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itchyofficial · 2 years

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20.08.2022 CH-Gampel - Gampel Open Air

Wenn der Wecker eines Musikers morgens vor 8 Uhr klingelt, dann bedeutet das eigentlich, dass man was falsch gemacht hat. In etwa so, als würde man als Segelfluglehrer auf einem Schiff aufwachen. Heute morgen klingelt der Wecker bei einigen von uns sogar schon um 5 Uhr, was wiederum bedeutet, dass man sich normalerweise sofort wieder hinlegen sollte, und bis zum darauffolgenden Tag durchschlafen, weil sicher keinesfalls etwas Gutes aus diesem Tag werden kann.

Heute ist das aber tatsächlich anders, da heute auf unserem Plan (ja, wir haben tatsächlich einen Plan…also zumindest dann, wenn uns jemand diesen Plan mit den Worten „Hier, euer Plan.“ überreicht) steht:

20.08. CH-Gampel, Open Air.

Auf diesem besagten Plan steht außerdem „600km Anfahrt“ und „Achtung, fieser Grenzübertritt“. Wir wissen also sozusagen über alles Relevante bescheid.

Da seit Corona die Welt etwas Kopf steht, gestaltet sich auch die Transport und Crew-Planung bei Bands etwas komplizierter als sonst. Heute:

Bus: Bei dieser Strecke wären wir gerne Nightliner gefahren. Den Nightliner, den wir gefunden hatten, hatte allerdings nur 750kg Lademöglichkeit. Damit wären wir überladen und somit sofort an der Grenze erschossen worden. Also fahren wir mit einem Transporter und meinem Privat-PKW auf eines der größten Festivals in der Schweiz.

Licht: Unser Lichtler Sebastian kommt von weiter her, in die Schweiz gibt es keine Direktverbindung von seinem Wohnort, deshalb muss er mit dem Fernbus mitten in der Nacht zu uns fahren. Der Sitzabstand im Bus ist so gering, dass seine Füße auf der ganzen Fahrt den Boden nicht berühren, da seine Knie in der Rückenlehne des Vordersitzes kleben.

Merchandise: Es wird dort vom Festival verkauft, was einerseits cool ist, andererseits bedeutet, dass ich 10x am Tag mit schweren Kartons durch besoffene Festival-Besucher stapfen darf und am Ende so nüchtern sein muss, dass ich bei der Abrechnung nicht über den Tisch gezogen werde.

Backliner: Kein einziger unserer Backliner-Kandidaten kann heute, was bedeutet, dass sich der nette Thiado aus der Mark Forster (!) Crew, bereit erklärt, den Posten zu übernehmen. Mark Forster spielt heute ebenfalls auf dem Festival. Dieser alte Death-Metaller.

Wir fahren also zu viert in zwei Fahrzeugen 6,5 Stunden lang in die Schweiz und haben mal wieder panische Angst vor dem Grenzübertritt. Wie aber schon beim Greenfield Festival ist eine ganz zauberhafte Zollbeamtin für mich zuständig. Etwas älter, super nett, so jemand, würde ich mir als Tante wünschen. Sprich: Wir sind drinnen im Land, ha!

Nach der Fahrt durch sagenhaft schöne Schweizer Landschaften (unfassbar dieses Land, wenn nur nicht Spaghetti Napoli plus Fanta umgerechnet 460€ kosten würden) und einigen falschen Abbiegungen kommen wir auf dem Open Air Gampel an und ich parke meinen Audi zwischen fünf 40-Tonner Trucks und vier Nightlinern. Irgendwie süß.

Backstage begrüßen wir Shenja, ihres Zeichens Max´ Freundin und Mark Forsters Produktionsleiterin, die netten Veranstalter, unsere halbe Crew und ganz besonders die netten Herren, die im Raclette-Stand arbeiten, DER IM BACKSTAGE-BEREICH STEHT! Wie gut kann ein Tag eigentlich noch werden?!

Show-technisch haben wir etwas Schiss, weil bei den Bands vor uns eher wenig los ist und wir uns innerlich schon auf ein nettes Stelldichein mit 4-7 Fans einstellen. Als wir dann nach drei Portionen Raclette aber auf die Bühne gehen, stehen da mächtig viele Leute und wir sind einfach nur sowas von happy, dass wir heute schon zum dritten Mal in diesem Sommer ein richtig fettes Schweiz-Festival spielen dürfen. Und wie die Leute abgehen ist auch einfach nur krass. Schweizer sind einfach nochmal ein Stückchen durchgeknallter als der Rest. Im besten Sinne. Max ist sich sicher, dass das am vielen Weed liegt. Da Max in 20% aller Fälle komplett recht hat, glauben wir ihm auch das.

Gampel, wir haben es oft genug auf der Bühne gesagt, aber das war heute echt fett. Ich weiß echt nicht, ob ich schon mal nach einer Show so viel Muskelkater im Gesicht hatte vom andauernden Grinsen. Kein Scheiss.

Nach der Show esse ich die Raclette Portionen 4-7 und schaue dem DJ Lost Frequencies zu, der viele Welthits und der die Leute ziemlich im Griff hat. Ich frage mich dennoch, ob er irgendwas auf der Bühne macht, oder einfach nur so tut, als würde er etwas machen. Kann es noch nicht abschließend beantworten. Was ich weiß ist, dass er vermutlich 80x so viel Gage bekommt als wir, haha.

Nachts fahren wir noch ein Stücken zurück in Richtung Hotel und am nächsten Tag kommt das, worauf wir eigentlich schon seit der Abfahrt zu Hause gewartet haben: Eine Drogen-Kontrolle am Zoll! Ha.

Merci vielmol, s’isch huere geil gsi.

