DEFINITIONS
STATIC LOAD
The load resulting from a constant applied force or mass. The load’s actual weight or mass.
GVW
Gross Vehicle Weight. What the vehicle actually weighs. The vehicle’s static weight when vertically lifted.
GVWR
Gross Vehicle Weight Rating. What the vehicle can support, i.e. The manufacturer says all designed components can withstand this amount of weight in total. (GVW plus load/cargo).
GAW
Gross Axle Weight. What an individual axle weighs. The static or total weight of an individual axle.
GCW
Gross Combination Weight. The total weight of towing vehicle and the towed vehicle, as if both vehicles were put on a scale at the same time. The total weight of all axles on the ground.
GCWR
Gross Combination Weight Rating. The maximum allowable weight of towing vehicle and the towed vehicle, as if both vehicles were put on a scale at the same time. The total or combined weight of towing vehicle and towed vehicle, as authorized by the manufacturer for its designed components to support.
TOW
Pulling a vehicle behind a power unit, with one or more sets of the towed vehicle’s wheels touching the surface of
the roadway.
TOW CAPACITY
The maximum amount of weight a towing vehicle can pick up or lift and tow on a wheel-lift or tow sling and still maintain 50% or 1/2 of it’s original static weight on the front axle for adequate steering, handling, and braking, under ideal driving conditions (1/2 F.A.W. Multiplied by the W.B. and Divided by O.H.)
TRANSPORT
Load being secured and carried on the deck of a carrier or trailer.
ANCHOR-ABILITY
The primary way to anchor a road vehicle is to apply all of its brakes. To calculate what a vehicle or anchor needs to weigh to effectively anchor a given load, take the casualty’s resistance and multiply by 1.5 or 1 1/2 times the amount of the resistance.
ULTIMATE LOAD (UL)
The average load or force at which the product fails or no longer supports the load. (To find Ultimate Load of any rigging component, MULTIPLY the Working Load Limit by the Design Factor.)
WORKING LOAD LIMIT (WLL)
The maximum mass or force which the product is authorized to support in general service when the pull is ap- plied in-line; unless noted otherwise, with respect to the center-line of the product. This term is used interchange- ably with the following terms: (1) WLL (2) Rated Load Value (3) Resultant Working Load. (To find the Working Load Limit, Divide the Ultimate Load by the Design Factor.)
DESIGN FACTOR
An industry term denoting a product’s theoretical reserve capability. (To find the Design Factor, divide the Ultimate Load by the Working Load Limit.)
FMCSR - Federal Motor Carrier Safety Regulations. MUTCD - Manual on Uniform Traffic Control Devices. USDOT - United States Department of Transportation. OSHA - Occupational Safety and Healthy Administration. FHWA - Federal Highway Administration.
CMV - Commercial Motor Vehicle.
PAGE 1
CLASS OUTLINE
CLASS OUTLINE
INTRODUCTION
SETTING THE STANDARD
Safety & PPE
Circle Check
Traffic Lane Closure 
S.C.E.N.E.
RESISTANCE AND CAPACITY
Weights
Surface Resistance
Resistance Flow Chart
Resistance Problems Procedure for Success Anchor-Ability Problem
INTRO TO TOWING
Tow Capacity 
Weight Transfer
RIGGING
Secondary Attachment Chains 
Rigging-Wire Rope
Rigging-Synthetic Winch Line
Rigging-Wire Rope 
Rigging-Chain
Hooks & Placement
Design Factor & Ratings
One Lane Parallel Up-righting
Attachments & Securements
WINCHING AND SECURING
Roll-Over Stiff Leg
One Lane Parallel Up-righting Cruse Loop Technique Winching with the Cruse Loop
Continuous Loop Recovery Straps Loading and Securing
Homework Problem
Review
THE WRECKMASTER PLEDGE
PAGE 2
BACKGROUND
A Little History...
The towing and recovery industry came to existence shortly after the invention of the automobile. It seemed that these new marvels were not perfect and were prone to breakdowns and driver error, result- ing in accidents of all kinds. At first, towing was quite simple, you merely hooked onto a reasonably secure part of the vehicle to be towed or pulled. If the vehicle needed to be recovered from a ditch or a rolled-over position, it was basically a trial and error process, hooking to whatever seemed reasonable and attempting to recover or up-right the casualty.
