View allAll Photos Tagged CargoTransport
Dai Hanzhi: 5000 Artists
Witte de With, Rotterdam 2014
Ni Haifeng werd geboren op het eiland Zhoushan, gelegen op twaalf uur zeilen van Shanghai. Nadat hij Chinese inktschilderkunst en kaligrafie studeerde aan de Zhejiang Academy of Fine Arts in Hanghzhou stichtte hij in 1987 "Red 70%, Black 25%, White 5%", een groep radicale conceptuele inkt-kunstenaars waaronder Wu Shanzhuan, tevens geboren op Zhoushan. In hun happenings en tentoonstellingen gebruikte de groep zogenoemde “nonsens tekens” en “niet-artistieke” teksten. Dit vroege werk concentreerde zich op het schrijven, de toe-eigening en de deconstructie van vormen van taal. Wanneer hij terugkeert naar Zhoushan en leraar wordt, beschildert Ni Haifeng rotsen, gebouwen, ramen, deuren en straten met zijn mysterieuze karakters, waardoor hij begrippen als landschap en poëzie herschrijft. Van dit vroege werk bestaan alleen foto’s. In zijn werk zijn thema’s als kolonialisme, cargotransport, vertrekken en terugkeren en materialen als rotsen, kaarten en touwen getuigen van Ni Haifeng’s culturele verleden dat diep geworteld is in zijn geboorte-eiland.
Ni Haifeng was born on the island of Zhoushan, some twelve sailing hours off Shanghai. After studying Chinese ink painting and calligraphy at the Zhejiang Academy of Fine Arts in the city of Hangzhou he co-founded "Red 70%, Black 25%, White 5%", a group of radical conceptual ink-artists – including Wu Shanzhuan, who is also from Zhoushan Island. In their happenings and exhibitions, the group worked with so-called "nonsense characters" and "non-artistic" texts. These early works focused on the act of writing, re-appropriating and deconstructing forms of language. Back in Zhoushan, where he got a job as a teacher, Ni Haifeng painted his mysterious characters over rocks, buildings, windows, doors and streets, thus rewriting notions of landscape and poetry. Of these early works, only photographs remain. In his work, subjects like colonialism, cargo, leaving and returning, and materials like rocks, maps and ropes, testify to a cultural past that is deeply rooted in his, and his native island's memory.
Mules were used to transport weapons and goods for the ''Chindits'' a British Special Forces Group that entered Burma from India and fought the Japanese, and they are mentioned quite often in the oral interviews on the Imperial War Museums web site of soldiers who served in the Chindit Expeditions.
So it looks like one could use what humans have written and said in order to write a history of Mules in World War Two Burma. What one could not do, however, is to incorporate a “mule voice” for that history. The reason why this would be impossible is not simply because Mules don’t speak human languages, but because the Mules that carried weapons and supplies for the Chindits were actually “de-voiced” in India before they headed off to Burma.
A doctor by the name of A. J. Moffett claims to have invented the technique for doing this. In an article that he published in the British Medical Journal in 1983, he recalled the following:
“Sometime in 1942-3 I was the ear and throat specialist to No.14 British General Hospital stationed in Bareilly, Uttar Pradesh, India. I was approached by Colonel Stewart of the Indian Army Veterinary Corps. He had a problem. “A Mule makes a loud braying noise that can be heard for two or three miles. The First Chindit Force – at that time a very hush hush operation – led by Colonel Orde Wingate used Mules for transport. This braying of the Mules alerted the Enemy to the position of the Force. Wingate wanted the Mules silenced. Could I as a laryngologist suggest what could be done.”
A. J. Moffett goes on in his article to explain that he developed a simple technique for cutting the vocal chords of a Mule so that it could no longer make sounds. He did this after the Mule had been put to sleep with general anesthetics, and laid on its side. However, an Animal Transport Officer with the Chindits by the name of Francis William Geoffrey Turner stated in an interview that the Imperial War Museum's has digitized that when this technique was actually implemented, veterinarians just used a local anesthetic, and the operation only took about three minutes, during which time the Mule remained standing.
