in
blade flexibility complaints which are discussed under Blade Operation,.
The arrows in photograph, Fig, 7, show the range of this movement.

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ENGINE

The engine was a Model DWXLD Hercules, six cylinder, four
stroke cycle diesel with a bore of £^nd stroke of 5", displace-
ment of 426 cu, in, and rated at 113 Brake Horsepower maxiraum at a
governed speed of 1800 RPM, The engine has a crankcase capacity
of 20 quarts and the recommended fuel is Diesel No, 1, Electric
starting is provided with an ether pill assist for conditions when
temperatures are adverse.

The engine furnished with the unit was not standard up until
time of test. It was reported that this engine v;as equipped with
a high torque c,am in order to overcome apparently unsatisfactory
torque characteristics in previous models. It was not possible to
check for the high torque cam or verify the need for change because
of no basis for comparison.

It was the consensus of operators and others in attendance at
the test that engine performance was equal to or surpassed any of
those on the field. Except for engine surges at idle or partial
load, which is conceded a characteristic of this type diesel, no
complaints were noted regarding performance. Even though No. 1
Diesel was recommended by the factory for use in this engine, no
difficulty was experienced with the government contract Diesel fuel
used during the test.

Two items, however, associated with the engine and attributed
mainly to poor workmanship and inspection v;ere recorded.

The generator drive and driven pulleys were not in alignjiient.
i'.?hilo not serious, continued operation in this condition W'^uld
result in premature belt wear.

The air compress'^r belt and pulley rubbed heavily on the left
hood side, A block of wood had to be wedged under hood to obtain
running clearance, until corrected by the factoiy representative.
Correction was made by heating and bending the hood to provide neces-
sary clearance. Refer to photograph - Fig, 8,

SPEEDS

The transmission had eight snecds forward, and two reverse.

Gear reduction was such as tr provide adequate variation for all
types of work. The comment here applies only to speed and is not
intended to cover the transmission as a mechanism for changing
speeds, or control of the grader at the various operating speeds.

This is discussed elsewhere in the report.

s.

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I. BLADE OPERilTIQN

A, Operation of Circle. On preliminary inspection, the circle
showed a full width crack on the inside vertical section.

This crack was welded at the Forest Service Shrps, under
Direction of the Romo Company’s representative before tests
were begun.

The time required for one cycle of operation of the blade
circle was 2 minutes and 19 seconds. This is approximately
one-sixth longer than the other hydraulic machine tested,
and is much slower than the time required for mechanically
operated machines which ranged between 40 and 52 seconds.

On the unit tested, a complete 3600 cycle was obtained with
difficulty. Scarifier lift links had to be shortened and,
oven then, top of moldboard dragged on scarifier block.

The lengthwise tilt of the circle and drawbar has a direct
bearing on the ease with which the blade can be maneuvered.

The circle on all other graders tested was practically at
horizontal plane in relation to the ground level. The Rome
was 4i‘ inches higher at front than at rear. To turn the
blade and maintain ground clearance, the circle had to be
tilted, by use of the lift arms. This had the effect of
requiring the operator to use three c^ ntrols simultaneously
(right and left lift and circle reverse) when not traveling,
and a fourth steering control if this operation was attoPipted
while in motion. All other .machines, when equipped with
12-foot blades, had no difficulty in operating through a 360^
cycle with adequate clearance when scarifier teeth were removed.
One machine equipped with a 13-foot blade had a blade cycle of
only 320*^ due to fact that the blade at one end failed to
clear the scarifier block by 1^”, This particular .machine
would clear both scarifier block and teeth when equipped with
a 12-foot blade. Reel 1 of the final motion pictures of the
test show the definite dragging of the blade of the Rome on
concrete slab and scarifier when attempting to make a complete
circle of the blade.

B, Locking Devices. Blade circle did not have a positive lock-
ing device to prevent shifting of the blade under load.
Difficulty was experienced due to shifting of the loaded
blade in the first atte.mpt to run the v^indrow test. At the
time it was thought that the selector valve was defective
and a new one was ordered from, the factory. However, in the
meantime, sticking of the circle mechanism control valve
stem was repaired and, with by-passing in hydraulic system
eliminated, the circle stayed in position with slight creep
under heavy load. Only one machine t ested had a separate
positive cab controlled circle lock. The lock on this machine
had the disadvantage of not being able to be released under
blade load. Mechanical control graders depended on worm and
worm gears with friction drags on worm drive to lock controls
in position.

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Sank Sloping Posltiopa^ The Rome Model 402, like all other
machines tested, had no speoial attachments for bank sloping.
However, it was necessary to shift the ball connection from
the lower to the upper octopus arm, as well as to shift
linkage when changing for bank sloping. All other machines
tested were able to reach bank slope position by shortening
and lengthening linkage only. More difficulty was exper-
ienced in obtaining bank sloping position with this unit than
with any other machine. In maneuvering to reach bank sloping
angles considerable interference of scarifier lift links and
circle drawbar was evident. Scarifier lift links were bent
out of line approximately two inches, as shown in photograph -
Pig, 9,

Fig, 9a Scarifier Arms Bent by Drawbar

The following tabulation, Table III, shows the height of
the blade tip and the position of the heel of the blade
for various bank slope positions, together with maximum
and minimum of the same measurements for other machines
tested.

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TABLE III

Bank Slope Blade Positions

Bank

Slope

Anele

Measurements
(in inches)

Rome

Other Machines Tested
Maximum MinimuiTi

34°

Height of tip above ground
heel » »

Distance heel inside ref, line
" » outside " »

65

0

24

0

51

0

0

0

32

0

0

0

Height of tip above ground

80

81

49

1:1

45°

” '» heel »

ft

0

0

0

Distance heel inside :

ref. line

loi

0

0

'* ” outside

H tl

0

0

0

Height of tip above ground

94

112

82i

3/4:1

53°

” ” heel "

tl

0

0

0

Distance heel inside

ref, line

a

0

0

*’ ” outside

It It

0

6

0

Height of tip above ground

84

123

106

hi

63°

» « heel "

It

0

0

0

Distance heel inside :

ref, line

0

0

0

” ’• outside

II It

_ 5i___

15-^

0

Height of tip above ground

109

138i

76J

hi

760

» »’ heel »

It

6-2

0

0

Distance heel inside :

ref, line

0

0

0

” '• outside

tr It

12

. 23-3/4

12-3/4

It should be noted that on slopes up to 53° the heel of the
blade was inside the wheel reference line, as shown in
photograph - Fig, 10. It had the effect of making the blade
incapable of touching a bank below the point where the blade
passed the tires. Later field trials showed this to bp true
unless the machine was driven up on the bank being sloped.

The photograph shown in Fig, 11 clearly indicates that in
order to slope the bank, it was necessary for the machine to
be driven along the bank itself. If the machine was not run
on the bank, gouging of the road with the heel of the blade
resulted. The particular photo shown was on an out-curve.

On in-cu3rves and tangents this difficulty would be aggravated.

I

-29-

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Fig. 10. Bank Slope Angle lisX

Fig, 11. Tandeis Tracks on Slope

• '■ 'C-

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: 1*

30-

I

As shown in Table III, none of the other machines tested
had difficulty reaching the required bank slope angle with
the heel of the blade on or outdide the reference line.

The following items relative to construction details that
contributed to the failure of the machine in attempts to
bank slope are noted below;

1. Wheel tread of the tandem was 2" wider than for any
other machine,

2. Throw of lateral link was less than that of any other
machine tested,

3. Total travel of blade with octopus arms and by teles-
coping lift links from minimum to maximum was less
than that of any of the other machines tested,

4. Scarifier drawbar and lift links interfered with full
swinging of the circle drawbar*

With the blade extended in bank slope angles, considerable
drop was noted when lowering blade. This resulted in over-
control in blade maneuvering. Looseness of linkage, link-
age arm c aps and ball studs, sponginess of hydraulic system,
lack of restrictor plugs in discharge side of hydraulic
cylinders, and extreme flexibility of the grader frame were
all contributing causes to this tendency toward over-control.
Sponginess of the hydraulic system was attributed to air in
the system. In spite of bleeding of the system this condi-
tion continued.

D, Side Shift. With the blade set in center normal operating
position, it could be shifted 16-|-" to the right with the
lift arms* This was with the drag link set for right hand
operating position. With the drag link set for left hand
operating position, the shift of the blade could be reversed
to an equal left shift distance. This compared with a min-
imum of 19” and a maximum of 25-?-” for the other machines
tested. The time for the shift from center position to max-
imum right and return was 54 seconds, as compared with the
minimum of 42 seconds and maximum of 66 seconds for the other
machines. Due to the different distances of shift, these fig-
ures of time were reduced to inches of shift per second, and are
shown in the following table.

-31-

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TABLE IV

Blade Side Shift

Other Machines

Tested

With Blade Centered on Circ.

Rome

Maximum

Minimum

Distance Right

I6i"

25i"

19 It

Shift in. per Sec.

