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From LP Vietnam, "Cholon's main market has a great clock tower and a central courtyard with gardens. Much of the business here is wholesale, but it's popular with tour groups. The market was originally built by the French in the 1880s; Guangdong-born philanthropist Quach Dam paid for its rebuilding and was commemorated by a statue that is now in the Fine Arts Museum" (Bao, our guide, said this is one of two main markets in Saigon. The other was near our hotel, but that one is retail...this one is wholesale.)
From the autumn 2016 trip to Vietnam:
I’ll do my best to avoid channeling my inner Robin Williams here, though I did deplane in Saigon around 7:00 in the morning local time. So, this – and all subsequent sets – will be (almost) devoid of reference to hanging in Danang, a certain less-than-savory woman from the north (though, ironically, Hanoi Hannah just passed away in Saigon last Friday while I was still in the country), or other clichéd references to…Good Morning, Vietnam.
This particular trip (my first to VN) started around midnight Chinese time on 27 September 2016. After a very quick layover in Kuala Lumpur – Malaysia being another country that would be nice to photograph sometime, especially the beaches – I landed in Saigon/Ho Chi Minh City early on the 28th. It’s a tossup what they call it, by the way. I’d say the majority still call it by its original name – Saigon – though there are some who call it Ho Chi Minh City. I’ll go with the majority of folks who live there and refer to it as Saigon.
I had two full days there, the 28th and 29th, before flying out on the morning of the 30th. Choosing a random hotel from Lonely Planet (I tend to go budget & find the best available option; usually works out pretty well), I ended up at the Cat Huy Hotel, where I went directly after clearing customs.
This is a hotel in the Pham Ngu Lao area near District 1. It’s down an alley, which was interesting in and of itself. Coming from the airport, the taxi drops you off and send you walking. Each morning (or at least the 3 mornings there), this alley transforms into a very crowded fresh food market, which was outstanding to me. Sadly, though, none of the mornings afforded time to slowly wander and photograph it.
The hotel itself (and its staff) are fantastic. It’s a small hotel with only ten rooms, and the service is top notch. It’s one of the kind of hotels where guests leave books when they finish, so there’s always something interesting to read. One of them (Vietnam: Rising Dragon by Bill Hayton) caught my attention. It’s a non-fiction account of contemporary Vietnam and, while I haven’t started to read it yet, I’m quite interested in it and they let me take it. I hadn’t finished any books so didn’t leave any behind, but was still quite grateful that they let me have it.
In addition to that, they can (and did) help arrange a few tours. These can be anything from day trips to the Mekong Delta – which I would have loved, had we stayed an extra day – to day/night tours in Saigon. (Not to tout this hotel over others; I’m sure almost any, if not every, hotel in cities like these are glad to help arrange such things. I can only say that I was happy here and, if I were to return to Saigon, I’d gladly stay here again.)
The first day I was in Saigon I spent quietly. The only exploration I did was just wandered around the hotel a little, then had lunch at the Hard Rock Cafe. (Yes, I know this isn’t Vietnamese food, but it’s a bit of a quirky thing; I think I’ve been to 30-40 HRCs around the world now with shot glasses from all but one that I’ve been to.) That being said, lunch was good, as were the six shots I had, fruity though they were.
The HRC is in the heart of downtown near the U.S. Consulate, in addition to being near Notre Dame Cathedral, the Old Post Office, and the Reunification Palace. However, these would all be for the 29th. Today, I was alone, and waiting for my friend Junyu to arrive from Hong Kong, since she missed her morning flight.
The evening was quiet; we just ate around the hotel and arranged tours for the following day. For $11, we had a day tour with Bao and the driver, Mr. Mao. It started around 8:30, I think? I forget, but it was late enough that I was glad to have pho for breakfast.
