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The Sturdy 3-Ton 4-cylinder 1925 Autocar Model 27k
Wheelbase 138 inches.
Turning Circle 45 Feet.
Serial No. 62361
Base Price $3550.00
Options: Windshield, Enclosed Cab, Pneumatic Tires, Electric Lights, Starter and Generator.
Shipping Weight: 5,600 pounds (Cab and Chassis only)
Load Capacity: 3 Tons
Engine: Autocar Four Cylinder valve in block, 312 cubic inches, 28.9 HP (N.A.C.C.*) Brake horsepower (BHP) is estimated at 45
Bore: 4.25 inches
Stroke: 5.5 inches
Fully counterweighted crankshaft suspended by two ball bearing main bearings.
Connecting rod bearings are of the plain babbitted type with lubrication provided by a combination pimp and splash system.
Clutch: Autocar double plate single disc type.
Transmission: Autocar four speed selective sliding gear type.
Rear Axle: Autocar full floating double reduction bevel and spur type 7.72:1 ratio.
Front Axle: Autocar
Steering: Ross
This truck was used by the Wilkins Drayage Co. of Sacramento, CA as a delivery truck. It is fitted with a gravity side-dump bed used for hauling gravel in the San Joaquin Valley.
* N.A.C.C. Horsepower: This formula was used by several manufacturers and license offices in many cities. It represents a comparative horsepower rating for vehicles. Originally adopted by the A.L.A.M. (Association of Licensed Automobile Manufacturers) which later became the N.A.C.C. (National Automobile Chamber of Commerce). It is not an engineering formula and does not accurately represent the power of an engine. For instance, the stroke of an engine is not included in the formula.
Owned by Bill Graham
I stopped by this scene to capture the shadow on the side of the church. They these two guys crossed the street and moved along the sidewalk, adding to the photograph.
Trade Show Exhibit Case Study
Building The Brand While Lowering Costs
After a series of acquisitions, VF Brand Solutions is now the world's largest apparel manufacturer, but is less known than the brands they own, including JanSport, Lee, Wrangler, and Gitano.
To help change that perception, they asked Skyline to design a bold exhibit that would differentiate them from their competitors and merchandise over 150 of their apparel items.
Previously, VF Brand Solutions had been impressed using Skyline for their inline exhibits. They knew Skyline could help lower their shipping, drayage, I&D and refurbishing costs compared to their traditional custom exhibit.
VF Brand Solutions rented the Skyline exhibit hardware to keep down costs and add flexibility, and purchased graphics that strongly promoted the VF Brand Solutions name itself. The exhibit also incorporated a double-deck structure for impressive conference areas.
To learn more:
Solving Multiple Needs With One Source
The mega-merger culminating in the April 2008 debut of Thomson Reuters, the leading source of intelligent information for businesses and professionals, created a flurry of exhibiting needs.
Nicholas de Janosi, head of Marketing Communications, Americas, accomplished it all through a single source – Skyline Exhibits.
Portable Displays. After having used Skyline portable displays for 20 years at the Reuters Group, de Janosi knew where to get new graphic skins for old tabletop and 10-foot displays and a fleet of displays with high-quality graphics to unveil the new company identity.
Custom Modular Exhibit. For its ongoing event schedule, Thomson Reuters purchased a 20'-by-20' custom modular exhibit. The lightweight modular design allows the company to reconfigure to fit a variety of spaces, achieve a new look with new graphics, and slash operating costs.
"By replacing heavy wood frames with lightweight components, we have significantly reduced our storage, transportation and drayage costs," de Janosi says.
my great-great-grandparents.
Thomas Sandreth Ashley was born in 1834 in Lawrence county, Mississippi, to James Sandreth Ashley and Damaris Butler (Holloman) Ashley. He fought for the Confederacy in the Civil War with Company K of the 36th Mississippi Regiment, and was wounded at the battle of Corinth. Malinda Hartley was born in 1837 in Copiah county Mississippi. They married in 1859. They got swept up in the "Texas Fever" of the 1870's, and moved near Waco, Texas, in McLennan county, where he and his sons farmed, worked on railroad construction, and ran a drayage service. He died in 1911, and she died in 1913; both are buried in Woodbine, Texas. Their son Owen Ashley was my great-grandfather.