Somehow, this picture does not suit the typical cars and chemical tanker of to- day. The industry has been progressing steadily. Demand for both of these times has been growing tremendously, espe- cially over the last few years.
Computer needs have been fulfilled’
for he most part, by those specializing
in that component of today’s technology. Specialized training requirements, however, have been fulfilled only in part due to the limited number of such pro- grams available today. For this reason, WreckMaster was introduced.
”
“
The industry has been progressing steadily over the last decade to include specialized training for our drivers.
About WreckMaster
WreckMaster is an educational program which uses current uni- versity type systems as a model. Students will register for each hands-on leveled class (scheduled at different times for most convenience). Upon completion of each course, students will be credited with the courses taken; provided of course, the certi- fication cards identifying their level of qualification, which are determined by the courses listed as “passed” on their Wreck- Master transcripts.
“This program will satisfy the gap that currently exists, leading to certification of tow truck operators.”
This program will satisfy the gap that currently exists, by providing a detailed scheduled and recognized set of training courses, ultimately leading to certification of tow truck operators and other personnel in- volved in your business.
PAGE 3
CLOTHING & READINESS
WreckMaster recommends the following items as minimum personal protection equipment (PPE) prior to
a work shift:
A Professional Appearance & Attitude are Key
PAGE 4
Readying your appearance for the day must go further than equipping your company’s uniform and remembering your safety equipment - uniforms should be cleaned regularly, and equipment inspected to ensure it is suitable for use to keep you safe.
WRECKMASTER CIRCLE CHECK
PAGE 5
REMEMBER
A DAILY VEHICLE INSPECTION should be performed EVERY DAY the vehicle is in use.
WreckMaster Circle Check and/ or Daily Vehicle Inspections are referred to as Pre-Trip & Post-Trip Inspections. Remember, a CLEAN TRUCK is an EFFICIENT TRUCK. Operating a clean truck is necessary to conduct a thorough safety inspection.
TRAFFIC LANE CLOSURE
A TRAFFIC CONTROL PLAN SHOULD INCLUDE THE FOLLOWING:
Advanced warning for drivers of road work ahead.
Traffic control devices to clearly mark the work zone and channel traffic through it. Returning traffic to normal patterns as quickly, safely and efficiently as possible.
A TRAFFIC CONTROL PLAN NEEDS TO ADDRESS THESE FACTORS:
Type of roadway (number of lanes, divided or undivided highway, ect.)
Volume and speed of traffic (number and speed of cars & trucks, ect.)
Type of job & how long it will last. Traffic Control Incident (Three primary classifications)
Major - 2 hours or more.
Intermediate - 30 minutes up to 2 hours. Minor - 30 minutes or less.
ADVANCED WARNING SIGNS:
Advanced signage should be positioned in such a manner that gives motorists sufficient time to react to the conditions and incident ahead.
Emergency traffic control warning & guide signs
should have:
Diamond shape
Black lettering & a black border
Fluorescent background The signs come in two sizes:
36” x36” - Low speed, low volume
48” x 48” - High speed, high volume
MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (MUTCD)
Federal guideline for all traffic control nationwide.
It also covers all “workers” on all streets, roadways, or highways
This addresses what is required to adhere to MUTCD standards
TYPE OF ROADWAY | SPEED | SIGN A | SIGN B | SIGN C |
Urban, Slow Speed | 40 mph or less | 200 ft. | 400 ft. | 600 ft. |
Urban, High Speed | 45 mph or more | 350 ft. | 700 ft. | 1,050 ft. |
Rural (secondary) | 45 mph or more | 500 ft. | 1,000 ft. | 1,500 ft. |
Expressway | 45 mph or more | 1,000 ft. | 1,600 ft. | 2,600 ft. |
MUTCD
Recommendation Sign Spacing for Advanced Warning Signs:
PAGE 6
TRAFFIC LANE CLOSURE
PAGE 7
As outlined in the MUTCD Section 6F.64, cones shall be predominantly orange in color and 28” to 36” in height. Cones used at nighttime shall be retroreflectorized or equipped with light devices. See MUTCD Chapter 6F.59 for further details.