.61

.98

.76

The amount of linkage, and points of possible wear with re-
sulting blade instability, were far more numerous than
those on any of the other machines tested. Consider-
able maintenance and tightening of loose brackets, bolts,
ball studs, and other parts of the linkage assembly was nec-
essary, The ball studs had straight shanks and once they
had loosened in the linkage arms deformed the holes in whibh
they were installed. This made it difficult to tighten them
and would be a constant source of maintenance. The ball
stud in the lateral shift arm at the control cylinder was re-
peatedly tightened. In spite of this, before conclusion of
the t est it was noted that sufficient wear had occurred so
as to make early replacement of the shift arm nedessary.

The time required to offset the blade on the circle was not
obtained with accuracy. Binding of the blade on the support
brackets, and jamming of blade slide rails due to dirt and
rock varied the time from 30 minutes to 1 hour. On the
machines tested there were thred methods of blade shift:
power ram, unbolting and rebolting blade on blade beams, and
blade slide. Time for blade shifting on machines where
blade was unbolted, shifted and rebolted, averaged 9 minutes
9 seconds. Machines using slide mechanism averaged above
20 minutes, .

Blade shifting was first attampted by forcing blade into
ground, as is standard for this type. Second attempt was
against a concrete abutment, and third attempt against a
telephone pole. Binds in eigher the locking device or mold-
board arms made shifting extremely difficult. The blade was
finally slid to position by using a hammer to jar the bracket
support arms after which the circle was swung to near ver-
tical and the blade slid into position. This operation con-
sumed 45 minutes.

The locking device on the moldboard proved difficult to
operate and was an added hindrance to the shifting operation.
Hand latch is exposed and seemingle is vulnerable to damage.

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Ee Blade Lift. The maximum blade lift above ground, maximum
level below ground, angle of lift right and left with bladd
centered, and the clearance between blade cutting edge and
bottom of circle are given in the comparison Table V,

TABLE V

Blade Lift

Other Machines

With Blade in Normal

Tested

Ooerating Position

Rome

Maximum

Minimum

Max, lift above ground

15i"

16”

14-3/4"

Time for max, lift

10 sec.

15 sec.

6-3/4 sec

Rate of lift (in, per sec,)

1.53

2,37

.98

Max, drop below ground

5”

8i”

Clearance blade to circle

24i"

f#

25”

Max, angle right

Of’

13i°

SC’

Max. angle left

12F

8°

In the above group of operations the Rome was average, com-
pared to the other machines with the exception of blade
drop below ground. This deficiency was particularly evident
in operations such ss drainage dip construction where maneuver-
ing of the blade below normal ground level is necessary.

The telescoping circle lift links and the side shift links
had pins l/2'* in diameter, as against 9/l6” for other machines.
Pins were not tapered at the ends and placing them in holes
was difficult. The cotter keys used were 3/32” and nearly
all were lost during operation due to breakage in attempts
to remove them from the pins. Lift link pins were battered
at the ends in attempts to drive them through connecting
holes. They had to be tapered on an emery wheel to ease
installation,

f’* Blade Reverse, In attempting to reverse the blade for back-
up operation, the same difficulties were encountered that
have been noted under Blade Circle, Any time it was neces-
sary to pass the blade under the scarifier, interference
between scarifier, blade and concrete slab was noted,

A complete redesign of eigher scarifier, drawbar or moldboard
will be necessary to eliminate this trouble.

I

-33-

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G-e Pitch Positions. The comparative table of pitch positions
and angle of pitch is given in Table VI.

TABLE VI

Blade Pitch

Rome

other

Maximum

Machines Tested
Minimum.

PITCH Forward

•*•432^

PITCH Rear

4 1°

-170

4 9"^

PITCH Positions

15

13

6

The angle of pitch and number of pitch positions of the mold-
board on the Rome 402 compared favorably with that of the
other units tested. The 15 pitch positions allowed for
closer adjustment of the moldboard than for any of the other
machines. Pitch position arms were apparently weak, and one
of them was badly bent during the tests,

H, Visibility, Visibility of wheels and blade is of especial
importance in Forest Service operations where steep grades,
narrow roads, and short radius curves are prevalent. None
of the units tested had complete visibility, since all had
mechanisms that partially obstructed the operator’s view of
either blade or wheels. It was the consensus of observers that
the Rome 402 rated number four of the five machines tested.
Octopus arm and hydraulic talve assemblies located in front
of the windshield were the chief causes of lack of visibility,

II, WHEEL LEAN

Test date, for the unit as received from the factory, is
shown in the table with maximum and minimum of other graders tested.

TABLE VII

Wheel Loan

Left

Right

Rome

15F

11°

Maximum

Other

Tandems

2li°

22i°

Minimum

Other

Tandems

19i°

200

The 4^ deviation from maximum left to maximum right was
considered excessive and an indication of poor workmanship in
assembly. The variation in other graders checked did not ex-
ceed l"!^. These positions are fixed at time of assembly, wit.h
no means of adjustment. Correction would be difficult c

-34-

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Fig. 12, Rome Wheel Lean - Right

Fig, 13, Cross Stabilizer Wear

-35-

There was no published data to indicate what the designed
wheel lean should be. It is assumed, however, that when cor-
rected to equalize right and left lean, the final setting would
approximate 13*^, This is considerably less than the lean accept-
ed by other manufacturers as desirable.

Had the Rome been capable of a 20*^ right and left wheel
lean, it is possible that the movement of the front end due to
side thrust as noted in field tests, and shown in the movies
would have been reduced.

The leaning wheel cross stabilizer rod was incorrectly a ssem-
bled, allowing it to rub heavily on the main frame at point of
crossing,. When checked after completion of test, wear on the sta-
bilizer had progressed to 3/l6 inch. Refer to Fig, 13*

During the final field test, difficulty developed with the
leaning wheel control. This is discussed later in the report
under "Field Tests",

III. GROUND CLEARANCE.

Ground clearances for the Rome are listed in Table VIII with
maximum and minimum valves for the other tandem graders tested,

TABLE VIII
Ground Clearance

Maximum

Minimum

Rome

Other Tandems

Other Tandems

Wheels Vert, -Behind Blade

10-3/8"

13i"

11-3/8"

Front of "

19-3/8"

27i»

22"

Ground clearances for the Rome grader were less than the
other tandem units tested. In only one instance was less clear-
ance recorded, and that for the front axle of a grader vrfiich was
not a tandem.

-36-

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Tire 31298 wore favorable in the case of the Rome, as the
unit wo.s equipped with 13 *00x24 - 12 ply tires, which 'Were second
to the largest tires on the field.

Even though clearances were low, it was not apparent that
operational difficulties could be directly attributed to this con-
dition, Undoubtedly, it was a factor in slide removal, windrow
test and, on occasion, during the ditching operation, but a direct
association with overall results was not noted,

FRONT AXLE TREi^J)

Test data are shown in Table IX,

TABLE IX

Front Axle Tread

Rome Maximum Other Minimum Other

82-3/4" 83-1/4" 79"

Three of the five graders tested had front axle treads of
less than 80”,

It will be recalled that narrow width front axles were pre-
ferred in graders of the past. In certain instances it was con-
sidered justifiable to cut front axles and shorten them so as to
increase maneuverability on short radius turns. With the advent
of large tires on front wheels, it appears as important to con-
fine front axle tread if the reasoning of the past still stands.

With the possible exception of bank sloping, there were no
operational difficulties noted which might be attributed directly
to excessive tread,

V, SERVICING REQUIREMENTS

Records are kept of the fuel used by all of the machines
tested. The table below shows fuel consumption and hours operated
for the test period.

TABLE X

FUEL CONSUMPTION

Max, Min.

Rome Other Other

Fuel - gal. 220 272 209

Hours 85 113 58

Gal, /Hr, 2 , 59 3 >76 2,41

-37.

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On tho basif? of the record, It would appear that the Hercules
enpine has a vei"y favorable fuel consumption considering its
horsepower. These data, however, cannot be taken as true indica-
tions of consumption because of the uncertainty as to comparable
operating conditions.

The total number of service points and the number requiring
daily, weekly and monthly checks are shown in Table XI.

TABLE XI
SERVICE DATA

Rome

Grader A

Grader B

Grader C

Grader D

Total Serv, Pts,

101

112

103

114

70

No, Daily Serv,

92

4

46

63

40

No, Weekly "

6

77(20
hrs. )

34

50

9

Other

Total Points to

3

31

' 23

1

21

Serv. during Wk.

466

174

264

265

209

The data in the above table is not exactly in accord with the
, manufacturers’ recommendations. This is primarily because of the

" difficulty in determining the actual lube points from the instruc-

tions furnished, and also because of the use of other than daily
and weekly periods.

The table indicates that the Rome has considerable more points
requiring daily service than any of the other graders tested.

When computed on the basis of one week’s operation, the differences
became more noticeable.

While the conclusions that could be drawn from the table may
be considered insignificant, the problem of lubricating machines
in important. Each point requiring lubrication is a potential
source of trouble if not serviced. Time for servicing, pariiicularly
daily service, is most often lost time from production.

It does appear that manufacturers would be interested in
keeping service labor to a minimum*

VI. TIRES AND RIMS

Tires as furnished were Firestone 13.00x24 - 12 ply, and rated
with the heaviest in the 13.00 size. Final inspection on comple-
tion of test showed tires to be badly worn and cut. See Figures
14 and 15.

