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Prairie Motor Brigade

Maintaining Military History

Newsletter No. 12

Summer 2016

The Prairie Motor Brigade is the Alberta and Saskatchewan affiliate of the MVPA

Cover Photo:

Bomber Command Museum, Nanton, AB. 30th Anniversary Celebration

Photo Credits:

Donna Geekie, Steve Johnson, Rick DeBruyn, Francis Harris, Jim Hodgson

Members are encouraged to submit pictures and articles for inclusion in upcoming issues of this newsletter. This newsletter is published quarterly, please forward all submissions or inquiries to the editor: Jim Hodgson jhodgson11@shaw.ca

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Upcoming Events

Recent Events

B.C. Rally

Bomber Command Museum

A Tribute to LCol John McCrae

Annual General Meeting

MVPA Convention

Batteries

Buy and Sell

Contacts

Membership Information

Contents

Arms Show January 16, 2017 10:00 – 4:00 (info only)

Thorncliffe Community Centre

Summer Skirmish June 11 & 12, 2017 Military Museum Calgary

Wings & Wheels June 17 & 18, 2017 Air Museum Calgary

Monthly Breakfast Meeting

Usually held on the second Saturday of the month at 9:30 am at Cam Clark Ford in Airdrie.

Watch your email for updates

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BC Rally By Donna Geekie

Here is a picture from the 4x4 rally Stu and I attended in Cherryville, BC. July 15 - 17. We were hosted by long time friends, Chuck and Lynne Frerichs. Vehicles came from as far away as South Dakota. Bill MacLean, who attended the PMB AGM last year also attended. The trails were forestry cut lines so the driving was easy and the scenery was spectacular. Our jeep is the third from the left. Yes, you saw right - we had our 1946 CJ2A civilian jeep not one of our military jeeps. We took our two oldest grandkids on their first four wheel drive run.

RECENT EVENTS

Friday, August 19 saw members of the Prairie Motor Brigade at the Bomber Command Museum in Nanton. We were joining them in celebrating their 30th anniversary. The festivities began at the museum with a reception to thank all the volunteers who had developed the museum facilities and collection. A slide presentation was shown of moving the Lancaster bomber to its current location. After the reception and speeches, the Lancaster engines were fired. This is always a spectacular sight at night and certainly thrilled the large crowd.

Stu and I camped at the campground in Nanton and arrived at the museum the next morning to start setting up. We were met by Grant McAvoy (obviously an early riser!) Dale Buchanan, Steve Johnson (and son Chris) and

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Shane MacKay (and three friends) also turned out to help with the setup. With their assistance, we set up camo netting in the center of our display area and parked two jeeps under it. Steve placed this motorcycle in front, and Grant and Dale had their vehicles on each side. With the work all done, it was time to enjoy the pancake breakfast put on in the Community Center. We had lots of comments about our display and the crowd enjoyed seeing our vehicles and sharing their experiences with us. The weather cooperated and we had a very enjoyable day. At the ceremony, after all the speakers, a current member of the 419 Squadron gave a talk on what they were currently working on. Nice to see the squadron is still active after so many years. A flyby of two CT-155 Hawks, and the running of both the Lancaster bomber and the Bristol Hercules engine added the finishing touches to a successful event. The museum is currently having a

fundraiser to raise funds for an expansion.

They are hoping to build a runway were

they can taxi the Lancaster bomber. They

are also in the process of obtaining and

restoring the Mosquito.

Bomber Command Museum

Celebrating 30 Years

By Donna Geekie

The Prairie Motor Brigade

display with vehicles supplied

by Stu & Donna Geekie, Dale

Buchanan, Grant McAvoy and

Steve Johnson.

If you have some free time, a trip to Nanton to visit the Bomber Command Museum is well worth the trip. Saturday evening at the campground,

Shane and his friends treated us to a delicious

chili supper. I am still waiting for Shane’s

recipe which was undoubtedly the best chili I

have ever had. Thanks Shane for wrapping

our weekend up in style.

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Grant McAvoy and his M38

Dale Buchanan and his 1975 Pinzgauer

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A Tribute

A Tribute to John McCrae, Reprinted from the "1968 RCA Canadian Gunner"

By LCOL D.G. Ingram, CD (LCOL Ingram formerly commanded 11th Field Artillery Regiment.)

Senior non-commissioned officers of the 11th Field Artillery Regiment in dress uniform and members of the

Royal Canadian Legion formed the guard of honour lining the walk which leads to the McCrae Memorial. It was

a bright day on 26 August 1968, when the Governor General, the Right Honorable Roland Michener, officially

opened the birthplace of LCOL John McCrae at Guelph, Ontario, as a National Historic Site. His Excellency was

accompanied by his wife and members of his staff, including BGEN L.F. Trudeau.

Several hundred people gathered to watch the ceremony as the Governor General laid a wreath on the McCrae

Memorial and cut the ribbon to officially open the house where John McCrae was born and spent much of his

early life. The poet honored had served for many years in the militia and in the South African war as an artillery

officer. During the First World War he was a medical officer in the First Brigade of the Canadian Field Artillery

when he wrote the poem "In Flanders Fields" which gained him immortal fame.

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Contributed by Rick DeBruyn

His Family

John McCrae came from a family which itself figured prominently in

the early artillery history of Canada. His father, David McCrae, came

to Canada from Scotland in 1849. At the age of twenty, he was

commissioned into the 47th Lancashire Regiment of Imperial

Regulars which was stationed at Hamilton. In 1866 he helped

establish the Guelph Battery of Garrison Artillery (now the 29th

Battery) which was formed in response to the Fenian Raids. In March

1878 he organized the Ontario Battery of Field Artillery (now the

16th Battery) and was its first commander. This Battery won the

prize for being the most efficient unit in Canada three years in

succession. After a tour of duty as Deputy Assistant Adjutant General

at Deseronto, David McCrae returned to Guelph and took command

of the 11th and 16th Batteries, a position he held for many years. On

24 March 1880, these two batteries were incorporated into the First

Provisional Brigade of Field Artillery thus establishing Canada's

oldest artillery regiment.

After relinquishing his command, LCOL David McCrae went on the

reserve officers list until the outbreak of the First World War when he

volunteered for active duty and at the age of 70, recruited the 43rd Battery in 1915. He took this battery to

England in 1916 but to his disappointment, he was not permitted to go with it to France. On his return to Canada,

he was appointed to the board formed under the Military Service Act. After a long and outstanding life as a citizen

and soldier, LCOL D. McCrae died on 30 October 1930, one of the most beloved citizens of Guelph.

John McCrae - Soldier, Physician, Poet

John McCrae was born on 30 November 1872 in the attractive stone house overlooking the Speed River at Guelph.

Here he spent his youth and obtained his early education. In 1888 he received a scholarship at the University of

Toronto. His studies were interrupted by illness but he graduated in the honors biology course in 1894. He then

studied medicine and obtained his medical qualification in 1896, receiving the gold medal. He continued his

medical career in Toronto, the United States and Montreal and was considered to be an outstanding physician.

His military career began at the. age of fourteen when he joined the Guelph Cadet Corps. He was commissioned

into the 16th Battery in 1893. He volunteered as an artillery officer for the South African War and served gallantly

with D Battery in the Special Force. After his return to Canada, he continued his service in the 16th Battery and

rose to the rank of Major.

