View allAll Photos Tagged Containers
This is a surplus ammo can that has been spray painted camouflage. These containers offer great protection from the elements.
A regular sized geocache container is usually big enough for a log book and some trading items. The larger size makes it harder to find suitable hiding locations.
I'm trying to prepare a short slide show to show at the Portland Camera Club in March. I think I will use photos I took while riding in the NYC Five boro bike tour held every first Sunday in May. It is a chance to ride about 40 miles with 30000+ other bikers from lower Manhattan and end up in Staten Island. This and the other photo posted were taken from the Staten Island ferry early in the morning that was taking many of us to the starting point. I did this tour in 2010 and 2011.
Harbour nearby Barcelona
See more in the album; From above - www.flickr.com/gp/artcammelbeeck/hb6V84
Nate made this awesome container port for the PennLUG layout, and I made the water (with tile-laying help from various PennLUG members).
A Container Carrier for 16x8x8 Space Cargo Units (SCU), transformable to be transported as a sigle SCU itself.
I needed something like a container carrier for 16x8x8 SCUs to move them in a space port. At the same time the carrier should be small enough to be transported as a single SCU. So there had to be included some kind of transformation to extend the vehicle frame in a way that made it possible to carry “itself”.
www.recyclart.org/2013/12/container-modern-house-savannah/
As a port city, Savannah has an abundance of obsolete shipping containers. Artist Julio Garcia re-purposed two of these containers to create his residence and studio in the Savannah woods.
Container ship Kota Laju entering Port Phillip Bay on her way to Melbourne.
Ship Type: Container ship
Year Built: 2007
Length x Breadth: 260 m X 32 m
Gross Tonnage: 39906 t
DeadWeight: 50525 t
Flag: Singapore
IMO: 9340752
MMSI: 565403000
These containers grew rosemary, pineapple sage, basil, pansies, red kale and potatoes.
I'm sorting through old photos from a period (of years) when I wasn't processing or sharing them much. I'm deleting a lot but will post any of particular interest.
An intermodal container (also container, freight container, ISO container, shipping container, hi-cube container, box, conex box and sea can) is a standardized reusable steel box used for the safe, efficient and secure storage and movement of materials and products within a global containerized intermodal freight transport system. "Intermodal" indicates that the container can be moved from one mode of transport to another (from ship, to rail, to truck) without unloading and reloading the contents of the container. Lengths of containers, which each have a unique ISO 6346 reporting mark, vary from 8 to 56 feet (2.438 to 17.069 m) and heights from 8 feet (2.438 m) to 9 feet 6 inches (2.896 m). There are approximately seventeen million intermodal containers in the world of varying types to suit different cargoes.[1] Aggregate container capacity is often expressed in twenty-foot equivalent units (TEU) which is a unit of capacity equal to one standard 20 ft × 8 ft (6.10 m × 2.44 m) (length × width) container.
From Wikipedia, the free encyclopedia
This is a brand new C-Rail Freightliner container that I have distressed to represent a container thats been in the rain for a few years, - or should I say a few English Summers?!!!
This photograph was a test shot to fine tune my exposure (it's a little over exposed) and get set up for a long exposure to try and get a tug (tug blur) to go through the photograph. I have been trying to get this effect in my night photography as you don't see the tug as a whole, but you do see some of the lights and glow from the tug. I got about half of the tug in this shot (right side of the photo, kind of lost in the containers) to test the look and framing. Near the end of the exposure a Harbor Seal or Sea Lion (I can't tell) jumped up on the bulbous bow and posed for me. Right after the shutter closed he jumped off and was gone. Sometimes photography is all about luck. Even though the ship and Seal have motion blur I still like the photograph overall.
Thanks for looking-L.C.
Taken with Baldamatic II - Superia 200ASA.
40ft Container houses put up by Tempo Housing with the blessing of the City of Amsterdam to overcome a shortfall of student housing.
Container Ship. Chiquita Dream. IMO: 9399777.
Flagged: Liberia. Underway off of Cape Hatteras, North Carolina, USA.
Gulf Stream Pelagic Birding Trip. May 15, 2022. Second day.
Aboard the Stormy Petrel II out of Hatteras, North Carolina.
25+ miles offshore.
Nikon D500. Nikkor AF-S 300mm f/4e ED PF VR + TC-14e III teleconverter.
(420mm) f/6.3 @ 1/2000 sec. ISO 160.
A boat-load of bananas. KN
If you think about it nearly everything we eat, wear and use has been shipped wholly or partly in a container at some stage of its lifecycle.