J

-38-

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Fig* 15. Tire Bruise - Rear Tandem

Pig. 14, Tire Gut - Rear Tandem

-39-

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o\9f:inisT - 3aXu*c9 oitit •?!

L

Notos oaKerx fi'om the field data are listed below for
oomparison,

Rome - "Tires badly worn and cut.”

Grader A - Wear - ’’Negligible”, Breaks - ’’None”

” B - wear - "Negligible”, Breaks - ”No breaks”

” C - Wear - "Very little wear”, Breaks - "None,

some rock cuts - not serious,”

” D - Wear - "Negligible”, Breaks - "None (l Small

cut (sidewall) R.R. tandem)”.

Analysis of the data and inspection clearly revealed that
the Rome tires were subjected to more abuse than any of the
others. In an effort to analyze the results, due consideration
was given operators and test conditions. Nothing was apparent
that indicated abnormal circum.sfcances or abuse in the case of
the Rome, To the contrary, the consensus of observers indicates
that at least tv:o other tandems had consistently more rough
treatment.

It appears logical to conclude that the tire abuse could be
directly attributed to the drive weight horsepower ratio of the
grader, previously mentioned under "WEIGHT”, Excessive slippage
could have occurred which resulted in the tire abuse recorded.

This becomes more logical when it is recognized that the only abuse
recorded was on the tandem tires.

Classification chta on the rims were not available, except
that they were drop-center with lock ring.

The tire rims are secured to the wheels by lug bolts and
nuts. To further prevent rim slippage a lug on the inner sur-
face of the rim engages a notch provided in the wheel. On two
occasions, all lug bolts were tightened after noting that rims
were shifting about l/4” at the lugs. During the ditching test,
the rim on the right front tandem slipped, causing damage to
notch in wheel. See Figure 16,

-40-

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Fig:. 16, Rim Slip

Previous experience with rim mountings of this type im^icates
that satisfactory operation can only be obtained by welding lugs
solidly to rim. It is recognized that the rim is of standard
make and designed for grader service. The fact remains, however,
that the rim failure on the Rome was the only trouble of this kind
experienced during the entire test,

VII. TANK CAPACITY

Comparative tank capacities are shown in Table XII,

TABLE XII

FUEL TANK CAPACITIES

Rome

Max. Other

Min. Other

45 gal.

60 gal.

54 gal.

No difficixlty was evidenced during the test with tank cap-
acity, Apparently the 45 gallon capacity was sufficient to run
the grader ’between servicings.

It should be noted, however, that the fuel tank servicing
the largest engine had the least capacity,

"•41*“

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VIII.

IX.

♦) ■

Aftgr checking, it was determined that another grader
manufacturer with a smaller engine had previously used a
43 gallon tank, but either by choice or demand, had increased
the capacity to 56 gallons.

By comparison at least, a larger fuel tank for supplying a
113 HP engine appears in order.

REMOVAL OF WINDOWS, DOORS. AND CAB

The cab on the Rome grader could be removed in approximately
three hours in a shop. Doors, windshield, and rear cab glass
could be removed in about 40 minutes by disconnecting two hinges
for each.

The problem in connection with cab, door, and window removal
was almost the same for all graders, Ijith the passible exception
of one. This unit had hinge-pins for removing windshield, rear
cab glass and doors.

All cabs could best be handled with shop facilities and re-
quired considerable removal of bolts to effect demounting.

LIGHTS

Intensity of lights, when measured with a Weston meter three
feet from the light source, varied from slightly under 800 to
1200, The value as found for the Rom.e was just above 800, Fromi
the limited testing of lights on all graders, it was concluded
that they vrere all adequate for travel illumination, but possibly
i/ould not comply with State Highway codes in all instances.

There appeared to be no st-andard for mounting the lights.
Locations varied from top of cab to bottom of cab, and on one
unit they w ere mounted on the lift rams. Some lights were ad-
justable, some were not* Some were protected, others were not.
Some allowed for blade illumination, while with others it was
not possible to see the blade. In no case were the differences
because of lights or mountings considered serious.

Data recorded for the lights as
tabulated below:

furnished with the Rome are

Location

Number

Weston intensity
Protected
Adjustable
Illuminated blade
Adequate for high-
way travel

- Top of cab

- Two

- 4800

- No

- Yes

- Yes - if adjusted

- Yes

-42.

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The observers agreed that in future consideration of lights
for motor patrols, more emphasis should be placed on adjustable
mountings which will permit night illumination of the blade,
protected lens on forward lights, and some provision for backup
lighting.

X. ENGINE STARTING

The average time and temperature for four cold starts is
shovm in Table XIII,

TABLE XIII
ENGINE STARTS

Max,

Min.

Rome

Other

Other

Average Time

10 SeCc

133 Sec.

49 Sec.

Average Temp,

o

o

ir\

59°

42°

No difficult^'- was experienced with starting the Hercules
Diesel engine at any time during the test. Starts were con-
sistently faster than on any of the other machines with an
average time far below the nearest engine. At no time was it
necessary to use the ether pill assist even though starts were
made at temperatures as low as 42° * Engine starting for the
Rome is classed as superior to any of the other machines +ested^

Field reaction to the use of ether pills was adverse at the
beginning of the test, but was conceded to be a practical
method toward the end, Actuallly, the prodedure is simple. In
the opinion of the observers, the two engines equipped with
ether assists were rated the highest in their ability to make
fast starts,

XI. OPERATION OF CONTROLS

Considerable difficulty was experienced with the controls
and associated mechanism of the Rome Grader, The discussion
here is confined only to the actual controls as contained in
the cab and the immediate linkage. Further discussion under
’’Final Inspection” will cover the r elated mechanism.

Hydraulic Hand Controls. When the grader was received, the
hydraulic hand control levers interfered with each other.

The two outer levers had to be bent to clear before using
the machine. Two levers broke at the weld in bending. In-
spection of the weld indicated a surface tack only.

-43-

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The controls for leaning wheels and left blade lift were
sticking early in the -test, causing over-control of these
two functions. The factoiy representative effected satis-
factory temporary repair to these two controls by removing
paint from valve surfaces and using emery cloth on the work-
ing surfaces. Difficulty with the control valves was re-
current and it was necessary to repeat 'the original correc-
tive measure to effect satisfactory operation. As of the
close of the test, these controls and the valve assembly
were still giving trouble. Close inspection revealed pits
in the valve cylinders, indicating corrosion, which appar-
ently had caused the difficulty. For satisfactory continued
operation the material used in the valve assembly should
be corrosion resistant. It ^^ras not possible to check
definitely, but it appears that it is not,

2, Shift Levers, The hi-low shift lever Interfered with the
main shift lever v;hen it was in back ',,hi) position. Refer
to Fig, 17.

Fig, 17. Shift Lever Interference.

-44-

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Both gear shift levers were 32’* long. Selection of gears
was entirely by "feel", with no guide provided to assist
operator. Fifteen inches of upper lever -travel w.is required
to shift frera second to reverse gear. Fifteen inches of
upper lever cross travel was required to shift from second
to third gear. When shifting into fourth gear, the shift
lever hit the steering gear. With cab door closed, the shift
lever hit the door when shifting into second and reverse.

Clutch Pedal, The clutch pedal was hard to d epress and awk-
ward to reach, due to positioning ahead of steering wheel.

In reaching for the clutch pedal, the operator’s upper leg
hit the steering wheel, causing discomfort as well as an
awkward position, A hard-to-depress clutch pedal causes
early operator fatigue and lessens production from the machine,

4» Clutch Pedal-Shift Lever, The relative position of clutch

pedal to main shift lever made operation difficult. The gears
most commonly used (i^everse and second) required the operator
to assume an awkward position in order to depress clutch pedal
and shift gears. One operator complained of soreness and fat-
igue due to the awkwardness in shifting. The shift arrangement
could be reversed in order, so as to relocate reverse and sec-
one within normal reach of the operator. At lease one other
grader using the same transmission is known to have made the
change noted aabove.

Governor Control, The hand throttle is difficult to manipu-
late. lAJhile nothing more than a quarter turn ratchet mechan-
ism, it appeared that the quarter turn was never being made
in the right quadrant. While not of serious consequence, all
other graders tested had more satisfactoiy throttle arrange-
ments,

6, Emerpendy Brake Lever, The latch control rod on the emer-
gency brake lever fell out of the ,grip handle. This item was
corrected by the factory representative but could have been
of serious consequence if it had happened while parked on a
grade.

It is the consensus of the observers that the controls on this
grader showed lack of proper consideration on the part of the manu-
facturer to design, inspection, and workmanship,

XII, TURNING RADIUS

(l) - Turning radius determination was involved at first in de-
finition, After the first several trials it was established
that turning radius alone is meaningless unless road width
required for the turn is known.

-45-

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Accordirglyp turning radius was establishad as t’-.e
radius cf the inside track of a complete turn,, The
distance betvresn inside and outside tracks was takan
as the required road width for the turn,

T/iBLE XIV

Turning Radius

Rome

Max,

Other

Min,

Other

Turn. Radius - Right

27 '-5'*

2?b-9"

21' -10"

" - Left

26»-9'-

29'-. 3"

22 --O''

Average Road Width

13^-4-o"

8'-l"

Even though wheelbase of the Rome 402 was 8" longer
than the other graders tested, turning radius was on
the average less than for other tandems.