The Occupational Safety & Health Administration (OSHA) references and enforces standards and recommendations found in the Federal Highway Administration’s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD). See CFR 29, Part 1926.200-203.
SPEED (MPH) | Advanced Warning Sign Minimum Distance (ft) | Recommended Lengths (ft) | Cone Spacing | |||||||
A | B | C | Cumulative Total | Shoulder Taper | Taper | Distance Between Tapers | Buffer (longitudinal) | Down- stream Taper | ||
25 | 100 | 100 | 100 | 300 | 45 | 125 | 250 | 155 | 50- 100 | 25 |
35 | 350 | 350 | 350 | 1,050 | 85 | 245 | 490 | 250 | 35 | |
45 | 500 | 500 | 500 | 1,500 | 180 | 540 | 1,080 | 360 | 45 | |
55 | 1,000 | 1,500 | 2,640 | 5,140 | 220 | 660 | 1,320 | 495 | 55 | |
65 | 1,000 | 1,500 | 2,640 | 5,140 | 260 | 780 | 1,560 | 645 | 65 | |
TRAFFIC LANE CLOSURE
All towing companies dealing with traffic incidents should have a Temporary Traffic Control(TTC) plan.
Effective TIM (Traffic Incident Management) reduces the duration and impacts of traffic incidents and improves the safety of motorists, crash victims, emergency and towing/ recovery responders.
UPSTREAM STAGING
Law Enforcement
Fire
DOT or Safety Service Traffic Control Vehicles
DOWNSTREAM STAGING
Ambulance
Tow & Recovery Equipment Other Support Units
TRAFFIC INCIDENT MANAGEMENT AREA
PAGE 8
Advanced Warning Area Signs alert traffic of what to expect and what to do ahead.
THE 5 POINT GUIDE
5 POINT GUIDE
SURVEY
When you arrive at the scene, park out of the way, identify yourself to the customer or officials and inform them you will SURVEY the casualty and the situation and report back to them.
CALCULATE
After gathering any and all information necessary, calculate the resistance to overcome
to ensure that the rigging/equipment will withstand the forces applied and your plan of action
will be successful.
EXPLAIN
Explain to the customer or to officials what you are planning to do and what you need from them to
complete the mission.
NO’s
Ready your trucks for positioning, block the roadway only with permission, move into position, walk around and validate all rigging to ensure there are no errors that will embarrass you.
EXECUTE
Finalize and engage your plan for success.
PAGE 9
DO IT ONCE, DO IT RIGHT.
WEIGHTS
PAGE 10
NOTE
The weight of a motor vehicle
can be obtained by several methods. AAA Manual, Side Wall of Tires, Door Sticker, Scale Tickets, Internet or Smart Phone Search, Owner’s Manual and some Vehicle Registrations.
SURFACE RESISTANCE
ROLLING HARD
The resistance which must be overcome to set a vehicle in motion. On hard flat and level surfaces, such as asphalt or hard grass or gravel, the resistance is generally estimated as up to 5% or .05 of the vehicle’s static weight.
ROLLING SOFT
On some soft or rough surfaces, such as grass or gravel, the resistance is generally estimated as up to
15% or .15 of the vehicle’s static weight.
PAGE 11
SURFACE RESISTANCE
PAGE 12
REMEMBER
The term RESISTANCE refers to: THE PERCENTAGE OF WEIGHT THAT NEEDS TO BE MOVED.
When Rolling or Mire Resistance are not present and does not apply. When the tires and wheels on a ve- hicle will not turn or rotate (as when the brakes are locked), or the vehicle or load has no tires or wheels at all. This Resistance is generally estimated as up to two-thirds (2/3) or .666 of the vehicle’s weight.
RESISTANCE FLOW CHART
CALCULATING GRADIENT RESISTANCE
CALCULATING WEIGHT TRANSFER
CALCULATING SURFACE RESISTANCE
* For Anchor-Ability multiply the result by 1.5
PAGE 13
RESISTANCE PROBLEM
Scenario & Facts:
A car weighing 2,900 lbs requires service:
Front axle weighs 1,500 lbs Rear axle weighs 1,400 lbs Both front tires are flat
The rear axle has no damage and the tires and wheels will rotate freely The tie rod is bent
The front tires are not going to rotate when the unit moves The car is on a hard packed gravel surface
The driver is at the scene The car is almost new
The only mechanical damage is the front axle.
