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SALVAGING AND BREAKDOWN EQUIPMENT.
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An Extraordinary Range of Ingenious Appliances is Now Available for Dealing with Damaged Vehicles.
fr HE high-grade construction of modern trucks and coaches and of their multifarious. components has considerably reduced the number of failures and breakdowns on the road, particularly where every care is taken to maintain the vehicles in a state of efficiency. The increasing number of motor vehicles on the road, however, has materially enhanced the risk cf accident, to cope with the results of which a salvaging or "wrecking" equipment has become a prime necessity for all modern transport undertakings.
Indeed, in the course of a recent conversation with Mr. William Frost, of Harvey Frost and Co., Ltd., a firm which is devoting considerable attention to this class of equipment, he .pointed out that even municipal tramway authorities are nowadays finding it necessary to equip themselves with appliances for quickly removing any brokendown vehicles or other obstructions from their track, it being imperative to get rid of all such hindrances to traffic as rapidly as possible in the interests as well of the public as of the tram undertakings. Moreover, for owners of fleets of trucks and coaches the possession by themselves or the existence in their neighbourhood of salvaging equipment is. necessary inasmuch as every moment that can be saved in getting a damaged vehicle back into running condition is equivalent to an economy in the running costs and means a reduction in the period of service disorganization to which out-ofcommission vehicles gives rise.
Just as with other requirements, the C44 choice of salvaging equipment available to fleet managers is rapidly being extended, some of the more prominent of the appliances being briefly alluded to below.
In salvaging equipment none is perhaps more widely known than the Weaver, which, emanating from America, is handled in this country by the General Engineering and Export Co., Ltd., 24-26, Maddox Street, London, W.1. The Weaver appliances cover a wide range, chief among them, however,
being a crane capable of lifting loads up to about 54 cwt., and which is adapted to be mounted on a service truck. The latest pattern has been improved in that it is now provided with a longer pivoted jib having a lifting height from the ground, taking into account the usual 2 ft. 8 ins, height of a truck platform, ranging from 5 ft. to 8 ft. 2 ins., and a range of overhang between 3 ft. 4 ins. and 5 ft. 7 ins., the lifting height, of course, diminishing in proportion to any increase in overhang—that is to say, maximum lift is • obtained with minimum overhang and vice versa.
The base of the crane measures 36 ins. in width by 29i ins, in length, thus leaving ample room on the truck platform for other salvaging and towing equipment. The crane is of the doublegeared type and can be operated by one man, either from the truck or the road. It can be supplied with 35 ft. of steel chain or with 50 ft. of 46-in. steel cable, and when the load is raised to the desired height it can be held in that position by a ratchet dog which meshes with the large gear wheel. The pulley wheel for the chain at the head of the jib is swivelled, permitting a direct pull from the side within.% fear of the chain
binding. In addition to lifting, the crane can be used, by removing the „ chain or cable from the jib sheave, for hauling vehicles out of ditches or up embankments, the pull being then taken direct from the winch drum.
In addition to ambulances for cars, the firm has a specially heavy type for use in bringing home damaged or disabled trucks, buses or coaches. This comprises a stout dead axle and 16-in. twin-tyred wheels running on two sets of large ball bearings. The axle-supporting yoke has arms that are offset to the front or rear, according to the position in which the yoke is turned. The purpose of the offsetting is that by its means She load can be thrown to the front or rear of the ambulance axle, according to whether the truck be used below the forward or beck axle of the damaged vehicle. A steel telescopic
towing pole, adjustable from 7 ft. to 13 ft., is supplied with the ambulance.
Another Weaver production is a towing pole, combined with which is a spring shock absorber. Although, from the braking point of vim it acts as a rigid pole, preventing any over-running of the towed vehicle, it is provided with flexible connections to prevent any bending of the pole when turning corners,
driving over rough roads, etc. The pole consists of two sections of steel tubing, one telescoping within the other and allowing of a length adjustment from 5 ft. 6 ins. to 8 ft.
