View allAll Photos Tagged containerization
7.27.12
JAXPORT's staff is comprised of 150 employees, whom manage and market the port and plan for its improvement. JAXPORT's staff work in a variety of areas, including terminal operations and security; cruise operations; planning and properties; construction and engineering; finance, administration, procurement, IT, government and external affairs, corporate communications and trade development and marketing.
Talleyrand Marine Terminal:
This 173-acre terminal has 4,780 linear feet (1,457m) of berthing space on 40 feet (12.2m) of deepwater.
The terminal handles containerized and breakbulk cargoes, imported automobiles and liquid bulk commodities such as turpentine and vegetable oil. Breakbulk cargoes include steel, lumber and paper, and a variety of frozen and chilled goods. Talleyrand is equipped with four container cranes, on-dock rail and 160,000 square feet of transit shed space capable of handling cargo in refrigerated, freezer or ambient conditions. Additionally, a 553,000-square foot warehouse stores a variety of cargoes, including rolls of fine and specialty papers, magazine papers and newsprint.
The Talleyrand terminal also offers two 50-LT capacity rubber tired gantry cranes, both of which straddle four rail spurs totaling 4,800 linear feet (1,463 m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX railroads. The terminal is only 25 minutes from Florida East Coast Railroad's intermodal ramp, and is conveniently located within minutes of interstates I-95 and I-10.
Photo credit: JAXPORT, Meredith Fordham Hughes
Looks like a holiday at the Port of Oakland in northern California, but its not. A labor dispute between members of the International Longshoremen and Warehouse Union and waterfront employers on the U.S. West Coast has heated up over the past couple years, with protests and other actions in the Pacific Northwest and at ports in California. And while work has not stopped completely there has been a dramatic container volume decline while the two sides try to reach agreement.
The Port of Oakland was established in 1927, and is a world-class international cargo transportation and distribution hub. Located on the mainland shore of San Francisco Bay, one of the great natural harbors of the world. The Port loads and discharges more than 99% of the containerized goods moving through northern California. Oakland's cargo volume makes it the fifth busiest container port in the United States,
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
Left photo - 1970s photo recording a busy day with trucks parked along the seawall, ready to load or off-load bulk consignments for or after sea transportation. In those early days the Praya was with heavy traffic heading both to east and west, in addition to the trams that goes both ways along the Praya. Stevedores had coolies who often carry heavy boxes etc. shuttling between the seawall and a berthing barge on a narrow timber plank, which is less than 300 mm wide and slender
Right photo - at approximate the same spot, shooting in the early 1980s revealed significant changes; there was less transportation business along the pier, trucks parked at the sea wall were no longer seen, and a number of warehouses were pulled down for residential development. Yet still there were barges serving the cargo ships from abroad even though containerization has taken away much of the sea cargo business. The Praya has become a clear two-way traffic; driving along a 3 meter wide lane between the sea wall and a running tram can be frightening as the vehicle may end up plunging to the sea !
This section of the Praya was reclamed in 1997
Chicago area railroad junctions are listed on this website: www.dhke.com/CRJ/index.html
en.wikipedia.org/wiki/BNSF_Railway
The BNSF Railway (AAR reporting marks BNSF) headquartered in Fort Worth, Texas, is one of the four remaining transcontinental railroads and one of the largest railroad networks in North America. Only the Union Pacific Railroad is larger in size. With globalization, the transcontinental railroads are a key component in the containerization of trade from the Pacific Rim. The BNSF Railway moves more intermodal freight traffic than any other rail system in the world.
It was formed December 31, 1996, as the Burlington Northern and Santa Fe Railway when the Atchison, Topeka and Santa Fe Railway was merged into the Burlington Northern Railroad. In 1999 the BNSF Railway and the Canadian National Railway announced their intention to merge and form a new corporation entitled the North American Railways to be headquartered in Montreal, Canada. The United States' Surface Transportation Board (STB) placed a 15-month moratorium on all rail mergers, which ended this merger. On January 24, 2005, the railroad's name was officially changed to BNSF Railway.[1]
The BNSF Railway is a wholly owned subsidiary of the Burlington Northern Santa Fe Corporation, the holding company formed by the September 22, 1995 merger of Burlington Northern, Incorporated and the Santa Fe Pacific Corporation. According to corporate press releases, the BNSF Railway is among the top transporters of intermodal freight in North America. It moves more grain than any other American railroad. It also hauls enough coal to generate roughly 10% of the electricity produced in the United States. The company's northern route completes the high-speed link from the western to eastern United States.
This was the route of the Great Northern Railway's Silk Extras in the 1920s. They had priority over all other trains, stopping only for refueling and crew changes. These trains transported silk to the east from ships arriving in the Port of Seattle from Japan.