Major McCrae was on a ship bound for England when World War 1 broke out. Upon his arrival in England, he

cabled back to Canada offering to serve as an artillery or medical officer according to the immediate

requirements. His offer was accepted and in September 1914 he was appointed medical officer to the First

Brigade of Canadian Field Artillery at Valcartier. The Brigade proceeded to France and saw much action in the

first year of the war while Major McCrae was with them.

He did not relish the promotion which removed him from immediate contact with the artillery when he was

promoted to Lieutenant Colonel on 1 June 1915, and was appointed commander of the medical services of

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Canadian Hospital No. 3, the McGill Unit, at Boulogne, France. He retained this command until his death on 28

January 1918, which followed a short illness. A few days before his death he was appointed Consulting Physician

to the British Armies in France.

LCOL John McCrae never married but he

was always very fond of children and

animals. His dog, Bonneau, was a familiar

sight in the hospital where he followed

LCOL McCrae on the rounds of the wards.

On 29 January 1918, LCOL McCrae's

coffin, mounted on a gun carriage and

followed by his horse Bonfire, was borne

to the cemetery at Wimereaux. The

funeral procession was led by Sir Arthur

Currie, the Corps Commander, and

General E.W.B. Morrison', the

Commander of the Canadian Corps of

Artillery. A long parade of soldiers and

nursing sisters followed to the cemetery

where, after final military honors, the

body was committed to the grave.

In Flanders Fields

The poem is believed to have been inspired by the death of LT A.H. Helmer of Ottawa, on 2 May 1915, during the

Second Battle of Ypres. McCrae was deeply moved by Helmer's death and it was while visiting the plot where his

friend was buried that he conceived the idea of the poem. It has been claimed that the poem was written while

sitting in back of an ambulance or that it was written in the First Canadian Artillery Headquarters dugout at Essex

Farm which was one and a half miles north of Ypres. In any case, the poem was written early in May 1915 and a

s General Morrison wrote in 1918, "This poem was literally born of fire and blood during the hottest phase of the

Second Battle of Ypres".

In Flanders Fields was first published in the 8 December 1915 issue of the famous English weekly Punch. The

poem was unsigned but several friends recognized it as the work of LCOL McCrae. Its enduring and poignant

beauty soon led to universal recognition. The British and Allied Armies adopted the poem as their own for the

soldiers knew its meaning in their hearts and responded to it. Over the years this poem has continued in its

popularity until it has become one of the greatest classics and one of the most widely quoted poems of our

language. This poem was largely responsible for the adoption of the poppy as the symbol of remembrance of

those who gave their lives in our wars. Last year the Poppy Campaign in Canada collected nearly a million and a

half dollars for the welfare of war veterans.

Many people mistakenly believe that In Flanders Fields is the only poem written by John McCrae. In fact he

published about thirty poems. The first collection of his poems was published by Sir Andrew MacPhail in Toronto

in 1919. This book contains an essay on the character of John McCrae.

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The John McCrae Birthplace

The fine old limestone house in Guelph where John McCrae was born was offered for sale in 1966 and there was

a threat of demolition. To prevent its destruction a group of local citizens, with the help of the LCOL John McCrae

Memorial Branch of the Royal Canadian Legion, formed the Birthplace Society. They were able to obtain

ownership of the house and have extensive restoration carried out before opening it to the public.

The Governor General, also a former artillery officer, is Honorary Patron of the Society. He paid tribute to all who

had been concerned with the task of obtaining and restoring the house which is over one hundred years old. The

opening ceremony, held outside the house, was presided over by Mr. Alan Westcott, the Chairman of the Colonel

John McCrae Birthplace Society. The Honorable John Turner, Minister of Justice, was present at the ceremony

and in an eloquent address paid tribute to John McCrae as a valiant soldier, distinguished physician and inspired

poet. Mr. Turner's wife, who accompanied the Minister, is a relative of John McCrae. Several other members of

the McCrae family also attended and many of these had generously contributed relics and mementos pertaining

to the life and work of the poet. An extensive collection is on display in the house.

Among the special out-of-town guests were COL L.M. Cosgrave who served with John McCrae in France, and

several representatives of the Royal Canadian Legion.

LCOL John McCrae made a major, and in some ways a unique contribution to the Canadian Artillery and the

Canadian fighting forces. More than any other, the poem In Flanders Fields captures the mood of persistence and

sacrifice of the Canadian soldiers in combat. It serves as a constant reminder of the selflessness and dedication

of those who gave their lives that we might remain free. It is fitting that its author should be remembered and

honoured.

Annual General Meeting Dog Pound, Alberta

September 10, 2016

By Jim Hodgson

The Annual General Meeting was held September at Dog Pound, Alberta at the farm

of Stu and Donna Geekie. The weather cooperated this year and we all had another

great meeting and dinner provided by our hosts. After lunch, the meeting started with

reports from the executive and a general discussion. This year we were fortunate to

have Francis Harris give a technical presentation on a subject most of us have had

trouble with –BATTERIES. Francis talked about the different types of batteries and

chargers and the causes of battery failure and how to prolong their life. He provided

a detailed discussion of batteries which follows in this newsletter. A number of

members brought out their vehicles and this year we had swap meet as well which we

hope will become an annual event. The golf tournament was held again and the

winners this year were Grant McAvoy, Shane MacKay, Wes Krause and Doug LaVoie.

This was another successful meeting at a great location, thanks Donna and Stu!

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Dale Buchanan’s 1975 Pinzgauer

Some of the items for sale at the swap

meet

Francis Harris

giving the tech

presentation on

batteries

Members relaxing at the

meeting

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The lineup of vehicles at the 2016 AGM

The golf tournament was a fun way to enjoy the good weather. This years’

winners are: Grant McAvoy, Doug LaVoie,

Shane MacKay and Wes Krause

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Military Troop Train

This years’ convention was held in Pleasanton, California last August. The following pictures were supplied by Steve Johnson.

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Restored M38A1

Communications Display

Dodge Command Car California WWII Jeep

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Batteries By Francis Harris

September 10, 2016

We all have them and use them, usually abuse them, then swear at them when they fail!

This presentation will cover a bit of history of the lead-acid battery,

Some general battery info,

Some more interesting battery info,

And maintenance recommendations to hopefully reduce how often they fail when we need them,and the resultant cussing and swearing.

Then I will be open to questions, and will help anyone who brought "unhappy" batteries.

NOTE: Only text with a vertical bar in the left margin was covered in the oral presentation.

Sources of info:

Years of hands-on experience observing, experimenting, testing; and reading.

Wikipedia https://en.wikipedia.org/wiki/Lead%E2%80%93acid_battery

Johnson Controls http://www.autobatteries.com/en-us/battery-care/

The following article was a presentation given by Francis

Harris at this years’ Annual General Meeting

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History

The lead-acid battery was invented in 1859 (by French physicist Gaston Planté) and is the oldest type of rechargeable battery. Despite having a very low energy-to-weight ratio and a low energy-to-volume ratio, its ability to supply high surge currents means that the cells have a relatively large power-to-weight ratio. These features, along with their low cost, make it attractive for use in motor vehicles to provide the high current required by automobile starter motors.

Traditionally, automotive batteries are called SLI, for starting, lighting, ignition, and their main purpose is to start the engine. Once the engine is running, power for the car is supplied by the alternator. Typically, starting discharges less than three per cent of the battery capacity. SLI batteries are designed to release a high burst of current, measured in amperes, and then be quickly recharged. They are not designed for deep discharge, and a full discharge can reduce the battery's lifespan.

