View allAll Photos Tagged heavytransport
DE: Mit dem zum Fahrzeugpark der Vulkan-Eifel-Bahn gehörenden B3yg Begleitwagen am Haken, der als rollende Übernachtungsmöglichkeit für den Lokführer dient, fährt V100 2091 am Hafenbecken 21 entlang in Richtung Gruppe E, dem Hafenbahnhof des Rheinauhafens.
EN: With the B3yg-type wagon belonging to the fleet of the Vulkan-Eifel-Bahn attached, which serves as a rolling overnight accommodation for the loco driver, V100 2091 proceeds alongside port basin 21 in the direction of 'group E', the port yard of Rheinauhafen.
DE: Kurz vor dem Ziel, dem trimodalen Kübler Schwergutzentrum, ergab sich vor der Hafenkulisse des Rheinauhafens noch ein schöner Blick auf den 32-achsigen Tragschnabelwagen im warmen Abendlicht.
EN: Just before the destination, Kübler's trimodal Heavy Goods Center, a nice view was offered on the 32-axle gooseneck wagon in front of the Rheinauhafen port scenery.
DE: Nach Ankunft im Kübler Schwergutzentrum, welches die direkte Verknüfung zwischen Binnenwasserstraße, Schiene und Straße bietet, rangiert V100 2091 den Tragschnabelwagen auf das Abstellgleis.
EN: After arrival at the Kübler heavy goods center, which provides a direct link between inland waterway, rail, and road, V100 2091 maneuvers the gooseneck wagon to its parking position.
I worked with the IANG coordinating where to park this beast so this was my reward. A little Tommy Toggle Hanger Pilot time :-)
DE: Nach einem Trafotransport nach Spellen am Niederrhein stand am 23. Februar 2021 die Rückführung des TSW500 Spezialwagens der Kübler Spedition nach Mannheim-Rheinau an, die von V100 2091 der Vulkan-Eifel-Bahn bewerkstelligt wurde. Hier durchfährt die Fuhre den Haltepunkt Mannheim-Handelshafen, der sich oberhalb der Hafenbahn an der Westlichen Einführung der Riedbahn in den Mannheimer Hauptbahnhof befindet.
EN: After a transformer transport to Spellen in the Lower Rhine region, the TSW500 special wagon of Kübler Spedition had to be returned to Mannheim-Rheinau on February 23, 2021, which was accomplished by V100 2091 of the Vulkan-Eifel-Bahn. Here, the freight train passes through the Mannheim-Handelshafen stop, which is located above the port railroad at the Riedbahn's western introduction to Mannheim main station.
Delve into our Collett Archives and take a look at some of the fantastic pics of our haulage operations from days gone by - collett.co.uk/index.php/our-story/collett-archive
This view looks from the Land Rovers back at the Beverley from atop which yesterday's image was taken.
Two stripped-down Army Series One Land Rovers are parked on the left of the image whilst a third is preparing to enter the Beverley on the right. Perhaps someone can explain why the personnel on the Land Rovers are wearing caps in one and berets in the other - NCOs to the left, squaddies to the right?
In the distance, there's quite a number of personnel in ranks to the right of the second Beverley but I don't know what they're doing. The background scenery suggests that this was probably at RAF Eastleigh, just outside Nairobi, Kenya. Scanned from a B&W print.
The Blackburn B-101 Beverley was a 1950s British heavy transport aircraft built by Blackburn and General Aircraft and flown by squadrons of RAF Transport Command from 1957 until 1967. You can see the pitot tube(?) and APU intake atop the fuselage from where that shot was taken.
Designed and built by General Aircraft as the GAL.60 Universal Freighter, the first aircraft had its maiden flight on 20 June 1950 at Brough in Yorkshire. The modified GAL.65 saw clamshell doors replaced a combination of a door and ramp, and the tailplane boom received seating for 36 passengers. The Bristol Hercules engines became Bristol Centaurus with reverse-pitch propellers, a feature that gave it an impressive STOL capability and the ability to reverse under its own power. The take-off run at full load was given as 750m, the landing run at full load, 300m.
In 1952 the RAF ordered the Beverley C.1 (Beverley, Cargo Mark 1). The aircraft was a high-wing cantilever monoplane with a fixed undercarriage. The large fuselage had a tailboom fitted with a tailplane with twin fins. The tailboom allowed access to the rear of the fuselage through the enormous removable clamshell doors seen above. An 11m main fuselage space was supplemented by passenger accommodation in the tailboom. The main cargo hold could accommodate 94 troops, with another 36 in the tail-boom.
The aircraft was designed for carrying large bulk loads and landing them on rough or imperfect runways, or mere dirt strips. It could trace its design back to the GAL49 Hamilcar glider of WWII. At the time of its entry into service, it was the largest aircraft in the RAF. Paratroopers in the upper passenger area jumped through a hatch in the base of the boom just in front of the leading edge of the tailplane. The Beverley was equipped with toilets, which were situated in the tail beyond the paratroop doors located on the floor of the tail boom.
In total, 49 of the aircraft were produced, with the last manufactured in 1958, and final retirement from RAF service was in 1967. The longest serving Beverleys were in the Far East. 34 Squadron received its aircraft at RAF Seletar in October 1960 and continued flying them until the end of 1967. Initially, the aircraft were silver overall, but later, those operated by the squadrons based in the Middle East were given an overall sand camouflage finish as seen above. Only one Beverley has survived: XB259 is on display at Fort Paull, just east of Hull.