On a full stomach, we hopped on one of those small vans that can hold about 10 people and started around the city. The first (and most depressing, by far) stop was the War Remnants Museum. This is, in my opinion, a “must see” – especially for folks from the U.S. It’s pretty much a testimonial of the war from the Vietnamese point of view and, at times, is pretty graphic. The pictures simply show the effects of the bombing, in addition to the use of agent orange, etc. Though it’s completely one-sided in its telling, it does have photographs – and many of them – that show the destruction from the war. (I won’t offer my personal thoughts on how accurate the Vietnamese or U.S. version of history is here.)
The next stop after the hour at the museum was one of the obligatory stops that seem to come on these package tours. It was to a coffee shop/store. Free samples of coffee for all (and for those of you who know me, you know how I feel about that) and stories of Vietnamese coffee.
As an aside, I think I saw that Vietnam is now the largest exporter of coffee in the world (not sure if that’s true; it surprised me all the same). They are very, very proud of their coffee and you can’t walk two meters in the country without passing a coffee shop. Their most famous coffee is “weasel coffee.” It’s pretty much the same as Indonesian Kopi Luwak. The beans are digested by animals – weasels in this case, and only then are they most fit for human consumption. So…coffee lovers, enjoy.
After the 15 minute rest stop, we hopped back in the van and went off to Chinatown in Cholon (District 5). If I recall, I think Bao said the Chinese made up about 4% of the population, though accounted for 25% of the economy. (I don’t know if that’s a current figure or a historical one.) At any rate, the first stop was at a temple that I found rather unimpressive. The Thien Hau Pagoda didn’t seem like a pagoda at all. It just felt like a cramped temple in the middle of a neighborhood. I don’t even think I got a single picture here that impressed me too much.
From there, we went to the Binh Tay Market, also in Cholon. This is a wholesale market that supposedly has a central courtyard with gardens. It may have that, but I wasn’t aware of it at the time, and didn’t see anything that mentioned it. The clock tower is nice, but the inside basically feels like a flea market or an oversized garage sale. I enjoyed walking around the exterior of the market much more as this is where the food vendors were. Munching on some cashews, I managed to get quite a few pictures of various vendors selling various food. I enjoyed that quite a bit.
After the 1-1.5 hours total in District 5, we hopped back on the van then followed along the riverside to a restaurant for lunch. We then went across the river to District 2 – currently almost completely undeveloped and on low/swampy land. (For Shanghainese, think Pudong around 1990. District 1, on the other hand, is like Puxi.) Had we stopped, I may have gotten a few interesting panoramas of District 1 from this side of the river and the emergence of District 2. However, we were on our way to the second (and, thankfully, last) obligatory stop…a lacquer production facility. Though the pieces were nice, I bought none, and politely bided my 30 minutes here.
Next up was the Reunification Palace. This is a peculiar place. Originally, it was the site of a palace built for the French leader of Cochinchina (Indochina). It was called Norodom Palace. Norodom, coincidentally, was the ruler of Cambodia. Later, it became the palace/residence for Ngo Dinh Diem, who ruled South Vietnam. He was so unpopular that his own air force bombed the palace hoping to kill him. (He was eventually assassinated by disgruntled South Vietnamese in 1963. If at first you don’t succeed, try, try again.)
Before he was assassinated, Diem had the palace rebuilt (with underground bunkers). Successive South Vietnamese used it as the main government building, so on the main floor are the cabinet rooms. The upper floors have reception rooms.
This is a building that is stuck in time – in the 1960s – with the interior decorations to match. It’s not the most attractive place, but definitely worth a visit. The Vietnam War ended here (symbolically, anyway) on 30 April 1975 when Viet Cong tanks crashed through the wrought iron gates. The tanks are currently on display to the right of the main lawn.
An hour at the palace – more than enough time to casually look around – and then we were off for a short drive to our last two stops: Notre Dame Cathedral & the Old Post Office, which are right next door to each other. That was the end of the $11 day trip, right around 4:00. (I forgot to mention, the $11 included admission ticket prices.)
The bus dropped us off close enough to the hotel that we had a short walk and roughly an hour to rest before the night tour (which cost $40). The night tour was drinking/eating and well worth it. Two girls on their scooters, Ha & Nga, came to the hotel to pick us up.