As they are inexpensive compared to newer technologies, lead-acid batteries are widely used even when surge current is not important and other designs could provide higher energy densities. Large-format lead-acid designs are widely used for storage in backup power supplies in cell phone towers, high-availability settings like hospitals, and stand-alone power systems. For these roles, modified versions of the standard cell may be used to improve storage times and reduce maintenance requirements. Gel-cells and AGM (Absorbed Glass-Mat) batteries are common in these roles, collectively known as VRLA (valve-regulated lead-acid) batteries.

Using a gel electrolyte instead of a liquid allows the battery to be used in different positions without leakage. Gel electrolyte batteries for any position date from 1930s, and even in the late 1920s portable suitcase radio sets allowed the cell vertical or horizontal (but not inverted) due to valve design by Frederick James Camm. In the 1970s, the valve-regulated lead acid battery (often called "sealed") was developed, including modern absorbed glass mat types, allowing operation in any position.

There are more than $60 billion worth of automobile batteries in use in the world today. The lead-acid battery has been an item of commerce for 130 years. The developed world operates between 500 and 800 motor vehicles per 1000 population - in other words, there is nearly one lead-acid battery per person.

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Battery Chemistry

Discharge

In the discharged state both the positive and negative plates become lead sulfate (PbSO4) and the electrolyte loses much of its dissolved sulfuric acid and becomes primarily water. The discharge process is driven by the conduction of electrons from the negative plate back into the cell at the positive plate in the external circuit.

Charging

In the fully charged state, the negative plate consists of lead, and the positive plate lead

dioxide, with the electrolyte of concentrated sulfuric acid.

Overcharging with high charging voltages generates oxygen and hydrogen gas by electrolysis

of water, which is lost to the cell. The design of some types of lead-acid battery allows the

electrolyte level to be inspected and topped up with any water that has been lost.

Due to the freezing-point depression of the electrolyte, as the battery discharges and the concentration of sulfuric acid decreases, the electrolyte is more likely to freeze during winter weather when discharged.

Measuring the charge level

Because the electrolyte takes part in the charge-discharge reaction, this battery has one major advantage over other chemistries. It is relatively simple to determine the state of charge by merely measuring the specific gravity of the electrolyte; the specific gravity falls as the battery discharges. Some battery designs include a simple hydrometer using colored floating balls of differing density. When used in diesel-electric submarines, the specific gravity was regularly measured and written on a blackboard in the control room to indicate how much longer the boat could remain submerged.

The battery's open-circuit voltage can also be used to gauge the state of charge. If the

connections to the individual cells are accessible, then the state of charge of each cell can be

determined which can provide a guide as to the state of health of the battery as a whole,

otherwise the overall battery voltage may be assessed.

Note that neither technique gives any indication of charge capacity, only charge level. Charge

capacity of any rechargeable battery will decline with age and usage, meaning that it may no

longer be fit for intended purpose even when nominally fully charged. Other tests, usually

involving current drain, are used to determine the residual charge capacity of a battery.

Voltages for common usages

The theoretical voltage of a lead acid battery is 12 V for 6 cells and 2 V for one cell. These are general voltage ranges per cell:

Open-circuit (quiescent) at full charge: 2.10 V

Open-circuit at full discharge: 1.95 V

Loaded at full discharge: 1.75 V

Continuous-preservation (float) charging: 2.23 V for gelled electrolyte; 2.25 V for absorbed glass mat (AGM) and 2.32 V for flooded cells. Float voltage recommendations vary among manufacturers due to different lead acid concentration and positive plate grid alloy. Precise float voltage (±0.05 V) is critical to longevity; insufficient voltage (causes sulfation) is almost as detrimental as excessive voltage (causes positive plate corrosion, expansion and electrolyte loss.)

Typical (daily) charging: 2.37–2.4 V (depending on temperature and manufacturer's recommendation)

Equalization charging (for flooded lead acids): 2.5–2.67 V (5 A per 100 Ah) Battery temperature must be absolutely monitored very closely, check manufacturers recommendation)

Absorbed Glass Mat (AGM)

In the absorbed glass mat design, or AGM for short, the spaces between the cells is replaced

by a glass fiber mat soaked in electrolyte. There is only enough electrolyte in the mat to keep

it wet, and if the battery is punctured the electrolyte will not flow out of the mats. Likewise,

the mat greatly reduces evaporation, to the point that the batteries do not require periodic

refilling of the water. This combination of features allows the battery to be completely sealed,

which makes them useful in portable devices and similar roles.

To reduce the water loss rate calcium is alloyed with the plates, however gas build-up

remains a problem when the battery is deeply or rapidly charged or discharged. to prevent

over-pressurization of the battery casing, AGM batteries include a one-way blow-off valve,

and are often known as "valve regulated lead–acid", or VRLA, designs.

Another advantage to the AGM design is that the electrolyte becomes the separator material,

and mechanically strong. This allows the plate stack to be compressed together in the battery

shell, slightly increasing energy density compared to liquid or gel versions. AGM batteries

often show a characteristic "bulging" in their shells when built in common rectangular

shapes.

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The mat also prevents the vertical motion of the electrolyte within the battery. When a normal wet cell is stored in a discharged state, the heavier acid molecules tend to settle to the bottom of the battery, causing the electrolyte to stratify. When the battery is then used, the majority of the current flows only in this area, and the bottom of the plates tend to wear out rapidly. This is one of the reasons a conventional car battery can be ruined by leaving it stored for a long period and then used and recharged. The mat significantly prevents this stratification, eliminating the need to periodically shake the batteries, boil them, or run an "equalization charge" through them to mix the electrolyte. Stratification also causes the upper layers of the battery to become almost completely water, which can freeze in cold weather, AGMs are significantly less susceptible to damage due to low-temperature use.

While AGM cells do not permit watering (typically it is impossible to add water without drilling a hole in the battery), their recombination process is fundamentally limited by the usual chemical processes. Hydrogen gas will even diffuse right through the plastic case itself. Some have found that it is profitable to add water to an AGM battery, but this must be done slowly to allow for the water to mix via diffusion throughout the battery. When a lead-acid battery loses water, its acid concentration increases, increasing the corrosion rate of the plates significantly. AGM cells already have a high acid content in an attempt to lower the water loss rate and increase standby voltage, and this brings about short life. If the open circuit voltage of AGM cells is significantly higher than 2.093 volts, or 12.56 V for a 12 V battery, then they have a higher acid content than a flooded cell; while this is normal for an AGM battery, it is not desirable for long life.

AGM cells intentionally or accidentally overcharged will show a higher open circuit voltage according to the water lost (and acid concentration increased). One amp-hour of overcharge will liberate 0.335 grams of water; some of this liberated hydrogen and oxygen will recombine, but not all of it.

Gelled electrolytes

During the 1970s, researchers developed the sealed version or "gel battery", which mixes a silica gelling agent into the electrolyte (silica-gel based lead-acid batteries used in portable radios from early 1930s were not fully sealed). This converts the formerly liquid interior of the cells into a semi-stiff paste, providing many of the same advantages of the AGM. Such designs are even less susceptible to evaporation and are often used in situations where little or no periodic maintenance is possible. Gel cells also have lower freezing and higher boiling points than the liquid electrolytes used in conventional wet cells and AGMs, which makes them suitable for use in extreme conditions.