#Pics: Urs Mader

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davorkuhelj · 1 year

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Benz three-ton truck - Mercedes-Benz Museum Stuttgart This Benz three-tonner is a typical truck of the pre-World War I days. It had chain drive and solid rubber tires. Propeller shafts and pneumatic tires did not see general use in trucks until the 1920s. The Benz trucks were manufactured at the Gaggenau factory, acquired by Benz in 1907 to meet the growing demand for commercial vehicles. Cylinders 4 Displacement 394 cu in Output 45 PS (33 kW) at engine speed 1200/min Top speed 16 mph Payload capacity 6610 lbs #mercedes #mercedesbenz #stuttgart #classicmercedes #classiccars #truck #mercedestrucks #classictruck #transport #oldtimers #carsofinstagram #carphotography #travel #mercedestrucks #instacars #carpassion #carlifestyle #carwithoutlimits #truckin #stuttgart #prewar #mbmuseum #carmuseums #carmuseum #museum #traveling #mercedesmuseum #mercedesbenzmuseum #travelgram #traveler #trucklove #benz (at Mercedes-Benz Museum) https://www.instagram.com/p/Cl32Xpno48p/?igshid=NGJjMDIxMWI=

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hyundaiforkliftphilippines · 4 years

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HYUNDAI 4-TONNER LPG FORKLIFT TRUCK The Hyundai LPG 40L-7A series uses engine that runs on Liquefied Petroleum Gas (LPG) gas which are stored in LPG cylinder and placed properly on the forklift. The cylinders are refillable and easy to change unlike battery forklifts that needs 8-10 hours charging. Origin: Korea Model: 40L-7A CONTACT US: 📱 0917-7981758 | 0998-5476657 📧 [email protected] ℹ www.powerlifter.com.ph #HyundaiForkliftPhilippines #HyundaiPhilippines #PowerlifterPhilsInc #hyundaiforklift #hyundaimaterialhandling #movingyoufurther #247service (at Hyundai Forklift Philippines) https://www.instagram.com/p/CGW7-sQD0gh/?igshid=1jx1hcfwbfo9l

#hyundaiforkliftphilippines #hyundaiphilippines #powerlifterphilsinc #hyundaiforklift #hyundaimaterialhandling #movingyoufurther #247service

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oldmotors · 4 years

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It was an experiment, really, to see if Volkswagen could capture some of the booming market in light trucks from Japan. With Datsun, Toyota, etc. selling boatloads of small trucks to Americans in the 1970s, VW found a unique opportunity to get on that market and it did - but only very briefly. The truck would remain in production for many years internationally (where it was called the Caddy), but it proved a flash in the pan in North America. Ironically, without North America it would probably never have happened. Originally, the idea for a “Golf truck” was drawn up along with a 5-door wagon, but these models weren’t chosen for production. Volkswagen could not have economically sold a German-built pickup in America because of the “Chicken Tax.” But in the late 1970s, VW invested in an unfinished Chrysler factory in New Stanton, PA for the purpose of building cars on U.S. soil. That would eliminate the exchange rate issues that were driving up the costs of German cars in America, and it also opened the opportunity to produce a truck without the 25% hit of the Chicken Tax. The Rabbit Truck joined the assembly line in late 1979, about a year after the regular Rabbit/Golf. By U.S. standards, it was an unusual truck, being small and front-drive. Ahead of the b-pillar it was a stock Rabbit 4-door. Behind the b-pillar the wheelbase was stretched 8.8” (22cm) and the rear overhang extended another 7” (18cm), making it quite a bit longer. The rear was a cargo box not far off in size to other small pickups. It was slow - particularly in 1.5L Diesel form, though it got updates as the years went on including a 1.6L TurboD - but very reliable. Diesel Rabbits were long-lived in proportion to their slowness. A unibody truck, another rarity, they were rated as half-tonners. New Stanton had more creative freedom with the Truck than the other VWs, and offered many appearance items and configurations. The truck did quite well in 1980-81 when fuel prices were very high, but quickly fell away. It was dropped in 1983, though leftovers remained on sale. In 1982, VW brought the truck to a new facility in Sarajevo and started building it as the Caddy for international markets. https://www.instagram.com/p/B_h40Y3lg1V/?igshid=1ketprktozwku

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nebris · 5 years

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British Anti-tank guns in the Desert

The portee of guns is a pretty basic and, generally, an ad hoc technique. While it was often used in NA owing to the need for longer ranged mobility and lack of concealed gun positions, the British did use it in Europe.

The first British portee weapons in WWII occurred in France in 1940. They were augmenting their 2-pdr AT guns with French 25mm guns. They were so flimsy that high-speed cross-country towing was impossible so they were carried by lorries.

Starting in 1941, the British developed the “en portee” method of mounting an anti-tank gun (initially a 2 pounder) on a truck. This was to prevent the weapon from being damaged by long-distance towing across rough, stony deserts, and it was intended only to be a carrying method, with the gun unloaded for firing. However, crews tended to fire their weapons from their vehicles for the mobility this method provided, with consequent casualties. This undoubtedly inspired their Morris C9/B (officially the “Carrier, SP, 4×4, 40 mm AA”), a Bofors 40 mm AA gun mounted on a chassis derived from the Morris “Quad” Field Artillery Tractor truck. Similar types, based on 3-ton lorries, were produced in Britain, Canada and Australia, and together formed the most numerous self-propelled AA guns in British service.

Lorry-mounted 2-pdr anti-tank guns on a practice shoot in the Western Desert. 3 May 1942.The 2-pdr antitank gun equipped RA anti-tank regiments and later infantry battalions for much of the Desert War. This 10mm-calibre weapon was mounted on an ingenious three-legged carriage, giving it a low profile and which allowed the travelling wheels to be lifted clear of the ground so that the gun could easily traverse through 360 degrees. An armoured shield fined with an ammunition box protected its 5-man detachment and it weighed 1,760 lb. in action. Many were carried portee on the back of lorries during the Desert War. but when used this way often proved vulnerable to both small arms and shrapnel. Firing a solid AP round and with a penetration of ’40mm at I,000m, the 2-pdr was highly effective against lightly armoured cars and tanks, but as the Desert War progressed it was quickly outclassed and could only engage with a hope of success from the flank at close range.