Along West 35th Street at Dyer Avenue in NYC on Thursday afternoon, 23 June 2022 by Elvert Barnes Photography
PILES OF BAGGED TRASH ON NYC SIDEWALKS Project
Learn about NYC Sidewalk Trash Collection at www.city-journal.org/new-york-sidewalk-garbage-problem
Learn about NYC CLEAN CURBS PILOT PROGRAM at www.nyc.gov/assets/dsny/site/our-work/containerized-waste...
Walk to Yotel Hotel
Elvert Barnes 52nd NYC GAY PRIDE 2022 at
elvertxbarnes.com/nyc-gay-pride
Elvert Barnes June 2022 docu-project at elvertxbarnes.com/2022
4.9.13
This 173-acre terminal has 4,780 linear feet (1,457m) of berthing space on 40 feet (12.2m) of deepwater.
The terminal handles containerized and breakbulk cargoes, imported automobiles and liquid bulk commodities such as turpentine and vegetable oil. Breakbulk cargoes include steel, lumber and paper, and a variety of frozen and chilled goods. Talleyrand is equipped with four container cranes, on-dock rail and 160,000 square feet of transit shed space capable of handling cargo in refrigerated, freezer or ambient conditions. Additionally, a 553,000-square foot warehouse stores a variety of cargoes, including rolls of fine and specialty papers, magazine papers and newsprint.
The Talleyrand terminal also offers two 50-LT capacity rubber tired gantry cranes, both of which straddle four rail spurs totaling 4,800 linear feet (1,463 m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX railroads. The terminal is only 25 minutes from Florida East Coast Railroad's intermodal ramp, and is conveniently located within minutes of interstates I-95 and I-10.
Photo Credit: JAXPORT, Meredith Fordham Hughes
Meatpacking District, Gansevoort Market Historic District, Manhattan
From 1819 to 1979, this property was owned by John Jacob Astor I and his descendants, transferred to his grandson William Astor in 1878 after partition of the Astor Estate, to the Trustees for Helen Rebecca Roosevelt and James Roosevelt Roosevelt, Jr., his granddaughter and grandson, after William Astor's death in 1892, and to Helen RebeccaRoosevelt Robinson and James Roosevelt Roosevelt, Jr., when they came of age, and in 1941 (lot 60) and in 1963 (lot 27) to Helen's four children, Douglas Robinson, Helen Douglas Robinson Hinckley (later Cutting), Elizabeth Mary Douglas Robinson de Sibour, and Alida Douglas Robinson Walker (later Sage).
In 1887, this five-story, long (on two lots) market building was built to the design of architect James W. Cole. At the same time, two other buildings designed by Cole were under construction for the Astors: 440 West 14' Street (across the street) and 817- 821 Washington Street [see]. Produce and provisions merchants were the immediate tenants of this structure (some remaining for decades), including Pape & Deyol W.C. Deyo & Bro., Henry E. Schwitters/& Son, and Joseph B. Kirk, produce; Christian H. Koster/& Son, and Patrick Ford & Son, butter and eggs; and Lauricella & Pittorinol Landini & Pittorino, fruit. By the late 1920s, meatpackers were the predominant tenants in the building, some of the longer-term of whom were Scanlan Bros., Inc., Long Island Beef Co., Dorato & Cerutti 1 Allied Farms, City Provision Co., Adolf Kusy & Co., Samuel Bender & Sons, State Provision Co.1 Zucker & Friend Walpole Bros., Zeger, Inc., A. & M. Bugnon, and Republic Meat Co. Two furniture-related businesses were Ruby Lamp Mfg. Co.1 Brighter Lighting Co.1 Lighting Distributors, Inc., and Valley Upholstery Co.1 Valley Furniture Shops, Inc. The biker bar Hogs & Heifers has been located here since the early 1990s. The building was purchased in 2000 for over $10 million by Starwood Urban Retail MM, Inc., Washington- and Connecticut-based investors, for redevelopment, including offices and high-end retail.
This Queen Anne style building, which contains significant portions of its historic fabric, contributes to the historically-mixed architecture and varied uses - including market-related functions - of the Gansevoort Market Historic District. Constructed in 1887, during one of the major phases of development of the district, when buildings were constructed for produce-related businesses and other market uses, the building further contributes to the visual cohesion of the district through its prominence on two corners and long Washington Street blockfront, its three brick and stone facades, cast-iron storefronts, metal canopies, and the fact that it is one of three buildings in the district designed by architect James W. Cole.
