Peueot / Citroen - Towing

Disclaimer

While every care has been taken to ensure the contents of this publication are correct, The Institute, accept that there may be errors or omissions. This publication is not subject to amendment and can not take into account changes of a technical or legal nature which come about after issue.

It is the duty of all roadside technicians to be familiar with the technical characteristics of their vehicles and any equipment they may use, to keep informed of changes in legislation, and to carry out their duties in a safe and considerate manner.

All personnel should be aware of the ever-present dangers to themselves, their colleagues, casualty vehicle occupants, and other road users when attending the scene of a Breakdown or Recovery.

Safety Warning

It is common habit for recovery technicians working on their own to put a remote control handset in their pockets while working, for example, under a casualty vehicle. DO NOT DO THIS. You could inadvertently push a control button and operate the machinery with your body still underneath!

Do not get between the recovery vehicle and the casualty when either winching or lifting is taking place. Take steps to ensure nobody else does either.

Older Spec/Lifts may have developed some "sag" in the wheel frames. If the handbrake is not on properly, the casualty might roll out of the frames as the lift takes place.

Never use a winch with less than four turns of rope on the drum

Do not rely on a winch rope as a tether. It can work lose and become dangerous.

Common Rail Fuel Injection Systems

We received a URGENT fax from L.A.R.O.Dated 20/10/2004

It has been brought to there attention that a serious and possibly very costly issue exists with all late registered vehicle with common rail injection systems, particularly diesel engines.

If a customer has put the wrong fuel in, turning the ignition on can cause fuel to be pushed through the system causing literrally thousands of pounds of damage.

DO NOT TURN ON THE IGNITION

Synthetic Rubber Seals

The Problem

During destructive testing of fluoroelastomer synthetic rubber in 1981 at the Nuclear corporation it was discovered that in certain precise and unusual condittions, fluoroelasttomer can decompose and form hydrofluoric acid. In the Nuclear Corporation case some of the acid came into contact with a laboratory worker's finger. part of which had to be amputated.

The Material

Fluoroelastomer have been used in manufacture of all kinds of seals, gaskets and 'O' rings for 35 years, because of its excellent resistance to oils, petrol and solvents, even at temperatures up to 230 degrees C. They are common on most vehicle, albeit in small amounts and in inaccessible places. The common trade names for these fluoroelastomers are 'VITON' (Du Pont). 'FLUOREL' (3M), and 'MONTEDISON' (Tecnoflor).

The Chemistry

In order to form hydrofluoric acid the fluoroelastomer has to be heated to a temperature of 316 degrees C or above (at 316 degrees decomposition is very slow, but at 400 degrees the decomposition become rapid), and there has to be water (or water vapour) in contact with the substance, and for that to occur they must be in an enclosed situation. Without the water, hydrogen fluoride, a highly voatile gas, is formed, and that just evaporates away. Without the heat the decomposition does not occur, and in a fire without the enclosed situation, the whole obnoxious mess will just burn away. If decomposition does occur, the fluoroelastomer will appear as a black, sticky mess.

The Risk

Although the danger elements may well be present in a recovery situation, viz the fluoroelastomer,the heat (fire), and the water, it is difficult to imagine the precise combination of cirumstances which would give rise to a danger to the recovery operator. In 35 years of use the Nuclear Corporation case is the only instance of such an incident to be documented. We would like to keep it that way, and certain precautions are given below. Perhaps a more tangible risk would exit in the workshop where mechanics may be working on the more inaccessible parts of a vehicle, which may have been involved in a fire.

The Addition

Other substances used in the manufacture of modern motor vehicles can also have their dangers if decompostion occurs. They can give off gasses which should not be inhaled, and certain electronic ignition modules contain chemicals which are carcinogens (causing cancer).
The precautions we give apply equally to all these situations.