The conditions are; clear weather, 2 p.m., one police officer on the scene and the traffic is normal
What is the surface resistance to be overcome if a winching method is employed?
PAGE 14
RESISTANCE PROBLEM
2,900 lbs
1,500 lbs
1,400 lbs
PAGE 15
RESISTANCE PROBLEM
Scenario & Facts:
A Single Axle Truck weighing 29,000 lbs requires service:
Front axle weighs 12,000 lbs Rear axle weighs 17,000 lbs Both front tires are flat
The rear axle has no damage and the tires and wheels will rotate freely The tie rod is bent
The front tires are not going to rotate when the unit moves The truck is on a hard packed gravel surface
The driver is at the scene The truck is almost new
The only mechanical damage is the front axle
The conditions are; clear weather, 2 p.m., one police officer on the scene and the traffic is normal
What is the surface resistance to be overcome if a winching method is employed?
PAGE 16
RESISTANCE PROBLEM
29,000 lbs
12,000 lbs
17,000 lbs
PAGE 17
ANCHOR-ABILITY PROBLEM
10,100 lbs
4,600 lbs
5,500 lbs
PAGE 18
ANCHOR-ABILITY PROBLEM
40,000 lbs
14,000 lbs
13,000 lbs each
PAGE 18
PAGE 19
PROCEDURE FOR SUCCESS
IDENTIFY the HARD NUMBER or STATIC WEIGHT of
the casualty or load.
IDENTIFY the TYPE of RESISTANCE being created. CAUTION: the type of resistance may have multiple levels.
IDENTIFY the WEIGHT for EACH TYPE of
RESISTANCE being created.
(If more than one type or level of resistance is present.)
IDENTIFY the RESISTANCE FACTOR for EACH TYPE
of RESISTANCE.
PAGE 20
5. CALCULATE the RESISTANCE TO OVERCOME.
ROLL-OVER STIFF LEG
The roll-over stiff leg is an excellent device for up-righting an overturned vehicle, because the compression load on the stiff leg will force the vehicle to turn on its axis. Once the vehicle is on its side, the stiff leg will fall out as you continue to upright.
NOTE 
Today, many operators now use PVC, Schedule 80 plastic pipe, instead of using the heavier hard wood 4”x 4”.
Cut in the appropriate manner, a stiff leg can be made quite easily out of a 3 1/2 foot (42”) length of 2 1/2”, Schedule 80 PVC plastic pipe, as illustrated above. Pay special attention to the detail of the notching, as this is the critical part of the design. The use of the roll-over stiff leg is outlined below.
TOP VIEW
PAGE 21
!
Check out WreckMaster’s Tutorials online at wreckmaster.com for videos and course- ware demonstrating this procedure.
ONE LANE PARALLEL UP-RIGHTING
The illustration below is a side view of the one-lane parallel up-righting on a passenger car. The low pull, when used with the roll-over stiff leg, is extremely beneficial when up-righting a vehicle on any slippery surface, such as snow or ice.
The angle of the stiff leg, coupled with the compression load the leg places on the casualty, forces the ve- hicle to rotate without sliding.
This is the traditional design and cut used for a roll-over stiff leg made of Schedule 80 PVC pipe. For many years since its introduction, it has been outstanding and an all around success, being an extremely versatile and useful tool in towing, transport and recovery industry.
Front View Side View
A short piece of chain, minimum 1/4” grade 8 alloy, approximate- ly 15” to 18” in length, with grab hooks at each end is referred to by WreckMaster as a Sister Chain.
This piece of riggin is needed in the stiff leg up-righting procedure.
You will be sure to find the roll- over stiff leg is a great asset in the up-righting of passenger cars and it has many other uses for recover- ies as well.
PAGE 22
CRUSE LOOP TECHNIQUE
The term CRUSE LOOP Technique refers to a method for recovering uni-body passenger cars. The CRUSE LOOP is a 4” wide by 30’ long recovery strap.