The 2-pounder was given a new lease of life by putting it on a lorry-the Portee mounting. This mounting used a 15cwt truck with the sides taken off the back so that it had a flat bed. Using two long ramps a 2-pounder was hauled up and set down on its platform. The wheels were removed and bolted on the sides of the truck. The gun could be fired from the flat bed or it could be unloaded and emplaced. By reversing the truck up to the emplacement and throwing down the ramps, it could be evacuated quite quickly, although it could not be done with safety by daylight. The idea gave the little 2-pounders some much-needed mobility and the Portee gunners soon evolved a technique in which they lay up behind a low mound with only the top of the shield and the barrel emerging round the side of the cover. This was safe enough until the tank moved to a flank whereupon the unfortunate truck began to catch the shot and the gun had to move. One anti-tank regiment lost almost a complete battery in one day early in 1942. When the first of the 6-pounders arrived, they too were mounted as Portees, though they were getting a little heavy for continuously pulling up and down the ramps.

5 CWT truck with Breda 20/65

During WW II Canada produced well over 850.000 military motor vehicles which includes one of the most widely used types: the 4 x 2 type Chevrolet 15 CWT. This vehicle was the backbone of the Australian, British and Canadian Forces but was also supplied to many of the other Allies including the Soviet Union, China and India. The truck was used or transporting troops, ammunition and other war material. The design was based on a British Army design and the vehicle was built by General Motors of Canada as well as in Australia. The engines were also supplied through American manufacturers.

BEDFORD QL with 6 PDR.AT GUN

In 1939 the British War Office placed an order with VAUXHALL MOTORS Ltd of Luton, a British subsidiary of General Motors to design a 3-ton 4×4 truck chassis which would form the basis for various vehicles. Originally this vehicle was built for the transport of 6-pound-guns type M-1 and therefore it was also called Gun-Portee. The gun was placed on the platform of the truck and thus it could not be identified. Thus the Bedford QL truck was created and from 1941 until 1945 a total of 52,245 chassis were produced. The QL was an excellent vehicle and soon became the most numerous tactical 3-tonner of the British armed forces. These models were used on almost all fronts during the Second World War and later served in Korea and the Middle East. In the British forces it was gradually replaced by the model RL.

It is important to note that in any battle a significant proportion of the AT fire suffered by British tanks did not come from other tanks at all, as perhaps British tacticians liked to assume, but from towed (ground-mounted) AT guns. The German 5cm gun was particularly potent, and their famous 8.8cm Flak gun even more so, although it was available in far smaller numbers. British tank crews often imagined that they were being hit by tank fire when in fact they were being hit by something much more serious; the literature is crammed with examples of this misconception. This led them to make a false comparison between the supposed power of the Axis tank guns and the perceived weakness of their own – which in turn reinforced the British belief that they did not particularly need to fire HE shells at the enemy. High explosive was not a good weapon against tanks, but was ideal against AT guns. Since the British doctrinal mindset was pre-occupied with tanks fighting other tanks, it simply did not take account of the need to shell AT guns with HE – in diametrical opposition to the German perception of what was needed.

The British believed that they themselves possessed an adequate antitank defence, although it was split into five distinct and different elements. The first was the infantry platoon’s 0.55in Boys AT rifle, which could be useful against very light armour, or sometimes against the flank or rear of heavier tanks, but for nothing much else. The next were the 2-pdr guns fitted on tanks, and the ballistically identical 2-pdr towed guns on ground mountings or portee vehicle mounts. While these guns were recognized as being the best in their category, by 1942 that whole category had become practically obsolete. The fourth prop of British AT defences was provided by the Bofors 40mm quick-firing AA gun, which in practice did some good service with AP shells, but was not often available at the key time or place. Finally and most importantly, there was the incomparable 25-pdr gun-howitzer. This was in fact almost precisely an 8.8cm weapon, although its muzzle velocity was considerably lower than that of the 8.8cm Flak. There were many occasions on which 25-pdrs in the AT role did succeed in beating off the Panzers. A major disadvantage, of course, was that as long as they were firing AP ammunition they could not be firing HE; their dual role thus served to reduce the availability of HE to the British in a ‘tank battle’ still further.

A sixth potential British AT weapon was the 3.7in (92mm) AA gun, which was ballistically better than the German 8.8cm Flak. The question has often been asked why it was not widely used in the same way, to which the answers are many and complicated. There were problems with sights – of which three different types were tried before an effective AT sight was developed – and with the production of AP ammunition. It took about ten minutes to remove the wheels and unfold the static firing platform; and the sheer height of the beast, which did not have a gunshield, made it a more vulnerable target than its German equivalent (although firing both guns kicked up a 100-foot dust cloud). There were also ‘political’ pressures for it to be kept nearer to the Army, Navy and RAF rear base areas than to the front line where it might encounter Panzers. All of these difficulties had been solved in theory by the summer of 1942 (notably by the energetic efforts of Brig Percy Calvert, commander of the 4th Heavy Anti-Aircraft Bde), but with very few exceptions the 3.7in was still not used against tanks.

It is hard to avoid the conclusion that this was ultimately because British doctrine saw all AT guns as defensive and static weapons, and therefore not really appropriate to take part in a mobile tank battle. If friendly tanks were defeated and forced to fall back upon their AT guns, then all well and good; but pushing the guns forward to accompany an armoured thrust somehow went against the grain. The Germans, by contrast, regarded the deployment of AT guns – including even the heaviest – as an integral part of all tank movements, in the advance no less than the retreat.