Precautions

If vehicles or equipment have to be inspected or worked on after they have been exposed to very high temperatures, look closely to see if any gaskets or seals have started to decompose. They will appear charred or as a black sticky mess. If that is the case, do not under any cirumstances touch it with bare skin. If possible, find out what material the gaskets etc. are made of. If working on suspect materials it is strongly recommended that the operative should wear suitable protective clothing, especially safety goggles and stong impervious glove made of neoprene or PVC, which should be burnt immediately are use. As a prior precaution the suspected components and the area around should be well flushed with 'Limewater' (calcium hydroxide solution) before starting work.

Emergency Actions

Hydrofluoric acid is extremely corrosive and is almost impossible to remove once it has contaminated the skin. However Calcium Gluconate is the most effective treatment for hydrofluric acid burns. It is available as a gel, injecting solution and as eye-drops. Its efficiency as a treatment depends on the speed with which it is administered. After a good flushing with water, the gel should be well massaged into the effected area. Burns with dilute acid may not be painful immediately, but nevertheless, treatment should be given straight away, and medical attention should be obtained immediately.

To Conclude

We hope that the information given here will allay any fears which may lurk in unenlightened corners of our industry. Please remember that the amounts of hydrofluoric acid and carcinogenic material that recovery operators are likely yo come across are very small, but the danger does exist, and we wish to make sure that everybody in the Vehicle Recovery Industry is aware of the facts. We would like to thank Du Pont (UK) Ltd for providing much valuable information.
If you have any further queries, please address them to IVR.

The following 'Question and Answer' sequence is taken from a Technical Information Document previously issued by the Institute of Vehicle recovery, and compiled with the kind help of Du Pont (U.K.) Ltd, whose technical laboratories are in Hemel Hempstead We thank them for their help.

Q. The material is exposed to high temperatures in normal atmospheric conditions and subsequently decomposes. Fire Services attend and subsequently spray the affected area with water. Is the water running off the decomposed material now " hydrofluoric acid", or was the acid present before the water was applied?

A. Fluoroelastomers are only present in car engines in small quantities. In a fire situation it can decompose to give, amongst other things, hydrogen fluride. Hydrogen fluoride is a volatile gas and most would be lost to atmosphere (it has a boiling point of 19.5 Degs C). However hydrogen fluoride is absorbed by water to give hydrofluoric acid. In a fire situation most, if not all the hydrofluoric acid will be evaporated. If however the fluoroelastomer part is enclosed then small residues of hydrfluoric acid could remain. Water from the Fire Services will just dilute these residues to an extent that would not cause a hazard.

Q. Does the material have to be exposed to extreme pressure, extreme heat and water before hydrofluoric acid is produced?

A. Fluoroelastomers decompose under high temperatures to form amongst other materials, hydrogen fluoride. Hydrogen fluoride will readily be absorbed by water to form hydrofluoric acid.

Q. Does water even have to come into contact with decomposed material or is hydrofluoric acid present immediately the material decomposes?

A. Hydrofluoric acid is only produced in the presence of water or moisture.

Q. If water is the problem, and it is in fact the water that once in contact with the material changes to hydrofluoric acid, is it possible that with the passage of time and further applications of water, rain for instance, further acid will be produced?

A. Hydrogen fluoride 'B' is only produced by high temperatures, for example during a fire. When the heat is removed the decomposition will cease. Further applications of water to the decomposed rubber will only dilute any acid residues further. No more acid will be produced.

Q. In that case, is there a recognised period of time after which the decomposed material can be considered safe, with no further hydrofluoric acid being produced.

A. No, there is not a recommended time after which the decomposed material becomes safe. Obviously there are a great many variants in this situation; the quantity of decomposed material and also the nature of the decomposition (such as in the National Nuclear Corporation incident outlined in our press release) residues may not be able to escape and even greater care should be taken.

Q. Is water the only catalyst that has to be introduced to form hydrofluoric acid?

A. Hydrofluoric acid is produced when hydrogen fluoride mixes with water. This is the only route to form hydrofluoric acid.

