View allAll Photos Tagged Drayage
The West Belt Railway crew picks up an empty boxcar at B&L Drayage and Warehousing, the railroad's eastern most customer. B&L receives about a car a month at best, so catching this was nice despite the rather subpar light conditions. St. Louis, MO
The Southern Railway of British Columbia's "Docks Job" backs slowly along Timberland Road, in the run down neighborhood of Brownsville, BC. The conductor and brakeman are at the rear of the train, riding the caboose, and preparing to protect the numerous crossings the line crosses over. In the foreground is the diamond where CN's Brownsville spur crosses the SRY's spur to the Fraser Surrey Docks, where the bulk of this job's switching is done. The switch between the diamond, and lead locomotive is one of two for the busy Arrow Reload terminal, which transloads centerbeam flats of lumber to trucks for final drayage to port, or destinations in the city.
The 129 is a GP9 which started life as Frisco GP7 #318, before ending up on the CNW and being rebuilt to GP9 standards. From there it joined the roster of the newly founded Montana Rail Link, before finally being transferred to the SRY, at the time a fellow Washington Group corporation to MRL. With the last of the MRL GP9's being taken out of service this past week, it seemed appropriate to showcase one of their surviving siblings still earning its keep.
The late evening shadows have reached the railhead as CP #148-01 pulls out of Roberts Bank on the first leg of its journey to Chicago. On the highway parallel to the tracks, drayage trucks return home to their yards after dropping off outbound containers to the port.
This evenings train was of typical length for this spring at 11,800ft. Asian-American trade seems to be higher than previous years, as second sections of this train have been frequent over the past month, defying PSR doctrine that additional train starts are the enemy.
Seen at the Sywell Classic in Northamptonshire on 20Sep20.
A 1954 Peterbilt 351.
Delivered in 1954 to Browns Drayage of Oakland California.
It retired in 1999 after operating as a shot blasting rig in the Los Angeles area.
Purchased in 2001 from Courtland Trucks of California and shipped to the UK for restoration and rebuild.
Registered with the DVLA in August 2009..
**Kennicott Cabin** - National Register of Historic Places Ref # 97000046, date listed 2/14/1997
63161 CO 69
Westcliffe, CO (Custer County)
The Kennicott Cabin is located on the west side of highway 69, three miles north of the town of Westcliffe. The cabin is a two-story, rectangular plan, log construction with a side gabled roof covered with wood shingles. The nominated parcel of land includes the cabin, a privy, a large multi-room shed, and a corral. The property appears much as it did when first constructed.
One of the geologically oldest ranges in the state, the Wet Mountains were once hunting ground of the Ute Indians and were crossed in 1806 by Zebulon Pike. The first permanent settlers to the Wet Mountain Valley arrived in 1869. Along with Elisha Horn, John Taylor and William Vorhis, two brothers also came. Frank and George Kennicott, both suffering from tuberculosis, had been told of "a wonderful, high, unspoiled valley in southern Colorado." Their health improved and they started a drayage business and began speculating in cattle.
It is believed that between 1869 and 1870, Frank constructed the two story log cabin. In 1871, Frank and George Kennicott returned to Illinois, where they both found wives. Frank married Mary Thorpe and brought his new bride back to the ranch. In August 1872, a daughter, Mary Louise Thorpe Kennicott, was born in the two-story log cabin. Three days later, the mother died of childbed fever.
A distinction is usually made between log houses and log cabins. A cabin has walls of timbers that have been left round and are joined by overlapping saddle notches. These walls are difficult to chink and for this reason cabins were generally considered to be temporary shelter. Cabins are usually one room and not more than one or one-and-a-half story. A log house has walls of square-hewn logs joined by carefully hewn comer notching. Although Kennicott built his home with the logs left round, the interior surfaces were hewn and then covered with muslin and wallpaper. With its interior finishing and the two-story height, Kennicott’s home is best classified as a log house. (1)
References (1) Nomination Form s3.amazonaws.com/NARAprodstorage/lz/electronic-records/rg...
Not much left of a once bustling industrial park by Miami International Airport, but Banner Supply is a dependable customer unloading gypsum from points north for its building material wholesale. It seems that the neighboring USA Tile and Marble could also receive if they ever call on FEC for their services, but sadly, aside from Omni Transloading, Quality, and a team track which caters to various customers via drayage, Banner is the only customer known to require use of a switchback operation. FEC GP40-2 #436 picks up two empty centerbeams as part of the tasks of the 12:15 yard job and takes them to Hialeah Yard.
yeah its Ho Hum to most looking at this but in 30 plus years of railfanning St Louis I have never caught a train working this customer. West Belt Railway /Patriot Rail GP38 # 3806 delivers and pulls B&L drayage at St Louis, Mo on April 7th 2022.
Don't call the Cops Karen this isn't private property...
Photographers block has been hitting petty hard lately especially with it being summer, hotter temps have kept me closer to home and further away from the more open spaces of the mountains and deserts. The San Bernardino Subdivision has always been sort of a thorn to me, with a lot of private property, homes and warehouses parallel to the tracks just about the whole way. There isn't really much to work with minus a few small windows at grade crossing, which don't offer a whole lot since warehouse backgrounds look the same whether it's in Corona or Santa Fe Springs. A handful of crossings have also been slowly turning to over/under passes, which have lessened opportunities to shoot.
This spot was a google maps find a fire break was cut into the hillside at some point, and after a short walk up I was given a an exceptional view of the large Horseshoe Curve at Yorba Linda (Esperanza) and with no trains staged for the Harbor there were no obstructions to have to work around. As BNSF 8166 and five others enter Horseshoe Bend with a train of mostly J.B Hunt containers with a few marine boxes peppered in for drayage down to the harbor.
Lotta's Fountain, was designed for and best served the hard working and thirsty horses that pulled streetcars, carriages and drayage carts up and down Market Street.
Lotta Crabtree gave the ornate fountain to the city in 1875 and it was dedicated on September 9th, the 25th anniversary of California’s admission to the Union.
This photo was taken by a KИEB 88C medium format film camera and MИP-26B 3.5/45mm lens with a Ж3-1.4x 82x0.75 filter using Fuji Acros 100 film, the negative scanned by an Epson Perfection V600 and digitalized with Photoshop.
Its a busy afternoon at good ole CN Harvey. A line of drayage trucks wait impatiently as a pulldown crew with a deputized KCS GEVO blocks their exit.
822 XUU
1954 Peterbilt 351 (imported in 2009)
Preserved, ex Brown Drayage, Oakland, California
British Motor Museum, Gaydon, 11 June 2023
This building, originally the Kling Building is probably the oldest commercial building in town. It dates back to 1860. Throughout the years, it has housed many types of businesses including the Wells Fargo Drayage Company. Most recently, the building was owned by two gentlemen, Jerrold Whitney, and Clayton Pinkerton. Mr. Whitney was a gregarious antique dealer, and Mr. Pinkerton was a well known Bay Area artist. Upon their deaths, they bequeathed the building to the city of Amador to be used as a museum. In 1993 the building became known as the Amador Whitney Museum.
King Gibson Thompson’s home, located at 1930 Cambridge Boulevard on the corner of Edgemont Road, was completed in 1916. King Thompson, one of the founders and incorporators of Upper Arlington, lived there with his wife, the former Ethel Herrick, and children, Edward Herrick Thompson, Irma Francis Thompson, Frank King Thompson and Victor King Thompson. Ethel Thompson was a member of the Upper Arlington Red Cross Unit, established in 1917, which met weekly to socialize, as well as to sew towels, hospital clothes, and bandages in their contribution to the war effort. The Thompson family was very involved in the social life of their new community. In fact, the very first school was held in the basement of this home from 1917 to 1918 with twelve pupils in the first three grades.