The differences in road width required for the turn
were negligible when compared with other tandems.

The test showed conclusively that none of the iiandem
graders tested could make a minimum radius turn on a
12-foot road bed,

(2 ) -Turn-Around . The results of the turn-around test are
shown in Table XV,

TABLE XV

Turn-Around

Backups Required on

Rome

Max,

Other

Min,

Other

3 5- Foot Road

4

3

2

30-Foot Road

8

7

3

The Rome grader required more backups to turn in both
the 30 and 35-foot sections than any of the other
graders, even though turning radius was favorable. The
excess overall dimension of 16” in length was just
enough to require the extra pass.

-46-

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i'

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♦

♦

The service brakes wore ooTibinatlon air and hydraulicj.
It was required that pressure be built up in the systor. to
a predetermined pressure hefcre grader could safely be oper-
ated, There was nc safety lc<cking device to set the brakes if
air dropped to a.n ineffective pressure p No buz'^^er was
provlaed in the cab to warn the operator of low air pressure.
The small pressure gage provided to indicate air pressure
was so located that it could not be readily seen by the
operator when in a standing position.

The pipe and tubing used for the hydraulic lines over
the tandems was not properly protectedo Pipe runs accross
tandem inspection hole plates had to be bent out of the way
or disconnected when checking on interior of tandem housing.
Rocks dropping from tires bent and partially cut one of tJie
copper lines at the wheel drum. Refer to photograph -
Fig. 18.

Fig. 18 e Brake Lines on Tandem

The following table gives a comparison of the holding
and stopping ability of service and parking brakes of the
Rome 402 as compared with the maximum and minimum values
found for other machines tested.

■47-

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bi.i?

TABLE XVI
Brake Tests

Other Machines Tested

Rome

Maximum

Minirau

Serv. Brakes Uohill

Hold

4.9/0

49/

21/

Serv, " Downhill

II

49/

49/

34/

Park. »» Uphill

II

2li/

49/

27/

Park, " Downhill

11

15/

49/

32/

Stopping Dist. at 18 mph

32 ft.

38 ft.

15 ft

California State Vehicle Code stopping distance at 18 raph - 30 ft.

The above table indicates that for holding onwer on
steep grades at slow speeds, the service brakes of the Rome
grader are entirely adequate. For quick stopping at high
speeds, the service brakes could be classed as fair. Although
the California State Vehicle Code for braking distances does
net .-apply to motor patrol graders, the stopping distance re-
quirements were used as a check on the ability of grader
brakes. One tandem machine had brakes capable of stopping
in 19 feet at 18 mph. One other tandem had stopping distances
almost identical with the Rome. The fourth tandem with a
stopping distance of 38 feet, had brakes that are considered
inadequate .

The Table XVI further indicates that parking brakes
of the Rome were the least effective of those on any unit
tested. The parking brake was of the external band type and
operated on the bull gear pinion shaft in the transmission.

Minor adjustment could be made by shortening external linkage.

Major adjustments, according to factory representative, re-
quired removal of engine and transmission case cover. Gf
the other machines tested, the listed minimum had the same
parking brake system as the Rome 402. All other machines
with a different type of parking brake, held on the maximum
slopes. Failure to hold on normal slopes and necessity of
major overhaul to adjust brake bands were reasons given by
observers for stating that the parking brakes on this machine
were inadequate for Forest Service use.

XIV, WALKING TEST

1, The highway walking test was divided into two sections,
the first covered travel over asphalt paved highway with
grades up to two percent. The second section covered
travel over dirt highway with grades up to eight porcu.nt,

2, The truck trail walking test was divided into uphill and
downhill sections. Grades varied from 14 percent uphiil
to 10 percent downhill.

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Table XVII gives -O'^mparative speed data in milej per hour
for each section of the highway and truck trail runs as well
as overall mph for each distance,

TABLE XVII '

Travel Speed (MPH)

Route

Distance

Rome

Obher Grgd
MaximujTi

e~;s Tested
Minimum

Paved highway

4.2 Mi,

20.90

24.60

15c80

Dirt- highway

1.9

15.50

17.54

12.35

Total highway

6.1

It

18.90

19.94

U.50

Uphill truck trail

1.35

»

6.37

6.56

4.49

Downhill " "

2.3

II

10.63

16.24

9.13

Total truck trail

3.65

II

8.52

9.98

7.70

In the walking test the Rome 402 was not tho fastest,
but was above the average of the other machines tested.

1. In the first series of walking tests the machine did not
perform to e xpectations. Quick response of steering ram
made steering difficult at high speeds. Repeat tests
were started with the restrictor valve partially closed
but the operator felt that wheel response was entirely
too sluggish. The final runs were made with the restric-
tor valve open, with the majority of steering being done
by the leaning wheels. The speeds for these latter runs
are recorded in Table XVII,

2 . Speeds in the t ruck trail t est were average and were ob-
tained without difficulty. Steering was not noted as
critical at the Tbruck trail travel speeds,

XV. BREAKDOWNS

In terms of the definition of breakdowns as implied in
"Description of the Tests" section of this report, it can be
said that the machine did not fail. Had the tests continued
over a longer period, and certainly if the machine had been
used in service, breakdowns would have occured. Such items
as loosening of brackets, chafing of hoses, play in ball
studs, and the many items that required maintenance, re-
ferred to elsewhere in the report, were all sources of poten-
tial breakdown. The number of these items present in the
Rome 402 was far in excess of the similar list of items for
any of the other machines tested. Accordingly, although no
time was lost due to breakdowns, it was the consensus of
observers that the Rome 402 was the machine more prone to
breakdo^m than any of the machines tested,

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PIWAI, CHECK

On completion of the test the machine was returned to the
’’flat land” area. All complairits recorded were given a final
check. In addition, a thorough check of the entire machine
was made by shop mechanics.. After inspection, several items,
originally reported as po-ssible sources of trouble, viere found
to have performed satisfactoriiy , an''' are not menti'''ned.

Those which observers felt v/ere .not in accord with standard
practice, were still possible sources of trouble, or obviously
in need of correction, are listed in the folloivingj

1. Hydraulic fystem.

A, The hydraulic- system on the Rome operated at 750 pounds
per SL^uare inch maximum pressure. In operating a con-
trol vor controls) any counteracting force in excess of
750 Ibs./sq , in, would cause the by-pass valve to open.

When by-pass pressure was reached on any one control,
all other hydraulic controls were inoperative, includ-
ing steering. All controls could be operated simultan-
eously if the cumulative pressure required for their
function did not exceed by-pass setting, and provided
the resistance to motion was approximately equal on all
operations*

The other hydraulic controlled grader tested operated
similarly to Rome when by-pass pressure was reached,
but had the added advantages of functioning regardless
of the individual resistsmees to motion, and operated
at 900 Ibs./sq.in,

Early in the test, and during the weighing of the
machine, difficulty with establishing blade pressure
was noted. It was not possible to lift the machine on
the blade without difficulty. The hydraulic system
by-pass valve was adjusted to increase the pressure.

The controls functioned much better and with more power,
but oil spurted from four of the hydraulic cylinders at
the end caps. Pressure in the system at the new setting
v/as checked at 900 Ibs./sq.in, It was evident that these
cylinders were not designed for pressures in access of
750 Ibs./sq.in. The by-pass was readjusted to the re-
commended setting before continuing tests, and was checked
at this pressure several times during the test.

Toward the end of the test, operator complaints were
specific with regard to the inability of the machine to
lift the blade with a large blade load. It was neces-
sary that the machine be stopped or reversed in order
to release part of the load, A similar difficulty was
reported with the leaning wheels. In a tight turn and
in a bind, operator was not able to straighten the lean-
ing wheels without stopping or reversing,

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In the opinion of observers p the hydraulic system ’-'as
operating at the critid’al pressure with no reserve for
heavy work. It was anticipated that with machine wear
trouble would be experienced with inability to adeeua'*‘el7
control the machine on truck trail operations.

B, Seven gallons of SAE 20 oil had to be added to the
hydraulic system in one and one-half weeks of operation.

The hydraulic pump showed a slight seepage, but it was
evident that the bulk of oil loss was at the tank vent
pipes. There was something obviously faulty with the method
of venting which permitted oil to rescape with the air. The
oil, in turn, settled on the cab, on the tandem assembly,
wheels and brake drums, contributing to a very unsightly
appearance.

The two vent pipes protruded from the main hydraulic
supply tank at rear of cab. They were not anchored, and
depended on the street ell to hold. It was anticipated
that vibration would cause early failure. Refer to
photograph - Fig, 19,

C, The flexible hydraulic hoses leading from the front of
the main grader frsune to front of the circle drawbar,
rubbed protruding pipe fittings. Both hoses were chafed
and early failure could be expected unless corrected.

Refer to photograph - Fig, 20.

-51-

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Fig. 19. Vent Pipe Oil Leak

Fig. 20, Hose Chafing

-52-

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D, The pipe which extondod the rail length of the scarifier
c^rlindor vias not anchored. One end of the pipe attached
to lower end of cylinder with a street ell, and the
other end attached to a flexible hydraulic hose line.