San Francisco's oldest monument, 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 image was shot from a Kiev 88C medium format film camera with a MIR-26B 3.5/45mm lens using Fuji Acros 100 film, scanned by an Epson Perfection V600 and digitalized with Photoshop.
The America's Cup comes to San Francisco.
For those that don't know much about sailing competitions, the America's Cup is a Match Race; just 2 boats competing around a fixed course. All countries that want to challenge the current holder of the cup must race against each other to see who has the right to sail against the holder.
The strategy of match racing is very different than the strategies used to win regattas with multiple boats, whether a single day of sailing or a months' long around the world race. Imagine, perhaps, how different a duel is from a war.
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”
Good for 25 cents
"Drayage" is the transport of goods a short distance - such as between riverboats or railroad cars and factories, warehouses and shops.
1860 Directory: "William McDonald, laborer, north side of Poplar Street between Front Row and River."
Lots more Memphis trade tokens from around this time: www.thememphisdiggers.com/rarememphistokens.htm
A drayage truck travels under the overpass at Lincoln Avenue. The construction project received stimulus funding in March 2009 and is expected to be completed by spring 2011.
Learn more about the project at www.portoftacoma.com/lincoln-ave.
Perhaps no other name is as synonymous with Upper Arlington as that of its founder, King Gibson Thompson. In 1913, with a clear vision of an "ideal community" King and his brother, Ben, purchased 840 acres of the "most suitable, most convenient and the most beautiful rolling, partly wooded Ohio farmland" from James Terrell Miller. 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.
In 1903, King Thompson married Ethel Herrick, a graduate of The Ohio State University and a native of Wellington, Ohio. The couple had four children, Frank King, Victor King, Irma Frances, and Edward Herrick. The family resided at 1930 Cambridge Boulevard. 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 the King Thompson home in 1917 with twelve pupils in the first three grades.
King Thompson 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: hinw13p012i01
Date (yyyy-mm-dd): c. 1918-11
Original Dimensions: 3.9 cm x 6.4 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)
"The illustration shown on this page originally appeared in the November 1939 number of Diesel Power. Many inquiries were received from readers requesting information in regard to the operations pictured, as well as details of the types of equipment used.
In response to these inquiries, Diesel Power is pleased to print the interesting story dealing with one of the largest hauling jobs undertaken in this country.
When the Bigge Drayage Company of Oakland, California, recently hauled the barrels of two 16-in. coast defense guns, weighing 150 ton apiece, across the mountains to Fort Cronkite, two Diesel trucks played an important part in the operation.
The guns, hauled separately, required six heavy-duty trucks. The important position of lead trucks was assigned to the Diesels, a Fageol chain-drive, cab-over-engine truck, and a Diesel-powered Autocar. Each of the Diesel units is powered with a Model HB-6, 6-cylinder Cummins engine developing 150 hp. at 1800 revolutions per minute.
The moving of these guns was one of the heaviest truck operations ever performed in the San Francisco Bay area. In fact, there have been few heavier jobs in the entire country.
Shipped to Waldo, in Marin County, from an Eastern arsenal, the 70-ft. barrels required a special 12-axle flatcar for the trip across the continent. Jacks and winches were used by a 12-man crew to snake the 16-in. barrels off the freight car and on the trucks, and special shoring was needed to strengthen the Sausalito lateral-underpass structure beneath the Golden Gate Bridge Highway over which the guns had to pass, en route to the fort.
Unloading the barrels from the flatcar and hauling them eight miles up and down six per cent grades, required five days. The actual haul, however, took only six and one-half hours.
Four trucks pulled the record load on the upgrades, and two pushed. On the downgrades, five trucks were shifted to the rear to act as a drag, and so prevent the possibility of 300,000 lb. of steel getting out of control and running wild. There were 40 wheels immediately beneath the load and a total of 90 wheels in all, for the six-truck-trailer fleet.
