Eddie Heaton:
What a contrast between Concord ( or Concorde if you prefer } to the Neanderthal FG in the foreground.
…
There’s thing - airside tankers. When you’re sat in the departure “lounge” or on the plane, there are always umpteen vehicles scurrying around and one of the most important has to be the tanker delivering avtur to the plane.
I presume they’re purpose-built. Or do old airside fuel tankers get a second life on the road?
Airports use two different types of system for commercial jets.
One is to use a tanker to carry fuel from a tank farm to the aircraft, the other is to use a vehicle only as a pump, to transfer fuel from a “hydrant” (connected by underground pipes to the tank farm) to the aircraft.
An Airbus A380 might need over 250 tons of fuel, so the latter method avoids a fleet of tankers all jockeying for position around multiple aircraft at major airports.
Smaller airports use tankers, but even then they don`t need to conform to road regs if they only move from an airport tank farm to an aircraft. Why limit them to 44T?
The tanks will probably be out of spec for road use, and the units will be well exhausted at very low miles because of the pump work they do.
Commercial jets use avtur or avjet which is kerosene, and can be pumped in ways that avgas petroleum spirit cannot.
Smaller airfields might well use road type tankers around light aircraft though.
Eddie Heaton:
What a contrast between Concord ( or Concorde if you prefer } to the Neanderthal FG in the foreground.
…
There’s thing - airside tankers. When you’re sat in the departure “lounge” or on the plane, there are always umpteen vehicles scurrying around and one of the most important has to be the tanker delivering avtur to the plane.
I presume they’re purpose-built. Or do old airside fuel tankers get a second life on the road?
Airports use two different types of system for commercial jets.
One is to use a tanker to carry fuel from a tank farm to the aircraft, the other is to use a vehicle only as a pump, to transfer fuel from a “hydrant” (connected by underground pipes to the tank farm) to the aircraft.
An Airbus A380 might need over 250 tons of fuel, so the latter method avoids a fleet of tankers all jockeying for position around multiple aircraft at major airports.
Smaller airports use tankers, but even then they don`t need to conform to road regs if they only move from an airport tank farm to an aircraft. Why limit them to 44T?
The tanks will probably be out of spec for road use, and the units will be well exhausted at very low miles because of the pump work they do.
Commercial jets use avtur or avjet which is kerosene, and can be pumped in ways that avgas petroleum spirit cannot.
Smaller airfields might well use road type tankers around light aircraft though.
Thanks for your detailed reply. I’ve occasionally wondered what the working life of an airfield tanker looked like.
An interesting method of securing the piggybacked trailer, behind the 88/89 Volvo. Five chains, I’m assuming here that the photo was taken in a prestrap era.
I always cross chained from the chassis, near the leg, pulling toward the axle if possible, at the front. At the back, I would secure the chain about in line with the rearmost axle, run the chain over all the wheels and between the tyres, dogging the chain forward of the front axle, each side.
Using the method, in the picture, the rear chains will loose tension, as the suspension compresses on each bump.
An interesting method of securing the piggybacked trailer, behind the 88/89 Volvo. Five chains, I’m assuming here that the photo was taken in a prestrap era.
I always cross chained from the chassis, near the leg, pulling toward the axle if possible, at the front. At the back, I would secure the chain about in line with the rearmost axle, run the chain over all the wheels and between the tyres, dogging the chain forward of the front axle, each side.
Using the method, in the picture, the rear chains will loose tension, as the suspension compresses on each bump.
That has been craned on, at Cheveralls of Luton we went through a phase of bringing chipboard back from Belgium through Dover then after tipping sending not 2 but 3 trailers back like that, but always reversed on via the ramp at a haulier on the A 2, can’t remember the name now, green wagons I think. Thus each was on the other way round so that the underrun bar of each was butted against the headboard. Makes me shiver to think of it now but all were roped, like that one, double dollied, no straps no chains. Never had one move. At Ostend they were lifted down with a giant forklift. The worst part of the job was not that but securing the chipboard on the return. More than once I crept into Ostend and got the forkie to push the load back upright, then re-roped all round, before driving onto the ferry.
BTW RHD, so I think an F88, I was told that no RHD 89s were built.
Now I think of it, at Econofreight we also loaded 2 up 60 footers like that from the Ford engine plant, then being built, at Bridgend. All craned on for the return but with underrun to headboard as above and chained, we always carried lots of chains at Econofreight, which was before I went to Cheveralls.
2nd from bottom looks a bit threatening, if you read it a certain way.
Despite being a lorry driver from Nottingham since the early 60s, and a keen lorry spotter in the 50s, I have never heard of that company though.
An interesting method of securing the piggybacked trailer, behind the 88/89 Volvo. Five chains, I’m assuming here that the photo was taken in a prestrap era.