Turner then makes some interesting remarks about the consequences of this “de-voicing” of Mules. In particular, he argues that this de-vocalization “messed up” the Mules because it took away their ability to speak to each other “which in effect therefore had the undesired effect of a Mule having to see before he would go as opposed to be able to talk before he went.” As an example of this, Turner talks about a time when the Men and Mules that he was with needed to cross the Irrawaddy River at a place where it was about 800 meters wide. It was very difficult to do this, because the men had to force the Mules to not turn their heads back when they entered the water, because when the swimming Mules looked back and saw other Mules on the shore, they automatically wanted to turn back. He notes that, “The Mule you see would [have] liked at that stage to be able to call out to his friend on the other side before he entered the water.” However, by de-vocalizing the Mules, that ability to “talk to each other” was taken away. It was only when Mules got far enough out into the water so that they could Mules that had already crossed and were on the other side, that they then were able to move forward on their own.
So Mules were literally silenced in World War Two Burma. At the same time, Mules and other animals have also been largely silenced in many of our accounts of the past. In listening to various interviews on the Imperial War Museums site, however, it’s clear that many aspects of the past were experienced together by animals and humans, and that many human experiences in the past are closely interconnected with animals. I therefore think that it’s time then to “re-vocalize” the animals in history, so that we can gain a fuller understanding of the past.
Taken from Le Minh Khai's Seasian History Blog :- leminhkhai.wordpress.com/2014/10/14/the-silenced-mules-of...
El Centro, CA
Feb. 18, 2016
The C-2s were from VRC-30 from NAS North Island.
While waiting instructions for takeoff, I took some distant shots of the landing gear details. Because all of the aircraft were active, we never were able to get closer than 50 feet.
Pictured at Shannon Airport.......
Sunday 27th August 1961 as near as I can guess, might be a couple of days out, just before we returned home to London by Train and Ferry.
Lockheed Super Constellation L1049H, registration N1008C
Seaboard World Airlines London Airtrader
She was leased to Aer lingus from 1958 to 1960 and her livery is still that of Aer Lingus, except for "Seaboard & Western" which
has been added to the fuselage in place of Aer Lingus......
I searched the Internet for information and was lucky enough to find pictures of
N1005C, N1006C, N1007C and N1009C
all from the same timescale......
I would guess that this aircraft is now scrapped.........
Taken with a 35mm borrowed camera, I think from my late eldest sister.
Scanned with Epson V300 Photo from original photograph, note the creases, I think that the negative is lost.
I am happy to allow my work to be copied, and place no restrictions on them, provided that they are for your own personal records, or if displayed are credited to the copyright owner......
(Gonzo-Geezer - Michael O'Shea).
Parked at the NASA hangar in El Paso, TX. What a very nice surprise to see this historic aircraft here in western Texas!!!
The Junkers Ju 52/3m (nicknamed Tante Ju ("Aunt Ju") and Iron Annie) is a transport aircraft that was designed and manufactured by German aviation company Junkers.
Development of the Ju 52 commenced during 1930, headed by German aeronautical engineer Ernst Zindel. The aircraft's design incorporated a corrugated duralumin metal skin as a strengthening measure, which was very unusual at the time. The Ju 52's maiden flight was performed on 13 October 1930. It was initially designed with a single engine, however, it was produced in quantity as a trimotor. The primary early production model, the Ju 52/3m, was principally operated as a 17-seat airliner or utility transport aircraft by various civil operators during the 1930s. Following the rise of Nazi Germany, thousands of Ju 52s were procured as a staple military transport of the nation. The Ju 52/3mg7e was the principal production model.
The Ju 52 was in production between 1931 and 1952. In a civilian role, it flew with over 12 airlines, including Swissair and Deutsche Luft Hansa, as both a passenger carrier and a freight hauler. In a military role, large numbers flew with the Luftwaffe, being deployed on virtually all fronts of the Second World War as a troop and cargo transport; it was also briefly used as a medium bomber. Additionally, the type was deployed by other nation's militaries in conflicts such as the Spanish Civil War, the Chaco War, and the Portuguese Colonial War. During the postwar era, the Ju 52 had a lengthy service life with numerous military and civilian operators; large numbers were still in use by the 1980s. Even in the 21st century, several aircraft have remained operational, typically used for purposes such as heritage aviation displays and aerial sightseeing.
Wikipedia: <a href="https://en.wikipedia.org/wiki/Junkers_Ju_52" rel="noreferrer nofollow">en.wikipedia.org/wiki/Junkers_Ju_52</a>
Mulberry Harbours were temporary ''portable harbours'' developed by the British during World War Two to facilitate the rapid offloading of cargo onto beaches during the Allied Invasion of Normandy in June 1944. After the Allies successfully held beachheads following D-Day, two prefabricated harbours were taken in sections across the English Channel with the Invading Army and assembled off Omaha Beach (Mulberry ''A'') and Gold Beach (Mulberry ''B'').