TIP
VEER ANGLE RATIO - LENGTH TWICE the WIDTH (ratio of 2 to 1)
PAGE 23
WINCHING WITH THE CRUSE LOOP
The term CRUSE LOOP Technique refers to a method for recovering uni-body passenger cars. The CRUSE LOOP is a 4” wide by 30’ long recovery strap.
NOTE
VEER ANGLE RATIO - LENGTH TWICE the WIDTH
(ratio of 2 to 1)
PAGE 24
CONTINUOUS LOOP RECOVERY STRAPS
PAGE 25
The Continuous Loop Recovery Straps should be installed in a manner that creates 4 points of contact with the tire & wheel (the 10 & 2 o’clock positions at the top and 5 & 7 o’clock positions at the bottom) for best results.
LOADING AND SECURING
1
After winching the vehicle onto the carrier deck,
INSTALL A FRONT TIE DOWN, IMMEDIATELY.
2
3
Raise the edge of the deck off the ground surface by tilting slightly. This will prevent scraping the ground surface.
Once the edge of the deck has been lifted, begin to slide the deck forward. Continue sliding the deck forward until the majority of the casualty’s weight passes the rear axle of the truck.
3
2
As shown above, the casualty’s front axle is just forward of the trucks rear axle, distributing the weight over the deck rams. This will prevent the deck from ‘floating’ and putting extensive stresses on the hinge-pins and ram-mounts.
4
Once this position is reached, tilt the deck to 3°-5° above horizontal, and we are ready to install the rear securements.
PAGE 26
LOADING AND SECURING
At NO TIME should an operator permit ANY individual to place him/her self behind the deck of any carrier until after the load has been completely and properly secured.
The cab of a carrier or wrecker should have NO MORE occupants than the Manufacturer has supplied seatbelts for.
The primary function of rotating beacons or emergency lighting is to provide a ROAD SIDE WARNING.
NOTE 
Engine RPM for PTO Operation - Idle to 1,000 RPMs or MANUFACTURER’S SPECIFICATION.
WRECKMASTER’S MANDATORY
4 POINTS OF SECUREMENT
Each securement device must have a means of adjustment. The image beside illustrates the WreckMaster mandatory 4 Points of Securement, which does not rely on the use of the winch to tighten or secure the load in full compliance of the Federal Motor Carrier safety regulations.
PAGE 27
HOME WORK PROBLEM
46,000 lbs
12,000 lbs
17,000 lbs each
PAGE 28
46,000 lbs
12,000 lbs
17,000 lbs each
REVIEW
PAGE 29
REVIEW
PAGE 30
TOW CAPACITY
1/2 FRONT AXLE WEIGHT multiplied by the WHEEL BASE
divided by the OVERHANG
4,600 lbs
5,500 lbs
160 in
90 in
1/2 FAW X WB / OH
14,000 lbs
13,000 lbs
300 in
125 in
PAGE 31
WEIGHT TRANSFER
Gross Combination Weight is the total weight of all the axles touching the ground, or the total weight of the tow truck and total weight of the casualty added together.
Generally, the bottom of the casualty’s lifted axle tire should be even with the center of the tow truck’s
drive tire as a starting reference point.
NOTE
Two acceptable methods of securing a vehicle to the underlift - chains or straps.
PAGE 32
SECONDARY ATTACHMENT CHAINS
SECONDARY ATTACHMENT CHAINS are to be used on EVERY AND ALL TOWS.
The SECONDARY ATTACHMENT CHAINS SHOULD BE CROSSED
to reduce excessive lengths of chain and keep them from dragging on the ground during turns.
They should also be attached to an independent connection point from the primary attachment component.
NOTE 
PAGE 33
EXTENSION LIGHTS; stop, turn, and tail lights, must be installed on EVERY TOW.
RIGGING-WIRE ROPE
NOTE
A winch drum needs a minimum of
WIRE ROPE is a LIVE MACHINE with one end attached to a power source - THE WINCH.
WIRE ROPE IS NORMALLY CONSTRUCTED OF STRANDS & WIRES.
STEEL CORE: an indepen- dent wire rope core (IWRC) adds strength (7&1/2% min) and provides a greater resistance to crushing than fiber core wire rope. Wire rope is normally constructed of strands and wires.
FIVE (5) WRAPS of wire rope before engaging the winch and loading your wire rope.