King and his brother, Ben, initiated Upper Arlington’s establishment when they purchased 840 acres of the "most suitable, most convenient and the most beautiful rolling, partly wooded Ohio farmland" from James Terrell Miller in 1913. The land appealed to the Thompsons as a residential site because of its location on high ground, its proximity to both downtown Columbus and The Ohio State University campus, and its position upwind from larger cities. The beautiful land that was once a "well-managed, immaculately kept, working farm" was subdivided into 2500 lots. The King Thompson Company was started in 1914 to sell the new subdivision to the public. In August of 1914, laborers and teams of horses were hired by the Thompson brothers to construct the first street, named Roxbury Road, leading into this pristine new subdivision.
By 1915 six houses were built and early in 1916 both King and Ben Thompson completed construction on their own new homes. The Upper Arlington Company was formed in March 1917, to develop the land and construct streets, sewers and water lines. King Thompson's plan for this new community demanded that: one management oversaw the entire district, each house was located with respect to the location of houses on adjoining lots, and each lot was graded and landscaped in accordance with the scenery of neighboring areas so that consistency between plots was maintained. This theme of continuity and precision in landscaping is still observable in Upper Arlington neighborhoods. On March 20, 1918, the village of Upper Arlington, with 200 residents was incorporated.
King Thompson was born and raised in Georgetown, Ohio with his brother, Ben, and two sisters, Irma and Loula. After graduating from high school in his hometown, Ben moved to Delaware to attend Ohio Wesleyan University and later attended law school at The Ohio State University. While at Ohio State, King recognized the potential of the residential areas north and east of the university and launched his real estate career by developing many neighborhoods in this area. King Thompson had an entrepreneurial spirit and, as a young man, started a drayage business with a wagon and a team of horses. He was the first to organize a train to transport Ohio State fans to Ann Arbor to see the football game.
King was also an avid sportsman who loved to fish, hunt, play tennis and baseball, and pitch horseshoes. He was a part of the temporary committee charged with organizing the first Upper Arlington Golf Club in 1922 and was a member of the Upper Arlington Swimming Pool Association, which organized the 1928 construction of the Devon Road pool.
This image available online at the UA Archives >>
Read the related "Norwester" magazine article at the UA Archives >>
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Identifier: hinw13p012i02
Date (yyyy-mm-dd): c. 1918-11
Original Dimensions: 11.3 cm x 7.6 cm
Format: Black and White Halftone Photograph
Source: Norwester, November 1918, page 12
Original Publisher: Upper Arlington Community (Ohio)
Location/s: Upper Arlington (USA, Ohio, Franklin County)
Repository: Upper Arlington Historical Society
Digital Publisher: Upper Arlington Public Library, UA Archives
Credit: UA Archives - Upper Arlington Public Library (Repository: UA Historical Society)
J.B. Hunt Transport Services, Inc. is a trucking and transportation company that was founded by Johnnie Bryan Hunt, and based in the Northwest Arkansas city of Lowell. J.B. Hunt Transport Services, Inc. was incorporated in Arkansas on August 10, 1961 and originally started with five trucks and seven refrigerated trailers to support the original rice hull business. By 1983, J.B. Hunt had grown into the 80th largest trucking firm in the U.S. and earned $63 million in revenue. At that time J.B. Hunt was operating 550 tractors, 1,049 trailers, and had roughly 1,050 employees.
Today this company has grown into one of the largest transportation companies in the United States with annual revenues of over $3 billion. J.B. Hunt primarily operates large semi-trailer trucks, and provides transportation services throughout the continental United States, Canada and Mexico. The company currently employs over 16,000 employees and operates in excess of 12,000 trucks. Over 47,000 trailers and containers can be found in the company's fleet.
J.B. Hunt's major competitors in the United States are YRC Worldwide, Inc., Swift Transportation, Schneider National and Werner Enterprises.
J.B. Hunt Transport was a leader in the industry in technology and operation. In 1989, J.B. Hunt Transport started partnering with railroads to offer intermodal service. Today, 40% of the company’s revenues and 50% of its profits come from intermodal. The company also launched a specialized trucking service division along with a flatbed operation, which was later sold.
Dedicated Contract Service (DCS): Started in 1992. DCS operations typically provide customized services that are governed by long-term contracts and currently include dry-van, flatbed, temperature-controlled, dump trailers and local inner-city operations
Intermodal (JBI): The JBI segment began operations in 1989 with a partnership with the former Santa Fe Railway (now the BNSF Railway Company). Essentially, JBI draws on the intermodal (also known as "container on flatcar") services of rail carriers for the underlying linehaul movement of its equipment and performs the pickups and deliveries ("drayage") for customers at the origin and destination rail terminal locations. May directly provide the drayage service at either the origin or destination rail ramp using company-controlled tractors, or they purchase these services from third parties.
Integrated Capacity Solutions (ICS): This segment includes full truckload, dry-van freight using company-controlled tractors operating over roads and highways. ICS reported record revenue in 2011 of over $355 million.
Truck: This segment includes full truckload, dry-van freight, using company-controlled tractors operating over roads and highways.
Wikipedia Quote
Florida East Cost's new SD70M-2 #102 take a train of aggregate cars into Jupiter, FLA.
From the Rail America website:
The Florida East Coast Railway (FEC) operates 351 miles of mainline track along the east coast of Florida. With interchanges of Class I carriers, NS and CSXT the reach of the FEC is expanded throughout all of North America.
FEC moves major carload commodities of aggregate, automobiles, lumber, farm products, food and kindred, machinery, pulp and paper, petroleum products, and stone, clay and glass. Volumes for FEC exceeded 118,000 in 2007.
FEC also serves five (5) intermodal terminals with volumes for 2007 exceeding 300,000 units. FEC also provides a drayage leg in its portfolio of services to intermodal customers. This has proven to be a very attractive alternative for retail customers looking for one-stop shopping in their transportation services needs.
www.railamerica.com/ShippingServices/RailServices/FECR.aspx
en.wikipedia.org/wiki/Florida_East_Coast_Railway
Historical Society:
Locomotive Roster: www.rrpicturearchives.net/locoList.aspx?id=FEC&Page=1
Sponsored by Hino Trucks: Work Truck Show attendees were able to experience the latest in cutting-edge clean vehicle technologies during the Green Truck Ride-and-Drive - featuring the opportunity to test-drive or ride in commercial vehicles that incorporate new hybrid technology or alternative fuel applications. Participation was free and available on a first-come, first-served basis.
Vehicles included:
Allison Transmission
- A Freightliner M2 chassis with a shuttle bus body and a powertrain that utilizes a Cummins ISC engine coupled to Allison’s new H 3000 parallel electric hybrid transmission system, which utilizes an engine disconnect clutch between the engine and the transmission.
Altec Industries
- An aerial lift unit powered by Altec’s plug-in hybrid Jobsite Energy Management System (JEMS) which significantly reduces truck engine operation in conjunction with the use of the lift.
AMP Trucks/Workhorse
- An AMP/Workhorse E-100 electric-powered walk-in van, built on the W62 chassis, with a GVWR of 19,500 lbs. and a usable range of up to 100 miles.
