cosrec

We pray for snow but were sick of it now every vehicle we have is on the road somewhere either stuck or stuck behind queues of traffic all three motorways M62 M18 M180 are closed due to blizzards or jacknifed artics. One minute its big wet floppy snow flakes next its hail about 4" since tea time on top of 6" that fell and froze earlier in day.

never read this before looks like if you have one that is registered you are dammed if you do and dammed if you dont. Although i do no HMCR will not dip on private land unless they have proof it was driven on a public road to get there

You would be better of selling your free red diesel and paying for a transporter if you want to move it somewhere

You can run it on what ever you like just dont go on a public road with it. Unless of course you have a legitimate reason for going down the road in a crawler and feel sure it was legally registered as such and it complys with all the various regulations then you will be ok. Basicaly forget about going to do shopping in it

No i had noticed the pole what i had never seen before until it was pionted out is the beam running between the axles for it to press against

Have looke through that book 100s of times never noticed that beam before. Brilliant idea learn something every day

Snap [ATTACH=CONFIG]37998[/ATTACH]

I apologise as well about the split braking system but i think the issue was getting confused by goinging into to much detail basically it boils down to one thing will it pass an examination. ARe the primary and secondary brakinging systen up to standards Any body hell bent on regestering one should as first Book the vehicle in for a commercial road worthiness certifiate at the test station and they will tell you if it complies with cu regs if not why not and then see if anything can be altered if it fails. Also i dont agree with on the handbrake piont i have taken on many occassions a Big Ben and also an AEC mammoth major both of which have rachet on knock off handbrakes also many artic trailers use this system]

Now i am probaly completly wrong her but as far as i know the C&u regs state you must have a primary and secondery braking sysytem When you take a vehicle for test they test the foot brake and the handbrake. eg primary and second system from what i read read from these posts is that somehow it has got mixed up and people are assuming you have to have a third system between these two EG if main brakes fail then you have to have some thing thats stops you before resorting to hand brake. if this is the case what is it?. Yes i know vehicles have split braking systems but these are not tested individually tested cos it you would have to cut a brake pipe to test it they are only interested if the vehicle has two independant means of stopping vehicles and it meets standards. Has the vehicle in question got a handbrake ? Idont know

[quote Thus if VOSA operatives conduct the IVA then there are grounds to fear that the result might be subject to personal opinions and not the spirit/letter of the regulations. Quite right the same as the person taking the vehicle have their own personnal opinions. Remember you can appeal if it fails, But to sum up up if it dont comply with C&U regs it fails

On the back cover of Olslager auto library Wreckers and Recovery Vehicles there is a picture of an AEC Materdor standing up a sixwheeler double decker it is using a pole fastened to the chassis of the bus. Alas my scanners broken so i cant put it on

Apart from the capstan winch on the crane of the Leyland martian used to deploy the Main drag winch (for which i found it useless) i have no experience of Capstan winch use so i dont know. One observation though the toughest part of the pull is the initial lift dropping to virtually nothing as it approaches piont of balance. Thus if it has got the vehicle moving and halfway up it would be pulling only about a 1/4 the original load so it is doubt full it would start slipping

Here is a tip that could be of use on lighter vehicles that have overturned completely. Daft as it sounds these can be really annoying to get to start to turn over. If a light vehicle has overturned and is on its roof and say its roof has got flattened or is a soft top and its lying on wet grass or hard surface it seems you can winch as much as you like all that happens is the vehicle sledges towards the winch truck. To stop this the light transporters we have carry with them a lump of 4”x4” timber about 3ft long with a v cut in one end .We rig with a bridle as shown in picture works every time [ATTACH=CONFIG]37710[/ATTACH]

When I did posts about snatch blocks one of the uses I put was spreading load. I have put a couple of pictures on to describe this. This is handy on soft curtain siders and damaged boxes. If no airbags are in use This example was a fridge van trailer that was very old and very rotten. It had 16 tons in it with four large wide straps and 7 snatch blocks it was possible to lift it up with no further damage. Obviously the blocks were only there to enable the use of the four straps and make sure all had equal loading. You can also a winch wire from a separate winch this was used as a restraining wire because artics act different to ridgid’s when they come to the point of balance. When standing up artics the whole combination is lifted, by only applying power to the trailer. This means as it is going the unit lags behind the trailer due to slack in the fifth wheel. At the point of balance the unit flops over centre and will crash to the floor if unrestrained followed a fraction of a second later by the trailer this double shock is what causes the damage. Artics are therefore restrained until the unit wheels are on the floor the trailer suspension can then sort out what happens after that. [ATTACH=CONFIG]37700[/ATTACH] [ATTACH=CONFIG]37701[/ATTACH]

No it was put together in England and has been to some Milatry shows in Europe and is now in the US. The picture was taken in workshops in Chattanoga