https://weaponsandwarfare.com/2018/05/31/british-anti-tank-guns-in-the-desert/

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soremx-blog · 4 years

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baixarjogosvip · 5 years

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On The Road

De 18 tonners ao Gigaliner, o On The Road – Truck Simulator oferece tudo o que o coração de um caminhoneiro deseja. Nesta simulação realista de caminhão, você tem mais de 6500 km de rodovia e estradas rurais à sua disposição – incluindo inúmeras trocas de rodovia detalhadas. Suba ao volante de um MAN TGX ou Scania R Series e descubra mais de 15 cidades alemãs como Hamburgo, Bremen, Colônia, Hannover e Berlim, com projetos e pontos turísticos exclusivos. Além disso, vários outros pontos de interesse aguardam para serem descobertos ao longo de sua jornada também. Graças à cooperação com a MAN e a Scania, os caminhões se comportam de maneira muito realista – incluindo transmissões automáticas, retardador / retardador e sistemas de assistência. De carrocerias compactas a semi-reboques e até gigalinizadores, você terá o volume certo de carga disponível para cada pedido de entrega. Graças ao suporte do Steam Workshop, você pode pintar todos os veículos e reboques conforme desejar. On The Road também possui um sistema econômico. Encontre sua própria empresa e contrate motoristas para aceitar mais pedidos. Planeje suas rotas da maneira mais eficiente possível, mas também fique de olho nos períodos de descanso obrigatórios. Entre em movimento – as estradas da Alemanha estão esperando por você! On the Road também possui um sistema econômico básico, permitindo ao jogador fundar sua própria empresa. A longo prazo, mais recursos são planejados para tornar esse sistema mais complexo, por exemplo, compra de licenças e contratação de motoristas. Entre agora e participe do desenvolvimento do On the Road! Recursos da versão Early Access por enquanto: Ca. 6000 km de rodovia e 600 km de estrada rural, em uma escala de 1:10 Numerosos modelos detalhados de rodovias trocam 16 cidades, algumas delas com projetos de estradas exclusivos (por exemplo, rotatórias ou pontes) Numerosos POIs nas cidades e perto de rodovias e estradas rurais Todas as grandes vias navegáveis terrestres baseadas em dados reais de satélite Veículos licenciados da Scania e MAN: – MAN TGX (2016) como semi-reboque 4×2, caixa 4×2 e caixa 6×2 – Scania R Series (2013) também como semi-reboque 4×2, caixa 4×2 e caixa 6×2 Reboque: semi-reboque caixa, tandem, bolter e Gigaliner (dolly + semi-reboque) Reboques, semi-reboques, Gigaliner Transmissão automática Retardador / Intardador Cartão de motorista Movimentação individual Repulsões de veículos com o suporte Steam Workshop Sistema econômico Encontre seu empresa própria Planejamento complexo de rotas com rotas combinadas e tempos de descanso Adquira caminhões e reboques Contrate motoristas É possível e necessário deixar veículos

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source https://jogostorrents.site/download-on-the-road-torrent/

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commercialvehicle1 · 8 months

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Tata Motors 4-Tonner Cargo Truck - Reliable Light Truck for Heavy Loads

"Explore Tata Motors' 4-Tonner Cargo Truck, a dependable light truck designed to handle heavy loads with ease. Discover its features, specifications, and pricing on Tata Motors

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vehicle-123 · 10 months

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Tata Motors Nigeria | 4-Tonner Cargo Truck: Reliable Light Trucks for Efficient Transportation

Discover the 4-Tonner Cargo Truck by Tata Motors Nigeria. Designed for reliability and efficiency, our light trucks are perfect for your transportation needs. Explore our range of rigid trucks today

#tata motors #tata truck #small truck #cargo truck #commerical vehicle

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themayfirm · 5 years

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Brea, CA – One Killed in Truck Crash Along 57 Fwy at Tonner Canyon Rd

Brea, CA (October 4, 2019) – One person was tragically killed following a two-vehicle collision that occurred on the 57 Freeway in the town of Brea. According to officials with the California Highway Patrol, the early morning crash took place at around 4:30 a.m. on Friday, October 4th. Officers stated that a work truck collided […]

The post Brea, CA – One Killed in Truck Crash Along 57 Fwy at Tonner Canyon Rd appeared first on The May Firm.

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kyreniacommentator · 5 years

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By Margaret Sheard and Bob Scott ….

I seem to be drawn to stories about the experiences of British ex-National Servicemen who served in Cyprus in the 1950’s and early 1960’s and have enjoyed piecing together some wonderful memories of those young men, far from home, who probably wondered what had hit them when they arrived in Cyprus, probably the first time a lot of them had ever ventured out of the United Kingdom or even their home towns. I have enjoyed sharing these memories immensely and I now can share another great story from Bob Scott and his recollections of those sometimes happy, sometimes sad, experiences so many years ago.

Passing out parade – Brock Barracks, Reading, Berkshire

On a trip to the UK in March 2015, we had an opportunity of meeting up with Bob and spent a few hours chatting with him over a nice meal. It is nice to be able to put a face to a name and it makes the whole process of writing about someone that much easier.

Bob joined the Royal Berkshire Regiment in 1956 and spent the last 2½ years of his service in Cyprus. On completing his service in 1960 he returned to England and settled in West Sussex, where he still lives.

Kykko Camp (Courtesy of Britains Small Wars)

The last year of his service he was on detachment from his Regiment to HQ 50 Independent Infantry Brigade at Kykko East, responsible for Internal security of the Nicosia district and at this time he shared the Suffolk Regiments dining facilities when back at base, but more often than not he was out guarding Senior Officers from Brigade or assisting UK. or Local Police in their duties often stationed in the Police HQ.

It was during this year that Bob says he grew up in the Army as he learnt so much outside that of an ordinary squaddie life in a Regiment.

He also remembers manning the machine. gun on top of the Post Office in Luna Park facing down Ledra Street in Nicosia whilst with his Regiment, it also brings home the taste of those salad rolls! Bob says – Can someone send me a fresh one! Also on the main thoroughfare outside the moat, there was a guy who sold kebabs from a portable handcart, wrapped in paper so you could eat going along the street, it was the little things like that which felt like a taste from heaven, egg and chips cooked in olive oil, we did not want much but it had to be good and tasty.

Present day Post Office used as base for patrols

Luna Park present day

As a former British soldier at the time of the mid 1950’s I have always been interested in the history of Cyprus. As a young serviceman arriving in Cyprus for the very first time I found myself in a very ancient world and yet modern of the time, it took a while to comprehend this wonderful unique lifestyle, also the warmth of the people.

This brings to the point of an unusual friendship I struck up in 1958 whilst being attached to the Police Divisional HQ in the Turkish sector of Nicosia.

On the opposite side to the Police HQ. entrance was a typical Turkish coffee café. In the window sat a gentleman in full Turkish Military regalia, how or why I cannot remember but we became friends, he could speak very little English and I could not speak Turkish. No matter because every time I set out on business he asked the waiter at the door to hail me into the coffee shop to partake a traditional Turkish coffee, whether it was respect of one soldier for another I will never know.