First evening stop, a rooftop bar. I forget the name of the bar, but it was downtown in District 1 and up on the 26th or 28th floor. (Saigon doesn’t have too many super skyscrapers like China.) It wasn’t an amazing sunset, but beautiful all the same with random lightning. I tried a number of times to catch lightning in pictures, but had no luck. However, I think the night panoramas turned out fine. Thirty minutes and two Saigon Specials down the hatch and we were back out on the streets.
Ha took me to the intersection of Phan Dinh Pung Street and Le Van Duyet Street. There’s not much memorable about this intersection except for one thing: in 1963, the Buddhist monk Thanh Quang Duc drove here in a blue Austin, got out of his car, then immediately sat in the middle of the intersection in a lotus position and lit himself on fire, killing himself in protest of Ngo Dinh Diem’s persecution of Buddhists. Nga started to explain the story to us, but when I connected the dots about who it was (I never knew his name), I stopped her. You can find the famous picture online of his self-immolation. It’s one of the iconic pictures of the entire decade of the 1960s.
Next up for us was dinner, though I don’t know the name of what we ate. We had a quick “cooking lesson” on how to make rice paper (kind of a pancake, really) that was part of dinner with vegetables. This was in the flower market, a small street where they sell – you guessed it – flowers.
Between dinner and dessert, we stopped for banh mi (or, up north, banh my) which is street food: a small baguette slathered with mayonnaise, a pepper sauce, and vegetables, and meat…or something that resembles meat, a la Spam. Whatever was in it, it was a delicious little sandwich on French bread.
The last place to stop and eat was another little side street for dessert. We had four bowls of…I don’t know what to call it. In common was that they all had crushed ice on top and were in a cream sauce. The differences was in the jelly. One was mango, one was kiwi, one was coffee, and the other was caramel/flan.
On a full stomach, Ha & Nga drove us back to the hotel where we passed out in anticipation of a morning flight to Phu Quoc Island.
As always, thanks for dropping by and viewing these pictures. Please feel free to leave any questions or comments and I’ll answer as I have time.
A fisherman unloading bamboo baskets from the boat amid drizzle, at Sendang Biru fishing harbor, Malang - East Java.
The island on the background is Sempu Island.
The 1943 built Cuyahoga unloads salt for the City of Alpena at the mouth of the Thunder Bay River. Alpena, MI.
This past weekend was spent helping my Mom pack and move a portion of her belongings into a retirement community closer to us. Packing a 14ft truck to the gills, driving 10 hours and then unpacking it can be tiring, but in our cases also leads to some off-the-wall humor. We teased Mom that I was going to drive her electric cart off the end of the truck… Well, here it is!
This is hoping I was able to leverage the fun with ODC Group's theme of UP & DOWN....
Yes, this is the second of my two submissions for R20 of the great group GetPushed! (www.flickr.com/groups/1681475@N24/). For the first time in my participation of the various pushes, my push partner from the Great White North (and with a great sense of humor) Gary (gary's images at www.flickr.com/photos/84161520@N00/) suggested we do a mutual push.
So how did we arrive here? Excerpts from emails may help explain this:
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Doug, In the last four rounds my partner and I have been doing the same challenge with our own interpretations of it. Is there anything you have been dying to try and just needed the right push? - G
Gary, Interesting you should ask. There are four things I have been hoping to get pushed at in this group.
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0. I have this strobe light (not a camera flash either, but a "party light") that I would love to use for motion shots... (and since I am sure you DON'T have one, we can throw this one out, thus the zero...)
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1. Cloning. In fact I am formulating an image I would like to try... (If this would be okay on your end?)
2. Levitation. Puzzling to me and something I haven't even remotely tried... How to get humor into it without redoing someone else's image would be the challenge for me.
3. I would like to do a cliché "splash" type shot, now that it is warmer out... However, I don't see this as that much of a "push" but rather something fun that I may eventually get around to.