Boulder Electric Vehicle
- A full-battery electric medium-duty delivery van.
Crosspoint Kinetics
- A Chevrolet 4500 cutaway chassis upfitted with a 12-passenger shuttle bus body and equipped with a Crosspoint Kinetics S-3000 parallel electric hybrid drive system.
ECHO Automotive, Inc.
- A Ford E-150 van converted to a plug-in electric hybrid configuration using EchoDrive, a revolutionary solution for converting fleet vehicles into highly fuel-efficient plug-in hybrids.
Freightliner Custom Chassis Corporation
- A walk-in van utilizing the MT45 chassis and powered by the totally new ultra clean high efficiency Cummins 5.0L V8 Diesel engine. This engine, which is still under validation (as of March 7), is expected to provide significant improvements in fuel economy.
Freightliner Trucks
- A Freightliner 114SD NG chassis upfitted with a vocational dump body and combining the performance features of the diesel-powered 114SD with the benefits of a Cummins Westport ISL G 8.9L natural gas engine.
Hino Trucks
- Two Hino COE 195H electric hybrid trucks (which are also available with a clean diesel powertrain). These 19,500-lb. GVW Class 5 COE trucks feature 210 HP and 440 lb.-ft. of torque from Hino’s 5-liter J05E Series engine, utilizing Aisin’s A465 six-speed automatic transmission. Both models also feature a 33”-wide, 56,900 PSI frame with a center-mounted rear fuel tank.
IMPCO Automotive
- A 2014 Bi-Fuel CNG Chevy Cruze sedan with a bi-fuel system that eliminates range anxiety by providing one of the only sedans available in today’s market that can operate with either CNG or gasoline and features an 8.4 GGE Type 3 CNG tank.
International Truck
- An International ProStar tractor that has been converted to an all-electric drive by TransPower. This tractor is designed for local drayage applications and has a range of 65 miles at a GCW of 80,000 pounds.
Isuzu Commercial Truck of America, Inc.
- An Isuzu low cab forward N-Series (NPR-HD) chassis rated at 14,500 lbs. This vehicle is upfitted with a 14’ body and the engine is fueled by CNG utilizing an IMPCO fuel system.
Kenworth Truck Co.
- A Kenworth 2014 T-800 straight truck equipped with a roll-off system, powered by a Cummins ISX12-G natural gas fueled engine and utilizing a Trilogy CNG fuel system.
Lightning Hybrids
- A Lightning Hybrids hydraulic hybrid 15-passenger shuttle bus rated at 14,500 lbs. GVW and a hydraulic hybrid powertrain that provides increased low-end torque and improved acceleration.
Odyne Systems, LLC
- A Ford F-750 equipped with an Odyne Systems plug-in parallel electric hybrid which can be used to propel the vehicle or export power to operate the truck-mounted equipment while minimizing engine run time.
Peterbilt Motors Company
- A Peterbilt 382 day cab tractor that is equipped to operate on natural gas and utilizes a Cummins Westport ISL-G engine and a CNG fuel system. Two frame-mounted tanks (45 DGE gallons each) provide a total of 90 gallons DGE fuel capacity.
Ram Commercial
- A 2014 Ram 2500 series crew-cab pickup truck rated at 8,800 lbs. and equipped with a factory-installed CNG fuel system that provides superior range combined with the economy and low emissions of natural gas during day-to-day operations.
ROUSH CleanTech
- A 2014 Ford F-250 pickup truck, powered by liquid propane autogas. This EPA- and CARB-certified vehicle also reduces emissions while lowering fuel costs.
VIA Motors, Inc.
- A 2014 VIA 1500 series electric crew-cab pickup truck with an eREV powertrain that enables larger vehicles to drive the first 40 miles in all-electric mode with near-zero emissions, and a full range of 300 miles or more on a single fill-up.
XL Hybrids
- A 2500 series Chevrolet Express Cargo van (9,600 lbs. GVWR) equipped with XL hybrid electric conversion technology for Class 1–3 commercial vans and trucks.
Zenith Motors
- Zenith Electric 350 Cargo Van offering 530 cu. ft. of storage space and a payload of 3,500 lbs. This unit has a range of 70–85 miles and provides emission-free hauling while maximizing up-time and reducing fuel and maintenance costs.
It's almost the Fourth and on the Island, restocking for party-time takes on a slightly different delivery mode. But never fear, the deliveries are made promptly and all of those needing adult beverages to help them celebrate will find them in the market, albeit at a slightly higher cost. Party On!
A new Hyster loaded lift positions a tank container on a dropframe chassis. Drayage of ISO tank containers in the Houston, Texas area.
Florida East Cost's new SD70M-2 #102 take a train of aggregate cars into Jupiter, FLA.
From the Rail America website:
The Florida East Coast Railway (FEC) operates 351 miles of mainline track along the east coast of Florida. With interchanges of Class I carriers, NS and CSXT the reach of the FEC is expanded throughout all of North America.
FEC moves major carload commodities of aggregate, automobiles, lumber, farm products, food and kindred, machinery, pulp and paper, petroleum products, and stone, clay and glass. Volumes for FEC exceeded 118,000 in 2007.
FEC also serves five (5) intermodal terminals with volumes for 2007 exceeding 300,000 units. FEC also provides a drayage leg in its portfolio of services to intermodal customers. This has proven to be a very attractive alternative for retail customers looking for one-stop shopping in their transportation services needs.
www.railamerica.com/ShippingServices/RailServices/FECR.aspx
en.wikipedia.org/wiki/Florida_East_Coast_Railway
Historical Society:
Locomotive Roster: www.rrpicturearchives.net/locoList.aspx?id=FEC&Page=1
Kenworth is building four hybrid-electric T680 day cabs equipped with the Cummins Westport ISL G Near Zero NOx engine operating on compressed natural gas, and will also support customer field tests of these units in Southern California drayage operations.
Marvelous detail in this c.1925 image of a 2-Door Sedan automobile pictured alongside the nearly completed historic "Octagon House" located at Lands End in San Francisco, California. Formally known as Point Lobos Marine Exchange Lookout Station. Its function was to watch for approaching ships and announce their arrival. Once a ship was spotted, the lookout relayed the information (especially the ship's name or company insignia) to the Embarcadero where a small army of stevedores, tugs boats, taxis and drayage companies waited to unload the vessel's cargo and transport her passengers.
Image derived from the original glass negative.
Geotagged
Edward Dickinson Baker (February 24, 1811 – October 21, 1861) was an English-born American politician, lawyer, and military leader. In his political career, Baker served in the U.S. House of Representatives from Illinois and later as a U.S. Senator from Oregon.
A long-time close friend of U.S. President Abraham Lincoln, Baker served as U.S. Army colonel during both the Mexican-American War and the American Civil War. Baker was killed in the Battle of Ball's Bluff while leading a Union Army regiment, becoming the only sitting senator to be killed in the Civil War.
Born in London in 1811 to schoolteacher Edward Baker and Lucy Dickinson Baker, poor but educated Quakers, the boy Edward Baker and his family left England and immigrated to the United States in 1816, arriving in Philadelphia, where Baker's father established a school. Ned attended his father's school before quitting to apprentice as a loom operator in a weaving factory. In 1825, the family left Philadelphia and traveled to New Harmony, Indiana, a utopian community on the Ohio River led by Robert Owen and sought to follow communitarian ideals.