I always cross chained from the chassis, near the leg, pulling toward the axle if possible, at the front. At the back, I would secure the chain about in line with the rearmost axle, run the chain over all the wheels and between the tyres, dogging the chain forward of the front axle, each side.
Using the method, in the picture, the rear chains will loose tension, as the suspension compresses on each bump.
That has been craned on, at Cheveralls of Luton we went through a phase of bringing chipboard back from Belgium through Dover then after tipping sending not 2 but 3 trailers back like that, but always reversed on via the ramp at a haulier on the A 2, can’t remember the name now, green wagons I think. Thus each was on the other way round so that the underrun bar of each was butted against the headboard. Makes me shiver to think of it now but all were roped, like that one, double dollied, no straps no chains. Never had one move. At Ostend they were lifted down with a giant forklift. The worst part of the job was not that but securing the chipboard on the return. More than once I crept into Ostend and got the forkie to push the load back upright, then re-roped all round, before driving onto the ferry.
BTW RHD, so I think an F88, I was told that no RHD 89s were built.
Now I think of it, at Econofreight we also loaded 2 up 60 footers like that from the Ford engine plant, then being built, at Bridgend. All craned on for the return but with underrun to headboard as above and chained, we always carried lots of chains at Econofreight, which was before I went to Cheveralls.
Geez, ropes are scary. My mate stopped at Kynuna for a break, running home from Darwin empty. He had two flat-top trailers and dollies on top of the third. A tourist asked him how did he get the trailers stacked. The reply was totally honest, park one trailer at a loading ramp and reverse the other onto it. When asked how he got the top one on, the honesty had disappeared, “on a really high ramp.” came the retort.
We had G88/89 replace the F, they had a set forward front axle to better accommodate our lower (5.4 tonne) front axle limit. Plenty of RHD G89s, but G88 were more popular, owing the lower fuel consumption and purchase price.
An interesting method of securing the piggybacked trailer, behind the 88/89 Volvo. Five chains, I’m assuming here that the photo was taken in a prestrap era.
I always cross chained from the chassis, near the leg, pulling toward the axle if possible, at the front. At the back, I would secure the chain about in line with the rearmost axle, run the chain over all the wheels and between the tyres, dogging the chain forward of the front axle, each side.
Using the method, in the picture, the rear chains will loose tension, as the suspension compresses on each bump.
That has been craned on, at Cheveralls of Luton we went through a phase of bringing chipboard back from Belgium through Dover then after tipping sending not 2 but 3 trailers back like that, but always reversed on via the ramp at a haulier on the A 2, can’t remember the name now, green wagons I think. Thus each was on the other way round so that the underrun bar of each was butted against the headboard. Makes me shiver to think of it now but all were roped, like that one, double dollied, no straps no chains. Never had one move. At Ostend they were lifted down with a giant forklift. The worst part of the job was not that but securing the chipboard on the return. More than once I crept into Ostend and got the forkie to push the load back upright, then re-roped all round, before driving onto the ferry.
BTW RHD, so I think an F88, I was told that no RHD 89s were built.
Now I think of it, at Econofreight we also loaded 2 up 60 footers like that from the Ford engine plant, then being built, at Bridgend. All craned on for the return but with underrun to headboard as above and chained, we always carried lots of chains at Econofreight, which was before I went to Cheveralls.
Geez, ropes are scary. My mate stopped at Kynuna for a break, running home from Darwin empty. He had two flat-top trailers and dollies on top of the third. A tourist asked him how did he get the trailers stacked. The reply was totally honest, park one trailer at a loading ramp and reverse the other onto it. When asked how he got the top one on, the honesty had disappeared, “on a really high ramp.” came the retort.
We had G88/89 replace the F, they had a set forward front axle to better accommodate our lower (5.4 tonne) front axle limit. Plenty of RHD G89s, but G88 were more popular, owing the lower fuel consumption and purchase price.
We used to bring vehicles from MoD auction near Nottingham (Ruddington?) back to a “well known” 4x4 dealer near Southampton. Land-Rover would be put inside a Bedford dropside 4x4 truck, two each of those on a 40ft flat trl, back-scotch behind last one, barrel hitched ropes around the wheels, and off you go.
Same with new Ford tractors. Collect ex Dagenham, rope the wheels and straight to So`ton docks for export.
With the tractors at least you knew the brakes worked well!
An AEC 8 wheeler of Ritsons Haulage from the Stoneycroft area of Liverpool.
From memory, Ritsons specialised in carrying fresh meat products to and from
Stanley Abattoir on Prescot Road in insulated containers, I dont ever recall
seeing one of their lorries without a container. Picture from Bootle History Forum.