The pipe was subject to vibration and swung free on the
street ell. Pipe breakage or oil leaks could be antic-
ipated at this point. The final check showed seepage

at the ell. Refer to photograph - Fig, 21,

E, The hydraulic system was composed of several variable
type pipes, valves, and fittings of questionable pres-
sure capacity. Some fittings rated at 125 Ibs./sq.in,
were used in the 750 pound ^stera. There was reason to
believe these parts would not stand continued use at
the pressures developed in operation,

F, Some of the hydraulic cylinder" piston rods rusted and
showed scratched surfaces, indicating no corrosion
treatment of these parts. Deterioration of these sur-
faces would present future difficulty in preventing oil
leakage, and cause rapid wear of oil seals or
packings. Refer to photograph - Fig, 22,

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cTi ■ \;--/rr spaidj.ri 9;^ -d o*ia‘/

■ j t lOX !J-'i:. I'l ,XU>;:dvXv adit C i: ba?ii.; "’l ■O

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epod b^'t -qo i:l ’:-ac- 'xlavoi; tc ?x ■■•":. o;-v

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«

Fig>. 21. Scarifier Cylinder Feed Line

Fig» 22, Ruot of Piston Rods

~54»

■■ .IS

2

Ao The lefT, hand upper door glass was broken by striking
' the protruding molding on side of cab. Glass struck
first instead of metal portion of door when doors were
folded back in open position, A bumper block of some
kind should be installed to cushion door and protect
glass against striking. Refer to photograph Fig, 23 »

B, The door and other glasses were mounted in thin insul-
ating tape, with no provision for absorbing twist and
shock. Other graders were noted to have heavy rubber
cushion mounting around glass to prevent breakage,

C, The windshield and rear cab glass could be opened only
a few degrees. This limitation was undesirable when
operators wished to open either glass for improved visi-
bility in adverse conditions, or to obtain added ven-
tilation in hot working conditions.

With the windshield partially opened, it was directly
in the path of the lift ram and could be Imocked off.

See photograph - Fig, 24*

D, The seat cushion was fairly shallow in depth. An
angle ledge in front of seat, which held cushion in
position, projected high enough to '*cut” operator’s
legs. Blocks of wood had to be installed behind seat
to help overcome the discomfort,

E, No safety ledges were provided at floor board level of
door openings. Other graders tested had these safety
ledges to prevent operator's feet from slipping out of
door if operating grader at tipped angle,

F, Difficulty was experienced in opening and closing cab
doors. Clearances were such that unless the tandems
were practically level doors would not swing,

G, Door latch retainer, used to hold door open, loosened

in spite of repeated tightenings. This could have resu]tad
in damage to door if it had r eleased during operation,

H, No provisions were made for locking cab doors with a key.

-55-

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Hg. 24. Lifi: Rac^ Hr’.ts Windshield

-56-

1)1 -rr^ . 'Tfi? "Zr'ltjta rrjJtl

3« Clutch

A, No clutch brake yes provided. During the early Ovagoo
of the test operators were noted to have difficulcy in
shifting gears, often clashing badly. Operator reaction,
however, indicated that the condition was not abnormal!..
Several subsequent checks did not reveal any serious
difficulty due to this cause. The four other graders
tested in this class were equipped with clutch brakes.

Because of experience with previous graders with inade-
quate clutch brakes, this item was carefully checked by
observers,

B, The clutch was noted to '•smell" considerably or. severol
occasions during the test. Clutch slippage, in the
usual sense, however, was not noticeable. The only ques-
tion raised by the observers was regarding the ability

of the clutch to handle the high torque of the new
engine. This could not be checked accurately and, accord-
ingl37-, is noted as an item of record only,

4, Linkage

A, Both the circ.le lift shafts and lateral swing shafts
vrere end-mounted at the dash in brackets secured by four
bolts. The design was such that uhe full load and shock
Imposed on the moldboard was transferred to the forr
mounting bolts in each bracket. These brackets were noted
to have shifted during thetsst and required repeated
tightening. It was apparent that correction would be neoes •
sary at these points to assure trouble-free operation,

B, The lateral sideshift shaft front support bracket else
shifted on its four mounting bolts during the ■t,est.

These bolts were repeatedly tightened, but during the
final check were found loose, apparently stretched from
stress,

C, The lateral shaft assembly had l/2 inch free longitudinal
movement and the scarifier cross lift shaft was noted to
have 3/4 inch free play for apparently no purpose. These
items were not expected to c ause any serious trouble but
were evidence of excessive design tolerances,

D, A crack about 3/4 inch long appeared in the left lift
shaft forward arm. Other hair-line cracks were visible
beside and opposite the larger crack, indicating a par-
tial failure of the arm, A l/2 inch gusset plate x^lded
to the arm at this point was bent, A weakness at this
point was clearly indicated.

-57-

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E, In extreme down position, the scarifier drawbar links
hit the hydraulic hoses, fittings, and cylinder of
the leaning wheel control when right front wheel was
pivoted in "up" position. Although such a position
would be unusual, it was possible to inadvertantly
cause damage,

• miscellaneous

Circle Teeth Wear; Considering the extent of use, the
bircle teeth appeared excessively worn, or otherwise dis-
torted. Tooth contour had changed to some extent, and
there was evidence of softness in tooth material. Pres-
sure was apparently causing metal to "squeeze" and pro-
trude at edges of the teeth,

B, Batteries. No fastenings were provided and batteries
were free to bounce. Lateral shifting was restricted on
three sides* The fourth side had a metal flange ex-
tending one inch upward from battery base. This was the
only provision designed to prevent batteries from slid-
ing or being jarred from position,

C, Steering Knuckle Plugs, Both expansion plugs on upper
part of steering knuckle loosened and raised from their
seated positions. Examination indicated that they were
not correctly secured at the factory. Accepted prac-
tice is to "stake" the plugs to prevent dislodgment
from greasing pressures. Loss of plugs would permit
entry of dirt,

D, Oil Gage Line. Oil gage line from filter was not sup-
orted in a distance of Ag" feet. Normal vibration could
be expected to cause early failure,

E, Steering, Complaints regarding over-control of steer-
ing were prevalent throughout the test. In spite of all
attempts to adjust the compensating globe valve in the
line above steering cylinder control valve, satisfactory
operation of the steering ram was not obtained. Toward
conclusion of the test, the majority of steering, part-
icularly, at higher speeds was being done with the lean-
ing wheels.

Grease Leak, During the ditching operations a grease
fitting on the hub of the right rear tandem was broken
off. This allowed oil from the tandem to drain onto the
ground. Repair was effected by removing a grease fitting
from the scarifier lift link ball socket for installation
in the tandem axle. The fittings, protruding as they did
should have had some form of cap or protecting flange
that would prevent damage,

-53-

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fjy feo

DISCUSSION OF RESULTS

Field Tests

I. SLIDE REMOVAL

One fact which became apparent as field tests progressed
was the lack of knowledge of various operators as to how much
work a machine was capable of doing. In the case of the slide
removal test, the normal operator's reaction was that the
grader would be unable to do the task. As the test progressed
the ability of machines improved as the operators gained more
experience. Table XVIII gives comparative times required for
machines to climb over the test slide,

TABLE XVIII

SLIDE RE?^0VAL

Other Machines Tested

Time to Rome Maximum Minimum

Climb slide 22 Min. 59 Sec. 50 Min. 15 Min. 57 Sec

Time to climb slide was in direct relation to the method
used. One machine, in attempting to climb over the slide, re-
quired over four times as long for the first trial as was re-
quired for the second attempt. The true test on the slide was
not in the method of attack, number of passes, or time required,
but in the appraisal of the maneuverability, traction, operator
fatigue and blade stability. In time, Rome rated third of five
machines* The machine with minimum time was able to accomplish
the job by swinging the blade while heavily loaded. The machine
requiring the longest time was the first of the graders to
attempt the slide. It was made without benefit of previous ex-
perience or precedent. No rerun was made.

Climbing ability of the Rome in this test was considered
adequate. Inability to swing blade under scsirifier and difficulty
with transmission controls hindered operations. It is of interest
that the other machine which was considered to have a low weight
horsepower ratio rated fourth in time to complete the test.

Figures 25 and 26 show the slide before and after being worked on
by the Rome,

-59-

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..■'., '■ ■ ,■:!«•.•’{■; 0dif

Fig* 26* Slide - Completion of Test

60-

isst *io fiolv{'0X(jfttoO ^ fibJtXQ *'B^

(

^ V.

IT. IN-ClIRVE

In Fig., 5 is depicted a tjpical condition often encouirbered
in forest road maintenance. Here not only a machine with a
short turning radius, but one that would negotiate the curve
with a minim.um of road width was required. This was a difficult
problem for any of the tandem graders. Lacking backup room,
the first turn into the wash was difficult. The track width
required for the Rome 402, after being maneuvered to make the
entry, was lO'-ll’’, This compared favorably to the average of
19' -8“' for all of the other tandem m.achines tested. All tan-
dems compared unfavorably with the four-wheel steer machine
which required a road width of only O’-T-g-”, Data obtained
from this test substantiated the conclusions of the "flat lands"
turning radius runs,

III. GRAD.ING OF DIPS

In the grading of dips, the Rome 402 had difficulty. The
short total vertical blade travel, and the instability of the
blade, made for poor operation. With the blade set for normal
operation, the blade would clear the summit of the dip but d".d
not have sufficient drop to properly grade the section in the
runoff trough. Set for proper grading of the trough section,
the blade could not be lifted sufficiently to clear the summit c
Fig, 27 shows a shot of a dip before passage of the grader.