----About the district----
The Gansevoort Market Historic District - consisting of 104 buildings - is distinctive for its architectural character which reflects the area's long history of continuous, varied use as a place of dwelling, industry, and commerce, particularly as a marketplace, and its urban layout. The buildings, most dating from the 1840s through the 1940s, represent four major phases of development, and include both purpose-built structures, designed in then-fashionable styles, and those later adapted for market use.
The architecture of the district tells the story of an important era in New York City's history when it became the financial center of the country and when its markets were expanding to serve the metropolitan region and beyond. Visual cohesion is provided to the streetscapes by the predominance of brick as a facade material; the one- to six-story scale; the presence of buildings designed by the same architects, a number of them prominent, including specialists in market-related structures; the existence of metal canopies originally installed for market purposes; and the Belgian block paving still visible on most streets.
The street layout is shaped by the transition between the irregular pattern of northwestern Greenwich Village (as far north as Gansevoort Street) and the grid of the 1811 Commissioner's Plan. Unusually large and open intersections contribute to the area's unique quality, particularly where Ninth Avenue meets West 14'~S treet and Gansevoort Street (which was widened in l887), and provide sweeping vistas that showcase the unusual building typology and mixed-use quality of the district. Aside from Tribeca, the Gansevoort Market Historic District is the only remaining marketplace district that served the once-flourishing Hudson River commercial waterfront.
The earliest buildings in the historic district date from the period between 1840 and 1854, most built as rowhouses and town houses, several of which soon became very early working-class tenements (all eventually had stores on the ground floor). The area's early mixed use, however, is evident in the rare surviving early factory building (c. 1849-60), on a flatiron-shaped lot, for Col. Silas C. Herring, a nationally significant manufacturer of safes and locks, at 669-685 Hudson Street.
This mixed use, consisting of single-family houses, multiple dwellings, and industry was unusual for the period. The stretch of Ninth Avenue between Gansevoort and West 15' Streets, albeit altered and interrupted with later additions, offers the vista of a distinctive Manhattan streetscape featuring twenty buildings of the 1840s: the rowhouses at Nos. 3-7 (c. 1849) and Nos. 21-27 (c. 1844-46), the Herring factory, and culminating in the rare, picturesque ensemble of twelve rowhouses and town houses, Nos. 44-60 Ninth Avenue and 351-355 West 14th Street (c. 1841-46), at the wide, angled intersection with Hudson and West 14" Streets. Another business from this period was the woodworking factory of the prominent building firm of James C. Hoe & Co. (c. 1850-54) at 52-58 Gansevoort Street (later altered).
After the Civil War, the area began to flourish commercially as New York City solidified its position as the financial center of the country, and construction resumed in the district in 1870. Two major businesses located here were A.H. Wellington's Merchants' Print Works (1 874, S. W. Johnson), cotton printers at 416-418 West 14" Street (later altered); and the Italianate style Centennial Brewery (1876, John B. Snook) at 409-41 1 West 14' Street.
The bulk of the buildings in the district date from the 1880s through the 1920s and were designed in then-popular historical revival styles. Residential and commercial development, including a variety of building types, was particularly spurred in the 1880s by two major factors. The first was the creation of two nearby municipal markets: the open-air Farmers' or Gansevoort Market (1 879), for regional produce, at Gansevoort and Washington Streets (adjacent to the historic district), and the West Washington Market (1889), for meat, poultry, and dairy products, on the river side of West Street. From the 1880s until World War II, wholesale produce, fruit, groceries, dairy products, eggs, specialty foods, and liquor (until Prohibition) were among the dominant businesses within the district in response to the adjacent markets, particularly along Gansevoort, Little West 12', and Washington Streets. The first of the two-story, purpose-built market buildings in the district were erected in 1880.
These vernacular and neo-Grec style structures typified the low-rise market buildings constructed in the district over the next 90 years: produce (or, later, meat) handling on the ground story, shielded by a metal canopy over the sidewalk, and offices on the second story.
Commercial construction during this period, which represents the highest percentage of the district's varied yet distinctive building stock, included not only low-rise purpose-built market buildings, but also, in a variety of period styles, stables buildings, and five- and six-story store-and-loft buildings and warehouses were constructed to house and serve these businesses. The warehouses, in particular, are among the most monumental structures in the district.
The second factor spurring development within the historic district was the 1878 partition of real estate owned by the Astor family, which had remained underdeveloped since John Jacob Astor 1's acquisition in 1819. Of the 104 buildings in the district, over one-third of them were constructed by the Astors and related family members. Astor improvements included the market buildings at 823-833 Washington Street and 32-36 Little West 12" Street (1880, Joseph M. Dunn, James Stroud); the distinguished Queen Anne style French flats building (with stores) at 440 West 14" Street (1887, James W. Cole), the block-long Queen Anne style produce market building at 859- 877 Washington Street (1887, Cole), and the handsome Romanesque Revival style stables building (1893, Thomas R. Jackson) for the New York Biscuit Co. (later Nabisco), the world's largest supplier of crackers, at 439-445 West 14" Street.