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So here's my list of three goals to try (okay, four actually, but hey, I graduated from a Big 10 school, and they OBVIOUSLY don't know how to count either!) What do you think??? Oh my, I just had a revelation - maybe the push is to combine two or all three techniques into one image! Let me know what you think...! - D
Doug, I was at the same point as you before reading that last paragraph! Lets do something involving two or three techniques. We are actually still quite cold up here (northern Quebec) but the cloning and levitation things are awesome idea! I wish I had one of those strobes. If you can figure out a way to incorporate them all, I would be very impressed. Let us go for it!
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So, sorry to disappoint, but no strobe light (to be held for another time, another push? - hint!). And we did not have any buckets, etc for a splash of surprise (maybe at a later date)… So, here is a combination of the two techniques that Gary did for his push as well (levitation and cloning): www.flickr.com/photos/gkoiter/7035037825/in/photostream.
Gary, I hope this image (and the previous one) meet with your approval. Thanks for agreeing to a push that helped me fly…!
liverpool albert docks the city that built its wealth on the slave trade
Albert Dock
Albert Dock viewed from across Canning Dock
Albert Dock is located in Liverpool
Location of Albert Dock within Liverpool
Coordinates 53°24′1.08″N 2°59′33.72″W / 53.4003°N 2.9927°W / 53.4003; -2.9927
Location Liverpool
Owner Albert Dock Company Ltd
Current tenants The Beatles Story, Merseyside Maritime Museum, Tate Liverpool
Started 1841
Completed 1846 (official opening), 1847 (structural completion)
Floor area 1.29m sq ft (warehouse space), 7.75 acres (dock basin area)
Cost £782,265
Architect Jesse Hartley, Phillip Hardwick
The Albert Dock is a complex of dock buildings and warehouses in Liverpool, England. Designed by Jesse Hartley and Philip Hardwick, it was opened in 1846, and was the first structure in Britain to be built from cast iron, brick and stone, with no structural wood. As a result, it was the first non-combustible warehouse system in the world.[1]
At the time of its construction the Albert Dock was considered a revolutionary docking system because ships were loaded and unloaded directly from/to the warehouses. Two years after it opened it was modified to feature the world's first hydraulic cranes.[2] Due to its open yet secure design, the Albert Dock became a popular store for valuable cargoes such as brandy, cotton, tea, silk, tobacco, ivory and sugar. However, despite the Albert Dock's advanced design, the rapid development of shipping technology meant that within 50 years, larger, more open docks were required, although it remained a valuable store for cargo.
During the Second World War, the Albert Dock was requisitioned by the Admiralty serving as a base for boats of the British Atlantic Fleet. The complex was damaged during air raids on Liverpool, notably during the May Blitz of 1941. In the aftermath of the war, the financial problems of the owners and the general decline of docking in the city meant that the future of the Albert Dock was uncertain. Numerous plans were developed for the re-use of the buildings but none came to fruition and in 1972 the dock was finally closed. Having lain derelict for nearly ten years, the redevelopment of the dock began in 1981, when the Merseyside Development Corporation was set up, with the Albert Dock being officially re-opened in 1988.