• Pressure of space prevents any reference to the wide variety of Weaver jacks for garage and road use. Attention may, however, be drawn to the. Hi-Lift jack.
A firm that is devoting considerable attention to motor salvaging cranes and to garage equipment "for lifting and shifting" is Herbert Morris, Ltd. of AmongLoughborough, Leicestershire. Along this firm's specialities is a combined crane and ambulance which, instead of being mounted on the service vehicle, is designed to be trailed behind it by means of a swivelling shackle. The maker has adopted this plan in order that the service vehicle shall not be overloaded nor top-heavy, as it considers may be the case when the cranes are mounted directly on the truck platform. The company states that a 1-ton truck forms a useful salvaging vehicle, which has only to provide the towing power and to carry any tackle that may be necessary for such jobs. The crane, which has a lifting capacity of 1 ton, is mounted at one end of a long channel-steel frame running on a pair of small rubber-tyred wheels. It is operated by a single handle and is provided with automatic self-sustaining brake and self-acting pawl. A device is also available wivreby 1-ton loads may be lifted at double speed through twice the usual height of lift. As regards the ambulance part of the outfit, the yoke, on which either the front or rear axle of a damaged vehicle can be mounted. is furnished with steel vee aupporting blocks and locking chains; it is &sc mounted on a swivel allowing free move ment of the towed vehicle. The mast or jib of the crane is made so that it can be readily lowered and raised, or even detached. Additional masts of greater length can be furnished.
Another advantage of the self-contained crane and ambulance is that when not required on the road it is always available for use in the repairs department, a forward castor wheel being provided to enable the implement to be readily moved about the workshop and used for lifting the front or rear of chassis and for removing engines, gearboxes and other heavy motor components for dismantling purposes.
Among the firms specializing in modern salvaging equipment, a leading place is undoubtedly taken by Harvey Frost and Co., Ltd., 148-150, Great Portland Street, London, W.1, which is in a position to supply appliances suitable not only for light and beavy cars, but also for the heaviest trucks, char-abanes, etc. A notable implement in this latter department is a crane capable of dealing with loads up to 5 tons and arranged to be mounted on the platform of a suitable heavy-service vehicle. The crane is of channel-steel construction, and in view of the heavy weights it is intended to lift it is provided with two independent hoists and sets of chains, the load being carried, when necessary, by two sets of quadruple chains or cables. It is claimed that great advantages are secured from the ability to grapple with loads from two different points, hoisting independently, and that this feature, in combination with the tilting beam or jib and adjustable overhang, makes the crane responsive to the needs of even the most difficult salvaging job. The crane is intended for manual operation, geared-up handles being provided on each side.
In the course of conversation with Mr. W. It. Ruggins, of the Harvey Frost firm, he pointed out that care is necessary in positioning the crane on the service-vehicle platform, a few inches being often sufficient to make all the difference between success and failure. He, however, has had considerable experience in fitting cranes to dif ferent types of service vehicle and is thus in a position to advise clients as to the best position, this being usually 'a few inches to the rear of the back axle. The firm is also able to advise as to any measures that may be necessary to strengthen the chassis employed for heavy load-lifting purposes.
ELF, towing ambulance is another necessary constituent of a truck and bus salvaging equipment, this having been specially designed for heavy
work, the axle, the 16-in. by 0-in, twin rubber-tyred wheels and axle-supporting yoke and arms being all of substantial proportions. Chains are also provided to lock either the front or rear axle of a damaged vehicle to the ambulance, whilst a steel towing pole, adjustable from 7 ft. to 12 ft., is included. To meet the requirements of the longer wheelbase vehicles now coming into extensive use, we understand that a towing pole extending to 14 ft. is also being introduced. The ambulance has " an overall width of about 44 ins.