The family left New Harmony in 1826 and moved to Belleville in Illinois Territory, a town near St. Louis. Baker and his father bought a horse and cart and started a drayage business that young Ned operated in St. Louis. Baker met Governor Ninian Edwards, who allowed Baker access to his private law library. Later he moved to Carrollton, Illinois, where he was admitted to the bar in 1830.
On April 27, 1831, he married Mary Ann Lee; they would have five children together.
Shortly after his marriage, Baker affiliated with the Disciples of Christ and engaged in part-time preaching, which as a by-product served to spread awareness of his skill in public oratory, an activity that eventually made him famous.
A year after his marriage, Baker participated in the Black Hawk War but did not engage in hostilities. Around 1835, he became acquainted with Abraham Lincoln and soon became involved in local politics, being elected to the Illinois House of Representatives on July 1, 1837, and serving on the Illinois Senate from 1840 to 1844. In 1844, while living in Springfield, he defeated Lincoln for the nomination for the 7th U.S. congressional seat and was elected as a Whig.
Dickinson and Lincoln became fast friends, however—an association which lent credibility to a claim that Baker baptized Lincoln; this claim is denied as apocryphal by later leaders of the Restoration Movement with which Baker's church of Christ was associated. The two remained close friends, with Lincoln naming one of his sons Edward Baker Lincoln, affectionately called "Eddie." Lincoln and Baker occasionally competed in Fives, a form of handball.
In September 1844, Baker exhibited impetuous bravado in an incident arising out of the murder of Joseph Smith, the founder of the Latter Day Saint movement, by a mob in a jail near Nauvoo, Illinois. As a colonel in the local militia, Baker was part of a group pursuing the mob leaders, who had fled across the Mississippi River into Missouri. Rather than wait for others to join him, Baker crossed the river and apprehended the fugitives.
During the Mexican-American War, Baker briefly dropped out of politics and was commissioned as a Colonel of the Fourth Regiment of the Illinois Volunteer Infantry, on July 4, 1846. In the Battle of Cerro Gordo, the regiment was assigned to General James Shields's Illinois brigade in General D.E. Twigg’s division. When Shields was badly wounded in an artillery barrage, Baker boldly led the brigade against the entrenched artillery battery, resulting in the capture of the guns. General Winfield Scott later said, “The brigade so gallantly led by General Shields, and, after his fall, by Colonel Baker, deserves high commendation for its fine behavior and success.”
In July 1850, he proposed to the Panama Railroad Company that he recruit men to help build the railroad. Baker agreed to pay their expenses from St. Louis and in Panama, and the company would send them on to San Francisco by May 1. He became ill in Panama with a tropical disease and had to return to the U.S.
After Baker did not get a Cabinet position under President Zachary Taylor, he moved to San Francisco in 1852. He operated a successful law practice, despite what some described as sloppy business practices and inattention to detail, characterizations that had plagued him earlier: as a legislator, he was said to pay little attention to mundane details. Baker met Isaac J. Wistar, sixteen years Baker’s junior and from a prominent Philadelphia family. He said Baker did not keep records and relied on his memory and a bundle of papers he carried around in his hat. Baker disdained preparing for legal cases and thought it was more effective to speak extemporaneously to a jury. Baker received substantial fees but spent the money as fast as it came in, Wistar said, and some of those expenditures paid faro debts.
California had been admitted to the United States in 1850 as a free state, but by the later part of the 1850s, the state was being pulled in different directions over the issue of slavery, and Baker became a leader in the movement to keep California in the Union. In 1855, he ran for a seat in the state senate as a Whig on the Free Soil Party party ticket but lost because the Whig party had collapsed.
It was in those days that Baker picked up the name “Gray Eagle” because of his gray hair (though he was balding).
Baker became involved in a notorious criminal case in 1855 that threatened his legal and political future. He was criticized for defending Charles Cora, a gambler accused of killing a United States marshal. The jury failed to reach a verdict, and Cora was lynched by a vigilante mob. The experience led Baker to become active in the Law and Order Party, which opposed actions of the San Francisco Committee of Vigilance, which took the law into its own hands. Because of the committee’s criticism of his actions, Baker temporarily left the city and spent some time in the Sacramento area.
Frustrated by his failure to win a seat in the U.S. House of Representatives in 1859, Baker looked to greener political pastures to the north. Oregon held special interest for people who had once lived in Illinois, including men he had known in Springfield. He had become interested in Oregon politics in 1857, when Dr. Anson Henry, a friend from Springfield who had moved to Oregon, told Baker he could win the Senate election there. After statehood was achieved on February 14, 1859, Oregon Republicans asked Baker to come to their state to run for the Senate and counter the Democratic strength there.
By the end of February 1860, the Baker family had moved into a house in Salem on what is now the campus of Willamette University. Baker opened a law office and started campaigning for Republicans around the state. In Salem on July 4, he acknowledged the rumbles of secession threats and proclaimed his willingness to die for his country: “If it be reserved for me to lay my unworthy life upon the altar of my country in defending it from internal assailants, I declare here today that I aspire to no higher glory than that the sun of my life may go down beneath the shadow of freedom’s temple and baptize the emblem of the nation’s greatness, the Stars and Stripes, that float so proudly before us today, in my heart’s warmest blood.”
The Oregon legislature met in Salem in September 1860 to elect two men to the Senate. In an effort to keep Baker from receiving the required majority of 26 votes, six proslavery senators left the meeting and hid in a barn to prevent a quorum. They were brought back, and the legislators reached a compromise on October 7 and elected James Nesmith, a Douglas Democrat, and Baker. The Douglas Democrats supported Baker because of his sincerity and support of popular sovereignty.
Baker took his seat in the Senate on December 5, 1860.
On December 31, Senator Judah Benjamin of Louisiana argued that Southern states had a constitutional right to secede and that other states would soon join South Carolina, which had seceded on December 20. Baker refuted Benjamin’s argument in a three-hour speech a day later. He acknowledged that he was opposed to interference with slave owners in slave states, but he was also opposed to secession and the extension of slavery into new territories and states. In March 1861, he indicated a willingness to compromise on some issues to prevent the breakup of the country.
Abraham Lincoln was inaugurated on March 4, 1861. Baker and former President Franklin Pierce faced backward in the presidential carriage as they rode from the White House to the Capitol, and Lincoln and outgoing President James Buchanan faced forward. On horseback at the head of their cavalry escort was the man who would figure prominently as Baker’s commander at the Battle of Ball’s Bluff. Colonel Charles P. Stone was an up-and-coming Union officer who was responsible for security in Washington for the inauguration. Baker introduced Lincoln to the audience gathered on the east portico of the Capitol: “Fellow citizens, I introduce to you, Abraham Lincoln, President of the United States.” Lincoln did not name Baker to his cabinet because his support in the Senate was so critical. If Baker had resigned his Senate seat, Oregon’s proslavery Democrat governor, John Whiteaker, would have appointed a proslavery Democrat to take his place.
The Civil War began April 12 when Confederate artillery fired on Fort Sumter, and three days later, President Lincoln called for 75,000 volunteers. Baker left the Senate to go to New York City, where he spoke for two hours to a crowd of 100,000 in Union Square on April 19. He was blunt: “The hour for conciliation is past; the gathering for battle is at hand, and the country requires that every man shall do his duty.” He affirmed his own willingness to take up arms: “If Providence shall will it, this feeble hand shall draw a sword, never yet dishonored, not to fight for honor on a foreign field, but for country, for home, for law, for government, for Constitution, for right, for freedom, for humanity.” The following day, he met with 200 men from California who wanted to form a regiment that would symbolize the commitment of the West Coast to the Union cause. On May 8, Baker was authorized by Secretary of War Simon Cameron to form the California Regiment with him as its commanding officer with the rank of colonel.