A number of other prominent owners also invested in real estate here and began to develop their properties: the Goelet family constructed the unusual flatiron-shaped store-and-loft building at 53-61 Gansevoort Street (1887, Dunn), which housed E.S.
Burnham & Co., clam canners; James AlfredRoosevelt owned the warehouse at 400 West 14thS treet (1886, Dunn); and former New York Mayor Hugh J. Grant developed the neo-Romanesque style warehouses (1 899-1900, George P. Chappell) at 97-103 Horatio Street. The Astors and other owners gave several commissions to architects Joseph M. Dunn, who designed seven buildings in the district, and James W. Cole, who designed three buildings in the district. These multiple commissions in the then-fashionable neo-Grec or Queen Anne styles contribute to the district's visual cohesion.
Between 1897 and 1935, nearly the entire block bounded by Gansevoort, Horatio, Washington, and West Streets was developed with a handsome neo-Classical style ensemble in tan brick, by noted architects Lansing C. Holden, J. Graham Glover, and John B. Snook Sons, that included a power plant and nine cold storage warehouses for the Manhattan Refrigerating Co. (incorporated 1894).
The company was responsible for installing the system of underground pipes that carried refrigeration to market-related structures throughout the district by about 1906. This infrastructure, along with the completion by the N.Y.C. Dept. of Docks of the nearby Gansevoort Piers (1894-1902) and Chelsea Piers (1902-10, with Warren & Wetmore), docks for the great trans- Atlantic steamships (and the busiest section of New York's port), had profound impacts on the district. The distribution of wholesale meat, poultry, and seafood, particularly for hotels, restaurants, and steamships, emerged as an important business throughout the district, resulting in new construction as well as bringing new uses to existing buildings. Some companies were subsidiaries of major national meatpackers, while other independent firms were among the nation's largest.
The underground refrigeration system, the new piers, and the emergence of new uses relating to the burgeoning hotel and steamship industry further triggered the 20th-century construction and architectural change and flexibility that has shaped the character of the Gansevoort Market Historic District. Typically, commercial redevelopments of neighborhoods in New York City involved the demolition of earlier buildings for structures housing new uses. However, one of the district's unique qualities is that earlier buildings were retained and altered to market uses. Earlier examples include the Centennial Brewery (409-41 1 West 14" Street), converted to meat, produce, and dairy use in 1901, and 21-27 Ninth Avenue, rowhouses adapted in 1923-24 as meat market buildings.
Over the years, the Astors continued their policy of high-quality architectural commissions by hiring distinguished architects known for their significant public, commercial, and residential buildings, such as the neo-Classical style offices and printing plant (1901-02, Trowbridge & Livingston) of P.F. Collier & Son, publisher of books and the nationally-known magazine Collier's, at 416-424 West 13' Street; the neo-Romanesque style liquor warehouse at 29-35 Ninth Avenue (1902-03, Boring & Tilton); and the Arts and Crafts style warehouse building (1913, LaFarge, Morris & Cullen) at 5 Little West 1 2 '~S treet.
The completion of the Holland Tunnel (1927), the elevated Miller Highway (1931), and the New York Central Railroad's elevated freight railway (1934) providedeasier access between the area and the metropolitan region and spurred another major phase of new low-rise construction and the functional conversion of existing buildings for market use in the district. New structures included the earlyInternationa1 style General Electric Co. annex (1929-30, Lockwood Greene Engineers, Inc.) at 414 West 14' Street, and the Moderne style John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14'~S treet.
The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, through such new construction as the fruitlproduce market building (1938-39, Charles H. Stadler) at No. 46-50, and the Moderne style R&L Restaurant (1949), at No.69, and newly adapted structures, including No. 52-58 (formerly James C. Hoe & Co.), altered as a market building in 1937, and No. 60-68 (1880-81 tenements), reduced to a two-story market building in 1940.
By World War II, poultry- and meat- packing had consolidated as the main commercial activity within the district. Maritime commerce along the Hudson River waterfront declined by the 1960s, however, with the end of the ocean liner era and the rise of containerized shipping. Changes in the meat and poultry industries meant a lessening presence in this area. The Manhattan Refrigerating Co. closed in 1979 and its buildings were subsequently converted to apartments.