Today the Albert Dock is a major tourist attraction in the city and the most visited multi-use attraction in the United Kingdom, outside of London.[3] It is a vital component of Liverpool's UNESCO designated World Heritage Maritime Mercantile City and the docking complex and warehouses also comprise the largest single collection of Grade I listed buildings anywhere in the UK.[4]
[edit] History
[edit] Grand beginnings and early history
The Albert Dock's design allowed ships to lay up and be loaded and unloaded directly from the large warehouses
The history of the Albert Dock dates back to 1837, when Jesse Hartley first began the development of plans for a combined dock and warehouse system.[1] The plans drawn up by Hartley and fellow civil engineer Philip Hardwick for the Albert Dock were at the time considered quite 'radical', as they envisioned the loading and unloading of ships directly from the warehouses.[5] However, this idea was not new, and as far back as the 1803 Warehousing Act, legislation had been passed to allow this form of development to occur, whilst the concept was first actually used in the construction of St Katharine's Dock in London, which was opened in 1828.[6] As part of the development process, Hartley was eager to test the fire resistance of any particular design by constructing an 18 ft (5.5 m) by 10 ft (3.0 m) dummy structure, filling it with timber and tar, and setting it alight. After testing several structural designs he settled on the combination of cast iron, brick, sandstone and granite.[7] The design was submitted for planning permission in 1839 although it wasn't until 1841, when the bill authorising the design of the dock was eventually passed by Parliament, that construction was allowed to begin.[8][9]
Jesse Hartley
The site chosen for the dock to be built on was an area of land boarded by Salthouse Dock to the east, the entrance channel to Canning Dock to the north and by Dukes Dock to the south. The land earmarked for the site had to be cleared, with 59 tenants being evicted and numerous premises demolished including a pub, several houses and the Dock Trustee's Dockyard.[7] Upon the clearance of this land both the Salthouse and Canning dock's were drained to allow entrance passages into the Albert Dock to be constructed, whilst hundreds of 'Navvies' were employed to dig out the dock basin and construct the new river wall. The dock basin was completed by February 1845, allowing the first ships to enter the Albert Dock, although with the warehouses still under construction this was merely to allow these boats to 'lay-up'.[10]
The dock complex was officially opened in 1846 by Prince Albert, husband of Queen Victoria and the man in honour of whom it was named. This event marked the first occasion in the Liverpool's history in which a member of the Royal Family had made a state visit to the city and as a result the occasion was marked with a major celebrations.[11] Many thousands of people turned out for the Royal visit with the newspaper The Pictorial Times noting the reception Prince Albert received:
"His reception was most enthusiastic; balconies were erected along the line of procession, and these and the windows of houses were filled with gay and animated parties. There was a most brilliant display of flags, banners & c. [sic]. All business is suspended. There are 200,000 strangers in town, and all the inhabitants are in the streets. All is gaiety and splendour." (The Pictorial Times, 1846).[12]
The Prince was taken on a processional tour through the city, including a visit to the town hall where the royal address was made, before departing aboard the fairy across to the Cheshire side of the Mersey and then northwards towards the Albert Dock.[12][13] Again this stage of the procession route was laden with onlookers with The Pictorial Times describing the Prince's entrance into the Albert Dock:
"From the Cheshire side of the river the Fairy crossed to the Liverpool side, and returned along the line of docks amidst the cheers of assembled thousands and the roar of artillery. The sight was really magnificent, all the ships in the docks were decked out in gayest colours and the river was crowded with boats filled with people. At half-past two the fairy entered the dock, where were assembled two thousand ladies and gentlemen, the elite of the town; they cheered enthusiastically, which his Royal Highness returned, and in order to gratify the crowd sailed round the dock." (The Pictorial Times, 1846).[13]
Despite the official opening occurring in 1846, the construction of the Albert Dock was not fully completed until 1847. In 1848, a new dock office was built and the dock itself was upgraded to feature a hydraulic cargo handling hoist system, the first of its kind in the world.[2] Over the next decade several more buildings where added including houses for the piermaster, his assistant & the warehouse superintendent; and a cooperage. Warehousing in the dock was also expanded to meet the increasing demand by joining together the eastern and western ends of the Southern Stack.[14]
[edit] Changing fortunes and role in World War II
British Empire Dockyards and Ports, 1909