REMEMBER
Ultimate Load or Breaking Strength Ratings of wire rope
applies ONLY to NEW or UNUSED
wire rope.
PAGE 34
FIBER CORE: This type of wire rope has a core composed of a natural product such as - manila, jute, sisal, or synthetic products such as - polypropylene. Syn- thetic products offer the advantage of resistance to rotting, drying out and other forms of deterioration. Fiber core is usually impregnated with lubricant during manufacturing that acts as an internal lubricant.
6X19 CLASS Extra Improved Plow Steel (EIPS) - Right Regular Lay (RRL) based on Design Factor of 4 to 1 | ||||
WIRE | FIBER CORE | FIBER CORE | STEEL CORE | STEEL CORE |
DIAMETER | W L L | U L | W L L | U L |
3/8 | 3,350 | 13,400 | 3,750 | 15,000 |
7/16 | 4,550 | 18,200 | 5,100 | 20,400 |
1/2 | 5,900 | 23,600 | 6,650 | 26,600 |
9/16 | 7,400 | 29,600 | 8,400 | 33,600 |
5/8 | 9,200 | 36,800 | 10,300 | 41,200 |
3/4 | 13,100 | 52,400 | 14,700 | 58,800 |
7/8 | 17,700 | 70,800 | 19,900 | 79,600 |
1 | 22,950 | 91,800 | 25,850 | 103,400 |
RIGGING-SYNTHETIC WINCH LINE ROPE
ADVANTAGES OF SYNTHETIC VS. WIRE WINCH LINE ROPE
Synthetic winch lines are becoming increasingly popular as a replacement to steel wire rope, because they offer many advantages. Some of the advantages over traditional steel wire rope include:
Easier to handle: The smooth surface has no burrs to cut your hands.
Flexible: Even bird-nesting of the winch won’t
damage synthetic rope.
Lightweight: Easier to carry and maneuver.
No memory: No flat spots or kinks.
Better in water: Synthetic rope floats.
SYNTHETIC WINCH LINES
Material used varies by manufacturer. Some materials used are polyethylene, MFP Blend Polyester or par-aramid synthetic fiber.
Brand names associated with these types of synthetic fiber material are: Dyneema, Spectra and Kevlar. Manufacturers such as Samson and Atlantic Baird for example, make these synthetic fibers and weave
or braid them into synthetic ropes used in the Towing/ Recovery, Logging, Construction, Utility, Fire/Rope
Rescue, Off-road/ ATV and Aerospace Industries.
PREPARATION & CONVERSION TO SYNTHETIC WINCH LINE
If installing synthetic rope on a winch that had previously used steel winch line, inspect all surfaces the steel line touched for burrs or sharp edges. This includes the winch drum, roller fair lead, tensioner, snatch blocks, side-pullers, or even sheave wheel guides. If a burr or edge is found it must be removed with a file, grinder or steel brush. Once cleaned, attach the synthetic winch line according to the manufacturer’s
instructions.
REMEMBER
Like steel winch line, avoid shock loading the line.
Knots in the line will reduce its pulling capacity.
Avoid sparks or temperatures above 158ºF that can burn or melt the line.
Synthetic winch lines require a minimum of SEVEN (7) WRAPS around the winch drum to maintain its grip on the winch drum.
PAGE 35
RIGGING-SYNTHETIC WINCH LINE ROPE
INSPECTING SYNTHETIC WINCH LINE
Just like steel winch line, synthetic winch lines should be inspected prior to each use. When using synthetic winch line, be on the lookout for signs of damage or wear:
REGULAR WEAR
This is typical and has a slight fuzzy look or color fading caused by abrasion. The rope can still be used: Watch closely for further, more serious signs of wear.
COMPRESSION DAMAGE
This shows as a more visible sheen and stiffness than the rest of the rope. This is often caused by setting the fiber around a winch drum or hook. Can be corrected: Bend rop back and forth to remove compression.
PULLED STRAND
A strand protruding from rest of rope.
Can be corrected: Work the strand back in the rope by pulling back and forth.
CHEMICAL DEGRADATION
This shows as fused or bonded fibers, discoloration or brittleness.
Replace this rope immediately.
HEAT DEGRADATION
Fused or melted fibers that are very stiff and can’t be loosened by bending.
Replace this rope immediately.