The only downside to the gel design is that the gel prevents rapid motion of the ions in the electrolyte, which reduces carrier mobility and thus surge current capability. For this reason, gel cells are most commonly found in energy storage applications like off-grid systems.

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"Maintenance free", "sealed" and "VRLA"

Both gel and AGM designs are sealed, do not require watering, can be used in any orientation, and use a valve for gas blowoff. For this reason, both designs can be called maintenance free, sealed and VRLA. However, it is quite common to find resources stating that these terms refer to one or another of these designs, specifically.

Applications

Most of the world's lead-acid batteries are automobile starting, lighting and ignition (SLI) batteries, with an estimated 320 million units shipped in 1999. In 1992 about 3 million tons of lead was used in the manufacture of batteries.

Wet cell stand-by (stationary) batteries designed for deep discharge are commonly used in large backup power supplies for telephone and computer centers, grid energy storage, and off-grid household electric power systems. Lead–acid batteries are used in emergency lighting and to power sump pumps in case of power failure

Traction (propulsion) batteries are used in golf carts and other battery electric vehicles. Large

lead-acid batteries are also used to power the electric motors in diesel-electric (conventional)

submarines when submerged, and are used as emergency power on nuclear submarines as

well. Valve-regulated lead acid batteries cannot spill their electrolyte. They are used in back-

up power supplies for alarm and smaller computer systems (particularly in uninterruptible

power supplies; UPS) and for electric scooters, electric wheelchairs, electrified bicycles,

marine applications, battery electric vehicles or micro hybrid vehicles, and motorcycles.

Cycles

Starting batteries

Lead–acid batteries designed for starting automotive engines are not designed for deep

discharge. They have a large number of thin plates designed for maximum surface area, and

therefore maximum current output, but which can easily be damaged by deep discharge.

Repeated deep discharges will result in capacity loss and ultimately in premature failure, as

the electrodes disintegrate due to mechanical stresses that arise from cycling. Starting

batteries kept on continuous float charge will have corrosion in the electrodes which will

result in premature failure. Starting batteries should be kept open circuit but charged

regularly (at least once every two weeks) to prevent sulfation.

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Starting batteries are lighter weight than deep cycle batteries of the same battery

dimensions, because the cell plates do not extend all the way to the bottom of the battery

case. This allows loose disintegrated lead to fall off the plates and collect under the cells, to

prolong the service life of the battery. If this loose debris rises high enough it can touch the

plates and lead to failure of a cell, resulting in loss of battery voltage and capacity.

Deep cycle batteries

Specially designed deep-cycle cells are much less susceptible to degradation due to cycling,

and are required for applications where the batteries are regularly discharged, such as

photovoltaic systems, electric vehicles (forklift, golf cart, electric cars and other) and

uninterruptible power supplies. These batteries have thicker plates that can deliver less peak

current, but can withstand frequent discharging.

Some batteries are designed as a compromise between starter (high-current) and deep cycle

batteries. They are able to be discharged to a greater degree than automotive batteries, but

less so than deep cycle batteries. They may be referred to as "marine/motorhome" batteries,

or "leisure batteries".

Fast and slow charge and discharge

The capacity of a lead–acid battery is not a fixed quantity but varies according to how quickly it is discharged. An empirical relationship between discharge rate and capacity is known as Peukert's law.

When a battery is charged or discharged, only the reacting chemicals, which are at the interface between the electrodes and the electrolyte, are initially affected. With time, the charge stored in the chemicals at the interface, often called "interface charge" or "surface charge", spreads by diffusion of these chemicals throughout the volume of the active material.

Consider a battery that has been completely discharged (such as occurs when leaving the car lights on overnight, a current draw of about 6 to 10 amps). If it then is given a fast charge for only a few minutes, the battery plates charge only near the interface between the plates and the electrolyte. In this case the battery voltage might rise to a value near that of the charger voltage; this causes the charging current to decrease significantly. After a few hours this interface charge will spread to the volume of the electrode and electrolyte; this leads to an interface charge so low that it may be insufficient to start the car. As long as the charging voltage stays below the gassing voltage (about 14.4 volts in a normal lead–acid battery), battery damage is unlikely, and in time the battery should return to a nominally charged state.

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Valve regulated (VRLA)

In a valve regulated lead acid battery (VRLA) the hydrogen and oxygen produced in the cells

largely recombine into water. Leakage is minimal, although some electrolyte still escapes if

the recombination cannot keep up with gas evolution. Since VRLA batteries do not require

(and make impossible) regular checking of the electrolyte level, they have been called

maintenance free batteries. However, this is somewhat of a misnomer. VRLA cells do require

maintenance. As electrolyte is lost, VRLA cells "dry-out" and lose capacity. This can be

detected by taking regular internal resistance, conductance or impedance measurements.

Regular testing reveals whether more involved testing and maintenance is required. Recent

maintenance procedures have been developed allowing "rehydration", often restoring

significant amounts of lost capacity.

VRLA types became popular on motorcycles around 1983 because the acid electrolyte is

absorbed into the separator, so it cannot spill. The separator also helps them better

withstand vibration. They are also popular in stationary applications such as

telecommunications sites, due to their small footprint and installation flexibility.

The electrical characteristics of VRLA batteries differ somewhat from wet-cell lead–acid batteries, requiring caution in charging and discharging.

Sulfation and desulfation

Lead–acid batteries lose the ability to accept a charge when discharged for too long due to

sulfation, the crystallization of lead sulfate. They generate electricity through a double sulfate

chemical reaction. Lead and lead dioxide, the active materials on the battery's plates, react

with sulfuric acid in the electrolyte to form lead sulfate. The lead sulfate first forms in a finely

divided amorphous state, and easily reverts to lead, lead dioxide and sulfuric acid when the

battery recharges. As batteries cycle through numerous discharges and charges, some lead

sulfate is not recombined into electrolyte and slowly converts to a stable crystalline form that

no longer dissolves on recharging. Thus, not all the lead is returned to the battery plates, and

the amount of usable active material necessary for electricity generation declines over time.

Sulfation occurs in lead–acid batteries when they are subjected to insufficient charging during normal operation. It impedes recharging; sulfate deposits ultimately expand, cracking the plates and destroying the battery. Eventually so much of the battery plate area is unable to supply current that the battery capacity is greatly reduced. In addition, the sulfate portion (of the lead sulfate) is not returned to the electrolyte as sulfuric acid.

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It is believed that large crystals physically block the electrolyte from entering the pores of the

plates. Sulfation can be avoided if the battery is fully recharged immediately after a discharge

cycle. A white coating on the plates may be visible (in batteries with clear cases, or after

dismantling the battery). Batteries that are sulfated show a high internal resistance and can

deliver only a small fraction of normal discharge current. Sulfation also affects the charging

cycle, resulting in longer charging times, less efficient and incomplete charging, and higher

battery temperatures.

SLI batteries (starting, lighting, ignition; i.e., car batteries) suffer most deterioration because vehicles normally stand unused for relatively long periods of time. Deep cycle and motive power batteries are subjected to regular controlled overcharging, eventually failing due to corrosion of the positive plate grids rather than sulfation.

Battery manufacturers claim there are no known, independently verified ways to reverse sulfation. There are commercial products claiming to achieve desulfation through various techniques (such as pulse charging), but there are no peer-reviewed publications verifying their claims. Sulfation prevention remains the best course of action, by periodically fully charging the lead-acid batteries.