The completion of several more transportation and development projects (most located outside the historic district) in the 1930s spurred another major phase of new low-rise construction and functional conversion for market use of existing buildings within the historic district. Easier access was provided between the market area and the metropolitan region. The construction of the elevated Miller Highway (1929-3 1) necessitated the displacement of some produce and meat and poultry merchants in both the Gansevoort and West Washington Markets, including the demolition of several buildings at the latter. The Port of New York Authority built the Union Inland Terminal No. 1 (1931-32, Abbott, Merkt & Co.), a unified truck-rail terminal (modeled functionally after the Starrett-Lehigh Building), just northeast of the district and occupying the entire block at Ninth Avenue and West 15" Street.
The New York Central Railroad's elevated freight railway (193 1-34) passed through some thirty buildings on its route southward to the new St. John's Park Freight Terminal at West and Clarkson Streets. This railway also used part of the Gansevoort Market site, and additionally, the City constructed a meat processing plant on the market site (1939). The Lincoln Tunnel (1937) provided a second automotive route to New Jersey. The Ninth Avenue el, which ran through the district, was demolished (c. 1940); streetcar tracks located below the el had been taken up in 1936.
The first new purpose-built low-scale (one-story) market building in the historic district was 14-20 Little West 12" Street (1928, John B. Snook Sons), for the Wendel family and used initially by produce merchants. The P.F. Collier & Son building at 416-424 West 13" Street became a warehouse of the General Electric Co. in 1929; an early International style annex (1929-30, Lockwood Greene Engineers, Inc.) was constructed next door at 414 West 14" Street. Owned by Vincent Astor, this was the last of the Astor improvements within the district. 13 and 15 Little West 12' Street (1933, Martin Smith) were one-story fruit market buildings. Designed in the Moderne style were the John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14th Street; the meat market building at 837-843 Washington Street (1938, David M. Oltarsh); and the fruitlproduce market building at 46-50 Gansevoort Street (1938-39, Charles H. Stadler).
Built at a time when the growing prevalence of the automobile resulted in the predominance of new market types throughout the U.S. (such as drive-in markets, chain grocery stores, and supermarkets), these buildings are rare and late examples of the older market building typology.34 Many of the buildings in the district that were architecturally adapted for market functions were properties acquired through foreclosure at the height of the Depression. Most of these buildings were functionally maximized at two stories (vacant, formerly residential, upper stories were no longer necessary): the lower story was refrigerated for produce or meat use and the upper story held offices. The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, largely through such newly-adapted structures, including the vernacular style No. 52-58 (formerly James C. Hoe & Co.), altered as a fruit and produce market building in 1937 (S. Walter Katz); the neo-Grec style No. 60-68 (five 1880-81 tenements), reduced to a two-story market building in 1940 (Voorhees, Walker, Foley & Smith); and No. 7 1-73 (aka 8 17- 821 Washington Street) (three 1886-87 Queen Anne style French flats buildings), reduced to three stories in 1940 for use as a meat market building. The neo-Grec and utilitarian style 823-833 Washington Street and neo-Grec style 32-36 Little West 12" Street, 1880 two-story market buildings, were also altered in 1940-41 for meat merchants.
By World War II, poultry- and meat- packing had consolidated as the main commercial activity throughout the district. The opening of the Queens Live Poultry Terminal Market (1941) caused poultry dealers to move from the West Washington Market, replaced in part by produce merchants. The creation in 1950 of the Gansevoort Market Meat Center on the site of Gansevoort Market and the demolition of the remaining West Washington Market buildings, with the associated displacement of the businesses at both locations, hastened changes within the district. In 1959, the Gansevoort Market area was referred to in the New York Times as "the largest meat and poultry receiving market in the world. In the district, 408-412 West 13" Street (1941, Charles N. & Selig Whinston) was a new two-story market building used by hides/skins and meat businesses, while 36- 40 Gansevoort Street (aka 831-835 Greenwich Street) (1947-48, Horace Ginsbern & Assocs.), for poultry businesses, was the last new purpose-built market building in the district. The Moderne style R & L Restaurant (1949), 69 Gansevoort Street, resulted from the alteration of a three-story house.
Alterations associated with conversions to meat market uses included 809-813 Washington Street (aka 70-74 Gansevoort Street) (1940-42, Voorhees, Walker, Foley & Smith), a freight trucking depot altered in 1950; 402-404 and 406 West 13th Street (1840s rowhouses) altered in1950 and 1955 (Abraham L. Seiden); and 15 and 13 Little West 12" Street (c. 1961 and 1969 additions, bylattributed to Seiden).