INCONSISTENT DIAMETER
Tight flat areas that look like a strand or strands have been pulled tight. These are typically caused by a broken or pulled internal strand or shock loading. Replace this rope immediately.
VOLUME REDUCTION/ CUT STRANDS
Reduced size of strands and/or rope diameter. These are broken strands caused by cuts, abrasion, sharp surfaces, or fatigue. When any strand is completly or partially cut, the entire line is compromised. Replace this rope immediately.
PAGE 36
RIGGING-WIRE ROPE
INSPECTING WIRE ROPE
OSHA(1926.1413) recommends that wire rope be inspected each day before use by a qualified person, and at minimum annually by a qualified rigging inspector. WreckMaster also recommends inspecting and re-spooling under load after any recovery.
When using wire rope, be on the lookout for signs of damage or wear:
BIRDCAGE
DOG-LEG KINK
KINK
EXCESSIVE CLEARANCE BETWEEN STRANDS
BULGED SEVERLY
CORE PROTRUSION
OPEN KINK
CLOSED KINK
PAGE 37
RIGGING-WIRE ROPE
WIRE ROPE TERMINATIONS
Wire Rope Efficiency Ratings are based on the Manufacturers U.L. (Ultimate Load) or Breaking Strength Rating.
NOTE: Recommended wire rope lubricant is an Asphalt or Moly based product.
LEFT-LAY
(Left Hand)
OPEN SWAGE SOCKET-SWAGED
Efficiency Rating - is 100%
WEDGE & SOCKET
Efficiency Rating - is a Minimum of 80%.
RIGHT-LAY
(Right Hand)
MECHANICAL SPLICE SWAGE
Efficiency Rating - 1/4” - 1” wire rope is 93% for fiber core, 96% for steel core wire ropes, with a properly flemished eye or prepared loop, and correct swage sleeve.
WIRE ROPE CLIP
Efficiency Rating - 1/8”-7/8” is Maximum of 80% with a properly prepared loop and clip installation.
NOTE
Proper termination procedures for SYNTHETIC WINCH LINE must be followed. Not doing so may result in damage, injury, or loss of life. For assistance and proce- dures, consult your rigging supplier for proper termination of your type of Synthetic Winch Line Rope. The termination type effects the rope’s Efficency Rating.
PAGE 38
GRADE | SIZE | W L L | U L |
120 ALLOY 4:1 Design Factor | 5/16 | 6,600 | 26,400 |
3/8 | 10,600 | 42,400 | |
1/2 | 17,900 | 71,600 |
LOK-A-LOY
(HAMMERLOCK)
RIGGING - CHAIN
GRADE 8
100 ALLOY 4:1 Design Factor | 1/4 | 4,300 | 17,000 |
5/16 | 5,700 | 22,800 | |
3/8 | 8,800 | 32,200 | |
1/2 | 15,000 | 60,000 | |
5/8 | 22,600 | 90,400 |
The alloy LOK-A-LOY (also known as Hammerlock) is an acceptable metod of joining chain components together, such as J-Hooks, R-Hooks, Grab Hooks or other sections of chain.
G-8 ALLOY 4:1 Design Factor | ||
SIZE | W L L | U L |
1/4 | 3,500 | 14,000 |
5/16 | 4,500 | 18,000 |
3/8 | 7,100 | 28,400 |
1/2 | 12,000 | 48,000 |
5/8 | 18,100 | 72,400 |
80 ALLOY 4:1 Design Factor | 1/4 | 3,500 | 14,000 |
5/16 | 4,500 | 18,000 | |
3/8 | 7,100 | 28,400 | |
1/2 | 12,000 | 48,000 | |
5/8 | 18,100 | 72,400 |
70 TRANSPORT 4:1 Design Factor | 1/4 | 3,150 | 12,600 |
5/16 | 4,700 | 18,800 | |
3/8 | 6,600 | 26,400 | |
1/2 | 11,300 | 45,200 |
REMEMBER 
ALLOY
Two factors to consider when selecting chain-
SIZE & GRADE.
Quenched & Tempered-A heat treating process.
