rustexpert

The Brill M7 type is completely different; has any one got any more pictures of the British version?

thanks, those Haslar pictures are a similar weight trailer but not identical to what I am looking at here.

I have been offered 3 off old farm trailers; they have been described as WW2 Aerodrome Smokescreen Generator Trailer chassis. Has anybody heard or seen anything answering this description. They are fairly distinctive construction but not in anyway unconventional sprung and braked four wheel turntable steer trailers, 20" wheels; not very heavy construction like what I would say was 3 ton capacity. I will post pictures when I have some.

Those Shermans want dumping back into a freshwater lake for 10 years. In the sea, salt leaches into the metal. I know someone did this with an engine block that had been used as sea anchor. Pretty much impossible to stabilise the metal after that without reversing the process. I had a couple of years in the metal conservation industry. A tank of sodium carbonate solution is better like they did with the whole submarine "Holland 1". There is some reference to it here;https://en.wikipedia.org/wiki/HMS_Holland_1

It is a vague area. The way I understand it show fields and the like might have Road Traffic Act applying but that does not make them public highway. My experience is that my crawler tractor; when I showed it had vintage tractor policy insurance on its serial number. it was not road registered. I was once challenged that I should have tracked vehicle licence but I argued that I wouldn't be able to take a test on that tractor and sense overruled. A car for instance only needs tax and M.O.T. for public highway. A showfield where RTA applies is not public highway.

Lots of ways to hurt yourself recovering stuck machinery. I once went to winch out a tractor and silage trailer, it was well down and leaning over in a boggy patch maize field and I had travelled through a closed flooded road on the way; would indicate the general weather. The contractors crew had tried to increase the effective diameter of the bellied tractors' wheels by blowing them up more; when one gave up and blew off the boss was blown into the standing crop and ended up in hospital for a couple of days; if he had been blown into any of the nearby machines would have been much worse. However when they had run out of chains to break they summoned our 6 wheeled Matador based crane chassis winch machine and none seemed too impressed but was out onto dry ground fairly sharply.

The way I understand it the "reconstructed classic" thing is for when you make (and want to register) a "fresh" vehicle using appropriate old parts and new parts. As far as the DVLA is concerned the vehicle is dated as from the newest component used. I am not so sure with a restoration which needs a new chassis; personally I would patch up the existing chassis no matter what that takes, get it registered as such, then as follows: However I still believe that if you have an up and together vehicle with an existing registration which by reason of deterioration or damage needs a new chassis then a new chassis can be provided and the chassis number carries on; it is just a repair part. Obviously problems may show, if subsequently it is found that the old chassis is not so bad after all and then used as the basis for another reconstructed classic.

I went to a private show last weekend. There was two steamers and about 2 dozen tractors and a few lorries activities included ploughing/cultivating and winching demonstrations; which are always problematic to set up for paying visitors. It was all set up on a do what you want/ when you want basis really; a large barbeque to cook what you brought with you. The only onlookers were a few interested locals who got to hear on the grapevine. I am fairly sure all involved considered it a great success and will be a better but not necessarily larger thing next year. I don't really see why it is considered necessary to consider risk assessment or any other documentary plan for such a scale event. I always used to go to a great event, it was in a field behind a pub. The owner of the field wasn't the owner of the pub and he "tolerated" our prescence but didn't actually give us formal permission. It was on a similar do what you want basis and don't aggravate anyone else there was enough space. Someone used to get a barrel of beer and the sawing area provided wood for the braziers. It was brilliant and people used to come from far and wide and bring the best interesting exhibits. Onlookers weren't encouraged but weren't stopped. It only fizzled out because the pub closed.

The log skidder that is being recovered is not far short of a tank chassis with a soft skin superstructure and is very heavy and the fact that it is stuck means it is stuck fast and must I suppose be dead or it could self recover by winching it self out. The track the truck is pulling on is very good grippy hard surface and the angle of the pull on the short chain might have been intended to add a bit of down force , it could quite easily be predicted to overload the front axle; was not a surprise that something was going to give. It might have been a better option to pull from the rear of the truck.

Yes, option B; As long as they are readily replaceable, don't waste your life on a couple of knacked bolts.

The Latil would be mid 1920's onwards never seen one as a shunter before; not this side of the channel anyway. The railways had quite a few Latils some for hauling road trailers, some with winches.

I think we are assuming it is a I.H. BTD6 based B100 Drott; in which case they are heavier than 4ton. It could be a Bristol I think they were smaller and lighter.

When I looked there was loads of different variations, civvy and military. I just cited one similar to that I fit to my civilian Foden but I have seen them in pictures of military vehicles. If you know exactly what you are looking for post a picture.