Today, the Gansevoort Market Historic District is a vibrant neighborhood of remaining meatpackers, high-end retail commerce, restaurants, offices, clubs, galleries, and apartments, that retains, despite recent changes, a strong and integral sense of place as a market district, due to its distinctive streetscapes, metal canopies, notable buildings, both purpose-built and those adapted over the years for market use, and unusual street pattern with its Belgian block paving.
- From the 2003 NYCLPC Landmark Designation Report
A new model painted in the 'Retro Belle' black/yellow/red scheme. I've got the Lionel version of this. Kansas City Southern's Rosenberg terminal is closer to Kendleton; it handles containerized cargo along KCS' main line into Mexico.
RL304 and GL107 accelerate a containerized grain train northbound through Berrima heading towards Sydney.
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Containerization in the (Sunshine) biscuit industry.
Citation: 10814 MOBILE CRANE LOADING CONTAINER OF SUNSHINE BISCUITS c1925 GLS RAILWAY.
Image (cropped) from the Public Record Office Victoria. Not in copyright.
Activity on Talleyrand Marine Terminal 10.10.12
This 173-acre terminal has 4,780 linear feet (1,457m) of berthing space on 40 feet (12.2m) of deepwater.
The terminal handles containerized and breakbulk cargoes, imported automobiles and liquid bulk commodities such as turpentine and vegetable oil. Breakbulk cargoes include steel, lumber and paper, and a variety of frozen and chilled goods. Talleyrand is equipped with four container cranes, on-dock rail and 160,000 square feet of transit shed space capable of handling cargo in refrigerated, freezer or ambient conditions. Additionally, a 553,000-square foot warehouse stores a variety of cargoes, including rolls of fine and specialty papers, magazine papers and newsprint.
The Talleyrand terminal also offers two 50-LT capacity rubber tired gantry cranes, both of which straddle four rail spurs totaling 4,800 linear feet (1,463 m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX railroads. The terminal is only 25 minutes from Florida East Coast Railroad's intermodal ramp, and is conveniently located within minutes of interstates I-95 and I-10.
www.jaxport.com/cargo/facilities/talleyrand
Photo credit: JAXPORT, Meredith Fordham Hughes
Canary Wharf is an area of London, England, located near the Isle of Dogs in the London Borough of Tower Hamlets. Canary Wharf is defined by the Greater London Authority as being part of London's central business district, alongside Central London. With the City of London, it constitutes one of the main financial centres in the United Kingdom and the world, containing many high-rise buildings including the third-tallest in the UK, One Canada Square, which opened on 26 August 1991.
Developed on the site of the former West India Docks, Canary Wharf contains around 16,000,000 sq ft (1,500,000 m2) of office and retail space. It has many open areas, including Canada Square, Cabot Square and Westferry Circus. Together with Heron Quays and Wood Wharf, it forms the Canary Wharf Estate, around 97 acres (39 ha) in area.
Canary Wharf is located on the West India Docks on the Isle of Dogs.
From 1802 to the late 1980s, what would become the Canary Wharf Estate was a part of the Isle of Dogs (Millwall), Limehouse, and Poplar and was one of the busiest docks in the world. West India Docks was primarily developed by Robert Milligan (c. 1746–1809) who set up the West India Dock Company.
The Port of London Authority was established in 1909 and took control of West India Dock. Canary Wharf itself takes its name from No. 32 berth of the West Wood Quay of the Import Dock. This was built in 1936 for Fruit Lines Ltd, a subsidiary of Fred Olsen Lines for the Mediterranean and Canary Islands fruit trade. It is located on the Isle of Dogs, the quay and warehouse were given the name Canary Wharf.
After the 1960s, when cargo became containerized, port industry began to decline, leading to all the docks being closed by 1980. After the docks closed in 1980, the British Government adopted policies to stimulate redevelopment of the area, including the creation of the London Docklands Development Corporation (LDDC) in 1981 and the granting of Urban Enterprise Zone status to the Isle of Dogs in 1982.
The Canary Wharf of today began when Michael von Clemm, former chairman of Credit Suisse First Boston (CSFB), came up with the idea to convert Canary Wharf into a back office. Further discussions with G Ware Travelstead led to proposals for a new business district and included the LDDC developing an inexpensive light metro scheme, the Docklands Light Railway, to make use of a large amount of redundant railway infrastructure and to improve access.
The project was sold to the Canadian company Olympia & York and construction began in 1988, master-planned by Skidmore, Owings & Merrill with Yorke Rosenberg Mardall as their UK advisors, and subsequently by Koetter Kim. The first buildings were completed in 1991, including One Canada Square, which became the UK's tallest building at the time and a symbol of the regeneration of Docklands. By the time it opened, the London commercial property market had collapsed, and Olympia and York Canary Wharf Limited filed for bankruptcy in May 1992.