Baker telegraphed Isaac J. Wistar, his San Francisco law partner, who was back in Philadelphia, and asked him to help recruit and organize the regiment. When Wistar asked about rank, Baker replied, “I cannot at this moment accept military rank without jeopardizing my seat in the Senate. But you know my relations with Lincoln, and if you do that for me, I can assure you that within six months I shall be a Major-General and you shall have a Brigadier-General’s commission and a satisfactory command under me.” Baker wrote to Lincoln on June 11, asking that he be given a command that would “not make him second to everybody.” His efforts paid off; on July 31, Lincoln sent the Senate names of men he was recommending for appointments as brigadier generals. On the list, besides Charles Stone, Ulysses Grant and others, was Edward Baker.
He told the Senate he would refuse the commission because of its doubtful legality. He said he was pleased that the government would allow him a command with his rank of colonel, “quite sufficient for all my military aspirations,” which indicates he believed he could be a colonel and remain in the Senate. He wrote to Lincoln on August 31 to decline the appointment as brigadier general, citing the problem of incompatibility and implying that he had the government’s permission to hold a colonel’s commission. To add to the mystery, the War Department notified Baker on September 21 that Lincoln had appointed him to be a major general. A list of Civil War generals based on official records indicates Baker held the rank of major general. He was assigned command of a brigade in Stone's division, guarding fords along the Potomac River north of Washington.
At a dinner with Journalist George Wilkes in August, Baker predicted he would die in an early battle of the war: “I am certain I shall not live through this war, and if my troops should show any want of resolution, I shall fall in the first battle. I cannot afford, after my career in Mexico, and as a Senator of the United States, to turn my face from the enemy.”
Baker stopped at the White House on October 20 to visit his old friend. Lincoln sat against a tree on the northeast White House lawn, while Baker lay on the ground with his hands behind his head. Willie Lincoln played in the leaves while the two men talked. Baker picked Willie up and kissed him before shaking the President’s hand as he left. Mary Lincoln gave Baker a bouquet of flowers, which he accepted graciously and sadly: “Very beautiful. These flowers and my memory will wither together.”
On October 21 at the Battle of Ball's Bluff, he was struck at around four o’clock by a volley of bullets through his heart and brain that killed him instantly.
Wistar said that he and Baker had a brief discussion just prior to his being killed, and Baker said, “The officer who dies with his men will never be harshly judged.”
President Lincoln was at General George McClellan's headquarters that evening when he got the news of Baker’s death. Charles Carleton Coffin of the Boston Journal saw Lincoln crying when he received the news of Baker’s death: “With bowed head, and tears rolling down his furrowed cheeks, his face pale and wan, his heart heaving with emotion, he almost fell as he stepped into the street.”
At Baker′s funeral, Mary Todd Lincoln scandalized Washington by appearing in a lilac ensemble, including matching gloves and hat, rather than the traditional black. Despite Baker′s close friendship with her husband, she retorted, “I wonder if the women of Washington expect me to muffle myself in mourning for every soldier killed in this great war?”
After subsequent funerals in Philadelphia and New York City, Baker’s body was sent by ship and the Panama Railroad to San Francisco for burial.
Of himself, Baker once said, "my real forte is my power to command, to rule and lead men. I feel that I could lead men anywhere." Baker's friends, however, thought his true talent lay in his gift of oratory.
His death shocked official Washington and led to the formation of the Congressional Joint Committee on the Conduct of the War.
Almost three years after his death, Baker's widow, Mary Ann, was placed on the government pension roll, receiving $55 per month.
The first Kenworth/Toyota Fuel Cell Electric Truck (FCET) under the ZANZEFF project will begin drayage operations in the fourth quarter, increasing the Port of Los Angeles' zero emission trucking capacity and further reducing the environmental impact of drayage operations.
Sponsored by Hino Trucks: Work Truck Show attendees were able to experience the latest in cutting-edge clean vehicle technologies during the Green Truck Ride-and-Drive - featuring the opportunity to test-drive or ride in commercial vehicles that incorporate new hybrid technology or alternative fuel applications. Participation was free and available on a first-come, first-served basis.
Vehicles included:
Allison Transmission
- A Freightliner M2 chassis with a shuttle bus body and a powertrain that utilizes a Cummins ISC engine coupled to Allison’s new H 3000 parallel electric hybrid transmission system, which utilizes an engine disconnect clutch between the engine and the transmission.
Altec Industries
- An aerial lift unit powered by Altec’s plug-in hybrid Jobsite Energy Management System (JEMS) which significantly reduces truck engine operation in conjunction with the use of the lift.
AMP Trucks/Workhorse
- An AMP/Workhorse E-100 electric-powered walk-in van, built on the W62 chassis, with a GVWR of 19,500 lbs. and a usable range of up to 100 miles.
Boulder Electric Vehicle
- A full-battery electric medium-duty delivery van.
Crosspoint Kinetics
- A Chevrolet 4500 cutaway chassis upfitted with a 12-passenger shuttle bus body and equipped with a Crosspoint Kinetics S-3000 parallel electric hybrid drive system.
ECHO Automotive, Inc.
- A Ford E-150 van converted to a plug-in electric hybrid configuration using EchoDrive, a revolutionary solution for converting fleet vehicles into highly fuel-efficient plug-in hybrids.
Freightliner Custom Chassis Corporation
- A walk-in van utilizing the MT45 chassis and powered by the totally new ultra clean high efficiency Cummins 5.0L V8 Diesel engine. This engine, which is still under validation (as of March 7), is expected to provide significant improvements in fuel economy.
Freightliner Trucks
- A Freightliner 114SD NG chassis upfitted with a vocational dump body and combining the performance features of the diesel-powered 114SD with the benefits of a Cummins Westport ISL G 8.9L natural gas engine.
Hino Trucks
- Two Hino COE 195H electric hybrid trucks (which are also available with a clean diesel powertrain). These 19,500-lb. GVW Class 5 COE trucks feature 210 HP and 440 lb.-ft. of torque from Hino’s 5-liter J05E Series engine, utilizing Aisin’s A465 six-speed automatic transmission. Both models also feature a 33”-wide, 56,900 PSI frame with a center-mounted rear fuel tank.
IMPCO Automotive
- A 2014 Bi-Fuel CNG Chevy Cruze sedan with a bi-fuel system that eliminates range anxiety by providing one of the only sedans available in today’s market that can operate with either CNG or gasoline and features an 8.4 GGE Type 3 CNG tank.
International Truck
- An International ProStar tractor that has been converted to an all-electric drive by TransPower. This tractor is designed for local drayage applications and has a range of 65 miles at a GCW of 80,000 pounds.
Isuzu Commercial Truck of America, Inc.
- An Isuzu low cab forward N-Series (NPR-HD) chassis rated at 14,500 lbs. This vehicle is upfitted with a 14’ body and the engine is fueled by CNG utilizing an IMPCO fuel system.
Kenworth Truck Co.
- A Kenworth 2014 T-800 straight truck equipped with a roll-off system, powered by a Cummins ISX12-G natural gas fueled engine and utilizing a Trilogy CNG fuel system.