Stratification A typical lead–acid battery contains a mixture with varying concentrations of water and acid. Sulfuric acid has a higher density than water, which causes the acid formed at the plates during charging to flow downward and collect at the bottom of the battery. Eventually the mixture will again reach uniform composition by diffusion, but this is a very slow process. Repeated cycles of partial charging and discharging will increase stratification of the electrolyte, reducing the capacity and performance of the battery because the lack of acid on top limits plate activation. The stratification also promotes corrosion on the upper half of the plates and sulfation at the bottom. Periodic overcharging creates gaseous reaction products at the plate, causing convection currents which mix the electrolyte and resolve the stratification. Mechanical stirring of the electrolyte would have the same effect. Batteries in moving vehicles are also subject to sloshing and splashing in the cells, as the vehicle accelerates, brakes, and turns.

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Risk of explosion

Excessive charging causes electrolysis, emitting hydrogen and oxygen. This process is known

as "gassing". Wet cells have open vents to release any gas produced, and VRLA batteries rely

on valves fitted to each cell. Catalytic caps are available for flooded cells to recombine

hydrogen and oxygen. A VRLA cell normally recombines any hydrogen and oxygen produced

inside the cell, but malfunction or overheating may cause gas to build up. If this happens (for

example, on overcharging) the valve vents the gas and normalizes the pressure, producing a

characteristic acid smell. However, valves can fail, such as if dirt and debris accumulate,

allowing pressure to build up.

Accumulated hydrogen and oxygen sometimes ignite in an internal explosion. The force of the

explosion can cause the battery's casing to burst, or cause its top to fly off, spraying acid and

casing fragments. An explosion in one cell may ignite any combustible gas mixture in the

remaining cells. Similarly, in a poorly ventilated area, connecting or disconnecting a closed

circuit (such as a load or a charger) to the battery terminals can also cause sparks and an

explosion, if any gas was vented from the cells.

The cells of VRLA batteries typically swell when the internal pressure rises. The deformation varies from cell to cell, and is greater at the ends where the walls are unsupported by other cells. Such over-pressurized batteries should be carefully isolated and discarded. Personnel working near batteries at risk for explosion should protect their eyes and exposed skin from burns due to spraying acid and fire by wearing a face shield, overalls, and gloves. Using goggles instead of a face shield sacrifices safety by leaving the face exposed to possible flying acid, case or battery fragments, and heat from a potential explosion.

Environmental Concerns According to a 2003 report entitled "Getting the Lead Out", by Environmental Defense and the

Ecology Center of Ann Arbor, Mich., the batteries of vehicles on the road contained an

estimated 2,600,000 metric tons (2,900,000 short tons) of lead. Some lead compounds are

extremely toxic. Long-term exposure to even tiny amounts of these compounds can cause

brain and kidney damage, hearing impairment, and learning problems in children. The auto

industry uses over 1,000,000 metric tons every year, with 90% going to conventional lead–acid

vehicle batteries. While lead recycling is a well-established industry, more than 40,000 metric

tons ends up in landfills every year. According to the federal Toxic Release Inventory, another

70,000 metric tons are released in the lead mining and manufacturing process.

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Attempts are being made to develop alternatives (particularly for automotive use) because of concerns about the environmental consequences of improper disposal and of lead smelting operations, among other reasons. Alternatives are unlikely to displace them for applications such as engine starting or backup power systems, since the batteries, although heavy, are low-cost.

Recycling

Lead–acid battery recycling is one of the most successful recycling programs in the world. In the United States 99% of all battery lead was recycled between 2009 and 2013. An effective pollution control system is a necessity to prevent lead emission. Continuous improvement in battery recycling plants and furnace designs is required to keep pace with emission standards for lead smelters.

Additives

Chemical additives have been used ever since the lead–acid battery became a commercial

item, to reduce lead sulfate build up on plates and improve battery condition when added to

the electrolyte of a vented lead–acid battery. Such treatments are rarely, if ever, effective.

Two compounds used for such purposes are Epsom salts and EDTA. Epsom salts reduces the

internal resistance in a weak or damaged battery and may allow a small amount of extended

life. EDTA can be used to dissolve the sulfate deposits of heavily discharged plates. However,

the dissolved material is then no longer available to participate in the normal

charge/discharge cycle, so a battery temporarily revived with EDTA will have a reduced life

expectancy. Residual EDTA in the lead–acid cell forms organic acids which will accelerate

corrosion of the lead plates and internal connectors.

The active materials change physical form during charge/discharge, resulting in growth and distortion of the electrodes, and shedding of electrode into the electrolyte. Once the active material has fallen out of the plates, it cannot be restored into position by any chemical treatment. Similarly, internal physical problems such as cracked plates, corroded connectors, or damaged separators cannot be restored chemically.

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Corrosion problems

Corrosion of the external metal parts of the lead–acid battery results from a chemical reaction of

the battery terminals, lugs and connectors.

Corrosion on the positive terminal is caused by electrolysis, due to a mismatch of metal alloys

used in the manufacture of the battery terminal and cable connector. White corrosion is usually

lead or zinc sulfate crystals. Aluminum connectors corrode to aluminum sulfate. Copper

connectors produce blue and white corrosion crystals. Corrosion of a battery's terminals can be

reduced by coating the terminals with petroleum jelly or a commercially available product made

for the purpose.

If the battery is over-filled with water and electrolyte, thermal expansion can force some of the

liquid out of the battery vents onto the top of the battery. This solution can then react with the

lead and other metals in the battery connector and cause corrosion.

The electrolyte can weep from the plastic-to-lead seal where the battery terminals penetrate the

plastic case.

Acid fumes that vaporize through the vent caps, often caused by overcharging, and insufficient

battery box ventilation can allow the sulfuric acid fumes to build up and react with the exposed

metals

How a battery works

A battery converts chemical energy into electrical energy. When you insert the key in your car’s

ignition and turn the switch to ‘START,’ this electrical power is delivered to the starter to crank

the engine. The battery also provides power to the car’s lights and other accessories.

Voltage

Voltage refers to the amount of electrical potential your battery

holds. The standard automotive battery in today’s vehicles is a 12-

volt battery. Each battery has six cells, each with 2.1 volts at full

charge. A car battery is considered fully charged at 12.6 volts or

higher. When the battery’s voltage drops, even a small amount, it

makes a big difference in its performance. The table on the right

shows how much energy remains in a battery as the battery

voltage reading changes. Though not fully charged, a car battery is

considered charged at 12.4 volts or higher. It is considered discharged at 12.39 volts or less. Note: A fully charged specific gravity of 1.265 corrected to 80°F is assumed.

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Chemical

Electrical energy in a battery is generated by a chemical reaction. In the case of a lead-acid battery,

a mixture of sulfuric acid and water, known as electrolyte, reacts with active material inside the

battery. A battery’s voltage largely depends on the concentration of sulfuric acid. To get a voltage

of 12.6 volts or higher, the weight percentage of sulfuric acid should be 35 percent or more.

As a battery is discharged, the reaction between sulfuric acid and active material forms a different

compound and the concentration of sulfuric acid declines. Over time, this causes the battery’s

voltage to drop.