This has been discussed before but "an old tin cow shed" should fall into the category that would fall into the requirements that would mean that you get small business rates relief that would mean you pay zero. It may be that Birchington has now become so expensive that only a telephone box would be eligible.

There is several versions on the bay of E. Like this one. http://www.ebay.co.uk/itm/Original-WW2-Vehicle-Headlight-Black-Out-Light-Cover-9-in-Diameter-VGC-/292063895926?hash=item44005d6176:g:XckAAOSw4CFY0nJi

R.i.p.

Has anybody got transport coming northwards to carry tractor from Forest of Dean up Shropshire way? Its fairly heavy so need plant lorry not trailer.

Thanks N.O.S. that is most helpful. The trailer is indeed fitted with complete rear drawgear, air pipes through and electrics for running as a train. I haven't got this system to operate as there is several leaks in the rubber sections of pipework but seems to be the best plan to do away with it and set it up with a conventional system made up with some readily available components.

I have asked this question previously but didn't precipitate any information regarding the single line air brake; information about modern systems is not relevant. I have a trailer which is czech army. It has Single Line airbrakes; there is no immediate reason why these shouldn't work as intended with a little attention. Could any body point me in the direction of some information on this system? Which I assume would be Eastern Bloc. standard for the '60s era. Anyway as I remember from experiences with a Praga a while back; the service brakes on this worked in a pressure to apply the brakes fashion; that is non fail safe. They did fail regularly due to leaks various. The trailer has a reservoir in the system; which would suggest brakes would come on when the line pressure in the single line dropped in a fail safe; railway brakes fashion. However I would like to use the trailer with a tractor with Two Line trailer brakes. Any thoughts on how this might be achieved? This isn't my field really. It is obvious that neither of the lines of the two line set up will alone operate the single line system using the service brake pedal as would be desirable and if I am going to make it work I might as well get it to work properly; having a separate trailer brake valve would be only a halfway improvement. I have found a couple of companies that seem to offer a "braking system" kit mainly for upgrading agricultural trailers that have hydraulic trailer braking to suit modern tractors that now have air brakes; they also do air brake modules to fit on tractors with only hydraulic trailer braking so there is air braking provided sensed from the hydraulic brake system.

Thanks another informant has told me that the original owner only had the one trailer for this tractor and the pipes being the wrong way round would never have been an issue. I am intending to recommission the brakes on a trailer (that is another topic). Is it a usual precaution to blow out the coiled pipes every time you use them? Is debris in the lines a big problem? I just have no practical experience with air brakes on road vehicles.

Yes but I only want to know which coupler goes where; is the picture right or wrong?

This is as it is; it is not intended to be traditional style. Should the couplings be swapped? If the coiled air pipes have a coupling on each end; so they are removable from the trailer. Do they have different male/female couplers each end or same each end? This might seem a daft question/subject but cant find anything covering this on the net; any searches come up with places which sell parts or yank websites. It is probably best to find a local haulage firm with a mechanic to ask.

Just a quick question; someone here will know of the top of their heads, don't know where to find information like this. I suppose mostly you don't need to know, as you just go with the existing is correct. However I have a vintage Foden with air brake connectors on the back for a trailer; there is a red pipe which is constant pressure with a male connector and a yellow pipe which is pressure only when the pedal is down (brakes on) and has a female connector. The scant information I have is that these connectors are for whatever reason in a non conventional state and should be reversed to be "normal". The tractor was used on a trailer but probably that one only ever so if the connections were reversed it wouldn't matter. Please discuss.

Ask John Manners Transport; would likely have empty lorries coming south. Ring Fraser 07703 114314.

This is quite right; fast modern wide single carriageways (where traffic can pass easily) tend to have fairly frequent pull ins but to be avoided as it can be dangerous emerging back into the traffic and older fashioned A roads quite often have lost their pull ins. I generally make detours onto quiet byways if possible. However the last car I had was a Volvo which had a trip computer; which basically gave you an average speed for the last 1000 miles; although it was a fast saloon and I drove it quite enthusiastically most of the time. The average never went far above or below about 28 m.p.h. Even at the end of a long motorway trip it wouldn't affect it more than one or a fraction of a m.p.h. I concluded from this that getting stuck behind someone for a few miles didn't really matter one bit and I am always late anyway and if it is important that I get somewhere on time then I leave early and make sure. Unfortunately I think that might be a bit hard to get through to average motorist. It has not been mentioned that it is also an offence to pull in into an unsuitable place like a bus stop, junction feeder lane or the verge.