In addition to the barrels, Bigge also hauled the breech and carriage mechanism for the two guns to the fort. These assemblies weigh 400 ton apiece, but are broken up into smaller, component parts.
Commenting on the Diesel trucks, Henry Bigge said, at the completion of the job; "I am very well satisfied with the performance of the Diesels, and I plan to add several more to my fleet.""
With the police funeral in full swing, 79th and Western is busy as ever with many drayage trucks unable to access NS' Landers Ramp
A local dray driver takes a smoke break while waiting for his container to be unloaded at CP Rail's Schiller Park intermodal terminal.
Vermeer améliore et unifie son look
Après avoir changé sont logo sur ses équipements industriels et d’agriculture, Vermeer avait besoin de changer son kiosque d’exposition.
Le directeur des communications et du marketing Tony Briggs a rencontré cinq compagnies et a décidé de confier le mandat à Skyline pour concevoir un nouveau kiosque d’exposition de 50’ x 50’ selon les critères suivants:
1.Réduire les coûts de transport et de manutention – plus léger et avec le moins de caisses de transport
2.Design modulaire – peut être reconfiguré pour différents formats d’espaces d’exposition
3.Graphiques attrayants – collage de photos sur une tour de 16’
4.Facile à assembler – composantes légères
Skyline a également entraîné 65 membres du personnel de Vermeer avant l’ouverture de leur évènement. « Avoir un leader de l’industrie expliquer à notre personnel quoi faire et quoi ne pas faire, comment qualifier un contact et l’importance des questions ouvertes a eu un impact distinctif » nous confiait Briggs.
Programme de compte national
Vermeer a ouvert un compte national avec Skyline permettant ainsi à tous ses concessionnaires de commander des kiosques d’exposition approuvés par Vermeer et des graphiques en ligne. Les concessionnaires peuvent louer ou acheter un kiosque et choisir des graphiques dans une librairie qui peuvent ensuite être modifiés avec le logo du concessionnaire.
Pour en apprendre plus:
www.tradeshowexhibitsmontreal.com/Success-Stories/vermeer/
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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:
Mule barn and drayage wagon. Mules were used to haul muck, men, supplies and machinery in the tunnel (and mines in general. In many cases they were brought into the mine and never saw the light of day again).
Freda Elisabeth Sundvik and Emil Oscar Bodin. Emil, born 1880 in Hayes City, KS. Freda was born 1878 in Sweden and immigrated to the US via England in 1903. They were wed in San Francisco in 1904 and there resided until the great earthquake of April 1906, when they moved to Oakland. He had a "Boarding and Livery Stable" in SF at 2617 Mission Ave. This is also their residence at the time. Sort of begs the question; did they live at the stables? Following the 'quake, Emil built up his drayage business moving lumber and other building materials for the rebuilding of the city. Although not apparent in the photo, Grandpa was 6'3", while Grandma was barely 5'. Grandpa Emil worked with horses his entire life, if not with wagons, then with the plow. He had land in Hilmar, CA where he grew melons, which he hauled with a rubber tired wagon to market in Turlock to the north along Lander Avenue.
With the police funeral in full swing, 79th and Western is busy as ever with many drayage trucks unable to access NS' Landers Ramp
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
Kiev 88CM with Arsat C 3.5/45mm on Fuji Neopan 400 in Agfa Rodinal 1+50 for 12 mins at 20C.
Drayage... now there's a word you don't often see in advertising these days.
First roll of Neopan 400 and I think I almost got the development right. I seem to always need longer dev times than posted so I added 1 minute to the recommended 11. I think 13 might have been the right number, but it worked well enough for the better exposed shots to be cleaned up.
Express Logic: Recherchez le “Wow Factor”
Pour le plus gros salon commercial de l’année, Express Logic n’a laissé aucuns doutes planer sur l’identité du plus gros joueur de l’industrie. Un X jaune géant jumelé au logo de la compagnie arboraient le périmètre de la tour géante de 24’ de hauteur x 40’ de profondeur x 50‘ de largeur.