Among a wide variety of jacks, Harvey Frost and Co., Ltd., supplies the Weaver Hi-Lift model. It may be mentioned ,here, however, that this is adapted to deal with loads up to 31 tons and that it will raise the front or rear of vehicles to a height of 331 ins. from the ground. For use in the repairs department and with the object of securing additional safety to mechanics working below the vehicle a couple of safety stands are supplied to form a useful addition to the jack. The stands are of the tripod type, with legs adjustable from 23 ins. to 34 ins., the upper ends terminating in concave plates to fit below the tyres of the raised front or rear wheels and so take part of the load. An attachment can also be supplied with the jack to assist in the removal and handling of heavy truck and bus wheels, ample space being left between the two gripping arms to .permit a wheel puller to be
• effectively used.
While dealing with the Harvey Frost salvaging appliances, reference may usefully be made to the motor salvage corps which the firm organized some time ago and in which all firms having a certain standard of salvaging equipment ready to be sent out in response to any urgent call are entitled to be enrolled. The firm issues a pocket list of the names and addresses of members of the corps. which embraces firms in every part of the United Kingdom and also in the Channel Islands, and as indicating its utility it may be mentioned that the Home Office has authorized the issue of copies of the list to all police officers on traffic-control duty, so that in case of breakdowns or accidents the nearest salvaging concern can be immediately called up. As a matter of fact, the corps is performing such a useful service that Mr. William Frost informs us he is contemplating a further extension of its activities. It is interesting to record—as we have been able to prove and verify for ourselves—that membership of the corps and the right to be included in the list is not confined to firms using HY. equipment, but is open to any concern having suitable appliances. A crane, towing ambulance, towing bar or pole, heavy jacks and a fire extinguisher are regarded as essential, whilst it is also recommended that the outfit should include a portable oxy-acetylene plant, a searchlight, red danger flags, distance bars and spare chains, a stretcher and first-aid appliances, and that one of the staff sent out on breakdown jobs should hold a first-aid certificate from the St. Sohn Ambulance Association or the Red Cross Society.
Another firm specializing in wreckedvehicle salvaging is Mann, Egerton and Co., Ltd., Norwich. Among its products is a collapsable jib crane for attachment to service vehicles. The standard crane, which is designed to lift two tons, comprises a pair of 3-in. floor runners and two 7-ft. tubular-steel struts, 3 ins, diameter, these being maintained in the lifting position by stout chains, a chain-pulley block being used for the actual lifting operation. To relieve the rear of the service vehicle of the strain when the crane is in use a pair of adjustable chassis supports can also be supplied.
The M.E. breakdown truck, which is mounted on a pair of 16-in. by 3-in. solid-tyred wheels, is so arranged that it can be fixed under either front or rear axle, it being generally possible to place it in position without the use of jacks. The axle-supporting arms are adjustable as to height so as to accommodate the truck to different types of vehicle. The towing bar comprises an outer 2-in, steel tube and an inner
forged-steel rod extending from 7 ft. to 12 ft. The firiti—hlso makes a 7-ft. steel towing pole for the haulage of broken-down vehicles able to run on their awn wheels. The pole has universal joints at both ends; in addition, one extremity has a V-cramp jaw-attaching device and the other a lock-and-chain attachment. The maker points out that by the use of a rigid towing pole any braking effort applied to the towing vehicle is transmitted to the towed machine.
Other M.E. productions useful in breakdown work include a handoperated winch intended to be fitted on the platform of a salvaging vehicle either to haul on to the lorry or for towing a damaged vehicle. It is fitted with a cast-iron drum, ratchet and pawl gear, two lengths ot 25-ft. steel cable with hooks at the loose ends and two "detachable bandies for manual operation. For use on work up to two tons a winch, band-operated through worm gearing, is also supplied, this being designed for attachment to the service lorry, a 26-ft. length of steel cable with steel-forged hook being furnished.