Lightning Hybrids
- A Lightning Hybrids hydraulic hybrid 15-passenger shuttle bus rated at 14,500 lbs. GVW and a hydraulic hybrid powertrain that provides increased low-end torque and improved acceleration.
Odyne Systems, LLC
- A Ford F-750 equipped with an Odyne Systems plug-in parallel electric hybrid which can be used to propel the vehicle or export power to operate the truck-mounted equipment while minimizing engine run time.
Peterbilt Motors Company
- A Peterbilt 382 day cab tractor that is equipped to operate on natural gas and utilizes a Cummins Westport ISL-G engine and a CNG fuel system. Two frame-mounted tanks (45 DGE gallons each) provide a total of 90 gallons DGE fuel capacity.
Ram Commercial
- A 2014 Ram 2500 series crew-cab pickup truck rated at 8,800 lbs. and equipped with a factory-installed CNG fuel system that provides superior range combined with the economy and low emissions of natural gas during day-to-day operations.
ROUSH CleanTech
- A 2014 Ford F-250 pickup truck, powered by liquid propane autogas. This EPA- and CARB-certified vehicle also reduces emissions while lowering fuel costs.
VIA Motors, Inc.
- A 2014 VIA 1500 series electric crew-cab pickup truck with an eREV powertrain that enables larger vehicles to drive the first 40 miles in all-electric mode with near-zero emissions, and a full range of 300 miles or more on a single fill-up.
XL Hybrids
- A 2500 series Chevrolet Express Cargo van (9,600 lbs. GVWR) equipped with XL hybrid electric conversion technology for Class 1–3 commercial vans and trucks.
Zenith Motors
- Zenith Electric 350 Cargo Van offering 530 cu. ft. of storage space and a payload of 3,500 lbs. This unit has a range of 70–85 miles and provides emission-free hauling while maximizing up-time and reducing fuel and maintenance costs.
Sponsored by Hino Trucks: Work Truck Show attendees were able to experience the latest in cutting-edge clean vehicle technologies during the Green Truck Ride-and-Drive - featuring the opportunity to test-drive or ride in commercial vehicles that incorporate new hybrid technology or alternative fuel applications. Participation was free and available on a first-come, first-served basis.
Vehicles included:
Allison Transmission
- A Freightliner M2 chassis with a shuttle bus body and a powertrain that utilizes a Cummins ISC engine coupled to Allison’s new H 3000 parallel electric hybrid transmission system, which utilizes an engine disconnect clutch between the engine and the transmission.
Altec Industries
- An aerial lift unit powered by Altec’s plug-in hybrid Jobsite Energy Management System (JEMS) which significantly reduces truck engine operation in conjunction with the use of the lift.
AMP Trucks/Workhorse
- An AMP/Workhorse E-100 electric-powered walk-in van, built on the W62 chassis, with a GVWR of 19,500 lbs. and a usable range of up to 100 miles.
Boulder Electric Vehicle
- A full-battery electric medium-duty delivery van.
Crosspoint Kinetics
- A Chevrolet 4500 cutaway chassis upfitted with a 12-passenger shuttle bus body and equipped with a Crosspoint Kinetics S-3000 parallel electric hybrid drive system.
ECHO Automotive, Inc.
- A Ford E-150 van converted to a plug-in electric hybrid configuration using EchoDrive, a revolutionary solution for converting fleet vehicles into highly fuel-efficient plug-in hybrids.
Freightliner Custom Chassis Corporation
- A walk-in van utilizing the MT45 chassis and powered by the totally new ultra clean high efficiency Cummins 5.0L V8 Diesel engine. This engine, which is still under validation (as of March 7), is expected to provide significant improvements in fuel economy.
Freightliner Trucks
- A Freightliner 114SD NG chassis upfitted with a vocational dump body and combining the performance features of the diesel-powered 114SD with the benefits of a Cummins Westport ISL G 8.9L natural gas engine.
Hino Trucks
- Two Hino COE 195H electric hybrid trucks (which are also available with a clean diesel powertrain). These 19,500-lb. GVW Class 5 COE trucks feature 210 HP and 440 lb.-ft. of torque from Hino’s 5-liter J05E Series engine, utilizing Aisin’s A465 six-speed automatic transmission. Both models also feature a 33”-wide, 56,900 PSI frame with a center-mounted rear fuel tank.
IMPCO Automotive
- A 2014 Bi-Fuel CNG Chevy Cruze sedan with a bi-fuel system that eliminates range anxiety by providing one of the only sedans available in today’s market that can operate with either CNG or gasoline and features an 8.4 GGE Type 3 CNG tank.
International Truck
- An International ProStar tractor that has been converted to an all-electric drive by TransPower. This tractor is designed for local drayage applications and has a range of 65 miles at a GCW of 80,000 pounds.
Isuzu Commercial Truck of America, Inc.
- An Isuzu low cab forward N-Series (NPR-HD) chassis rated at 14,500 lbs. This vehicle is upfitted with a 14’ body and the engine is fueled by CNG utilizing an IMPCO fuel system.
Kenworth Truck Co.
- A Kenworth 2014 T-800 straight truck equipped with a roll-off system, powered by a Cummins ISX12-G natural gas fueled engine and utilizing a Trilogy CNG fuel system.
Lightning Hybrids
- A Lightning Hybrids hydraulic hybrid 15-passenger shuttle bus rated at 14,500 lbs. GVW and a hydraulic hybrid powertrain that provides increased low-end torque and improved acceleration.
Odyne Systems, LLC
- A Ford F-750 equipped with an Odyne Systems plug-in parallel electric hybrid which can be used to propel the vehicle or export power to operate the truck-mounted equipment while minimizing engine run time.
Peterbilt Motors Company
- A Peterbilt 382 day cab tractor that is equipped to operate on natural gas and utilizes a Cummins Westport ISL-G engine and a CNG fuel system. Two frame-mounted tanks (45 DGE gallons each) provide a total of 90 gallons DGE fuel capacity.
Ram Commercial
- A 2014 Ram 2500 series crew-cab pickup truck rated at 8,800 lbs. and equipped with a factory-installed CNG fuel system that provides superior range combined with the economy and low emissions of natural gas during day-to-day operations.
ROUSH CleanTech
- A 2014 Ford F-250 pickup truck, powered by liquid propane autogas. This EPA- and CARB-certified vehicle also reduces emissions while lowering fuel costs.
VIA Motors, Inc.
- A 2014 VIA 1500 series electric crew-cab pickup truck with an eREV powertrain that enables larger vehicles to drive the first 40 miles in all-electric mode with near-zero emissions, and a full range of 300 miles or more on a single fill-up.
XL Hybrids
- A 2500 series Chevrolet Express Cargo van (9,600 lbs. GVWR) equipped with XL hybrid electric conversion technology for Class 1–3 commercial vans and trucks.
Zenith Motors
- Zenith Electric 350 Cargo Van offering 530 cu. ft. of storage space and a payload of 3,500 lbs. This unit has a range of 70–85 miles and provides emission-free hauling while maximizing up-time and reducing fuel and maintenance costs.
822 XUU
1954 Peterbilt 351 (imported in 2009)
Preserved, ex Brown Drayage, Oakland, California
British Motor Museum, Gaydon, 12 June 2022
The first Kenworth/Toyota Fuel Cell Electric Truck (FCET) under the ZANZEFF project will begin drayage operations in the fourth quarter, increasing the Port of Los Angeles' zero emission trucking capacity and further reducing the environmental impact of drayage operations.