« Nous avons fait un coup de circuit en terme d’impact »; disait John Carbone, vice-président marketing. « Nous voulions impressionner nos partenaires et intimider nos compétiteurs. Cela a été un véritable succès. »
« Nous voulions créer un kiosque d’exposition qui crée un « wow factor »; disait Carbone. « La suspension de la structure était la solution parfaite. C’est léger, peu dispendieux et nous n’avions pas à sacrifier la qualité. Le tissu est la meilleure option au monde. »
Couper les coûts d’opération
Remplacer le vieux kiosque d’exposition en bois va faire économiser Express Logic à long terme. Carbone a estimé que le poids léger du kiosque Skyline va diminuer les dépenses de transport, de manutention et d’installation/démontage de près du deux tiers.
Pour en apprendre plus:
www.tradeshowexhibitsmontreal.com/Success-Stories/express...
___________________________________________
Express Logic: Look Up for 'Wow' Factor
For the biggest show of the year, Express Logic left no doubt about the location and identity of the industry's dominant player. A giant yellow X marked the spot and anchored the company's new logo on an exhibit towering 24 feet high along the perimeter of a 40'-by-50' space.
"We hit a home run in terms of making an impact," says John Carbone, vice president of marketing. "We wanted to impress our partners and intimidate our competitors. It was a rousing success.
"We wanted to create a booth that gives us a 'wow' factor," Carbone says. "The hanging structure is a perfect solution. It's light and inexpensive, and we're not sacrificing anything in quality. Fabric makes all the sense in the world."
Cut Down on Operating Costs
Replacing its previous heavy, wooden exhibit will save money for Express Logic in the long run. Carbone estimates the lightweight Skyline exhibit will cut expenses for shipping, drayage, installation and disassembly by nearly two-thirds.
To learn more:
www.tradeshowexhibitsmontreal.com/Success-Stories/express...
Sewer vent cover on a San Francisco, California sidewalk by the Symon Brothers, located on Market Street. John B. Symon founded Symon Brothers in 1901. Symon Brothers was originally a drayage company but in the aftermath of 1906 earthquake Symon Brothers became Symon Brothers Wreckers, filling the need to demolish the damaged buildings left behind from the earthquake. From the start Symon Brothers practiced the technique of building de-construction. That is where every part of the building that is salvageable is taken down with care and then sold for re-use.
For 48 years Symon Brothers sold reclaimed building materials in their San Francisco store. Among it many projects were the razing of the Old Bohemian Club, the Johnson Mansion on Nob Hill and the Flood Mansion in Atherton. In 1956 Symon Brothers sold the business to Theodore Brown headed by their young president Robert “Bob” Caldwell. Bob Caldwell carried on the tradition of de-construction after being taught the practice by Symon Brothers long time employee of 24 years, Ray Cereghino. The company changed its name to Bayshore Wreckers.
Good for 25 cents
"Drayage" is the transport of goods a short distance - such as between riverboats or railroad cars and factories, warehouses and shops.
1860 Directory: "William McDonald, laborer, north side of Poplar Street between Front Row and River."
Lots more Memphis trade tokens from around this time: www.thememphisdiggers.com/rarememphistokens.htm
Wonder if this is caused by the U.S. efforts to decouple from China since "Blank sailings have been ramped up drastically on the Transpacific, but not so much on Asia-Europe." If so, it's another illustration of our attempt to contain China's growth is hurting ourselves.
www.msn.com/en-us/money/markets/canceled-sailings-from-ch...
Canceled sailings from China and 'radical' vessel cuts hit U.S. ability to reach export market
▪ A rise in canceled sailings from Asia to the U.S. is slowing the U.S. export market and global shippers are warnings of more "radical" cuts in vessels.
▪ The Port of Savannah and Port of Long Beach are seeing the sharpest increase in shipping container delays.
▪ The Port of Long Beach tells CNBC as much as 15% of its export capacity is tied to cancelled vessels in Q4, and according to data from Sea-Intelligence, there are more unannounced cancellations coming.