The enclosed design of the Albert Dock and the direct loading and unloading of goods from warehouses meant that the complex was more secure than other docks within Liverpool. As a result it became a popular store for valuable cargoes including brandy, cotton, tea, silk, tobacco, ivory and sugar. At the same time their openness to natural light and well ventilated stores meant natural goods such as hemp or sugar could be kept fresher, for longer.[5] The dock came to dominate Liverpool's far eastern trade, with over 90% of the city's silk imports from China coming through it and more generally half of all the far eastern trade income.[15]
Despite the great prosperity the dock afforded the city, within 20 years of its construction the Albert Dock was beginning to struggle. Designed and constructed to handle sailing ships of up to 1000 tonnes, by the turn of the century only 7% of ships into the Port of Liverpool were sailing vessels.[9] The development of steam ships in the later 19th century meant that soon the dock simply wasn't large enough, as its narrow entrances prevented larger vessels from entering it.[15] Its lack of quayside was also becoming an issue. Generally steamships could be loaded and unloaded far quicker than sailing ships, and in a cruel twist of irony, the dockside warehouses that had once made the Albert Dock so attractive, were now hindering its future development.[5] None the less the Albert Dock remained an integral part of the dock system in Liverpool and in 1878 the pump house was built as part of redevelopment that saw the majority of the cranes converted to hydraulic use, whilst in 1899, part of the north stack was converted to allow for ice production and cold storage.[16]
By the 1920s virtually all commercial shipping activity had ceased at the dock, although its warehouses did remain in use for the storage of goods transported by barge, road or rail.[16][17] The onset of World War II in 1939 saw the Albert Dock being 'requisitioned' by the Admiralty and used as base for the British Atlantic fleet including submarines, small warships and landing craft. During the war the dock was struck on several occasions including a bombing raid in 1940 that damaged ships within it, and more destructively during the May Blitz of 1941 when German bombing caused extensive damage to the south west stack.[17] By the end of the war almost 15% of the Albert Dock's floor space was out of use because of bomb damage.[18]
[edit] Post War history and decline
By the time World War II had finished the Albert Dock's future looked bleak. The owners of the dock, the Mersey Docks and Harbour Board (MDHB) were in financial crisis and chose not to repair any of the wartime bomb damage, adopting an attitude of 'if its not broke don't fix it and if it is broke we still won't fix it'.[19] At the same time a change in geo-political orientation towards Europe, coupled with the advent of containerisation meant the whole docking system in the city of Liverpool suffered as newer, stronger ports emerged elsewhere in the UK.[20] None the less the architectural and technological value of the docks was recognised in 1952 when the Albert Dock was granted Grade I listed building status.[16]
Despite this recognition, the increasing debts of the MDHB meant that by the 1960s the company was eager to get rid of the Albert Dock. Having considered demolishing the buildings and redeveloping the land,[17] the MDHB soon entered negotiations to sell the land to Oldham Estates, a property developer owned by Harry Hyams.[19] Many plans for the site were developed including one that envisioned the development of a mini city that would provide 10m sq feet of letting space, hotels, restaurants, bars and underground parking in the drained dock basin.[21] With the council reluctant to allow such a grandiose development to occur and with the huge public opposition to it (inspired at least in part by the work of Quentin Hughes), Oldham Estates were forced into scaling-down the plan and so in 1970 returned with a new vision known as 'Aquarius City', which had as its centrepiece a 44-storey skyscraper. Once again the plan failed to develop and no sooner had it been announced, than the MDHB's financial problems reached crisis point, Oldham Estates withdrew their deposit and the whole scheme fell through.[19]
The Albert Dock viewed from the River Mersey in 1979
With the MDHB on the verge of bankruptcy a decision was taken to shut down and sell off the whole of the south docks system. The warehouses were emptied and in 1972 the Albert Dock finally closed down. The Brunswick Dock gates, which separated the South Docks system from the River Mersey, were opened allowing tidal movements in and the process of the clogging up the docks with sewage polluted silt began.[22][23] In many senses just as the Albert Dock's development had symbolised the prosperity in the Liverpool at the time of its construction, its subsequent decline after World War II symbolised the collapse of the local economy as a whole.[24]
]
After the ten day hike from the BAliem Valley to the Yali territory, we returned the easier way, on a small plane (a Cessna Caravan 208b) from the Angguruk airstrip back to Wamena.
Unloading camels. 1896.