The Port of Zeebrugge is a large container, bulk cargo, new vehicles and passenger ferry terminal port on the North Sea. The port is located in the municipality of Bruges, West Flanders in the Flemish Region of Belgium, handling over 50 million tonnes of cargo annually.
This is why I wanted to go on this tour, a trip down the freight only branch to the old refinery and container sites on the peninsular.
I have been down on at least two occasions to snap tours on this line, and now it was my turn.
Sadly, due to a bridge being inspected at Numhead and now no loco-hauled trains can go over it, this meant that the morning visit to Grain was now late in the afternoon, just as the sun was setting.
Not much to see there now, and the proposed trip beyond this point was apparently cancelled as the track beyond was found to be in too bad condition. So, this is as far as we went, before reversing and going back towards London as darkness fell.
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The Hundred of Hoo Railway is a railway line in Kent, England, following the North Kent Line from Gravesend before diverging at Hoo Junction near Shorne Marshes and continuing in an easterly direction across the Hoo Peninsula, passing near the villages of Cooling, High Halstow, Cliffe and Stoke before reaching the Isle of Grain and the container port on its eastern tip, Thamesport. There used to be a short branch line leading from Stoke Junction to the coastal town of Allhallows but this closed from 4 December 1961, the same date on which the Hundred of Hoo line was closed to passenger services.
The first authorisation to construct a railway on the Hoo Peninsula was obtained by a group of local businessmen who sponsored the passing of the North Kent Railway Extension Railway Act in 1865 which provided for the construction of a branch line leaving the South Eastern Railway's Gravesend - Strood line near Shorne Marshes. The line would head eastwards across land north of Cliffe to reach Allhallows, continuing to the Isle of Grain. However, the major railway companies operating in the area, South Eastern Railway (SER) and the London, Chatham and Dover Railway (LCDR) were not interested in the project and as a result it failed to secure the necessary funding.
The opening of Queenborough railway station on 15 May 1876 by the LCDR which offered a sea link to the Dutch town of Flushing prompted the SER to investigate possibilities for a rival link to the continent. On 16 April 1878 the SER's engineer, Francis Brady, reported back to his employer on the feasibility of constructing a railway from a point near Gravesend and the North Kent Line to the village of Stoke, a distance of 9 miles. The estimated cost was £72,000. A 5% return was projected, the belief being that Gravesend's proximity to London would make it a more desirable outlet for the distribution of goods intended for the Kent area, rather than the LCDR's Chatham station.
The Hundred of Hoo Railway Company was therefore formed and a second authorisation for the line obtained in the form of the Hundred of Hoo Railway Act which received royal assent on 21 July 1879.
Seizing the opportunity to provide a sea outlet for goods to Europe, the SER announced its intention to open a new port on the Isle of Grain with a service to Belgium. This new service would compete with the LCDR's own Queenborough and Sheerness outlets. The SER was hopeful that its service would be preferred over that of the LCDR, the proposed route from Charing Cross to the new port was 40 miles, some 12 miles less than the LCDR's Victoria to Queenborough or Sheerness service.
The Hundred of Hoo Railway (Extension) Act was passed by the House of Lords on 14 July 1880 authorising an extension of 3 miles from Stoke to the new Victoria Port where a pier would be constructed. Following a call for tenders, the quotation of a certain Thomas A. Walker was accepted, he having proposed £14,421 for the railway extension (including a bridge over Higham Canal) and £18,953 for the pier. The Railway Company was absorbed into SER in August 1880.
By 1906 it had become clear that Port Victoria would not develop into a major continental sea port and the South Eastern and Chatham Railway (SECR) began to look for new opportunities to bring in revenue. In July of that year seven wooden halts were constructed: Milton Road, Milton Range, Denton, Uralite, Beluncle, Middle Stoke and Grain Crossing. Uralite halt was named after the nearby British Uralite plc complex which had opened in 1899 and manufactured drainage pipes from wet asbestos paste. On 1 May 1915, the little-used Milton Road Halt was closed. The branch line to Allhallows-on-sea was opened on 16 May 1932 followed on 17 July 1932 by opening of another halt at Stoke Junction. A new station opened at Grain on 3 September 1951, replacing Grain Crossing Halt, which closed to rail traffic on 11 July 1951 and passengers on 3 September 1951 - a bus service being provided between those dates.
Port Victoria station was located at the head of the 400 ft (122 m) long pier. Ships of up to 18 ft (5.49 m) draught were able to draw-up alongside to take passengers and goods, irrespective of the tides, thanks to the pier's deep water front. A 'temporary' hotel was constructed near the pier at a cost of £1,900.