Initially, the City of London saw Canary Wharf as an existential threat. It modified its planning laws to expand the provision of new offices in the City of London, for example, creating offices above railway stations (Blackfriars) and roads (Alban Gate). The resulting oversupply of office space contributed to the failure of the Canary Wharf project.
In October 1995, an international consortium that included investors such as Alwaleed, bought control for $1.2 billion. Paul Reichmann, of Olympia & York, was named chairman, and Canary Wharf went public in 1999. The new company was called Canary Wharf Limited, and later became Canary Wharf Group.
In 1997, some residents living on the Isle of Dogs launched a lawsuit against Canary Wharf Ltd for private nuisance because the tower interfered with TV signals. The residents lost the case.
Recovery in the property market generally, coupled with continuing demand for large floorplate Grade A office space, slowly improved the level of interest. A critical event in the recovery was the much-delayed start of work on the Jubilee Line Extension, which the government wanted ready for the Millennium celebrations.
In March 2004, Canary Wharf Group plc. was taken over by a consortium of investors, backed by its largest shareholder Glick Family Investments and led by Morgan Stanley using a vehicle named Songbird Estates plc.
In addition to being a leading global financial district in the United Kingdom, Canary Wharf is famous for a cluster of the tallest modern commercial complexes and residential high-rise buildings. Building from scratch in early 1990s, the district is home to the first tallest iconic skyscraper, One Canada Square, in the United Kingdom. In twenty years, Charf Wharf’s new rapid grown skyscraper cluster has dramatically transformed the skyline of London with modern architectures.
As of 2023, Canary Wharf has five out of the top ten tallest buildings in the United Kingdom.
One Canada Square (235 m) and Landmark Pinnacle (233 m) are the third and fourth tallest buildings in the United Kingdom. The seventh to ninth tallest buildings in the United Kingdom are: Newfoundland (220 m), South Quay Plaza (215 m), and One Park Drive (205 m).
The 75-storey Landmark Pinnacle is the tallest residential tower in the United Kingdom and the whole of western Europe.
Newfoundland is the tallest build-to-rent building in the United Kingdom.
Novotel London Canary Wharf is the tallest all-hotel building in the United Kingdom, and the tallest Novotel in the world.
One Canada Square, at 235 metres (771 ft), achieved a 21-year record of the tallest building in the United Kingdom from 1991 to 2012. With its distinctive pyramid pinnacle, the building is recognised as a London landmark, and has been featured in many films and television shows.
As at 12 February 2023, there are 16 listed buildings in Canary Wharf of which 2 are Grade I and 14 in Grade II.
Grade I Listed Buildings
Quay Walls, Copings and Buttresses to Import Dock and Export Dock: The original West India Docks consists of three docks. The Import Dock, the earliest, was opened in 1800–02, and followed to south by the Export Dock of 1803–06.
Warehouses and General Offices at Western End of North Quay: originally a range of nine warehouses was built 1800–04 at the western end of North Quay, West India Dock Road. Only two warehouses survived the bombing raid in World War II.
These docks with Nos 1 and 2 warehouses are now the only surviving examples of the first intensive period of London Docklands construction: 1800–10.
Grade II Listed Buildings
Most of the Grade II Listed buildings in Canary Wharf sit to the north-west of West India Dock North, and are located within the West India Dock Conservation Area. In addition to architectural values, “these buildings and structures are of significance due to their association with the development of the docks and the community that grew up around them”.
Corporations and agencies
Canary Wharf contains around 16,000,000 sq ft (1,500,000 m2) of office and retail space, of which around 7,900,000 sq ft (730,000 m2) (about 49%) is owned by Canary Wharf Group. Around 105,000 people work in Canary Wharf, and it is home to the world or European headquarters of numerous major banks, professional services firms, and media organisations, including Barclays, Citigroup, Clifford Chance, Credit Suisse, Ernst & Young, Fitch Ratings, HSBC, Infosys, JPMorgan Chase, KPMG, MetLife, Moody's, Morgan Stanley, Royal Bank of Canada, Deutsche Bank, S&P Global, Skadden, Arps, Slate, Meagher & Flom, State Street, The Economist Group and Thomson Reuters. Until 2018, Canary Wharf also hosted two European Union agencies, European Medicines Agency and European Banking Authority, that moved to Amsterdam and Paris respectively due to Brexit.
Leisure
Marina
West India Quays and Poplar Dock are two marinas that are used as moorings for barges and private leisure river craft and is owned by the Canal & River Trust.
