Quote from: 22900013A on May 22, 2024, 07:30 PMThe training poles at Taunton are now full 11M ones!

I'm surprised TTC still exists !

When the company was split and WPD took one side and LE / EDF the other I ended up on the EDF side of things. I was a bit pee-d off with that because all of my IT development had been done on the engineering side, mainly in assembler language (showing my age). I wrote the Fault Management system which tracked faults and worked out how much of the network was affected if a particular substation went off, it used to do things like track auto-reclosures so they knew how long before something needed maintenance. It meant I spent a lot of time at Exeter control room and understood all the intricacies of the LV mapping system, but the very last project I worked on was more customer based, so they pushed me over the "wrong" side !

I've come against this at LR. From memory, it depends on how the tractor is configured. A 5th wheel arrangement removes the loadbed of a pickup which can change its classification. If the tractor unit remains as standard with a simple tow, then it's not defined as articulated, so you should be able to drive it on a standard licence.

I recall it being a grey area, but that was some years ago.

Hi,

I ought to know, but I'll ask anyway.

Can an articulated vehicle be driven on a regular UK driving licence?

Just something that might be lurking at the back of my mind ... or might not.

602

Assuming all assembly issues are sorted, springs, snails blah, you can't beat a pressure-bleeder. More so with a 109.


20psi uses brute force to blat the air out. Yes, you can mess around with the 'glamourous assistant' method and others, but in all that's holy, why? The factory would have used a pressure-bleeder. It's not like they're all that dear, why mince about, why fight it?

None are great quality, Gunson's is the worst. This one is the best compromise.

Nah,that logic could be flipped,we want a 109 all year round because it's MORE useful? If we want an 88 for 'sunmer posing', your logic stands.  Both are correct.


Reckon I've got it... SORN makes no differnence to status for a classic. If you've a roadworthy classic you don't need to SORN?


In 1995 graghs show roughly 33% were 109s. The scrap rate has to be higher for 109s to be at 20% today. The SORN rate indicates higher attrition. More of those 109s on SORN don't exist than 88s on SORN.

We're seeing attrition. Which'd be why the lines meet for the 88s, and stay parrallel for 109.

Archie - sorry, never worked at Methil

Ian F

I think there is some logic to those figures. Could it be that some owners feel their 109s are less user friendly on todays busy roads and thus put them on the road for shorter periods e.g. when they actually need to use them

Also worth bearing in mind is the time of year that you check those statistics, a great many classic vehicles are off the road on SORN during the winter months, thus those numbers will naturally fluctuate and you'll see a recovery in the summer 

No more daft than my explanation! It is odd, yet numbers don't lie. The stats say, 109 owners are twice as likely to SORN what in all other respects is the same thing.

That's a stark difference. Makes no sense?

.... perhaps it's because they can't bleed the brakes 

 

I note the graphs level-out. Numbers are fiarly stable amongst both - I'd guess 'classic' status aids this.

Only, what is going on Here?

Roughly the same number of 88s are licensed as SORN. Fair enough. But...

Twice as many 109s are SORN as licensed? What is it about a 109 that explains 109 owners having double the proportion sent to SORN?