The dock piers were code named ''Whales'' these piers were the floating roadways that connected the ''Spud'' pier heads to the land. Designed by Allan Beckett, the roadways were made from innovative torsionally flexible bridging units that had a span of 80ft, mounted on pontoon units of either steel or concrete called ''Beetles''. After the war many of the 'Whale Bridge Spans' from Arromanches were used to repair bombed bridges in France, Belgium and the Netherlands. Such units are still visible as a bridge over the Noireau river in Normandy, Meuse River in Vacherauville (Meuse) as a bridge over the Moselle River on road D56 between Cattenom and Kœnigsmacker (Moselle) and in Vierville-sur-Mer (Calvados) along road D517. In 1954, some 'Whales' were also used to build two bridges (still visible) in Cameroon along the Edea to Kribi road. In the 1960's, three 'Whale Spans' from Arromanches were used at Ford Dagenham to allow cars to be driven from the assembly line directly onto car-carrying ships. A 'Whale Span' from Mulberry B that was reused after the war at Pont-Farcy was saved from destruction in 2008 by Les Amis du Pont Bailey, a group of English and French volunteers. Seeking a permanent home for the 'Whale Span' the group gifted it to the Imperial War Museum and it was returned to England in July 2015.
The only example of the '‘Whale Span'’ floating roadway section in the United Kingdom which was part of an artificial harbour with huge floating road bridges used to rapidly offload cargo and Troops during the critical Normandy Invasion phase of World War Two. For five months following D-Day 6th June 1944, they landed 2,000,000 Troops, 500,000 vehicles and 4,000,000 tonnes of supplies. Thus it was crucial to the success of the Allies in breaking out from the beaches of Normandy and is widely considered to be one of the greatest engineering feature of World War Two. After conservation work the ''Whale Span'' now features as part of the Land Warfare exhibition at the Imperial War Museum Duxford.
Allan Beckett’s innovative Mulberry Harbour ''Whale Span'' has prominent location alongside the Land Warfare building containing a vast array of World War One and Two heritage equipment, including many other large and small relics from the D-Day Landings. The inauguration ceremony was attended by many of the Beckett family and a large number of interested well wishers.
It was designed by Allan Beckett who was a young Officer in the Royal Engineers during World War Two. The project began with Lt-Col WT Everall almost insisting Beckett to design ‘'piers for flat beaches'’. The bridge had to float up and down with the tides which led to a major problem in his designs. However he was inspired by the mechanism of a kite which uses uplift force in order to rise up. He applied the same principal to the ''Whale Span'' surface which would maximise its buoyancy. Therefore he began his work by making a tin-plate model of his proposed floating roadway, consisting of a lozenge-shaped bridge span and part of an adjacent span to show how the junctions could be made using spherical bearings. When Everall returned from the War Office, he was exultant. The prototype bridge spans were tested at Cairn Head in Scotland. Despite his rivalries, only Beckett’s bridge remained intact and fully workable. After the testing, it was not difficult for the Chiefs of Staff to make a choice. The project successfully ended with his outstanding contribution to the Mulberry Operation.
Sources :- en.m.wikipedia.org/wiki/Mulberry_harbour
beckettrankine.com/mulberry-harbour-whale-bridge-span/
BBC Film link :- www.bbc.co.uk/news/av/uk-36004806
El Centro, CA
Feb. 18, 2016
The C-2s were from VRC-30 from NAS North Island.
While waiting instructions for takeoff, I took some distant shots of the landing gear details. Because all of the aircraft were active, we never were able to get closer than 50 feet.
El Centro, CA
Feb. 18, 2016
The C-2s were from VRC-30 from NAS North Island.
While waiting instructions for takeoff, I took some distant shots of the landing gear details. Because all of the aircraft were active, we never were able to get closer than 50 feet.
Nederland, Zuid-Holland, Zwijndrecht, 25-02-2020; Kijfhoek, rangeerterrein voor goederentreinen. Overzicht van de verdeelsporen (richting Dordrecht). Kijfhoek huisvest Keyrail, exploitant Betuweroute en is in beheer bij ProRail. De Betuweroute, die begint als Havenspoorlijn op de Maasvlakte, verbindt via Kijfhoek de Rotterdamse haven met het achterland. Het rangeeremplacement dient voor het sorteren van goederenwagons waarbij gebruik gemaakt wordt van de zwaartekracht, het 'heuvelen': de wagons worden de heuvel opgeduwd, bij het de heuvel afrollen komen ze, door middel van wissels, op verschillende verdeelsporen. Railremmen zorgen voor het automatisch remmen van de wagons. Na het heuvelproces staan de nieuw samengestelde treinen op aparte opstelsporen.