The station became popular with the Royal Family because it was secluded with no roads leading to the port. Both the Royal Train and the Royal Yacht were regular visitors to the line.
Following the merger of the SER and LCDR in 1899, Port Victoria found itself firmly in second place behind Queenborough for traffic to the continent. It was only when Queenborough was unavailable that Port Victoria saw regular sustained use. This was the case when a fire caused serious damage to Queenborough on 19 July 1900 and services were diverted via Port Victoria for the best part of the next three years - the busiest period in its history.
Following the outbreak of the First World War, the Admiralty took over Port Victoria on 11 August 1914 at a rent of £200 per annum for a lease of 14 years. A siding to Yantlet Creek was laid and artillery testing was carried out there. The Royal Naval Air Service took over the Royal Corinthian Yacht Club's headquarters which were located near the pier.
As the popularity of the new extension to Allhallows, opened in 1932, began to grow, the further decline of Port Victoria became ever more pronounced. During the 1930s, it saw only two trains per day, mainly for the workmen at the refineries on the Isle of Grain - the Medway Oil and Storage Company had been based at Elphinstone Point at the entrance to Colemouth Creek since 1923. Nevertheless, the Flushing Night Mail continued to dock at the port.
In 1932 further concerns about the stability of the pier led to the buffer being brought further forward so that only 93 ft (28 m) of railway covered the 400 ft (120 m) pier. The station was replaced the same year by a modest structure at a cost of £395. The following year the old station buildings on the pier were demolished and new fencing was erected to create a gangway on the pier in order to provide access to the navigation lights. The 1930s also saw the demolition of the old Royal Corinthian Yacht Club.
The end finally came in 1941 when its seaward end (measuring some 516 ft or 157 m) was demolished and sold for scrap to the Admiralty for £841 5s. Only a short length at the shore end now remained. Both Port Victoria Station and the previous station, Grain Crossing Halt, closed to rail traffic (but not passengers) on 11 June 1951. A new station, called "Grain", which became the line's terminus, was constructed in their place. The Port Victoria Hotel was one of the last pier buildings to be swept away in 1951.
With the failure of Port Victoria to become the valuable European seaport that had been expected, alternative means of increasing the revenue from the line were sought. Such an opportunity seemed to present itself in the early 1920s with the popularity of seaside resorts as holiday destinations for middle and working-class families with the financial means to take an annual holiday or weekend breaks. Resorts such as Brighton, Torquay and Blackpool had long been popular with seasiders since the mid-19th century, but it was only with the arrival of the railway that factory workers in London could enjoy the privileges previously reserved for the richer classes and use their free weekends to escape from their urban environment.
The Southern Railway (SR), which had taken over the SECR's activities in 1923 following the grouping ordered by the Railways Act 1921, sought to profit from this new market by offering a seaside destination within easy reach of London which would rival the London, Midland and Scottish Railway's line to Southend-on-Sea. The small village of Allhallows, population 261 in the 1880s, was identified as the only feasible location for a new seaside resort in North Kent - Herne Bay being judged too far from London and Leysdown-on-Sea on the Isle of Sheppey not having a direct rail service.
The ceremonial opening of the extension took place on Whit Saturday 14 May 1932 when 700 day-trippers made the journey to Allhallows on SECR R1 Class 0-4-4T No. 380, a special train laid on from London. The first passenger trains ran on the following bank holiday Monday, 16 May, with local trains starting from and returning to Gravesend Central. Cheap day return tickets from Charing Cross were offered at 5s 3d - the cheapest ticket to a Kentish seaside resort. To coincide with the opening of the new connection, other parts of the line were upgraded. At Stoke Junction, where the line to Allhallows branched off, a new halt was opened on 17 July 1932. At Cliffe and Sharnal Street, platforms were constructed, whilst at Uralite, High Halstow, Beluncle and Middle Stoke halts, concrete platforms replaced the timber ones.
Two daily express services from Allhallows to Charing Cross were laid on at 7.36am and 8.28am, returning in the early evenings on weekdays and at midday on Saturdays, as if to demonstrate the village's potential as a commuter hub. The services were hardly used, the envisaged commuter town not having yet been constructed, and the SR ran them until September, planning to re-introduce them permanently when the town was ready.
The line became increasingly popular for daytrips: on Sundays during July, August and September 1934 alone, 72,557 passengers used the line, compared with 62,120 for the same period in 1933. On Bank Holiday Sunday 5 August 1934, over 9,500 passengers made the journey to and from Allhallows. It became necessary to double the line between Allhallows and Stoke Junction, the single platform at Allhallows becoming an island with an extended platform canopy. The platform at Allhallows could accommodate ten-coach trains, and goods facilities were provided in the shape of goods sidings, a large goods shed and a turntable - none of which saw much use.