Q. Does the material have to be sustained at a temperature of approximately 400 degs C, covered in water and only then produce hydrofluoric acid, or does it react at 'all' or 'limited' temperatures?

A. In our Health and safety Data we recommend that fluoroelastomer can start to decompose at temperatures of 316 degs C or higher. At 316 degs. C Fluoroelastomer will start to decompose slowly.

Q. If a liquid is the problem are there any other liquids which will have the same reaction as water?

A. No. Dilute alkalis will neutralise any potential hazard.

WARNING: WE SHOULD NOT THINK THAT THIS IS THE ONLY DANGER VEHICLE RECOVERY OPERATORS FACE WHEN RECOVERING FIRE OR ACCIDENT DAMAGED VEHICLES. A SIMILAR PROBLEM COULD EXIST REGARDING DAMAGED ELECTRONIC IGNITION MODULES. THE INSIDES OF THESE MODULES CAN CONTAIN CHEMICALS WHICH ARE CARCINOGENS (CHEMICALS WHICH CAN CAUSE CANCER). WHILST AGAIN THE AMOUNT ARE VERY SMALL THE PROBLEM DOES EXIST. IF DEALING WITH MODULES THAT HAVE BEEN DAMAGED, IT IS ADVISED THAT GLOVES SHOULD BE WORN AS RECOMMENDED PREVIOUSLY.

Technical Tips

For Member Only

Go to our Home Page enter Member Area

Put in your Username & Password

If you are not registered send us a e-mail with your name and membership number

or registered on line Username (put your Name) Password (put in any password)

you will receive a new password which you can change

Any problems call the IVR Office 01895-436426 (10:00 to 15:00)

Renault Towing Eye's

  Hand Brakes

When jacking up the drive wheels of a vehicle fitted with transmission hand brakes, make sure that the other wheels are chocked first. Some modern cars (e.g. Citroen etc.) have handbrakes which work on the front wheels. Again when jacking up, especially on a slope, be sure not to lift the braked wheels and have the vehicle run away from you.

Audi 100 1985 Model - Fuel pump not operating

Citroen AX - Loss of Ignition

FX4 taxi's - No wipers or lights

  Peugeot 405 - Non start, No crank

Range Rover TD6

From Tim at Hammonond Recovery.

Peugeot / Citroen - Towing
From Alan Currie Membership No.940935

For Member Only

Go to our Home Page enter Member Area

Put in your Username & Password

If you are not registered send us a e-mail with your name and membership number

or registered on line Username (put your Name) Password (put in any password)

you will receive a new password which you can change

Any problems call the IVR Office 01895-436426 (10:00 to 15:00)

- Towing Information -

Click on the boxes A to D F to M N to S S to Z

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Occasionally a technician trained in light recovery may be called upon to recovery a small commercial vehicle. Even though such vehicles are technically light vehicles, they can be rather large for the average spec lift or slide bed recovery vehicle. Watch out for the following points:

1. Box vans and such are rather large to be carried on a transporter type of vehicle. There might be problems with height, length and if it is windy, stability.

2. Loaded commercials mightoverload a normal spec lift vehicle. The effects will be light steering on the recovery vehicle and too much load on the rear axle.

3. The transmission system of the casualty could be different from that usually encountered with cars. Do not tow or lift and tow any

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- Vehicle Weights (Gross/Kerb) -

Click here

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Any Operators with any further tips to share please email the IVR at tips@theIVR.com. Thank you

Disclaimer

The IVR do not intend that anything in these Technical Tips should override any safety warnings or technical information provided by the Motor Manufacturer or the recovery equipment manufacturer.

It is the duty of all roadside technicians to be familiar with the technical characteristics of their vehicle and any equipment they may use, to keep informed of changes in legislation, and to carry out their duties in a safe and considerate manner.

Note: All the above tips are faults to which have been found and should be treated as a technical tip only.

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