Old Police Station, Nicosia

Gaol at Old Police Station in Nicosia

But I wonder today if there is anyone who knows who this gentleman was, I believe someone might remember a retired Turkish General, always in uniform with all his medals on display, I have often wondered over the years who my lone friend was. He always sat in the same seat with his Hubble Bubble pipe, if I was to guess how old I would think he was about eighty years old and that was in 1958. I wonder if he was a family member of the coffee shop owners.

Is this Ahmet Rasim who sat in Mulla Hasan coffee shop in the 1950’s?

Whilst writing this article a lot has come to light about the mysterious military gentleman and with the help of Sermen Erdogan in Melbourne, Australia, who has done a great deal of research, the puzzle is slowly unravelling. We now have a name for this military gentleman, he was Ahmet Rasim, a well-known figure in Nicosia and Bob is over the moon to know a little about his friend. We think Ahmet died on 4th January 1963. As we feel that this will be a very interesting story, we intend to publish it separately when we have, hopefully, all of the facts. If anyone can contribute information about Ahmet Rasim we would be very grateful to receive it.

We are showing a photograph of Ahmet Rasim which has been sent to us by Altay Sayil and perhaps this may jog the memories of residents of Nicosia who may remember him.

Sermen himself, together with his brother and sister, have been a feature of an article on our website resulting in the success of finding his childhood friends from the Governor’s House in Nicosia where he spent his childhood. Sermen too remembers the military gentleman Ahmet Rasim. To see Sermen’s family story the link is at the end of this article.

We gave Bob the task of recalling some of his memories of his time in Cyprus and he has kindly put pen to paper and this is what he has written.

Arrival Cyprus 1956

Bob at Happy Valley 1956

We arrived at Limassol docks on 9th October 1956, our first camp was on the south coast in a Valley just down from RAF Episkopi, a dried river bed going out towards the sea, like a gully between with hills on either side covered in an abundance of vegetation.

After roughing it on a barren rocky outpost for two and a half months in Malta, on standby for the Suez crisis – washing and shaving from our mess cans in the sea, followed by tea made with sea water! Rotten eggs for breakfast dinner and tea due to no refrigeration, we had definitely had enough. We had hoped for something better after Malta, “Oh” sorry I forgot this is the Army with no expense spared and there would be no more creature comforts until demob.

So we bedded down in this dried up river bed, kit bag for pillow! And watching how you packed your boots or you could end up with a sore head in the morning, don’t forget about the creepy crawlies over you at night as well.

Night time guard duty was to man a searchlight half way up the hill mounted on top of an old sewage works… all night scanning the camp.

Apart from one or two Idiots messing around with guns, one causing someone to get shot in the arm, our first taste of things to come was the reporting of the death of Private George Baylis, a driver of a land rover killed in an ambush, the CO. and others managed to escape.

My first operation guard duty was the perimeter fence surrounding RAF. Akrotiri air base, at which I ended up in Dhekelia BMH with food poisoning after being feed bully beef by the RAF.

One amusing incident but could have been more serious! One evening a group had been invited to the camp cinema at RAF. Episkopi. After the film was over all were stood in the back of a Bedford three tonner holding on to the canopy bars as it was not far down the mountainside to camp.

We pulled up at the exit barrier to turn right down the hill, for some unexplainable reason the truck slide sideways in slow motion onto its side and came to rest over a three foot embankment, I was escort to the vehicle and jumped from the hatch of the cab, went to the rear of the truck where the guys were letting go of the canopy bars and walking out one by one all in slow motion just like a Laurel and Hardy film. Any further and it could have been a different story.

overturned lorry in which Bob was almost killed

The second incident was having to jump clear from an overturned lorry on which I was riding escort though the top of the drivers cab. An Austin one tonner driven by a Tom Collins HQ Company driver. I even have the date of this event 27/3/ 1957. On the way up to Troodos, Tom was overtaking another parked vehicle when suddenly the road narrowed and he hit a boulder on the side of the road which caused the truck to flip on its side.

Primasole camp, this was January 1957, it was then the Regiment came under Three Brigade responsible for the security of the whole of the Island. The camp was west of Nicosia at the end of the runway opposite side of the Troodos road. Hunter jet aircraft were taking off on sorties over Suez and the Middle East. They were a nightmare taking off at some ungodly time of the morning, rising skywards over the camp, shattering all peace and quiet of a night’s sleep, with the tent’s flysheets flapping all over the place due to the downdraft of the aircraft.

Not a good memory but I feel I must mention the latrines! A massive deep burial pit! They were limed twice a day. They were drilled in the rock with a wooden tree perch, consisting of two Y forks one at each end and a tree trunk for a perch, no room for embarrassment here.

Encampment in Troodos

Of course there were work duties! These consisted of Patrols for stop and search. There were guard duties in and out of camp; 2hrs on – 4hrs off right through the night from 8pm until 8am. External duties could be a week or three weeks at a time, returning to camp for a weekend’s rest, before starting another one, maybe an Airfield or an Electrical substation, even a remote Police Station that might come under attack, Mines for explosives or Government House, one never knew what or why, most of the time we were on auto pilot.

Then for a change we would throw cordons around a village that was suspected of harbouring a terrorist, a unit of about up to twenty trucks would leave in convoy, and once hitting the main road there would be side lights only on the first and last trucks of the convoy, we would arrive at our destination about 2.30am, throw a cordon around a village in perfect quietness and have all secured by 3am.

Early in the morning announcements would be made for the villagers to move to a secure area, normally a school playground whilst the properties were searched, of course we had to proceed with caution in case a booby trap had been set.

We also had mountain patrols across the Troodos Mountains to try and flush out terrorists from their mountain hideaways, usually in caves. It was hard going? But someone had to do it.

We would set up camp with two men in bivouac tents, and two of us left behind to guard the encampment. On one hot and humid night I felt like a quick dip to cool off. Before the guys had left on their “recci” they had dammed a mountain stream just big enough for a few of us to cool off in, by day this was great and very refreshing!