Fall Creek State Park is an annex of the Henry Cowell Redwood State Park in Felton, California. Our planned hike was a loop consisting of Fall Creek, Truck, Ridge, and Bennett Creek Trails.
History of Henry Cowell and the Park Area (from the State Park website):
In 1849 Henry Cowell and his brother John left their home town of Wrentham, Massachusetts when the lure of gold was drawing the adventurous to California. John returned to Boston because of poor health. Henry, 30 years old, began a successful drayage business that soon grew to include routes to Stockton and the gold country. Henry's knowledge, attained from his wealthy family, paid off and soon his empire grew to include property and business interests from San Luis Obispo to Washington State.
With the population boom of the Gold Rush came the construction of towns and cities. Lime, made from processing limestone in wood-fired kilns, was high in demand and soon attracted the attention of Henry Cowell.
In the early 1850’s Albion Jordan and Isaac Davis seized the opportunity to replace the lime shipped from the East with limestone they would quarry and process in kilns locally. They found that Santa Cruz had almost unlimited deposits of high-quality limestone, plentiful wood to fuel the kilns, and proximity to San Francisco by ocean schooners. By the 1860's, brick replaced lumber as the building material of choice. By 1865 annual production of lime reached 78,580 barrels.
In 1865 Henry Cowell bought half ownership of the Santa Cruz lime business from Albion Jordan for $100,000. The other half still belonged to Isaac Davis. By 1868, Davis and Cowell were exporting more than a thousand barrels of lime each week. In 1888 Isaac Davis died and Cowell purchased complete control for $400,000. He worked hard to build up the business, and quarried limestone from several locations throughout Santa Cruz. Cowell bought ships, established a cement trade with Belgium and bought large land holdings, ranches, and limestone deposits in 23 California counties.
In the early 1900's Cowell operated lime kilns at four locations in Santa Cruz County. There was a lime works on Adams Creek (now part of Wilder Ranch State Park), on Fall Creek (now part of Henry Cowell Redwoods State Park), and in Santa Cruz (at what is now the entrance to University of California). In 1907, a new lime-making plant that used oil for fuel was built along Hightway 9 at Rincon (now part of Henry Cowell Redwoods State Park). The oil burning kilns replaced the dwindling local wood supplies to fuel the kilns. It was built near the railroad which delivered oil for fuel and hauled the finished lime to market. Eventually the other plants closed, leaving only the Rincon Plant with its seven kilns. it, too, closed in 1946.
Testimony to Cowell's success in the lime industry lies in the fact that in 1886 he was reported to have the highest income in Santa Cruz County in addition to owning 6,500 acres of land in the area. This property included over 1,600 acres of forest adjacent to Welch's Big Trees Resort.
Cowell supplemented his lime industry business with his business in cattle, logging (for lumber and to fuel the lime kilns), and continually purchasing property. By 1899 he owned 10,000 acres of land.
By 1900 the demand for lime began to decline. The wood supplies near the kilns were almost gone. This forced the lime companies to buy expensive imported oil for fuel. Henry Cowell's death in 1903 put the burden of business on his sons Ernest and Harry. In 1906 the Santa Cruz Portland Cement Company opened a plant in Davenport, and cement began to replaced lime with its superior building capabilities. The 1906 earthquake proved that brick was not the best building material and further decreased the demand for lime. By 1925 there were only 35 employees at the Cowell Ranch (for lime and cattle production), and in 1946 Harry Cowell closed the business.
Henry Cowell's everyday life was a mystery. Not much is known because he hated publicity with a passion and went to almost any length to avoid it. His family life was tragic. He had five children (plus a son who lived only one year). Sarah (1863 - 1903), died in a buggy accident on Cowell's Ranch. Henry died the same year. The accident upset Sarah's sisters Helen (1865 - 1932) and Isabella (1857 - 1950) to such an extent that they refused ever to set foot on the Ranch again. They lived as inseparable recluses in Atherton in the later portion of their unusual lives. After Helen's death in 1932, Isabella had the Atherton house torn down and left the ruins behind a locked gate. The gardeners kept the grounds as beautiful as they had been, with the demolished house lying in rubble in the center.
Ernest (1858 - 1913) was the only son to marry -- against his father's wishes -- and was temporarily disowned. Henry felt that would-be spouses were just after the family money.
The youngest son, Harry (1860 - 1955) was the last link in the Cowell family line. In his will he saw to it that 21 faithful employees were provided for, then gave the rest of the money for the public good; the giving was to be governed by the Cowell Foundation. The Santa Cruz Sentinel estimated the dollar amount to be over $14 million. Some Santa Cruz locations that benefited from the Cowell Estate include the University of California at Santa Cruz (the former Cowell Ranch), Cowell Beach, First Congregational Church on High Street and a large addition to Henry Cowell Redwoods State Park. Other recipients of substantial gifts were Mills College, Stanford University, and Academy of Sciences in San Francisco.
6/19/2013
Strategically located at the southeastern corner of the United States, Jacksonville offers the best intermodal connections in the South Atlantic.
More than 55 million consumers are within an eight-hour truck drive of all three JAXPORT marine terminals, each of which is minutes from an Interstate highway. More than 100 trucking and drayage firms operate in and around Jacksonville's port to take advantage of the city’s highway system, anchored by I-95, I-10 and I-75. And with truck turn times at JAXPORT terminals averaging 23 minutes for two moves, shipping cargo through Jacksonville is extraordinarily efficient.
Jacksonville offers more than 36 daily trains via two Class I railroads – Jacksonville-based CSX Corporation (CSX) and Norfolk Southern (NS) – and one regional railroad, Florida East Coast Railway (FEC):
CSX provides port customers access to its 22,000-mile network that reaches 23 states and Canada;
NS operates approximately 21,000 route miles in 22 states and the District of Columbia, connecting port customers throughout their rail network; and
Florida East Coast Railway offers multiple daily departures servicing locations from Jacksonville to South Florida.
CSX provides on-dock rail at the Blount Island Marine Terminal. Talleyrand Terminal Railroad, Inc. provides direct switching for Norfolk Southern and CSX at the Talleyrand Marine Terminal. The facility is only minutes from FEC's intermodal ramp. At the Dames Point Terminal, JAXPORT is developing an intermodal container transfer facility, or ICTF, to add to JAXPORT’s comprehensive, on-dock rail transportation solutions.
Photo Credit: JAXPORT, Meredith Fordham Hughes
Mackinac Island (Say it Mac-in-awe): In 1670 a Jesuit Priest, Fr,. Claude Dablon, wintered here. The British in 1781 made it a center of their military and fur-trading activity. The island was occupied by the Americans in 1796. Held by the British during the War of 1812. It became the hub of Astor's fur Empire after 1817. Mackinac was already becoming a popular resort when fur trading declined during the 1830's.
Consultations on the B.C. Off-Dock Drayage Recommendation Report are soon moving to the next phase, with face-to-face meetings between the B.C. container trucking commissioner and key stakeholders set to take place next week. Learn more: news.gov.bc.ca/25325
**Kennicott Cabin** - National Register of Historic Places Ref # 97000046, date listed 2/14/1997
63161 CO 69
Westcliffe, CO (Custer County)
The Kennicott Cabin is located on the west side of highway 69, three miles north of the town of Westcliffe. The cabin is a two-story, rectangular plan, log construction with a side gabled roof covered with wood shingles. The nominated parcel of land includes the cabin, a privy, a large multi-room shed, and a corral. The property appears much as it did when first constructed.