40 HIGH TEST 3:1 Design Factor | 1/4 | 2,600 | 7,800 |
5/16 | 3,900 | 11,700 | |
3/8 | 5,400 | 16,200 | |
1/2 | 9,300 | 27,600 |
Grade 7 & Lower Grades are not recommended for OVERHEAD LIFTING.
ALLOY
PAGE 39
Rigging will only be as strong as the weakest link or lowest grade in the assembly.
TYPES OF HOOKS
HOOKS & PLACEMENT
Eye Sling Grab
PLACEMENT
Mini-J R-Hook
T-Hook
An INFORMED operator attaches a hook with the TIP POINTED UP, WHENEVER POSSIBLE.
PAGE 40
T-HOOKS
T-Hooks must be positioned 90°
to the slot, while under a load.
ACCEPTABLE -
Use this method whenever possible.
ACCEPTABLE
UNACCEPTABLE -
Never use this method.
See below for acceptable methods of positioning:
DESIGN FACTORS & RATINGS
WORKING LOAD LIMIT (W.L.L)
The maximum mass or force which the product is authorized to support in general service when the pull is applied in-line; unless noted otherwise, with respect to the centerline of the product.
ULTIMATE LOAD (U.L)
The average load or force at which the product fails or no longer supports the load.
DESIGN FACTOR
An industry term denoting a product’s theoretical reserve capability; usually computed by dividing the
catalog ultimate load by the Working Load Limit. Generally expressed as a ratatio;
e.g. 4 to 1 or 5 to 1-4:1 or 5:1
SOFT RIGGING
The Design Factor
Synthetic Straps - Design Factor: 5:1 Tie Down Straps: 3:1
Example:
Continuous Loop
& Cruse Loop
HARD RIGGING
GRADE |
120 ALLOY |
100 ALLOY |
80 ALLOY |
70 TRANSPORT |
40 ? HIGH TEST |
The Design Factor
Generally, shackles that incorporate synthetic parts may use a design factor of 5:1 or higher.
Note: The Design Factor for wire rope and synthetic winch line varies and is generally set or determined by the industry using it.
Example:
3/8” GRADE 8
W.L.L - Strength at 7,100 lbs
ALLOY
To find the Ultimate Load - Multiply by the Design Factor.
Design Factor 4:1 x W.L.L. 7,100 lbs = U.L. 28,400 lbs.
To find the Working Load Limit - Divide by the Design Factor.
Design Factor 4:1 divide by U.L. 28,400 lbs = W.L.L. 7,100
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ONE LANE PARALLEL UP-RIGHTING
Three steps an operator should consider upon arriving at the scene of any incident are:
1. STAGING
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PREPARING
Preparing your trucks, equipment and rigging
for the recovery.
POSITIONING
Position your trucks for the actual recovery.
Park your trucks and equipment in a designated area.
ATTACHMENTS - SECUREMENT
The following MUST be performed on ALL TOWS:
Secondary attachment chains must be used on any and all tows.
Extension lights; stop, turn & tail,
must be used on any and all tows.
PAGE 43
The front tires and wheels must be straightened and secured on any and all tows.
THE WRECKMASTER PLEDGE
Throughout this booklet you have been given information and skills enabling you to choose more wisely, the path you wish to follow. You have many choices and you many not wish to take the WreckMaster Pledge. If you do not wish to take the pledge, that is your choice and your choice alone.
If you choose to take and abide by this pledge, all of WreckMaster congratulates you. We encourage you to choose the path leading to respect and success and to set an example all in the towing industry can be proud of. It is you and others like you that will surely be instrumental in raising the bar for others in our industry to emulate.
As long as I freely choose to be a professional wrecker operator, I will never again, never again speak ill of a fellow operator, because I know that operator is doing the
best they can with the tools they have.
Winners VS Losers
A winner works harder than a loser and has more time. A loser is always “too busy”: to do what is neces- sary. A winner goes through a problem. A loser tries to go around it and never gets past it. A winner makes commitments. A loser makes promises. A winner says, “I’m good, but not as good as I ought to be”. A loser says, “I’m not as bad as a lot of other people”. A winner listens. A loser just waits until its their turn to
talk. A winner feels responsible for more than their job. A loser says, “That’s the way its always been done
here”.
PAGE 39
It’s YOUR CHOICE...It’s a way of life. Winners and Losers. WreckMaster was created for Winners.