On this particular night I ask the other guy on duty to keep an eye out whilst I took a quick dip, well I took the plunge and came out quicker than I went in. At night as the water flowed across the rocks from up on high, it had an extremely cooling effect on the flowing water, so it was one plunge never to be repeated.

Helicopter training

Another task we were trained to perform was Helicopter descent from various heights! For forward movement required in an urgent situation. So off to Nicosia Airport for training? It was a Sycamore Helicopter for this purpose and besides the Pilot and Co–Pilot, these copters carried four passengers who sat on the floor space. The first thing to be mastered was jumping from a hovering copter at height three feet above the ground – followed by a rise to jump out at ten feet, always running clear to the front of the copter, so the pilot could count how many people were out of the copter.

On exercise in Troodos Mountains

Now a new task! Helicopter rising to thirty feet and to descend via a knotted rope to simulate being dropped into a forest area! A dangerous manoeuvre with the rope attached to the rear of the pilot’s seat, the rope had three knots contained, and the first two knots which were most important were placed evenly about the copter floor, one knot in the copter the other one outside. The first man legs over the side threw out the rope, tapped the pilot’s seat and he was ready to descend, now the most important part of the take hold of the rope via the lower knot outside the copter and make certain there was no slack in the rope that might cause a jolt and result in losing your grip with dire consequences, once ok it was hand over hand with the rope gripped between ones legs and down you go, out to the front of the Helicopter to be counted by Pilot.

The tough years of 1957/58

Nikos Sampson

These were the most troublesome times when all units were stretched to the limits! Not only the nervous period behind us now but still up front in the memory, that of newspaper journalist/ reporter and active terrorist Nicos Sampson who turned Ledra Street into the notorious Murder Mile, leaving his office a couple of streets away shooting his target in the back, quickly disappearing only to return a few minutes later to report on the crime, he was the reason for the army to deploy a machine gun post on top of the old Post Office.

Ledra Street – late 1950’s, courtesy of Derek Chilvers

Samson had no qualms about whom he killed, husbands and wives, off duty Service personnel, policemen, even his own Greek people, truly a man of no conscience so it was no wonder, as we entered the next phase of operations, guys were more than jumpy not knowing where the next bullet or homemade explosive device was coming from.

Who did we trust! Truthfully many on all sides, why, because we had to get along with them living side by side, but this is not to say we were not cautious because we were! Very cautious, read a face, look for signs of nervousness or a sudden quick movement, we were not there to kill but to preserve life, thereby preserving our own.

Gloucester Regiment on guard at Turkish Policeman’s funeral

So provocation led to a lot of the riots, mostly carried out by the Turkish Cypriots, Why? Mostly in provocation or revenge through some ghastly act, so whilst some regiments were on operation in the Troodos range, others were trying to keep the peace in the walled cities of Nicosia or Famagusta, which left many men in dangerous circumstances.

On one occasion vastly outnumbered and likely to be overrun at any moment, a young Second Lieutenant turned to us and said – in a moment I am going to give the order to fix bayonets then give the order to present bayonets, but no shots are to be fired, do you hear me, yes Sir. The order was given and we were ready to charge, gradually the crowd began to disperse his gamble had paid off, so we all lived for another day.

February 1957: Operation Green Dragon a Burma style operation where donkeys were used to carry essential kit such as radio sets, then back in camp for three days before the next Biggy – ten weeks in the Mountains operation Black Mac this is where notorious terrorist Afexentiou was killed and four others captured.

At the end of 1957. I was called into the CO’s office and told the Regiment from January 1958 would transfer from 3 Brigade to 50 Brigade so he would like me to go on an NCO’s Cadre or go on detachment to HQ’s 50 Independent Infantry Brigade. The Colonel said go away and think about it, I had recently met some guys from HQ and thought how smart they looked and said how much they enjoyed it, I did not want to be a career soldier so I did not see the point of becoming a Corporal, so at the beginning of January 1958 it was off to Brigade HQ.

Brigade HQ for General Guard of Honour HQ 50 Sir Roger Bar KBE. Head IND INF Brigade for of MELF. Bob had to do a General Sir Roger Bar KBE present arms at the gate! 18.04.1958 Then run and make up the Honour Guard

1957/58. Nicos Sampson and Ledra Street which he notoriously turned into the Murder mile was very much behind us now.

Two years of much of the same! Mountain operations and City Riot’s plus continued guard duties at important places all over the Island, that could be used for acts of terrorism, which resulted in the Regiment on Mountain operations and trying to control City riots from both sides, and trying and restore calm.

The Greek riots in Nicosia were mainly congregated at the bottom of Ledra Street where it meets the Mason Dixon line, the border between the two communities and very little room for the troops to manoeuvre and where rocks and boulders could be dropped from overhead balconies, so the order of the day was riot gear and steel helmets.

Turkish riots on the whole were easier to deal with, a couple of very large ones did take place and at times got a bit hairy, but mostly their format was mostly the same, relying on British fair play. Women and children at the rear, younger males in front of them and the main protesters in front of the rest.

So a plan had been devised to mount a dye spray using vegetable dye and compressed air on the back of a Land Rover, the theory was to drive up to close to the front of the protestors a quick spay, reverse and get out of there as quickly as possible. The idea being the protester at the front could be picked up later for questioning. Great in Theory?

The only time it was used as far as I know, was a riot outside the Turkish Bank just up the street from Police HQ. The bank had a massive pair of green doors with a very large pair of brass door knobs, hexagonal in shape one per door. The riot on this occasion was in front of the Bank, so at the height of the riot in went the Land Rover, only to be met by a parting of the waves right in front of the Bank doors, so instead of green doors they ended up bright orange.

Brigade HQ was the start of me growing up in Army terms, a whole different concept to what I had been used to in the Regiment, mixing with a few guys posted from other Regiments and Units, but more so with the top Military Brass, guards of Honour Escorts to Senior Officers, working with UK and local police out of the Divisional Police HQ in Ataturk Square, escorting local police with announcements of Curfew, sometimes announcing them myself in both Turkish and Greek taught to me by the local Police.