An increase in blanked, or canceled sailings, from Asia bound for the U.S. is hitting some of the biggest domestic ports hard, including the Port of Long Beach and Port of Savannah, reducing their ability to ship exports. The decline in vessels coming from Asia on the Transpacific route is creating an increase in the wait time, or dwell time, of export containers at the Port of Long Beach.
Supply chain research firm Project44 tracks exports from "gate-in to loaded on a ship," said Joshua Brazil, Project44 vice president of supply chain insights, and that metric hit 18.33 days at the Port of Long Beach, as of November 10.
"We are projecting 28 blank sailings for Q4, which represents approximately 15% of our quarterly vessel capacity," said Mario Cordero, executive director of the Port of Long Beach. "As shipping lines reduce their vessel calls in the form of blank sailings, this reduces the capacity for outbound volumes. That said, we continue to prioritize exports over empties, which is one reason empties are ticking up on terminal."
Cordero said that the port anticipates loaded imports to continue to taper off for the rest of the calendar year.
Carriers 'take out' capacity as shipping rates crater
Ocean carriers have been increasing the number of canceled sailings in an effort to address the drop in ocean orders as well as to put a floor in ocean freight prices that have been tumbling.
Shipping firm HLS wrote in a note to customers, "More and more carriers have agreed on the strategy to "take out capacity to meet demand", although no one wants to be the first to suspend a service, which potentially loses market share."
HLS warned of more "radical" capacity reductions from THE Alliance (the ocean alliance of Hapag-Lloyd, Yang Ming, and ONE), pointing out that 2M Alliance (comprised of Maersk Line and MSC) has already suspended one-third of its West Coast services. Blank sailing and service suspension to the U.S. East Coast is also expected to increase.
Sea-Intelligence wrote in its recent blank sailings report that it has detected some unannounced cancellations for the calendar-year period of weeks 42-52 in the past two weeks.
"Blank sailings have been ramped up drastically on the Transpacific, but not so much on Asia-Europe," said Alan Murphy, CEO at Sea-Intelligence.
There have been 34 additional blank sailings on Asia-North America West Coast, and 16 on Asia-North America East Coast, according to its data, with carriers announcing an additional seven to 11 blank sailings in all but five weeks of the analyzed period through the end of the year, he said.
But as of now, for weeks 51 and 52, carriers have scheduled no blank sailings on the Asia-North America West Coast route, which Murphy says is a reflection of the carriers' indecision as to how to approach the potential pre-Chinese New Year rush.
"It appears more to be a wait-and-see approach, in terms of whether there will be a seasonal demand spike," he added.
On Asia-North Europe routes, Sea-Intelligence is only seeing an additional six blank sailings, and on Asia-Mediterranean routes an increase of four blank sailings.
End of a record run for U.S. import container volumes
"The blank sailings reflect the softening in the market and the reaction by ocean carriers to consolidate or cancel voyages to account for changing market conditions," Cordero said. "Following a record run that lifted us to record years, we projected this earlier this year. ... Things are beginning to taper off," he said. "The good news is that operations are returning to normal and the Port of Long Beach is ready to handle container volume growth," he added.
From January through October 2022, the port's container volumes are 1.5% ahead of the same period last year. However, loaded imports are essentially flat. After peaking at 436,977 twenty-foot equivalent units (TEUs) in May, monthly loaded imports went on a downward trend starting in June. On Thursday, Cordero offered the port's October update, with the dockworkers and terminal operators moving 658,428 TEUs of cargo containers last month. That was a 16.6% decline year over year, with imports down 23.7% to 293,924 TEUs, and exports also decreasing 2% to 119,763 TEUs. The port also saw a 13.4% decrease in empty containers moved through the Port to 244,743 TEUs.
With fewer vessels calling the port, Cordero said that has enabled the port stakeholders to move out the backlog of import containers that have been on the terminal for nine-plus days. Accounting for 4% of all containers, the number of long-dwelling containers is now lowest since the port started tracking the containers in October 2021. But containers waiting to leave the port by rail remain an issue, down from 14 days two weeks ago to a still high nine days.