Cranking Power

Vehicle engines require cranking power to start. The power needed depends on many factors,

such as engine type, engine size and temperature. Typically, as temperatures drop, more power

is needed to start the engine. Cold cranking amps (CCA) is a rating that measures a battery’s

cranking power. It refers to the number of amps a 12-volt battery can deliver at 0°F for 30 seconds

while maintaining a voltage of at least 7.2 volts. For example, a 12-volt battery with a 600 CCA

rating means that at 0°F, the battery will provide 600 amps for 30 seconds without dropping below

7.2 volts.

Why do batteries inevitably wear out?

It isn't due to sulfation. Sulfation is a term that came into use during the early days of the lead-acid battery. The meaning of the word has expanded to imply authority to include and justify every conceivable reason for the eventual performance deterioration and failure of lead-acid batteries.

Sulfation describes the accumulation and growth of lead sulfate crystals inside the plates when a

battery is in a discharged state for an extended period of time. Sulfation begins as soon as voltage

level gets too low which, in the case of a 12-volt battery, is below 12.6 volts. If the crystals are

not recharged, they eventually combine to form larger crystals. These bigger crystals are harder

to dissolve and recharge, and eventually they lead to battery failure by disrupting the plate

structure. Sulfation decreases battery performance by blocking the chemical reaction that allows

the battery to hold its charge.

The idea that sulfation causes batteries to wear out has been consistently rejected by scientists

and battery manufacturers. Sulfation is caused by undercharging. Undercharging is common.

The cure is obvious and very simple. Charge the batteries as soon as possible after use.

Sometimes sulfation can be reversed by using a charger that has a de-sulfating mode, which will slowly dissolve the lead sulfate crystals and recharge them back to active material.

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15

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Sometimes sulfation can be reversed by using a charger that has a de-sulfating mode, which will slowly dissolve the lead sulfate crystals and recharge them back to active material.

However..lead-acid batteries that, for a large variety of different reasons, are consistently undercharged, are not brought to full state-of-charge regularly --- fail prematurely as result of the effects of sulfation.

Besides being effective at storing electrochemical energy, when operated long term, surprisingly, battery cells additionally behave as ultra low efficiency electroplating cells.

In an electroplating cell, metal at a positive electrode is corroded, becomes dissolved and is electrolytically deposited on a negative electrode.

What it all boils down to is in a battery cell this results, over time, in disintegration of the vital metallic grid structures of the positive plates, causing the active material to lose its support and to fall out.

So the bottom line is:

Lead-acid batteries that receive the best possible care, are brought to full state-of-charge regularly, consistently last the longest --- eventually wear out as result of the effects of positive grid corrosion.

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What are the main causes of battery failure?

Common Causes: High temperatures: Heat is the No. 1 cause of battery failure. Heat accelerates grid corrosion

and grid growth in the positive plate. As heat corrodes the positive grid, the battery loses capacity and starting power, which weakens its ability to start an engine – particularly in colder weather.

High vibration: Vibration can damage and separate internal components, which ultimately lead to reduced starting performance or even battery failure.

Deep drains/failure to recharge after drops in voltage: When a battery is discharged, the active materials produce lead sulfate crystals inside the plate that are called discharged material. If these crystals are not recharged, they eventually combine to form larger crystals. These bigger crystals are harder to dissolve and recharge, and eventually they lead to battery failure by disrupting the plate structure.

A faulty alternator: A faulty alternator will lead to an undercharged or completely discharged battery. An undercharged battery has reduced capacity and starting power. If the battery is continuously undercharged because of a weak alternator, the battery will become deeply discharged and sulfation will occur.

Other Possible Causes of Failure: Battery application and installation

The battery is not being used in the application for which it was designed. A common

mistake, for example, is using an SLI (starting-lighting-ignition) battery in a vehicle that requires a deep-cycle battery.

The battery is not sized properly for the application. The vehicle has too many electrical accessories. The battery is not properly installed.

Service and maintenance

The battery cables have not been cleaned and properly adjusted to fit the battery terminals.

The vehicle’s electrical system has been repaired or altered. The vehicle has been in long-term storage.

Maintenance precautions

Ammonia can neutralize spilled battery acid. Surplus ammonia and water evaporate, leaving an ammonium sulfate residue. Sodium bicarbonate (baking soda) is also commonly used for this purpose.

Maintenance:

Lead-Acid Battery Charging

Battery low on power? You might not need a replacement just yet. These recommended charging

procedures can help you keep your battery operating at full power. Remember that batteries

contain sulfuric acid that can cause severe burns, and hydrogen-oxygen gases that can be explosive.

Observe the following guidelines when charging: (Some of these are just 'legal speak')

Make sure the battery terminals are clean and free from corrosion.

Do not attempt to charge a dried-out battery. If needed, add distilled (or drinking) water to just above the battery plates. Do not overfill.

Refer to any written instructions provided by the battery and charger manufacturers.

Identify the positive and negative terminals of the battery and attach the correct charger leads.

If charging a battery connected to a vehicle, be sure that the vehicle’s electrical system has protection against overvoltage or be sure that the charger will not have high-charging voltages that may damage the vehicle’s electrical system.

Storage Tips

The most important consideration when storing any battery is to make sure the voltage never drops below 12.4 volts. Following these simple tips on battery maintenance can help extend the life of your battery.

If you are storing the battery for an extended period of time, one of the best ways to prevent damage is to make sure the voltage never drops below 12.4 volts. Use a type of "battery maintainer" – a device that will monitor your battery and keep it at full potential during storage. There are two types of maintenance chargers:

1. Traditional "float" chargers, which provide constant voltage with tapering amperage to the battery even when it is fully charged. The typical floating charging voltage ranges from 13.0 to 13.8 volts.

2. Fully automatic multistage or multistep chargers, which monitor the battery and charge it as necessary. Multistage maintainers will charge at varying voltages and varying amperage. Some of these multistep chargers are also capable of working well as a battery charger.

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If it is not possible to use a maintenance charger, disconnect the battery from the vehicle during

storage to prevent the vehicle from discharging the battery. Always provide a full charge with

a battery charger prior to storage, then check the battery voltage every three to six months and

charge if it falls below 12.4 volts. Also, when possible, store your battery in a cool, dry location.

Some people are concerned about leaving a lead-acid battery on a concrete floor. The first

batteries had glass jars for cells, and a wood box for an enclosure. When stored on a concrete

floor, the wood would absorb moisture and swell, causing the glass jars to crack and leak, thus

causing a real problem. Modern batteries are made with high-density plastic and are

impervious to external moisture, and love to be stored on a cool concrete floor! But, keep in

mind that concrete hates sulfuric acid, because a cracked or leaking battery will etch or dissolve

the concrete.

Spilled acid can be neutralized with a baking soda and water solution, but must be done

quickly or the spilled acid will leave etched marks on a concrete floor.

Other Maintenance Tips

1. Check your battery every now and then to make sure its terminal connections are clean, snug and protected from the elements. Signs of corrosion or leakage could mean that your battery is no longer operating as well as it should.

2. Always unplug accessories and turn off lights when your car is turned off.

3. Keep the battery in cooler places whenever possible. Heat damages batteries.

4. Scrub corrosion from the terminals with a solution of water and baking soda.

Preventative Maintenance:

KEEP THEM CLEAN: acid on the top of a battery is a conductor and can slowly drain a battery!

Check your battery every now and then to make sure the battery terminal connections are clean, snug and protected from the elements. Signs of corrosion or leaks could mean that the battery is no longer operating optimally.