The following photograph. Fig, 28, shows an after shot taken
from the same position. Examination of the bank line where
sluff was removed shows the erratic motion of the right side
of the blade. Instead of cleaning out the trough section,
the left side of the blade was unable to go even to the filled
level, and actually deposited unwanted material. In the construt.t
ion of dips, the same difficulty was encountered.

Subsequent field runs during road maintenance trials re-
sulted in a five mile section being judged unacceptable for
the same reasons.

N

61-

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Fig« 27* Dip « Before Maintenance

Fig. 25

Dip after Maintenance

-62-

)

W. DITCHING

The site of this ditching operation, photograph Fig, 29,
was in the same area as those worked on by other units. Adja-
cent strips immediately to right and left were worked on by
other machines. The comparative time for the ditching test
showed the Rome 402 to be 1 hour and 11 minutes slower than
the next machine. The comparative table of ditching time.
Table XIX, shows the overall spread between the Rome 402 and
the other machines in the test,

TABUS XIX

DITCHING

Other Machines Tested

Rome Maximum Minimum

Time to Construct

Ditch 11 Hr, 33 Min. 10 Hr, 22 Min, 8 Hr, 20 Min,

The most significant factor in the ditching operation was
not the overall time, but rather the reasons for longer or short-
er times. Considerable of the time lost during this operation
could be attributed to drifting of the front wheels, side sliding
of tandems, the fact that the shifting of gears was slower than
for other machines, and operator fatigue. On at least one
occasion, the operator indicated a d esire to leave the machine
because of personal abuse and difficulty in handling controls.

-63-

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. f'^^vt, ,pXrf»il^ ,,sjif iMd6sk' fti>n

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■,100^’ aft* ejiftiteMsa otif** ^■

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Fig. 30. Ditching - During Operations

-64-

Fig. 29. Ditching Site Before Operation

aolcJ-fiTscjO a'f DtsS ■gflirioi'lQ *(?S

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i

)

Fig, 31. Ditching - Completed

Figures 30 and 31 show the cut bank before and after
attempts to bank slope to the required 3/4^1 slope. All
attempts to do this with the machine in the ditch were futile
and the final cut was made with the machine Straddling the cut
bank. At the completion of this test it was evident that con-
clusions regarding bank slope ability, made during the flat
land tests were pertinent. A movie sequence taken during this
operation clearly shows the difficulty experienced*

It is recognized that this ditching test was most severe
and beyond the normal operations encountered or anticipated.

It was in effebt an accelerated aging test to determine the
ability of the graders. It was the expressed opinion of ob-
servers, however, that two of the other units were given
heavier punishment in this test than was the Rome* At times
it appeared that excess flexing of the frame and blade assem-
bly would cause failure. Regardless, credit must be given to
the fact that during this test no structural failure occurred.

-65-

i

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't!--)^lx5 eio*^sd i'ixtscf .3’JUD otiS wod» XC OC seTTi.ni;'?

5IA ,©qpXe X^AXC '‘''O'rij/psi &d-X oif sqoXe at tdqms.t4‘/i

oliii''} 319V doXifa adJ- ni; aniflosni d.tiw eirkt ob oi sd’qmeiiit^
.f; *'! ©dd* gwill’jbfliJd ©KidoMi odi ii'iw abjsci ai^u .’’op lijxixl sdJ
-noa ^ft&£>ivs ex^w iti iSis&t ei.tid noid’alqxfiop c^A

ialX pdd* T^?:iL'Jb ©ba<n ■^qdXQ afxijfcd 3flx£rti:)|^5i aadiejt/Io

aidX gxtXiJjJb n^aiiiX ;,pft!?LfpeQ aivo® A .d’tisaXc^i'aq baai

tbQoiUil'tBqxo xiSMot'ihil aworie '^XieaXa aoliBfBqd

aisvaa iaoa iifiv cfea^ aidi dxqicf' f>astrt^ocwi>i si &X

^bsd'j^-qtoid'm no baiaqnr.t joito enoi^aiaqo Irwtion ri«o\j9d drtis
axii- aniftie'i.tah o^ 4'ea;t S«laj3 bt^d’m-aXaaojs} t'ps ni itl

-do lo rtoiftlqa baeea'iqjc© adi saw i'i odq to

cravX'4 alow e^XAxr 'toriod add lo owd dadd ^lavat^od ^.aiaviae
aa<ni-t dA aftioK ©rfd :>5V/ siaiid dsad aXdd ft! >fla<«jSBXfsi/i^ 'roXvxsaxi
-fa^sss ofjRXd btm o0nnt add 1:. goix-aXl ssaox© dqdd , featpeqq/? di
odfia'VXg ad dMtm dXba-ia ^aaaXJbissoS »6rtutii:Bl egifiia ■^I'd

»6©‘iiooao awXXs^ Xait/doA/ide on dead eXrid ^xfiXiiLTb dcdd doa'i ©nd

-iSci-

i

V. SCARIFYING

The work of scarifying the ditch surface was accomp-
lished equally well by all machines. Teeth were broken because
of the size of the imbedded rocks and operator abuse. The
only casualty on the Rome, however, was a small chip off one
tooth. This was accepted as normal for this type oporatdon
and, accordingly, discounted.

VI. BANK SLOPING

Fig, 32, Rome Bank Slope

The Rome 402 grader was unable to bank slope to a
standard acceptable to observers. Photograph, Fig. 32, shows
one attempt at this operation. The slope of the bank was such
that the tandems could not climb. On the approach to the
out-curve in the foreground, the wheels rode as closely to the
bank as possible. The tip of the blade barely touched at
points. At the out-curve in the center of the picture, the
blade was just able to do a partial smoothing job.

>

-66-

•qiV.OOOB 90£slwa il&iJtfj Gfli GdT

oaror>f>cf ns^Irnd ..eGrtldoaffl He l(d Xlsstf ^'X/3trp'S bafteiX

f)it'C ,66JUdB ♦soX’Bt&qo bits. BJ(Oc« BcibfoGdisX ed$ to ©sis arid" Iso
ono Vic qiiio XlflmB s a^w ^'savswod ^arioH oiit »o t?^-£^st.fea6 xino
.'TC L'-J3':to<-0 Ic •fXlX4- ai'if XF.'ttOft B:i;, bf>4'qBOG0 BXX#?,- ,flit00d

,ba-<-na»Gf?.fcf) fX^^o.lb'tcDOB

aqoIE aifiBS smoH ♦St t§X’^

s od Gqoia 5i.nsd o.t eiciaftd uwjvr labs^rs
ewofie ,SC ♦a^t-V'Xaado oi aXcUpd-qaaos biabaucl'B

riowe esw inad sriX lo €>qoi® ailT ^n^ud'sicgqo si.ii^ cb^mod'd’B ano
adi o& ri030*rqqa oxid' nO *ditiXG dan bXtjoo a^stod odJ dsrid
artd od x;£GEois sB obot: aXasffv Grid ,bt««it§a'xo1 erfi nl &vquo->Si}o
&xi iJodoMoi arid Isa qld ariT *Glrfieaoq as affjsd

erlt ^eqsjdoiq arid to taSnso arid irl 9v%i;fo<-diK> arid dA ♦adnioq
^cfof, Ir:tdT:.sq ft ab ad airift da«i anw abald

Fig. 34

Rome - Bank Slope
-67-

VII.

)

Photographs; Figs . 33 .ohow other attempts to

bank slope with the Rome grader,. In Doth cases, in order to
touch the baiik, it was necessarj’’ For front wheel and roar
tandems to climb the slope,' In Fig, 34 the numerous wheel
tracks are caused by second and thj.rd attempts to slope after
adjusting the blade and linkage. Final sloping in this case
was done whren the tandems follovred the highest tire track
shown,

Failure of the machine to do bank .sloping satisfact-
orily was attributed mainly to design of the entire blade,
circle and linkage assemblies. Conditions anticipated from
the "flat land" were proven in this test, particularly as
regarding location of blade heel with respect to reference
line. The movie sequence of this test clearly shows the
position of the blade as well as the futile efforts of the
operator to slope the bank.

Three of the other graders performed the bank sloping
test satisfactorily, while the fourth could be rated only
as passable.

DRIFTING

The comparison Table XX for the drifting operation
shows the overall spread of the machines tested, Rome 402
was fourth lowest in production. Again, the machine noted
in the minimum column was the one that had the next lo’.'est
weight horsepower ratio,

TilBLE XX

Other Machines Tos ted

Rome Maximum Minimum

Cu, yds, /Min, Moved 1.00^ 1.29 .97

"*^Two minutes lost in bank rock removal discounted in this
computation.