This Beverley is seen offloading cargo on a rather lumpy packed-dirt pan beside a tent camp somewhere in the Middle East (possibly Aden but Kuwait is more likely) in 1961. The trucks might be Bedford four-tonners. A relative was a pilot on the aircraft. Scanned from a small B&W negative.
The Blackburn B-101 Beverley was a 1950s British heavy transport aircraft built by Blackburn and General Aircraft and flown by squadrons of RAF Transport Command from 1957 until 1967.
Designed and built by General Aircraft as the GAL.60 Universal Freighter, the first aircraft had its maiden flight on 20 June 1950 at Brough in Yorkshire. The modified GAL.65 saw clamshell doors replaced a combination of a door and ramp, and the tailplane boom received seating for 36 passengers. The Bristol Hercules engines became Bristol Centaurus with reverse-pitch propellers, a feature that gave it an impressive STOL capability and the ability to reverse under its own power. The take-off run at full load was given as 750m, the landing run at full load, 300m.
In 1952 the RAF ordered the Beverley C.1 (Beverley, Cargo Mark 1). The aircraft was a high-wing cantilever monoplane with a fixed undercarriage. The large fuselage had a tailboom fitted with a tailplane with twin fins. The tailboom allowed access to the rear of the fuselage through removable clamshell doors. An 11m main fuselage space was supplemented by passenger accommodation in the tailboom. The main cargo hold could accommodate 94 troops, with another 36 in the tail-boom.
The aircraft was designed for carrying large bulk loads and landing them on rough or imperfect runways, or mere dirt strips. It could trace its design back to the GAL49 Hamilcar glider of WWII. At the time of its entry into service, it was the largest aircraft in the RAF. Paratroopers in the upper passenger area jumped through a hatch in the base of the boom just in front of the leading edge of the tailplane. The Beverley was equipped with toilets, which were situated in the tail beyond the paratroop doors located on the floor of the tail boom.
In total, 49 of the aircraft were produced, with the last manufactured in 1958, and final retirement from RAF service was in 1967. The longest serving Beverleys were in the Far East. 34 Squadron received its aircraft at RAF Seletar in October 1960 and continued flying them until the end of 1967. Initially, the aircraft were silver overall, but later, those operated by the squadrons based in the Middle East were given an overall sand camouflage finish as seen above. Only one Beverley has survived: XB259 is on display at Fort Paull, just east of Hull.
Delve into our Collett Archives and take a look at some of the fantastic pics of our haulage operations from days gone by - collett.co.uk/index.php/our-story/collett-archive collett.co.uk/index.php/our-story/collett-archive
With Nooteboom Mega Windmill Carrier Clamp Trailer loaded with a Vestas Base Tower Section for the Viking Wind Farm Shetland
The Boeing 747 Dreamlifter sits idle in Rockford during Airiest 2015.
Boeing 747-4J6(LCF) Dreamlifter (cn 25879/904)
Counting the rivets on the Boeing 747 Dreamlifter (operated by Atlas Air Cargo) on static display at Chicago-Rockford International Airpoft during Airfest 2015
Boeing 747-4J6(LCF) Dreamlifter (N747BC) (cn 25879/904)
This Beverley is seen parked on a hard-packed desert floor somewhere in the Middle East (possibly Aden but Kuwait is more likely) in 1961. In addition to the young lad posing for my relative, note the three individuals next to the main undercarriage tyres. Scanned from a B&W negative. XL131 first flew in 1957 and was scrapped in 1969.
The Blackburn B-101 Beverley was a 1950s British heavy transport aircraft built by Blackburn and General Aircraft and flown by squadrons of RAF Transport Command from 1957 until 1967.
Designed and built by General Aircraft as the GAL.60 Universal Freighter, the first aircraft had its maiden flight on 20 June 1950 at Brough in Yorkshire. The modified GAL.65 saw clamshell doors replaced a combination of a door and ramp, and the tailplane boom received seating for 36 passengers. The Bristol Hercules engines became Bristol Centaurus with reverse-pitch propellers, a feature that gave it an impressive STOL capability and the ability to reverse under its own power. The take-off run at full load was given as 750m, the landing run at full load, 300m.
In 1952 the RAF ordered the Beverley C.1 (Beverley, Cargo Mark 1). The aircraft was a high-wing cantilever monoplane with a fixed undercarriage. The large fuselage had a tailboom fitted with a tailplane with twin fins. The tailboom allowed access to the rear of the fuselage through removable clamshell doors. An 11m main fuselage space was supplemented by passenger accommodation in the tailboom. The main cargo hold could accommodate 94 troops, with another 36 in the tail-boom.
The aircraft was designed for carrying large bulk loads and landing them on rough or imperfect runways, or mere dirt strips. It could trace its design back to the GAL49 Hamilcar glider of WWII. At the time of its entry into service, it was the largest aircraft in the RAF. Paratroopers in the upper passenger area jumped through a hatch in the base of the boom just in front of the leading edge of the tailplane. The Beverley was equipped with toilets, which were situated in the tail beyond the paratroop doors located on the floor of the tail boom.
In total, 49 of the aircraft were produced, with the last manufactured in 1958, and final retirement from RAF service was in 1967. The longest serving Beverleys were in the Far East. 34 Squadron received its aircraft at RAF Seletar in October 1960 and continued flying them until the end of 1967. Initially, the aircraft were silver overall, but later, those operated by the squadrons based in the Middle East were given an overall sand camouflage finish as seen above. Only one Beverley has survived: XB259 is on display at Fort Paull, just east of Hull.
I suspect that most of the modern RAF wouldn't be happy being offered this as an airfield, although those operating the C-130 and Atlas might be prepared to use such a bleak location on occasion.
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