By 1939 between ten and twelve trains were laid on each way on weekdays from Gravesend, and there was an excursion from Maze Hill in August. On Sundays, seven trains were provided, with six extra during the peak holiday season.
Allhallows' popularity continued up until the outbreak of the Second World War, with 12 trains making the journey to and from Gravesend during weekdays while extra services were laid on for Sundays - 14 down and 11 up. At this time the SR considered electrification of the entire Hundred of Hoo line but ultimately decided against it. Looking back now, there is now little doubt that, had this been done, Allhallows would finally have developed into the resort and/or commuter town that had been expected.
In the frugal years that followed the end of the war, Allhallows, like Leysdown-on-Sea, began to experience lean times as passenger numbers fell. Allhallows with its single Charringtons pub, concrete road, two small refreshment stands (closed in winter) and block of four small shops (which never saw any real use and were eventually bricked up) was no match for Brighton, the attractions of which could be enjoyed by rail for an extra 1s 9d when compared to the price of an Allhallows ticket (then 5s 9d). In an attempt to stem losses, the new operator, British Railways (Southern Region) (BR), misguidedly tried out an ACV lightweight diesel railcar in late 1953, its noise and general lack of comfort probably serving however to drive away more passengers.
In the February 1954 edition of Trains Illustrated, T.J. Norris noted that many of the trains from Allhallows carried a score or so of passengers, most of whom went only as far as Cliffe. Whilst Summer and bank holidays saw some patronage of the line - an excursion train from London ran three days each week, with extra trains on Sundays and bank holidays, Winter presented a different picture with trains continuing beyond Sharnal Street being almost completely empty.
Nevertheless, BR still tried to promote the area for holiday-makers and potential residents as its Holiday Haunts guide for 1955 demonstrates: "[t]he open fields, the views, the sands and the safe bathing attract may day and weekend visitors. Undoubtedly, Allhallows has a future; roads have been laid out and it is certain that the place will develop as a pleasant, rural type of resort."
By 1955 eleven trains ran each way on weekdays, with twelve down and thirteen up on Saturdays and thirteen up and down on Sundays. In 1957, the line between Stoke Junction and Allhallows was reduced to a single track and in 1959, the Hundred of Hoo line was excluded from the Kent Coast electrification programme which saw the North Kent Line electrified.
In Winter 1959/60, against a background of a continuing drop in passenger numbers, a study was undertaken to determine the actual numbers using the line and the savings to be made by closing it to passenger traffic. The results showed that 321 passengers per day were using the Allhallows line to travel to and from Gravesend, and that a saving of £25,500 per year would be made, were the line closed.
In March 1960 the proposed withdrawal of passenger services was announced, the main line from Gravesend to Grain remaining unaffected by the changes. The closure proposal was rejected by the South Eastern Area Transport Users Consultative Committee, whose consent was required in accordance with the Transport Act 1947, on the basis that replacement bus services would be inadequate. A new proposal was made by BR a few months later, which it backed up with new figures showing that passenger numbers had further declined since Winter 1959/60 and that savings would even higher - £43,324 per annum.
DB Schenker 66024 heading the 6C48 Workington Docks to Carlisle Yard intermodal at Crofton, near Wigton, on Tuesday 27th March 2012. Taken on private land with the kind permission of the farmer. Next week the bull would have been in the field, so this Spring viewpoint was made just in time! These striking ISO containers made the sea crossing from Tees Dock to Rotterdam then continued by DB Schenker freight service to Buna Werke near Halle in Germany for reloading (Thank you Adrian Nicholls of DB Schenker for the info).
© Copyright Gordon Edgar - No unauthorised use
Net rond de middag kwam het zonnetje door op de Veluwe - mooi weer. Door een tip op RR (dank Björn) wist ik dat de 1606 voor de Leeuwarder shuttle stond - op naar Nijkerk !
ACTS 1606 passeert de befaamde 'bocht bij Nijkerk' met aan de haak een volbeladen Leeuwarder shuttle. Fraaie combinatie van MSC en andere firma containers.
English
Sun came out around noun - nice weather for a little trip to Nijkerk after work - due to a tip at the cargo forum (thx Björn) i knew that the 1606 was leading the pack ;)
ACTS 1606 hauls a fully loaded Leeuwarden shuttle through the 'bend of Nijkerk' to Maasvlakte West. Nice mix of MSC and other brand of containers.