Secure the hold-down bar. This ensures that your battery is snugly seated and will help minimize vibration which can be detrimental to certain types of batteries.

Routinely test your battery to make sure it is correctly charged. This allows you to recharge your battery, if needed, to maintain its peak performance. It's important for your battery's health to get it tested at least once a year to keep it at its optimal performance level.

Be sure to read and follow all safety and handling instructions on the battery.

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Use proper handling and safety procedures when it comes to car batteries.

Follow these safety guidelines. (Some of these are just 'legal speak')

USE SOME COMMON SENSE!!! (Sometimes, this commodity is in short supply, or even missing!!!)

Lead-acid batteries contain hydrogen-oxygen gases that can be explosive, and sulfuric acid, that can cause severe burns. To help avoid danger and injury, observe these precautions when handling or working with a lead-acid battery:

Consult your vehicle and battery owner’s manuals for instructions and safety precautions. Wear approved safety glasses or goggles and/or a face shield. Wear proper clothing to protect your face, hands and body. Make sure work area is well-ventilated. Never lean over the battery while boosting, testing or charging. Keep away from cigarettes, flames, sparks and other ignition sources – they could cause the

battery to catch fire or even explode. Do not charge or use booster cables or adjust post connections without proper instructions

and training. Exercise caution when working with metallic tools or conductors to prevent short circuits

and sparks. Keep vent caps tight. Should you have direct contact with the battery fluids, flush the area with water and call a

physician immediately. (Soap helps neutralize the acid.) (Acid makes holes in denim pants in seconds!)

Keep out of the reach of children.

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Testing

It’s important to test your battery and electrical system regularly, not just when it’s starting to show signs of weakness. Proactively testing it (or making sure your mechanic does) at least once a year will help reduce your chances of failure. Refer to your owner’s manual and your battery tester manual for instructions. Review all safety instructions that came with your tester and battery. Remember that batteries contain sulfuric acid that can cause severe burns and hydrogen-oxygen gases that can be explosive.

Fully charged automotive batteries should measure at 12.6 volts or above. When the engine is running, this measurement should be 13.7 to 14.7 volts. If you don’t have a multimeter to tell you the voltage of your battery, you can do a test of your electrical system by starting the car and turning on the headlights. If they are dim, that indicates the lights are running off the battery and that little or no charge is being produced by the alternator. If the lights get brighter as you rev the engine, it means the alternator is producing some current, but may not be producing enough at idle to keep the battery properly charged. If the lights have normal brightness and don’t change intensity as the engine is revved, your charging system is probably functioning normally. If you’ve been experiencing problems with your battery system and the headlight test checks out okay, you should check whether or not the battery is holding a charge, or if something on the vehicle is discharging it.

There are three likely scenarios that could explain the problems you’re having:

1. A high parasitic draw (“key-off” load). This can quickly discharge a battery and decrease its service life. This may be caused by a trunk light, cigarette lighter, clock/radio, alarm system or any other electrical device. Current drain on the battery can be checked with an ammeter. With the ignition off, disconnect one of the battery cables. Connect one ammeter lead to the battery and the other to the cable. The normal current drain on most vehicles should be about 25 milliamps or less. If the key-off drain exceeds 100 milliamps, there’s an electrical problem that requires further diagnosis. If you don’t want to take your car to a mechanic, the easiest way to isolate the problem is to pull one fuse at a time from the fuse panel until the ammeter reading drops.

2. A problem with your battery is causing it to not hold a charge. To check this, wait 12 to 24 hours after charging to the full voltage, keep the battery out of the vehicle and measure its voltage. Another faster but less preferable way to do this is to turn on the high-beam headlights for 15 seconds, turn them off, wait five to 10 minutes, then check the voltage. If you measure the voltage of the battery the next day, week or even a month later, the voltage should be close to the max voltages listed above. If the voltage holds when not installed in your vehicle, but drops when it is in your vehicle, see 1 above.

3. The battery was somehow discharged, and your maintenance charger can’t properly charge your deeply discharged battery. Please see the directions for charging a deeply discharged battery.

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My procedures for checking out an unknown battery:

1. Examine the battery: look for physical damage, like cracks in the corners, or pronounced

bulging. - If an outside corner is cracked and no electrolyte is present in a cell, plan to recycle that battery. - If ends and/or sides have pronounced bulging, plan to recycle that battery.

2. Use a voltmeter to see if there is any voltage:

- 11.0 Volts or higher – great! May just need a good charging, but continue the checkout! - 10.9 Volts or lower – needs further checkout – one or more cells may have issues.

3. Clean the battery - use 2 heaping tablespoons of baking soda in 4 liters of warm water and

a brush. Then use a few liters of plain water to rinse off the baking soda solution, and dry off the battery, and give it another close examination as per step #1. If all is good, continue to step # 4.

4. Remove the cell covers and observe the electrolyte level in each cell.

- if the plates are covered with electrolyte – great! But continue checkout! - if the plates in any cell are not covered with electrolyte – may have issues. At this point, I ensure the area around each cell opening is clean, to avoid cell contamination, and also clean & dry the cell covers, again to avoid cell contamination.

5. Measure the voltage produced by each cell.

- If all are close to being the same - great! If fluid levels are good, get a charger ready! - If one cell has reversed polarity, that is not good & recovery chances are not good. - If one cell is even half a Volt less than the others – that cell may just be weak.

6. Put a 2 or 5 Amp load on the battery for 5 to 10 seconds & observe the voltage in the

weak cell: - If that cell has reversed polarity, that is not good & recovery chances are not good. - If that cell keeps a positive polarity, but is just weak, it may just need an 'equalizing charge'.

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7. Ensure each cell has adequate fluid level, and put the battery on a charger.

- If the voltage climbs slowly – that is good as each cell is accepting a charge. - If the voltage quickly climbs to 14 V or more – that is not good, but continue charging.

8. Monitor the voltage of the charging battery and you will know within 30 minutes if it is good.

9. Test the battery with a 5 or 10 Amp load for 10 seconds after 30 minutes charging;

- If the voltage stays above 12.2 Volts – looks good – continue charging! - If the voltage drops to around 10 Volts, - one or more cells are not good – may have to recycle. - If the voltage drops to around 8 Volts, - two or more cells are not good – recycle time!

10. Top-up cell fluid levels AFTER charging, as the levels will rise during charging.

My favorite charger is the NOCO Genius G7200. It is an intelligent multi-mode charger that goes on sale regularly at Canadian Tire for around $100. It will charge 12 or 24 Volt batteries, will output 13.5 Volts at 5 Amps as a supply (for a 12 Volt cooler), and more. I have observed this charger output an equalizing charge, then switch to de-sulfating mode and pulse the battery to improve battery life and performance.

I have used more intense recovery and rejuvenation techniques to get more life out of a battery, but I would not put that battery in a car and send my family out on a winter trip! Using it in a low-draw application, or as part of a larger "battery bank", or as a test unit, is in my view, safe.

The End

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Editor’s note: Many members present at the AGM were interested in the mini digital

voltmeters which Francis used. He has provided the following information.