Time lost in gear shifting was the main factor in
the low rating. Operator difficulties ran a close sec-
ond, Had it not been for these conditions, the Rome may
have been in the upper bracket for performance.

Performance of the grader otherwise was normal v;ith
the exception of the repeated tendency of the blade to shift
from level at the slightest obstruction. This difficulty,
while not directly associated with production in tnis tost,
was obvious enough to attract attention.

-68-

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ms ©qois o-:;. ^»,..t:-i.- q->

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■-uityo-'fn -jiiS ijn,i.''ju

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”.,v .,,,„' ,;',f .-»S«>!fi? *j:"1r r^Of'V/itpXt '''£

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fi-iiw Xo-'d*' 'ji . t» v.i; hmomi'"' ■%&bis*t'^ *-'■<£•' ■ aIvH

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miy id nzU:^i- ^vr: d?*%? Xo:*Tiiv.ssi5 ^.i'. ,;•:. ■.

)

VIII.

)

HORIZONTAL MOVEMENT OF WINDROW

In this test, results were reduced to co, yds. ft.
side cast per minute. This factor was necessary for compara-
tive purposes, since each machine moved a different amount
of dirt varying distances to the side in varying periods of
time. Table XXI gives the results.

Ti'lBLE XXI

WINDROW-CU. YDS.-FT.AaN.

Grader

Rome A B C D

96.5 107*0 149.0 145.2 85.5

In production, the Rome rated fourth. Classification
of the completed test by observers rated it as a very poor
job. The roadbed was gouged in several places, with other
sections covered with loose and scattered material. Lack
of blade control and side thrust were again the main tfactors
in the conclusions. At times, side thrust on the front end
under heavy loading, made it difficult for the operator to
keep the wheels from climbing the windrow.

Photographs giving before and after views of the teat
site are shown in Fig. 35 and Fig. 36,

This particular run was the second trial at the ^^rlndrow
test. The first attempt was abandoned because of what appear-
ed as a faulty selector valve. The factory representative
effected repair of the sticking hand control valves and
the grader was pronounced in suitable condition for test.

The selector was ordered, however, but was never used.

-69-

1

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I

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; ■

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■ ^ u.-

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)

Fig. 36. Windrow /if tor Test

70-

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i!

I ieoT TtoilA wo'tJSjfliW ,d€

yvn

SHAPING OF BERMS

The work in this tost was relatively light and f.l.'i
units were rated equally. No significant features or lail-
uros wore evident. Photograph, Fig, 37, shows a typical
run during the test.

Fig, 37, Berm Shaping

X, HILL CLIMB

In this test all machines were able to climb the 4^;^
grade in forward gear. In reverse the tandem machines wc\-e
able to back up to the section of the hill on which the sl^pe
varied from 39% to 41%. At this point failure was due to
lack ^f traction. The four-wheel-drive unit was the only
^no able to climb the hill in reverse®

.) i

-71.

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^Slr/i JO aoist/tei 0% ©d-imf

X.'ioircf^i t5 aworfas *^mM'v&*o'trjw

orid* ajai-wi:. mf*x

':vi. oflj dini/o oS oldjs otow aanlrfsm XXs d'ead' eirfd nl
■.urow soridofm motoid- arid seiovo'x rff *ii30>) b-icvriol fil ahns'^
aq'^l^ odd liokc^i its IXi:^; lo arid’ od ’t«. od aide

od o;jD aew oiwlia'i dnJtoq sidJ .tA ,3^1^ ocr fet no*tl hoi'xev
Xlno ;<ftd aew dii'jL; svitb-IcuilViN-^ect oflT ^noidamd 't 5?o.cX

A^STOvai rti IlXd orid dai'Xo od aXdr on'^

UPHILL GR/J)ING

f

In the uphill grading test, the operator's complaint
was that with a fully loaded blade and opened throttle, the
rear wheels spun badly. Movie sequences show considerable
slippage of wheels during this test. As a result, the finished
operation left a series of waves where the operator in attempt-
ing to reduce slippage raised the blade to reduce the load,
Photograoh, Fig, 3B, shows a view of the uphill grading test
section. The material of the road bed is decomposed granite
and grades averaged 15%* Comparative Table XXII gives the
overall time required for the g radors to operate over a
500 ft. stretch in this operation,

TABLE XXII

UPHILL GR.1DING

Other Machines Tested

Time to do

Romo

Maximum

Minimum

Uphill Grading

(500*) 4 Min, 6 Sec.

4 Min,

2 Min, 50 Sec,

\

Fig, 38, Uphill GradiLg

-72-

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•bcol odd ooaho tod oboid odt boelBi o^cqqHa oo-^bot oi
anifocis IXlriq« odd %o mtv' a moM ,SC
o&lmt'^ hoooqmoob at -bad tot odt to laitodm odT ,.itoi,fpaa
odd aovl^ XXXX oXdxit €>\rtdot£iqii:ibO be^otovj? dobtf^ btia

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UMMm

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.oj8 oe.fiJdX S ,nlM ^ ,oo8 d»nlM ^ (»00e) ;}nJttoO XllriffU

galtoO IlldqU .86 •si'a

XII, ROAD GRADING

/

The three-pass 500 feet road maintenance jcb was pre-
liminary to the two mile maintenance run. Data taken was
used only to assure obsei*vers of the ability of machine and
operator to proceed with the longer test to follow. Num-
erous irregularities in the work indicated that a general
j tightening and adjustment of the machine was mandatory if

successful operation was to be attained. Accordingly, at
the conclusion of this run the machine was shut down and
I 2-g- hours were spent bleeding air from hydraulic system,

removing shims in circle and ball cap assemblies, tighten-
ing brackets, bolts, linkage, and the other maintenance
necessary to put the m.achine in the best operating condition
possible. Observers Cf^nsidored the time required to prepare
the machine for operation to bo excessive,

XIII. ROAD MAINTENANCE

The two mile road maintenance run was the last of the
field tests performed, and combined all of the operations,
with the exception of bank sloping, normally required in
road grading. This being the composite of the previous tests,
observers were able to recheck various phases of operation
previously noted, as well as to appraise the ability of the
machine in shifting from one operation to another with
V , minimum less of productive time,

I) )

In all of the grader trials, the field tost of road main-
tenance did little more than reiterate the findings of the
specialized tests. It did, however, transform conditions to
language r eadily understandable to field men and, as such,
served a very useful purpose.

The course selected for the Rome test was two miles
long, had 40 interceptor drainage dips, one minimum radius
curve (less than 35')» Q.nd had grades up to 20 percent. It
consisted of decomposed granite, loom and some rock. Three
passes wore made averaging 1.52 miles per hour, or a t^tal
time for the test of 3 hours and 57 min. Speeds of other
graders ranged from 1,47 to 1,91 miles per hour. A consider-
able portion of the variation in time could be directly
attributed to operator difference in interpretation of the
problem.

Many photographs were taken of the tost in an effort
to record the operation. These were studied during the pre-
paration of the report, A few which wore considered partic-
ularly pertinent are included as Figs. 39 to 43.

Photo[-raphs, Figs, 39 and 40, show before and after
\ shots of an in-curvo. When conditions were favorable, fairly

'' ^ level ground, no heavy rock or other obstructions such as

dips, ruts or heavy slough, performance was entirely adequate.

-73-

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Fig, 39 « Inside Curve Before Grading

Fig, 40, Inside curve After Grading
-74»

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p;

Piictor;raphs Fig, 41> shows on after shot cf i\ picoo oT
fino grading, ‘In the lower left hand corner is sKovm a con-
dition v/b.ich was noted cn many occasions ^ A distinct track
caused by the dragging cf a small rock shows. Study of th^
photograph indicates that the instant the blade hit the reck
it v;as lifted and a hummock with a fairly large amount oi'
small rocks was deposited. This was a very definite factor
in the appraisal of fine grading operations. The cause in
most cases was traced to slackness of linkage or air in the
hydraulic system.

Fig, 41* Fine Grading

Photographs, Figs, 42 and 43, show before and after con-
ditions of another typical section. The diagonal dirt ridge shown
in Fig. 43 is an example of the result of blade instability and
lack of control. Throughout the run similar conditions could
bo found, sometimes in the form of a ridge, other times as a gouge.

-75-

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d,.'^''“‘ Cri# Xaori.vM'ttlT .X-ataw to io,:J

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:i3j;ro£i c ec son; j o.onao 'J-- '- •

Fife 43* Hoad Maintenance, After

-76-

to&'lL bc<->K «!T,^ ^ jj:'5

In sujnmarlzing the two mile raaintonance test, it v^as the
considered opinion of field men and observers that the Rome
had done a fair job. The operator reported that, as a result
of tightening and servicing before the run, operation at first
W'^s fair but that toward the end of the job looseness was again
noticeable. Lack of “positive b lade control, however, was very
evident and was the chief cause for unsatisfactory reports ,

Subsequent tc the two mile run, and in accordance vdoh
previous elans, the grader wa.s scheduled for a continued test
along these same lines on a regular maintenance job. The operator
assigned in this instance was a highly trained r egular forest
oporatr-.r with considerable experience, but not as accomplished
as the foreman who operated during the two mile test. Hero the
results vjere net as satisfactory. The engineer’s report of one
visit is quoted in the following;

’’This v/erk was very poor. Blade controls did net work
properly, resulting in a very poor surface. Uphill
grading on 15 to 20^ gradients was exceedingly poor. One
five mile section inspected was unacceptable. The oper-
ator stated that he was having considerable t rouble
with the machine. This work had to be repeated,”

This x/as the sentiment that prevailed in the field x;hen the
machine was shut dovm after completion of the authorized test.