Kijfhoek, railway yard (train shunting-yard) used by ProRail and Keyrail (Betuweroute operator). Kijfhoek connects via the Betuweroute (beginning as Havenspoorlijn on the Maasvlakte), through the port of Rotterdam with the hinterland. The shunting yard for sorting wagons makes use of gravity. The new trains are assembled on separate tracks.
luchtfoto (toeslag op standard tarieven);
aerial photo (additional fee required)
copyright © 2020 foto/photo Siebe Swart
Mulberry Harbours were temporary ''portable harbours'' developed by the British during World War Two to facilitate the rapid offloading of cargo onto beaches during the Allied Invasion of Normandy in June 1944. After the Allies successfully held beachheads following D-Day, two prefabricated harbours were taken in sections across the English Channel with the Invading Army and assembled off Omaha Beach (Mulberry ''A'') and Gold Beach (Mulberry ''B'').
The dock piers were code named ''Whales'' these piers were the floating roadways that connected the ''Spud'' pier heads to the land. Designed by Allan Beckett, the roadways were made from innovative torsionally flexible bridging units that had a span of 80ft, mounted on pontoon units of either steel or concrete called ''Beetles''. After the war many of the 'Whale Bridge Spans' from Arromanches were used to repair bombed bridges in France, Belgium and the Netherlands. Such units are still visible as a bridge over the Noireau river in Normandy, Meuse River in Vacherauville (Meuse) as a bridge over the Moselle River on road D56 between Cattenom and Kœnigsmacker (Moselle) and in Vierville-sur-Mer (Calvados) along road D517. In 1954, some 'Whales' were also used to build two bridges (still visible) in Cameroon along the Edea to Kribi road. In the 1960's, three 'Whale Spans' from Arromanches were used at Ford Dagenham to allow cars to be driven from the assembly line directly onto car-carrying ships. A 'Whale Span' from Mulberry B that was reused after the war at Pont-Farcy was saved from destruction in 2008 by Les Amis du Pont Bailey, a group of English and French volunteers. Seeking a permanent home for the 'Whale Span' the group gifted it to the Imperial War Museum and it was returned to England in July 2015.
The only example of the '‘Whale Span'’ floating roadway section in the United Kingdom which was part of an artificial harbour with huge floating road bridges used to rapidly offload cargo and Troops during the critical Normandy Invasion phase of World War Two. For five months following D-Day 6th June 1944, they landed 2,000,000 Troops, 500,000 vehicles and 4,000,000 tonnes of supplies. Thus it was crucial to the success of the Allies in breaking out from the beaches of Normandy and is widely considered to be one of the greatest engineering feature of World War Two. After conservation work the ''Whale Span'' now features as part of the Land Warfare exhibition at the Imperial War Museum Duxford.
Allan Beckett’s innovative Mulberry Harbour ''Whale Span'' has prominent location alongside the Land Warfare building containing a vast array of World War One and Two heritage equipment, including many other large and small relics from the D-Day Landings. The inauguration ceremony was attended by many of the Beckett family and a large number of interested well wishers.
It was designed by Allan Beckett who was a young Officer in the Royal Engineers during World War Two. The project began with Lt-Col WT Everall almost insisting Beckett to design ‘'piers for flat beaches'’. The bridge had to float up and down with the tides which led to a major problem in his designs. However he was inspired by the mechanism of a kite which uses uplift force in order to rise up. He applied the same principal to the ''Whale Span'' surface which would maximise its buoyancy. Therefore he began his work by making a tin-plate model of his proposed floating roadway, consisting of a lozenge-shaped bridge span and part of an adjacent span to show how the junctions could be made using spherical bearings. When Everall returned from the War Office, he was exultant. The prototype bridge spans were tested at Cairn Head in Scotland. Despite his rivalries, only Beckett’s bridge remained intact and fully workable. After the testing, it was not difficult for the Chiefs of Staff to make a choice. The project successfully ended with his outstanding contribution to the Mulberry Operation.