3 Digit Green Mini Digital Voltmeter 10Pcs Green 0.28 Inch 2.6V-30V Mini Digital Voltmeter Voltage Tester Meter CA$14.61 http://www.banggood.com/10Pcs-Green-0_28-Inch-2_6V-30V-Mini-Digital-Voltmeter-

Voltage-Tester-Meter-p-

1047420.html?currency=USD&createTmp=1&utm_source=ebay&utm_medium=cpc&utm_content

=saul&utm_campaign=10xPOA416992-US&ebay (Turn adjustment screw clockwise to decrease the voltage reading for the above units.) (They are polarity specific, but for that price, they are a real bargain!) Features: Detection voltage: DC2.6V ~ 30V Working current: <30mA (I measured it at 13 milliamps!) Display: 0.28 inch LED Dimensions: 31 × 12.0 × 9mm (length x width x height) Installation hole: 23 × 10 mm Measurement rate: ≥200mS / times Accuracy: 1% (+/- 1 word) Color: Green

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For Sale

Thompson Airsoft, all metal, real wood stocks added, antiqued, OFFERS German MP 40 Airsoft, all metal, OFFERS Sten, CDN broad arrow, cocks and clicks $650.00 WW2 CDN custom made officers’ tunic, Three pips $125.00 Sam Browne $75.00 NOS Pastors arm band $35.00 Helmets, CDN, German, American, British, POR Para helmet altered movie prop in Bridge too far, POR Vietnam, early American backpack radio, complete, should work with battery $375.00 Pair of field phones, POR DC 3 / B17 radio, POR 42 Cdn radio set, c/w boom mic on headset extra mic, Has vehicle mount a rare find Has 110 volt base power supply, should work, $700 Mannequin, no head $80.00 USA repro campaign hat $60.00 WW2 Cdn officers hat c/w badge $125.00 Cdn post war officers hat, minty $85.00 German class i and 2 medals and some repro, POR North Africa Corps Pith helmet, MINTY $550.00 Thompson triple mag pouches x 2 $45.00 ea. Sten 7 pouch mag $85.00 Sten mags, pinned, $40.00 ea 19 Set antenna repair bag, leather, one strap missing, good, $85.00 Cdn uniforms, One large, fits me and lots of tunics and pants., POR Jeep coat, fits me, POR WW2 leather ankle boots, real leather soles, $125.00 Webley holsters, backpacks, etc German Helmets, some battlfield pickups also, POR Bren parts wallet, and barrel bag, POR USA pineapple grenades, POR

Derek Young

flatfenderparts@hotmail.com

For Sale Cdn mills bomb $225 CDN bomb cannister for making (tin) practice bombs, POR WW2 portable man pack radio, c/w antenna, no phones, POR 19 set radio tubes and repair kits, hard to find, POR 19 set grille and misc radio parts, hard to find, POR 2 Artillery binocs and case, $125.00 WW2 binocular case $45.00 WW2 German offices hats, repro $60.00 ea Telephone switchboard $80.00 Pith helmets $45.00 up Case of bren ammo pouches in original box, POR WW 1 American Doughboy bronze statue, POR Sten T shoulder stock $50.00 Wooden Enfield rifle carry box $80.00 NOS ENFIELD UNFIRED MATCHING RIFLE, BAYONET ETC In rifle carry box $990.00 NOS postwar Geiger counter and test module $60.00 Signal flags RED/ Yellow $40.00 Vehicle antennas hard to find, POR Jeep antenna mount and base $120.00 Nos gas masks, CDN $45.00 ea NOS 19 set telegraph set, POR Provo Corps web belt and round buckle, POR Antique hat stretcher Works well $65.00 MP3 Player, WW2 chatter and period music in mil metal phone box $65.00 Stack of WW2 mil manuals POR NOS CMP wooden steering wheel $150.00 Frequency testers for 19 set as new POR Web belts P14 Eddystone dewats WW1 Kaiser miniature helmet with an eagle on top Artillery fuse vg WW2 POW handmade wooden escape pistol, OFFERS

Derek Young

flatfenderparts@hotmail.com

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For Sale

30/50 calibre Machine Gun Mount c/w yoke. Swivels, elevation markers, mount for ammo can etc. Spring loaded adjustment pins. For APC & other MV's. Price: $500.00

Stewart 403 946 5286

geekie@ucalgary.ca

Recommended Services

The following businesses were recommended by PMB members.

Kal Tire #105 7307 40St SE Calgary Alberta T2C 2K4 Ph 587-296-8170 These folks do industrial tires and can handle our military ones no problem. John and Mary Worthing Excellent place to get hard to find canvas sewn up. In the UK but reasonable prices and reasonable, fast shipping. http://www.canvasco.com/

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42

Contacts

MILITARY VEHICLE PRESERVATION

ASSOCIATION

MVPA Headquarters

PO Box 520378

Independence, Missouri 64052

USA

Phone: (816) 833-6872 Fax: (816) 833-5115

www.mvpa.org

President: Secretary: Events Coordinator: Treasurer:

Newsletter: Safety & Convoy:

Rick DeBruyn Dale Buchanan Donna Geekie Steve Johnson Jim Hodgson Stu Geekie Steve Johnson

403-443-2213 403-835-3873

403-946-5286

403-282-7977

403-818-3193 403-946-5286 403-282-7977

For further

information

regarding the

Prairie Motor

Brigade or the

MVPA contact

any of the

following:

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con

tact

s

PRAIRIE MOTOR BRIGADE

Membership in the Prairie Motor Brigade is as follows:

Regular: 25.00 Family: 30.00 Corporate: 100.00

Please send payment to:

Donna Geekie R. R. #2, Crossfield, AB T0M 0S0 Payments to be made payable to: Prairie Motor Brigade

43

TOC

mem

ber

ship

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We encourage all members to also join the MVPA and receive the Army Motors and Supply Line publications and all the benefits of membership

in this international organization.

Send application with payment to: R. R. #2, Crossfield, AB T0M 0S0 Make cheque payable to: Prairie Motor Brigade

Direct your inquiries to: Donna Geekie at 403-946-5286 or ‘geekie@ucalgary.ca’

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PRAIRIE MOTOR BRIGADE MILITARY VEHICLE PRESERVATION ASSOCIATION Owner _________________________________________________ Date _____________________

Address _________________________ Town/City __________________ Province __________

Make _________________________Model _____________ Year _________

Body Style ___________

VIN ____________________________ License Number____________

Codes

Safe V

Unsafe X

Not originally equipped NA

MECHANICAL SAFE UNSAFE GENERAL CONDITION SAFE UNSAFE

MECHANICAL Status

Brake flex hoses & lines

Mechanical brake linkage

Pedal reserve

Emergency brake

Steering

King pins/ball joints

Steering linkage

Alignment (visual)

Springs & Shackles

Shock absorbers

W/S wipers

Glass

Rearview mirrors

Horn

Fire extinguishers (ABC)

Heater & defrosters

Electrical wiring

GENERAL CONDITION STATUS

Body, sheet metal

Wheels

Tires - RF

Tires - LF

Tires - RR

Tires - LR

Exhaust system

LIQUID LEAKS

Fuel system

Fan Belt

Headlights - low

Headlights - high

Tail Lights

Stop Lights

Parking Lights

Signal Lights

Marker Lights

Cooling System

Fuel System – leaks, filler

cap

Wheel Chocks

Plates

Registration

Insurance

NOTE: The signature(s) below certify that I/we have completed the Safety Check on the listed vehicle and the information contained herein is complete and accurate to the best of my/our

knowledge.

_______________________________________ Print Name

Signature

_______________________________________ Print Name

Signature

Safety Form

TOC 46