Now a puzzle for me! Whilst we did get some free time to go into town and visit the odd bar or two, I note some Regiments seemed to be spending a lot of time enjoying life, I don’t begrudge them one bit, but wonder how that could happen as quite often ours, when we had a chance, were curtailed by curfews. I spent almost two and a half years in Cyprus, and in that time I had ten days local leave in Kyrenia.

These British National Servicemen, so far from home had a real eye-opener when they were suddenly thrust into the Cyprus Emergency but there were some light-hearted moments and Bob has recalled some “quirks” which he looks back on with amusement.

Quirks of Servicemen serving in Cyprus! Such as favourite songs of the period. Green Door” by Frankie Vaughan – We had a stores tent with a painted green door so when anybody went past it they started singing – Green Door, who’s behind that green door

There was also Harry Belafonte – “This is my Island in the Sun” – very appropriate for where we were stationed.

There was a famous female singer – Ruby Murray. We had a Bob Murray, I named him Ruby and it became his nickname for the rest of his life.

I have a picture of me holding up a Newspaper announcing Bill Haley arriving at Southampton docks, It said dig that dockside Rock and Roll.

The following “quirk” is my favourite, as I remember the Goon Show all those years ago and the “Ying Tong Song”. Bob found a recording of this song and we are reproducing it at the end of the story for those people old enough to remember this hilarious song. I hope it makes you smile as much as it did me.

Remembering this still makes me smile. Whilst on an operation in Troodos, the trucks were all lined up in an Indian wagon style train of a semicircle and parked opposite was the Signals communication box van, with two speakers on the roof, this was in the midst of a very large hailstone storm. All of a sudden there was a blare from the speakers and two Signallers started Spike Milligan’s Goon Show piece of the Ying Tong Song – Ying Tong, Ying Tong, Ying Tong, Ying Tong, Ying Tong, iddle I po. What a laugh we all had, a memorable moment. So you can imagine a couple of idiot Signallers in the middle of the Mountains singing this, as I recall they did a good job of it, still makes me smile just thinking about it.

youtube

At the end of 1958 just prior to going to Brigade HQ. I was on one of my last guard duties with the Regiment on Larnaca beach, a gravel crushing plant was a permanent structure on the beach, used for crushing large pebbles and boulders for road making, it was a Government run plant so fair game for the terrorist.

All lit up at night, on this occasion I was patrolling the beach when a machine gun started to fire at me close enough to feel the draught of the bullets, I dived seaside behind a pile of pebbles crawled on my stomach back to the compound, where the corporal of the guard was reaching up for the phone to call out reinforcements, the rest of the guards were laid flat on the floor.

I was coming to the end of my tour of duty in 1959. Returning from Nicosia to Brigade HQ. just past the General Hospital on the left approaching the bridge over the dried up river bed, I was waved down by Royal Military Police, and asking what was wrong was told they required my assistance as I had a Belgium FN. Rifle, I was told three EOKA youths had set fire to the Turkish Consulate car, the local police were in pursuit but only had pistols.

The two youths had crossed the river bed heading for a cemetery, the third had turn right towards the bridge we had just crossed, by now a crowd was beginning to gather, suddenly I was getting orders from behind to open fire which was very difficult running over rocks and boulders, any way I manage to let off three single shots, the third grazed his head, he stopped put his hands in the air and the local police arrested him.

So eventually my army service in Cyprus came to an end, there were good times and bad times but looking back it was a great experience with a great bunch of lads, and I must have had a guardian angel as I am still here to tell the tale. However, not all were so lucky and never to be forgotten is my old pal Ian Reginald Collins who was killed after only a few months in Cyprus in 1957. We were in the Cubs and Scouts together. He is always in my thoughts.

To read about Sermen Erdogan and his early years in Cyprus at the Governor’s House in Nicosia click here and the wonderful reunion with his childhood friend click here

CyprusScene has had a lot of involvement with ex-servicemen who served in Cyprus in the 50s and this is one article we helped them publish that has continued to be read from one year to another By Margaret Sheard and Bob Scott .... I seem to be drawn to stories about the experiences of British ex-National Servicemen who served in Cyprus in the 1950’s and early 1960’s and have enjoyed piecing together some wonderful memories of those young men, far from home, who probably wondered what had hit them when they arrived in Cyprus, probably the first time a lot of them had ever ventured out of the United Kingdom or even their home towns.

#Ahmet Rasim #British Army in Cyprus #Ledra Street #Royal Berkshire Regiment in Cyprus #The Goon Show

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robertkstone · 5 years

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2019 Ram HD First Test: How 1,000 LB-FT Performs at the Track

“Hey, man,” the Ram PR dude said to me. “Would you mind starting out in the Hemi 2500 Tradesman?” No, dude, I silently thought to myself. I did not drive 47 miles to spend the night at the Four Seasons Westlake Village only to drive some dirty old gasoline-powered Ram HD with only—only —429 lb-ft of torque.

No, sir! I made the sacrifice to stay in a five-star hotel away from my sleep-averse toddler only to play with the big dog, to experience the main event, to drive the Ram with the 6.7-liter Cummins turbodiesel inline-six with—are we all sitting down—1,000 lb-ft of torque! A Hemi 2500? Come on! “Sure,” I said, knuckling under to petty authority. “That’s fine.”

The shocking part is, said Hemi-powered truck is much better than fine. I remember back at the 2017 Truck of the Year competition, Ram lent us a gasoline-powered 2500. Hated it! Hated it to the point that I questioned why anybody would ever buy a gas-powered heavy-duty.

Well, let me announce that the 2019 Ram 2500 Hemi answers that question. Because it’s terrific. Same engine, in fact, so the question is, why is the 2019 version so much better? Gearing. The new version is mated to a ZF eight-speed automatic transmission (the 2017 model had a six-speed automatic), and that alone basically solves every issue I had with the last gen. Suddenly, the low-spec Ram HD feels quick, sporty, and swarming with torque. Even though the job-site-white, crank-window(!) Tradesman had 2,500 pounds of lumber in the bed, the thing still felt fleet and darty. Sure, any truck is going to ride better with weight in the bed, so yes, Ram PR totally tricked me.