One of the geologically oldest ranges in the state, the Wet Mountains were once hunting ground of the Ute Indians and were crossed in 1806 by Zebulon Pike. The first permanent settlers to the Wet Mountain Valley arrived in 1869. Along with Elisha Horn, John Taylor and William Vorhis, two brothers also came. Frank and George Kennicott, both suffering from tuberculosis, had been told of "a wonderful, high, unspoiled valley in southern Colorado." Their health improved and they started a drayage business and began speculating in cattle.
It is believed that between 1869 and 1870, Frank constructed the two story log cabin. In 1871, Frank and George Kennicott returned to Illinois, where they both found wives. Frank married Mary Thorpe and brought his new bride back to the ranch. In August 1872, a daughter, Mary Louise Thorpe Kennicott, was born in the two-story log cabin. Three days later, the mother died of childbed fever.
A distinction is usually made between log houses and log cabins. A cabin has walls of timbers that have been left round and are joined by overlapping saddle notches. These walls are difficult to chink and for this reason cabins were generally considered to be temporary shelter. Cabins are usually one room and not more than one or one-and-a-half story. A log house has walls of square-hewn logs joined by carefully hewn comer notching. Although Kennicott built his home with the logs left round, the interior surfaces were hewn and then covered with muslin and wallpaper. With its interior finishing and the two-story height, Kennicott’s home is best classified as a log house. (1)
References (1) Nomination Form s3.amazonaws.com/NARAprodstorage/lz/electronic-records/rg...
Manistee County
Pleasanton Township
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The residents of the western part of the Township, an area including most of the Canadian immigrants from Iona, were dissatisfied with the lack of an adequate public hall. In consequence a group of citizens met on February 3rd, 1880, with the following intent: "Whereas there has long been felt the necessity of a building or Hall, for public purposes in the township of Pleasanton, Therefore be it resolved, That we associate ourselves together as a joint stock Co. for the purpose of erecting such building and such Co. shall be known as the Pleasanton Union Hall Co., Said building to be located one mile west of Pleasanton Center."
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In less than a month, one hundred fifty dollars were subscribed to the new Company and it was decided to commence construction at once. A building measuring 22 by 40 feet was agreed upon and Rufus Lumley was asked to provide additional specifications. He proposed walls 12 feet high sheathed on the inside and sided on the outside. Hewn timbers were used for the foundation but sawn joists and rafters were specified. Eight windows (each with eight 12 by 16 inch lights) were used, three in each side and two in the south end of the building. There was to be a single door in the south end.
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It required at least two years to complete the building located in the southeast corner of section 17 on property leased for a hundred years from Seth Bailey. The building was far enough along by September 13, 1880 for the meeting of the Company to be held inside. At about the same time a dance was the first social event held in the new hall.
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Early in 1882, the Company added up their expenses and found they had spent $331.43 on the nearly completed building. 100 chairs were ordered from Hannah & Lay at Traverse City for $35.42 with an additional $2.55 for freight by boat to Frankfort and $5.00 for drayage to the Hall. In the following year another $58.00 was spent to finish the building. Thus for a total of $432.40 the citizens of West Pleasanton had their public hall.
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It appears Union Hall received very heavy use in its early years causing almost immediate abandonment of the old Congregational Church. Revival meetings as well as religious activities of three churches -the Methodists, the Congregationalists, and the Baptists - were held in the building. All township meetings were held there and the community social activity seems to have been centered at the Hall. Oyster suppers, dances, neck-tie parties, traveling and peep shows were held there. Organizations like the Grand Templars, the Women's Christian Temperance Union, the Democrat Club and the Republican Club all met in the Hall at various times. As time passed, the building saw less and less use until, in 1921, it was presented as a gift to the Township by the original Company.
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—Steve Harold “Pleasanton Township 1863-1983”
Industry stakeholders are invited to provide feedback on the implementation of the off-dock drayage recommendations recently released by the independent BC container trucking commissioner.
Learn more: news.gov.bc.ca/releases/2021TRAN0098-001311
The Office of the British Columbia Container Trucking Commissioner has completed its recommendation report on off-dock drayage in the Lower Mainland and has published the report on its website.
Learn more:
Trade Show Booth Case Study
Vermeer Updates and Unifies Its Look
After updating the logos and decals on its industrial and agricultural equipment, Vermeer needed to update its trade show booth.
Marketing Communications Manager Tony Briggs chose Skyline from among five exhibit companies, seeking to gain four improvements in a new 50'-by-50' exhibit:
1. Reduced shipping and drayage - weighs less and fewer crates
2. Modular design - can be reconfigured for various booth sizes
3. Eye-catching graphics - large photo collages on a 16-foot tower
4. Ease of assembly - lightweight components
Skyline also provided training for 65 Vermeer staffers before the opening of the show. "Having an industry expert talk to our people on the do's and don'ts, how to qualify leads, and the importance of open-ended questions, had a distinct impact," Briggs says.
National Account Program
Vermeer launched a national account program that allows its dealers to order Vermeer-approved exhibits and graphics online through Skyline. Dealers can rent or purchase exhibits and choose from a library of graphics that can be customized with the dealer's logo.
To learn more:
822 XUU
1954 Peterbilt 351 (imported in 2009)
Preserved, ex Brown Drayage, Oakland, California
Heritage Motor Centre, Gaydon, 14 June 2015
Shoreside Logistics is pleased to announce its designation as a Foreign Trade Zone (FTZ). An FTZ is a secured site considered outside U.S. Customs territory where foreign cargo can be stored while delaying, reducing or eliminating import duties. By using Shoreside as their FTZ, businesses only pay duties once the cargo leaves the foreign trade zone, in the case of imported raw materials, once the final product enters U.S. commerce. The goal of the FTZ program is to stimulate economic growth through foreign commerce within the U.S., and Shoreside believes the timing of its new designation will be an asset to customers.
“We’re pleased to provide our customers with the many cost-saving benefits that operating under an FTZ offers,” said Shoreside Logistics President Tim Nelson. “From import duty reduction, deferral, and even elimination—an FTZ designation helps us improve cash flow for our customers, which is especially helpful during this time of economic uncertainty.”
Shoreside Logistics operates 100,000sqft of warehouse space about five miles from JAXPORT. The company’s administration building, truck maintenance shop, driver facilities and truck parking are located on 14 acres just a couple of miles away from the warehouse. Shoreside has been part of the Jacksonville supply chain since 2002 and its services include drayage, warehousing, consolidation, intermodal transportation, Customs brokerage as well as managing the Customs Examination Station contract for the local U.S. Customs Border Patrol. Becoming an FTZ site is a natural fit and a benefit to the Jacksonville community as a whole.
“We are thrilled to welcome Shoreside to JAXPORT’s FTZ,” said JAXPORT Foreign Trade Zone Manager Deborah Lofberg. “The continued growth and success of our FTZ program, including the addition of businesses like Shoreside, helps bring more cargo, jobs and economic opportunity to our community.”
Using Shoreside as an FTZ also allows importers to file weekly Customs entries instead of each time a shipment enters the country, another significant cost-savings for businesses importing numerous shipments each week.
For more information on Shoreside’s FTZ service, visit: www.shoresidelogistics.com/foreign-trade-zone