Rails are caught up in ocean issues
The rails are experiencing growing pains as a result of low ocean chassis availability at both the Oakland and East Coast rail ramp, especially to the smaller interior markets.
"The major contributing factor is the lack of distribution centers and warehouses receiving capacity throughout the U.S. and ocean container dwell time awaiting unload," said Paul Brashier, vice president of drayage and intermodal at ITS Logistics. "Oakland chassis should be normalized throughout November as many chassis providers are repositioning chassis from an oversaturated LA/LB market. Slowdowns and disruptions already experienced at the Port of Oakland have caused increased volume at the ports on the East and Gulf Coasts."
East Coast and Gulf port congestion
The push of trade to the East Coast and Gulf continues with the increase of vessels waiting off of select ports.
According to MarineTraffic, the Port of Savannah continues to see the largest number of ships waiting off port limits at 30, waiting for an average 5.7 days to get into port. The height of vessels waiting off the port was more than 40 in July. In September, Georgia Ports Authority (GPA) executive director Griff Lynch said it was beginning to see signs of a correction in the market.
MarineTraffic is now seeing a decrease in arriving vessels. "While port congestion in Savannah remains high, since November 7 we are seeing a reduction in the number of vessels served," said Alex Charvalias, MarineTraffic's supply chain in-transit visibility lead.
Export dwell times at the Port of Savannah have shown some recent improvement, according to port metrics. The average of an export container is approximately 6.82 days, down from 8.34 days in the second week of October and 7.35 days on November 1.
In the Gulf, the Port of Houston is starting its own long-dwell container fee next month to free up terminal space for incoming containers. The port has been a beneficiary of the diversion of West Coast trade. MarineTraffic posted on LinkedIn a chart showing the number of vessels waiting off the Port of Houston. The weekly average of vessels waiting this week is 14, waiting for an average of 6.3 days.
Charleston Regional Business Center industrial park in Mount Pleasant, South Carolina - © 2014 David Oppenheimer - Performance Impressions Photography Archives - www.performanceimpressions.com
Charleston Regional Business Center industrial park in Mount Pleasant, South Carolina - © 2014 David Oppenheimer - Performance Impressions Photography Archives - www.performanceimpressions.com
The Sun, Saturday, December 12, 1908
W. J. COULTER DIED TODAY
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PIONEER DRAYMAN OF CHANUTE
PASSED AWAY.
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Came to Chanute in 1870--Was Last
Surviving Charter Member of Masonic Lodge.
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In the death of W. J. Coulter, which occurred this morning at 4:30 o'clock occurred this morning at 4:30 o'clock, Chanute loses another of her pioneer residents so many of whom have passed away within the year. The funeral services will be held tomorrow afternoon at 4 o'clock from the home, 402 South Steuben avenue, under the auspices of the Masons. Rev. Mathis, pastor of the Presbyterian church, will preach the funeral serman.
Although Mr. Coulter's death is scarcely a shock in Chanute, as it was generally known his condition was gravely serious, his illness has been of short duration, extending over a period of less than three weeks. Death was due to a cerebral hemorrhage, following an operation Wednesday morning. An operation, the second of a similar nature, was performed on that morning for inflammation of the prostrate gland, from the effects of which the patient rallied somewhat. He did not entirely recover consciousness, however and Thursday afternoon the nurse noticed that his left side was gradually becoming paralyzed. This paralysis was due to a cerebral hemorrhage which gradually flooded the brain producing a stupor, which ended in death at an early hour this morning. Mr. Coulter had been threatened with such a hemorrhage for six months, his extreme age robbing his arteries of their elasticity and rendering him particularly susceptable to the rupture of a blood vessel. The operation promised a great deal of relief for the patient, but the complications developing later didipated all hopes of his ultimate recovery.