Name of Expedition: Africa Expedition
Participants: D.G. Elliot and Carl Akeley
Expedition Date: 1896
Purpose or Aims: Zoology Mammals
Location: Africa, Somalia
Original material: Hand-colored glass lantern slide
Digital Identifier: CSZ5956_LS
Unloading the Dzopkyos, Lukla, Everest Base Camp Trekking Route, 2718m elevation, Nepal
We used Dzopkyos as pack animals to carry part of our gear to Everest Base Camp and back. A Dzopkyo is a crossbreed between a yak and a cow. Contrary to yaks they survive well in altitudes below 3500m. But not so well in higher altitudes - one of ours died on the way back.
Didcot Power Station on 18 August 1991 as 56022+56025 make their way round the Loop to the unloading shed with the Pathfinder Tours 'Strider' tour. The train had reached here from Nuneaton via the Bletchley to Oxford line and was on its way to London to allow passengers to visit the Old Oak Common Open Day. The train returned north via the Midland Main Line.
Generation from the coal fired station, commmissioned in 1968, closing on 22 March 2013. Three of the cooling towers were demolished on 27 July 2014, whilst the boiler house (seen here) collapsed on 23 February 2016 killing four contractors, with more demolished in a controlled explosion on 17 July 2016. The remaining three cooling towers were demolished on 18 August 2019, and finally the 200 m / 650ft chimney was felled by explosives on 9 February 2020.
Published by H. H. Hamm, Toledo Ohio
Curt Teich, "C. T. American Art"
Postmark 1924 (photo earlier)
Thomas F. Cole
1907-1974
Steel Great Lakes bulk freighter
Built at Ecorse MI by Great Lakes Engineering Works, Hull 27
Launched Jan 26, 1907
605’6”’ LOA, 580’ LBP, 58’ beam, 32’ depth
1 deck, arch cargo hold construction, hatches @ 12’, coal-fired boilers, triple expansion engine, 2000 IHP
Enrolled at Detroit MI April 23, 1907 (#65)
586.0 x 58.2 x 33.0, 7268 GT, 5484 NT US 203891 to:
Great Lakes Engineering Works
Reenrolled at Detroit MI May 20, 1907 (Temp #69) to:
Pittsburgh Steamship Co., Cleveland OH (home port Duluth MN)
Entered service May 26, 1907, clearing Ecorse MI light, arriving at Two Harbors MN May 29 and Duluth MN May 30, having open houses at each port, then loaded cargo of iron ore at Duluth.
Permanent enrollment at Duluth MN May 30, 1907 (#70)
Rebuilt 1946 at Cleveland OH
Remeasured to 589.0 x 58.20 (sic) x 27.5, 7682 GT, 6454 NT
Remeasured 1948 to 58.2 beam and 7700 GT, 6472 NT
Fleet reincorporated 1949 in Delaware (home port to Wilmington DE)
Fleet merged July 1951 into parent United States Steel Corporation (home port to New York NY)
Fleet renamed United States Steel Great Lakes Fleet 1967 (home port to Wilmington DE)
Laid up at Duluth MN end of 1974 season and did not operate again.
--Vessel histories of Sterling Berry
I tinkered with a custom Sepia profile on my Nikon D610. Then I thought, "This would be cool with that Holga Lens I have."
Spoil from the Crossrail project is unloaded at Barrington Cement Works, brought from Willesden by GBRf 66706.
One of the old Warringah vegetation trucks unloading a heavy and tightly packed load at the local Kimbriki tip, soon to be engaged in intense shredding.
Sentinel-1D has been transported from the cleanroom in Cannes, France, via Turin, Italy, all the way to French Guiana. The launch campaign is now underway to prepare the satellite for liftoff on an Ariane 6 rocket at the end of 2025.
The fourth satellite of the Copernicus Sentinel-1 mission will continue the critical task of delivering key radar imagery of Earth’s surface for a wide range of Copernicus services and scientific applications.
Credits: ESA/CNES/Arianespace/Optique vidéo du CSG–C. Gallo