Sources :- en.m.wikipedia.org/wiki/Mulberry_harbour
beckettrankine.com/mulberry-harbour-whale-bridge-span/
BBC Film link :- www.bbc.co.uk/news/av/uk-36004806
El Centro, CA
Feb. 18, 2016
Almost time to close up shop, as the sun is setting. Here, you see a few of the 50 photographers, up close and personal with a C-2 doing a touch-and-go. One person find a fellow photographer more interesting than the aircraft behind him.
El Centro, CA
Feb. 18, 2016
The C-2s were from VRC-30 from NAS North Island.
While waiting instructions for takeoff, I took some distant shots of the landing gear details. Because all of the aircraft were active, we never were able to get closer than 50 feet.
Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.
luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.
First established at Princes and Park Road, Regents park and later on at the intersection of Newton and Carnarvon Street Silverwater.
Photographer: Unknown
Date: c.1930s
Notes: Auburn Brick Company was in operation from 1905 to 1935 under the management of W. R. Cooke. This company was one of the major brick and tile producers in the Auburn area.
In 1910, demand for bricks to be used in the building of new houses was such, that this company was supplying its products across Sydney and including also for use in special projects like the construction of the Potts Hill Reservoir. The Auburn Brick Company paid for a railway siding from Regents Park Railway Station, along Park Rd to its Princes Rd brickworks for easier distribution of its products. In 1912, a goods train loaded with bricks was the first to use the railway section between Lidcombe and Regents Park.
In 1935, the Auburn Brick Co. Ltd was sold to the Clyde Brick Co. Ltd. During this time, another railway siding was built to its Silverwater brickworks, this one was off the Western railway line and ran across Parramatta Road.
In 1960, the Clyde Brick Co. was taken over by Newbold General Refractories Ltd, which had also taken over Goodlet & Smith Limited in 1955.
AHP01391
El Centro, CA
Feb. 18, 2016
The greyhound is approaching the takeoff area, but first, pilot/observers leave the cargo hold to go to the shack next to the landing instrumentation, to observe the other pilots' actions.
El Centro, CA
Feb. 18, 2016
The greyhound is approaching the takeoff area, but first, pilot/observers leave the cargo hold to go to the shack next to the landing instrumentation, to observe the other pilots' actions.
De 747, nog steeds de 'Queen of the Skies'. Dit ziet er toch veel beter uit dan een A380? Dit cargo toestel is van het Amerikaanse Atlas Air (5Y).
Still the 'Queen of the Skies', the 747. Let's be honest, this is much better than a ugly A380. This cargo unit is from the American cargo carrier Atlas Air (5Y)
Schiphol, Nederland
Flying under the flag of France, barge Big-Ben is photographed here going under the Hohenzollern Bridge in Cologne en route to Wanze, Belgium.
El Centro, CA
Feb. 18, 2016
Operations with the Greyhounds started around 3:30. Photographers were still shooting til 5:00PM when we were called in due to lack of light, but the aircraft kept going.
Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam. Rechts boomkwekerijen tussen de weilanden.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.
Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam. De weg en het spoor lopen tussen de boomkwekerijen.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.
luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.
Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.
luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.
1943 Consolidated PBY-5A Catalina U.S. Navy 48375 N96UC on display at the Fantasy of Flight located in Polk City Polk County Florida U.S.A.
Year Built — 1943
Wingspan — 104′
Cruise Speed — 117 mph
Top Speed — 179 mph
Gross Weight — 35,240 lbs
Engine — Two Pratt & Whitney R-1830-92 (1200 hp)
Armament — Three .30 cal machine guns (nose and tail) Two .50 cal machine guns (waist blisters) 4,000 lbs of bombs or depth charges
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Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam. Het spoor voor de gewone trein kruist de Betuwelijn, de A15 en de rivier de Linge.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.
luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.
Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam. De treoinpasseert boomkwekerijen langs het spoor.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.
luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.
Nederland, Gelderland, Betuwe, 24-10-2013; Betuweroute, ter hoogte van Echteld. De goederenspoorlijn loopt parallel aan autosnelweg A15. De goederentrein is onderweg naar de haven van Rotterdam. Naast de weg en het spoor boomkwekerijen.
Betuweroute, railway from Rotterdam to Germany, near Echteld. The freight railway runs parallel to highway A15. The freight is on its way to the port of Rotterdam.
luchtfoto (toeslag op standaard tarieven);
aerial photo (additional fee required);
copyright foto/photo Siebe Swart.