However, if you actually use your truck to move stuff around, the 2500 Tradesman is a great, low-dollar, high-capability alternative to a half-tonner. Ram hasn’t announced pricing yet, but I’d guess you’ll be able to slide into the Tradesman’s vinyl-skinned interior for about $35,000 with no options whatsoever, just like the example I drove.

On the other end of the pricing spectrum sits the full-fat, 3500 Mega Cab dually with the aforementioned optional 1,000-lb-ft engine, in either Laramie Longhorn or Limited trim with the Max Tow package—which can set you back over $90,000.

What if you want the capability of a big, strong diesel powerplant, but the notion of a near-six-figure truck leaves you cold? Don’t worry. For $9,100 over the base gas engine, you can opt for a 370-horsepower, 850-lb-ft version of the Cummins. Jumping from 850 to 1,000 lb-ft—which requires a different transmission and transfer case—costs another $2,695. Still, you can buy a very capable Ram heavy-duty hauler for well under 50 large. How capable?

I got behind the wheel of a 3500 Limited dually with its 850 lb-ft of torque and a large, enclosed box trailer hanging off the gooseneck. All the trucks present had little white placards inside announcing both the trailer weight and the weight of what was on/in said trailer. All the trucks save for the Delmonico Red bruiser I was sitting in. Some other journo swiped it. I’ll ask the PR guy later, I told myself.

Even though 850 lb-ft of twist is weirdly a “normal” amount of torque these days, the trailer felt very light. “Maybe it’s empty?” my passenger mused. Yeah, maybe. The two of us guessed that the unladen trailer weighed 2, maybe 3 tons, max. We made this assumption because the ride quality wasn’t all that great. As stated earlier, heavy-duty trucks tend to ride much better when under a heavy load. Imagine our stunned shock to discover the trailer was full of bags of rocks; thus we’d been hauling 16,580 pounds. As for the ride quality, I’m thinking the Max Tow package solves that problem. Why am I thinking that?

Finally it was time to climb into the truck I’d come to drive, a 3500 Limited dually with the Max Tow package plus the 400-hp, 1,000-lb-ft king Cummins. As it happened, this particular truck was hooked up to an 8,440-pound trailer with a 9,100-pound skid-steer strapped to it (total: 17,540 pounds). Heavy, yes, but the crazy part is that 17,540 pounds is less than half of the truck’s capability. That’s right, this rig is capable of hauling 35,100 pounds.

(An aside: Sadly for Ram, Chevy just announced that its heavy hauler can handle 35,500 pounds. Meanwhile, Ford’s new thing is to announce numbers without actually revealing the numbers—such as saying the GT500 will be 700-plus horsepower. So, Ford’s 7.3-liter V-8 will have some sort of output—but you can rest assured that the 2020 Super Duty’s max tow rating will be at least 35,501 pounds.)

Up the Grapevine we went. Although it’s not quite the legendary Davis Dam towing test we employ as part of our Truck of the Year festivities, the California Grapevine up through and past Gorman is quite mountainous. The big Ram got itself up to 50 mph on a flat section of freeway, no problem whatsoever. I waited for the uphill and then punched it. As it turns out, knowing you have four-digit torque at your disposal and experiencing said tidal wave of force are two radically different things. I knew this truck wouldn’t sweat the load, but I wasn’t prepared for how effortless it would feel. To my astonishment, I watched as the 3500 HD accelerated up to 65 mph as easily as an unladen passenger car would perform the same act.

Going downhill was as easy. Ram includes an automatic exhaust brake that acts as a sort of smart descent control. After double-tapping the exhaust brake switch twice, all you do is ever so lightly drag the brake pedal to hold your current speed. Touch the throttle to override it. Simple. Also worth noting, with the Max Tow package, the rear brake rotors are larger (14.4 inches) than the fronts (14.2 inches). Why? The rear brakes of the truck act as the front brakes of the trailer. Think about it. Clever, no?

After turning around to head back to base camp, I found myself stuck behind a motorhome struggling to go 25 mph up the hill. During Truck of the Year, testing director Kim Reynolds calls this the Frustration Test, and it has become a staple of our Truck of the Year testing (though we test accelerating from 35 to 55 mph). I pulled out to the left and floored it as we passed Tejon Ranch on the way up to Frazier Park.

I checked my rearview display, and, yup, cars were bearing down on me and the giant Ram. I didn’t know it at the time, but the 3500 Limited I was driving weighs 9,060 pounds empty. Counting the trailer and at least 800 pounds of passengers (including Ram HD chief engineer Rod Romain, who has a 1,000-lb-ft handshake), we’re talking more than 27,000 pounds that needed to get from 25 to 65 mph uphill in a big hurry. Moment of truth, as they say.

In our standard testing, this big Ram hits 60 mph in 8.4 seconds and runs the quarter mile in 16.4 seconds at 84.9 mph. On paper, these numbers sound like nothing. Back to knowing versus experiencing, this big ol’ hoss feels much quicker than our instrumented numbers say.

There’s this Bentleyness (for lack of a better word) to this sensation—that the tsunami of torque you’re surfing will never crest, will never cease, will never relent. The times on paper aren’t quick by modern standards, but by the seat of your pants, this engine in the Ram feels invincible. Also, this 4.5-ton monster truck rides remarkably well completely empty. As for the Frustration Test, I ask, “What frustration?” We passed that slow-moving motorhome without breaking a sweat.

2019 Ram 3500 Heavy Duty Limited 4×4 BASE PRICE $66,945 PRICE AS TESTED $87,810 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 6.7L/400-hp/1000-lb-ft turbodiesel, OHV 24-valve I-6 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 9,060 lb WHEELBASE 169.0 in LENGTH x WIDTH x HEIGHT 260.8 x 96.5 x 79.3 in 0-60 MPH 8.4 sec QUARTER MILE 16.4 sec @ 84.9 mph BRAKING, 60-0 MPH 140 ft LATERAL ACCELERATION 0.61 g (avg) MT FIGURE EIGHT 30.2 sec @ 0.53 g (avg)

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