Mr. Coulter was born in Pennsylvania, April 26, 1834, and at an early age moved to Ohio and thence to Illinois. He moved to Kansas with his family in 1870, when the rival villages of Tioga and New Chicago were struggling for the mastery of the situation with reference to which should become the future metropolis of the railroad junction. One of the earliest pioneers, he was present at the birth of Chanute, when the consolidation passed the two warring hamlets into history. Mr. Coulter located in the village of Tioga and at once engaged in the transfer business which he continued to monopolize till his retirement four or five years ago. When he identified himself with Chanute he possessed a wagon and a mammoth span of mules and this outfit constituted the first drayage and transportation facilities enjoyed by the two hamlets. At that time the Santa Fe depot was located at the junction of the two railroads north of town and Tioga's principal business street extended along Grant avenue at its present conjuncture with Main street. The Katy depot occupied its present site and supplied the freight for the town of New Chicago, whose business section was grouped along Main street east of Evergreen avenue. The hauling of merchandise between the two depots and the widely separated rival villages Mr. Coulter found to be a profitable enterprise. After the consolidation of the towns, and the subsequent rapid growth of Chanute, the pioneer drayman increased his equipment by adding two more teams, transfers and the town's first omnibus, to keep pace with the demands of the little city. Although repeated attempts were made by competitors to gain a foothold in Chanute, Mr. Coulter's business sagacityand ready response to demands for increased service enabled him to monopolize the drayage business in Chanute up to a few years ago, when he sold out to his son.
During his active life Mr. Coutler was always identified with the progressive business interests of Chanute. His wisdom in a business way resulted greatly to his pecuniary advantage as Chanute grew and his property here became more valuable.
He was a member of many secret organizations, and prior to his death was the last living charter member of the local Masonic lodge. Together with nine other Chanute men he instituted Cedar Lodge No. 103 on March 11, 1871. He was also an early member of the Knights of Pythias, the Odd Fellows, and at the time of his death held an insurance policy in the A. O. U. W.
The deceased is survived by a wife and four children, H. E. Coulter and Cliff Coulter of this city, Mrs. W. B. Parsons of Cherryvale and John F. Coulter of Port Huron, Mich.
The Clydesdales team and wagon was owned by the California Rock Crusher Corporation, known as Calcrush, a rock crushing and construction recycling company. The Calcrust Clydesdales appear at public events. The wagon was said to have been built by the Studebaker Company.
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CALIFORNIA WINE ASSOCIATION BUILDING
180 Townsend Street
South End Historic District
San Francisco
BUILT 1905, MEYER & O'BRIEN (Frederick H. Meyer)
SURVIVED 1906 EARTHQUAKE AND FIRE, 1921 THIRD STORY BY JOHN H. POWERS
later used by MJB Coffee Co.
1954: Alexandria Distributors Wholesale Liquors + Frank Nolan Drayage Co.
Kauffman Brothers. Hay, coal, and drayage company. Early 1900's to 1954. Located at 361 Grand Avenue, South San Francisco. Photo taken in 1914 of Ed Kauffman standing in office. Mr. Kauffman was City Treasurer of South San Francisco from 1914-1964.
A metal drain cover on a San Francisco, California, by the Symon Brothers, 1437-37 Market Street. John B. Symon founded Symon Brothers in 1901. Symon Brothers was originally a drayage company but in the aftermath of 1906 earthquake Symon Brothers became Symon Brothers Wreckers, filling the need to demolish the damaged buildings left behind from the earthquake. From the start Symon Brothers practiced the technique of building de-construction. That is where every part of the building that is salvageable is taken down with care and then sold for re-use.
For 48 years Symon Brothers sold reclaimed building materials in their San Francisco store. Among it many projects were the razing of the Old Bohemian Club, the Johnson Mansion on Nob Hill and the Flood Mansion in Atherton. In 1956 Symon Brothers sold the business to Theodore Brown headed by their young president Robert “Bob” Caldwell. Bob Caldwell carried on the tradition of de-construction after being taught the practice by Symon Brothers long time employee of 24 years, Ray Cereghino. The company changed its name to Bayshore Wreckers.