When doing a suspend tow you are doing pure lifting and as such fall within H&S regulations and all that entails e.g. inspections proof loading etc. It also means your insurance need to be told what you are doing. They in return will probably need a stability report for that vehicle. The stability report recommends the absolute maximum load that vehicle that can travel down the road with and it is all protection you have if things get nasty after an accident. It will also get you in bigger trouble if you are proven to have exceeded that load. Any competent person can prepare the report but will need a few details in order to do so. To explain more I have done a simple drawing with 2 fictitious recovery vehicle(s). The calculation is Front axle wt times distance to fulcrum (centre of axle or middle of bogie if six wheeler) divided by fulcrum to point where picking up e.g. spacer bar or underlift. This is the point where front wheels leave the floor then a factor of safety is introduced to ensure 40% of original weight remains on front axle. On this example it works out at 12 times 5 divided by 6 =10 tons this is the point at which the vehicle will tip up Times this by 0.6 and this means theory says it can carry 6 tons safely down the road. Not bad for a 10 ton truck. Then a check is made on rear axle(s) loading to see if it’s within manufacturers rating and complies with C&U regs if not the rating is brought down further until it does. For every ton picked up one ton is taken away from the same distance in front of the fulcrum and this means 2 ton is being applied to the axle. Therefore at 6 tons lift the rear axle ends up with 17tons bearing down on it So in the example of the 4 wheeler if it has a 12 ton rear axle the maximum rating will be 3.5 tons not so good. Try again with 6 wheeler example you get 12x5 / 8.25 = 7.27 ton Tipping point times factor of safety .6 = 4.36 tons Max. Rear bogie will be around 20 tons design wt and when loaded to 4.36 ton on boom will bearing 13.72 tons so will be street legal. If you own a recovery vehicle do the calculation using own vehicles weights and dimensions you will be disappointed and its up to you if you choose to ignore them. But believe me you will get a proper arse kicking if any thing goes wrong [ATTACH=CONFIG]37606[/ATTACH]

First vidio thats my sort of recovery something to get brain cells, winches working. Second vidieo how embarrasing trying to explain you way out it. Third vidieo watched that a lot of times keep thinking what sort of noise would tracks clanking round be making when it got up to warp speeed. If you notice theres no pin in drawbar dumb or what.

Ok done another successful recovery. What’s next well if it won’t drive it will have to be towed away? Chances are that it will be on a suspend tow. Before doing this it would be very nice to know roughly what you are picking up and carrying and how much you can carry. Why is this so important not wishing to be a doom and gloom merchant but the moment you travel on a public highway with a vehicle on suspend tow you are wide open to prosecution from H&S CU regulations to the point were its insane. Please note I am not knocking anybody here if they are doing it for pleasure or business all I am asking is do you know how much your vehicle will pick up carry and how do you know? In the event of an accident this will be the first question asked.

Heres one i know reccymec 66 was interested in This a MAN fitted with commercially available recovery equipment built here in the UK and just starting trials abroad

Tend to agree with you hope they gave it a good steam clean before demob

<LI class=g> Interactions of bovine viral diarrhoea virus glycoprotein Erns ... by M Iqbal - 2000 - Cited by 37 - Related articles b Present address: DERA, Porton Down, SP4 0JQ, UK. Back ..... A. Wegelt, I. Reimann, J. Zemke, and M. Beer New insights into processing of bovine viral ... vir.sgmjournals.org/cgi/content/full/81/2/451 - Similar Sad old me i Goggled Porton wegelts in and this is the only posting it came up with

In this case the unit was winched round at right angles by the wrecker at the front and then almost straight up the small embankment reason it uses the length of the trailer to act as a lever lessening force required to actually move vehicle and so the trailer was subjected to a sraight pull up rough ground instead of a protracted pull at an angle across it. Once vehicle is back on its wheels it takes virtually nothing to hold it there but you are right and the wrecker with the EKA gear on was repositioned twice before vehicle made it to Motorway. That job was made more akward by the fact all though not clear on pictures every single axle had been knocked off on the NS mountings except the rear unit one which was completly of and tangled under the landing legs of trailer. You have also reminded me of a little trick we use before winching artics round at right angles on sloping ground we knock a lump of timber or wedges under the tails of the 5 th wheel plate. this is just a little more help to stop trailer from leaning as you pull around on a slope

[ATTACH=CONFIG]37330[/ATTACH][ATTACH=CONFIG]37329[/ATTACH][ATTACH=CONFIG]37328[/ATTACH][ATTACH=CONFIG]37327[/ATTACH][ATTACH=CONFIG]37326[/ATTACH][ATTACH=CONFIG]37325[/ATTACH][ATTACH=CONFIG]37324[/ATTACH]

Some more pictures showing recovery of some larger vehicles basically using the methods I have described. You will notice though we are using air bags to obtain initial lift. This is probably were differences between civilian and military methods creep in. I don’t know? But I don’t think air bags are in use by the military for vehicle recovery. The beauty of these is they are very gentle on the bodies of vehicles. The art of them is to place them where the load is acting and pinning vehicle to floor. They act over large areas and on a curtain sided vehicle say will hold the whole load in place while the vehicle is to point of balance. Or a fridge full of hanging beef with the side broken away the length of the vehicle to be stood up successfully

from what i can see the prices are what you could pick one up over here for mine was slightly cheaper but damaged but included all bits to repair plus large winch lot of truck for dollars and saving shipping and haulage across many miles