Mann and Egerton has also a special jack which works on the fulcrum principle and which has been specially designed to lift wrecked vehicles weighing up to two tons in positions which are too low or awkward
c46
for the use of a jack of the ordinary type. The lever is so arranged that it can be rapidly adjusted to any position and is suitably hollowed out at one end
• to take the towing pole of the breakdown truck or a crowbar. Another of the firm's handy appliances is an attachment designed for the purpose of locking the steering tiebar of a damaged vehicle to the front axle to ensure
the wheels trailing correctly when it has to be towed backwards.
Adams and Co., Monson Road, Tunbridge Wells, is another old firm of jack specialists which is making an imple ment for use in connection with either lorries or buses weighing up to six tons, i.e., either as double-lift jack or as a towing trolley. The jack, which is mounted on three plain iron or rubberWed wheels, has a minimum height of 9& ins, and is extensible to 18 ins., giving a lift of 8-7,ins. It is provided with a detachable handle, 6 ft. in length, enabling the jack to be operated from any position. For towing pufs poses a steel axle-grip fitting to the top of the jack and an adjustable towing bar are supplied.
In our issue of March 8th last we gave an illustration of an interesting form of ground anchor which is being used by the War Office in connection with the Thorny croft-Hathi tractor, which should prove useful in connec tion with the salvaging of broken down vehicles which have to be removed from awk ward positions.
The anchor is laid down in sections of any length neces sary to give the requis it e security.
In fixing it two pointed iron bars are first driven into the ground so that they lean backwards at a slight angle. Over each of these is passed a triangulated plate, through the e treme end of which is passed a second bar, also driven into the ground, this procedure being car ried on until four or more plates and bars are in position at each side, the two sections being parallel with each other. To the foremost pair of bars, and close to the ground, is at tached a triangulated member to take the pull, which is, of course, transmitted throughout the whole anchor, which for its strength is extremely light, and after use can be removed from the ground without the slightest difficulty. Towing Ropes and Axles.
A firm specializing on steel-wire towing ropes for bringing home broken-down vehicles is the Detail Engineering Co., of 34, Victoria Street, Westminster, London, S.W.1. The standard rope, which is 12 ft. in length, has a breaking strain of 8 tons, rendering it applicable for the towing of lorries and busesAt one end is a specially designed hook, whilst at the other is a combinedswivel, shackle and spring shock absorber. The rope weighs 21 lb. and can be stowed in a space of 16 ins, diameter by 5-& ins, in depth. For heavy towing purposes the firm has lately introducal a tow rope in which 25 ft. of steel-wire rope is used in double form to give a length of 12 ft. This is provided with a spring shock absorber, swivel and shackle at both ends, and represents a type that is now being used for tramcar towing pur poses. A feature of both the ropes mentioned is that the eye ends of the cables are formed by the use of the Mortimer patent grip, which is claimed to possess many advantages over the usual bolt connection.
The Wilmot Manufacturing Co., Ltd., Eastern Works, Birmingham, makes the C.D. tow rope in three models one for light vans, another for 15-25 h.p. lorries and one for 30-cwt. vehicles. A feature of the rope is the use of a special ckat by which instant fixing is obtained at any desired distance between the towing and towed vehicle.
Herbert Terry and Sons, 'Ltd., Redditch, supply a steel towing cable with well-spliced ends, thimbles and an extra strong spring to act as a shock absorber. The rope, whith is 15 ft. in length, is tested up to 5 tons.
Forllight vehicles Bernard Nicklen and Co., Ltd., of 160, Rolfe Street,
Smethwick, make the Rollo and Rollo de luxe tow ropes. Both are 16 ft. in length, the One having a breaking strain of 2 tons and the other 3.8 tons.
For use in bringing home Ford 7-cwt. vans which may meet with axle trouble Whitesides, of Empire Building, Clitheroe, make a special towing axle which can be fitted in a few minutes by simply removing the roller bearing (not the sleeve) and inserting the axle in its place. The device is held in position by a setscrew taking the place of the grease cup found at each end of the axle case.'