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CONCLUSIONS

Ccnclusions forranlate'd and expressed are the result of

experience with and test of the machine submitted for trial,

FLATLANL TESTS

1. Weight distribution for the Rcme 402 Grader conformed t'^
standard tandem practice.

2. Weight horsepower ratio: was considered to be low^

3. Overall dimensions, while only slightly higher than averago
for tandems, contributed to difficulty in turn-around and
bank sloping,

4. Speed variations, as allovred by rear axle and transmission
ratios, wore adequate,

5s Engine performance was superior tc that of other units tested..

6, Blade rotation \jas difficult because of obstructions,

7o Bank sloping positions v/ere impractical,

S,, Power controlled blade side shift was loss than for other
graders tested,

9s Blade lift arm throw was less than for other graders tested,

jC,, Visibility was classed as fair,

11, dlieel lean, by commercial standards, was inadequate,.

12, Ground clearance, though lowest of the tandems, was suffi-
cient for test operations,

13... Daily .maintenance required was in excess of all other graders
tested,

I4_. Tiros as funnished were adequate,

15 ■ .Rirs^ a.s famished, were classed as not of a desirable type^

1.6- .Puel tank capaoiby was sufficient for a .full day's operation.

.'7„ Gab r^emoval problem was comparable to that of other graders.

-.73-.

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it\HftJb'ijp-iviPi&. hoc, 'oJUn yd bi^volh? bu^

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';. .' ■■ ,• ■ I.- ‘ .

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CQILQ.LUSI0I5S (Cent

.13* Lights wei*e satisfactory fcr forward i3.1uinj nation „

19. Operation of hydraulic hand controls was unsatisfactorye

20. Operation cf gear shift levers was unsat isfactor^^e

21. Clutch pedal pressure was too severe for the average operator,

22. Relative position rf clutch and main shift lever made
operation awkward.

23. Throttle control as furnished did not function smcoth'InA,

24. Turning radius was comparable to other tandems tested^,

25. Service brakes were just passable,

26. Parking brake was poor,

27. Travel speeds ^^^ere adequate.

28. Hydraulic systems, as designed, would not give trouble-free
service,

29. Cab was not acccpta.ble because cf lack of normal facilities
and consideration for safety and comfort of operator,

30. Design and construction of the linkage assemblies was the
primary cause of blade difficulty,

31. On the basis of the many items noted to have given t rrublo, such
as| excessive circle teeth wear, no battery hold-downs, chafed
hydraulic hose, unsupported oil lines, rusting piston rods,
bent scarifier links, unequal angle cf wheel lean, rubbing
cross stabilizer, loosening of linkage support brackets, spewing
of oil from sump tank vents, loosened expansion knuckle plugs, and
binding moldboard support brackets, it was concluded that select-
ion of materials, completeness of design and construction detail
had not been given sufficient consideration.

V

-79-

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CONCLUSIONS (ContM)

FIELD TESTS

1, The ability of the Rome to climb the slide was considered ade-
quate but lack of blade maneuverability and slowness of trans-
mission shift hindered the operation,

2, Performance of the Rome on the in-curve test compared favorably
with other tandems,

3, The Rome 402 was unable to consistently grade or construct dips
to the proper standard.

4, The results of the ditching test wore unsatisfactory because of
abuse to operator and inability of the machine to complete to
specifications ,

5, The scarifying test was accomplished satisfactorily,

6, The Romo 402 was unable to bank slope to unacceptable standard,

7, Production of the Rcme in the drifting operation was acceptable,

8, In the wondrow test, the quantity of dirt moved was classed as
fair but the quality cf the finished job was net acceptable,

9, In berm shaping, the machine performed comparable to all ether
units tested,

10, In the hill climb, the performance of the Rome 402 was equal to
all other tandems tested,

11, Lo'ss of traction was the main cause for the poor quality of the
finished job in the uphill grading test,

12, Maintenance required preparatory to the final road maintenance
test was considered excessive,

13, The overall job on the ^wo mile maintenance section, while inter-
spersed with grievances previously noted, was rated as fair,

14, Continuous road grading to Forest Service standards cannot be
accomplished by the Rome 402 grader without basic design changes
which would eliminate excessive service and maintenance and permit
performance equal to other graders in this class.

-80-

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I

APPENDIX

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RATING TABLE

As a check on the results of the motor g'rtacler test, a
rating table was prepared to include several of the more common items
generally considered when discussing patrol graders. The theory In
the preparation of this table, if it can be so called, is based some-
what on the lai'/s of random sampling.

Eight men - throe engineers, one ranger, one mechanical drafts-
man-designer, two Depot Superintendents, and one Regional Office staff
man - completed a rating table for the five graders, to include twenty-
three items normally associated with equipment of this type. The items
were listed only as headings with no detail to cover definition,. In*-
structions for preparation lequested that the rater draw his own conclus-
ions as to the inference in the item, and rate accordingly. Rating was
to be made by indicating the best as one, second best - two, etc., with
machines of equal ability being rated by the same digit.

It was also recognized that all 23 of the rating items did not
bear the same weights as to importance. Accordingly, each person pre-
paring the questionnaire was requested to evaluate the relative imp'^rt-
ance of each and establish some weighting scale to cover,

A typical final form is shewn with the items weighted, but with-
out the ratings for the individual graders.

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nve^v ; ooA • ««

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GRADER SCORING SHEET

Weight

Rating- A~C Cat, Rome A--W Adame

Blade Opr, 6

Engine Starting 3_

Transmission Shift 5

Opr, of Controls 6

Breakdovms 4.

Availability -'-f Parts 4.

Maint, Wee, to Opr, 1

Walking Speeds 3.

Maneuverability of Machine 5_

Safety - Brakes 1_

Visibility ^

Controls Siiift 6,

Opr, Fatigue 5

Opr, Training Necessary 1

Dip Const, & Maint, 8

Ditching ^

Drifting 2.

Bank Sloping 4

Scarifying ^

Move Windrow 4

Remove Slides 4

Road Maint, 8

Fine Grading 2_

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The eight forms were convert oa to o. final rating in percent
and are tabulated below:

RATING TABLE

Individual

Grader

A

Grader

B

Grader

C

Grader

D

Rome

1

62,8

68.0

59.0

50.8

28.8

2

51.0

64.7

62,4

48,0

30.0

3

73.5

65.4

41.7

39.2

28.2

4

91.9

91.0

89.6

75.3

68,1

5

80.2

58.5

52,8

38.8

25.2

6

67.9

67.1

66,4

44.0

31.7

7

77.8

73.0

65.8

58.0

43.7

8

47.4

36.1

66,1

26.8

20.5

Average

69,1

65.5

63.0

47.6

34.5

It is significent that in all of the ratings, graders D and.
Rome held the positions of fourth and fifth respectively without
transposition and by a substantial margin. Graders A and B changed
fr^^m their average relative position three times, while Grader C
changed only twice.

It is evident from the ratings that the consensus of the
observers, as mentirned several times in the body of the report,
can be substantiated, and is defined as;

Grader A -

” B -

« C -

’» D -

” Rome -

Most often

II II

It It

Definitely

II

- First

- Second

- Third

- Fourth

- Fifth

If further deduction from the table were permitted, and if
the sample of eight men could be taken as a cross-section of the
entire field, it could be concluded that Grader A is the most desir-
able for overall Forest Service ^^rcrk, with Graders B and G as accept-
able alternates. Graders D and Rome would, because of their rela-
tive lew rating, be classed as undesirable.

Finally, it could be said that even though Grader A is rated
the highest, according to the table and comparison with the ultimate
in graders for Forest Service work, it is only 69.1^ effective.

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AM DETONATOR BRAKE TESTER

The electrically operated detonator brake tester, shown in
photograph. Fig, A, is used to measure the effectiveness of equip-
ment brakes. Mounted on the machine being tested, it is operated
by two switches - the first controlled by an observer and the second
mounted on the brake pedal.

I

Fig. A. AAA Detonator Brake Tester

With the machine moving at the predetermined test speed, the
observer operates the switch that releases solenoid 1 and allows
its spring loaded hammer G to fire a blank cartridge in the block B.
The force of the explosion expels chalk in the block and makes a
mark on the pavement. On hearing the shot, the operator hits the
brakes, causing the brake switch to release Solenoid 2, which fires
a second piece of chalk to the pavement. When the machine comes to a
complete stop a third chalk mark is made on the pavement directly
under the detonator firing blocks.

The distance between the first and second shalk marks is
measured and, since the speed of travel is known, can be converted
into operator reaction time. The measurement between the second and
third marks is the distance required to bring the vehicle to a stop
at the given speed,

A complete description of the operation and use of this brake
tester is available at the Arcadia Equipment Development Center,

701 N. Santa Anita Ave., Arcadia, California,

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