Library
A local public library, called Idea Store Canary Wharf, is in Churchill Place shopping mall and run by Tower Hamlets Council which opened on Thursday 16 March 2006 as part of the Idea Store project and is the borough fourth Idea Store.
Cinema
Canary Wharf hosts two multiplexes (cinemas), one on West India Quay run by Cineworld. and another at Crossrail Place called Everyman Cinema.
Squares and Public Areas
Canada Square is one of the central squares at Canary Wharf. It is a large open space with grass, except during the winter when it is converted into an ice rink. The square is named after Canada, because the original developers of modern Canary Wharf, Olympia & York, wanted to reflect their heritage. Underneath the square is Canada Place shopping mall.
Westferry Circus
Westferry Circus is on the west side of Canary Wharf. It is a garden at ground level, and below is a roundabout allowing traffic to flow through. The garden is enclosed by bespoke hand-crafted ornamental railings and entrance gates by artist Giuseppe Lund. The area has a long history, dating back to 1812, when the Poplar and Greenwich Roads Company operated a horse ferry between Greenwich and the Isle of Dogs. It operated on the West Ferry and East Ferry Roads, which the names survived. Westferry Circus was chosen as the name for the roundabout and park by virtue of its proximity to Westferry Road.
Cabot Square
Cabot Square is one of the biggest squares at Canary Wharf, with a large fountain at the centre. The inner perimeter has additional fountains covered by trees. The square has large circular glass ventilation holes to allow gases to escape from the underground car park. The square is named after John Cabot and his son Sebastian, who were Italian explorers who settled in England in 1484.
Churchill Place
Churchill Place is an area on the east side of Canary Wharf. It is named after Winston Churchill.
Columbus Courtyard
A small square on the west side of Canary Wharf named after Christopher Columbus. The first phase of Canary Wharf was completed in 1992, 500 years after Columbus arrived in America.
Chancellor Passage
A passageway south of Cabot Square. Named after Richard Chancellor who sailed with Sir John Willoughby from Greenwich on their voyage through the White Sea to Moscow.
Wren Landing
Small area north of Cabot Square. Leads to North Dock footbridge towards Port East. Named after British architect Christopher Wren.
Montgomery Square
Located at the east end of Jubilee Park, Montgomery Square is a buzzy outdoor spot that’s made for socialising. With a regular roster of events from street food markets, beach volleyball tournaments, padel tennis competition, to free minigolf course, there’s always something happening in this convivial open space.
Parks and Green Spaces
Canary Wharf Group is enthusiastic about adding more green spaces and gardens to the dense urban environment. A total of 20 acres of landscaped parks, gardens and verdant squares complete with 1,000 trees, 4,000 shrubs and 70,000 seasonal plants are added each year. Visitors are welcome to explore these parks and green spaces, which are ideal places for relaxation, social gatherings, performances, viewing outdoor public art, as well as hosting outdoor events and festivities.
Jubilee Park
Jubilee Park is a 10,000m² roof garden located above Jubilee Place, a shopping mall, and Canary Wharf Jubilee Station, an underground railway station. The park, opened in 2002 and was named in honour of the Golden Jubilee of Elizabeth II. Jubilee Park is located in the financial district of Canary Wharf. The park’s central feature is a raised serpentine water channel with rough stone walls. The curvilinear design of the water channel is intended to contrast to the scale and straightness of the surrounding buildings. In 2023, Jubilee Park won the Green Flag Award, recognising Jubilee Park as one of the United Kingdom's best parks
Crossrail Place Roof Garden
A 4,160m² roof garden, one of London's largest, houses on the top of seven-storey Crossrail Place structure, which contains the Elizabeth line Canary Wharf station. Opened to public in 2015, it lies almost exactly on the Meridian line splitting eastern and western hemispheres. The plants originating from the eastern hemisphere are planted to the East of the Meridian line in the garden, with those from the Western hemisphere on the opposite side. The design and development of Crossrail Place Roof Garden was honored by winning numerous prestigious international and United Kingdom awards. Selected notable awards include: “Best Urban Regeneration Project” at 2016 MIPIM awards in France, the first prize for the best “Innovative Design of a Contemporary Garden” at the 2017 European Garden Awards in Berlin, and a Highly Commended accolade at the 2016 Landscape Institute Awards in the category ‘Design for a Small-Scale Development’.
Harbour Quay Garden
A newly opened garden, located at the strand of Wood Wharf, features a boardwalk for waterside wandering. The garden also offers family-friendly picnic spots and outdoor fitness equipment on the green lawn, where visitors can relax, view outdoor public art, and watch the water. Just around the corner, it has access to a new garden square, Harbord Square Park.
Harbord Square Park
Harbord Square Park, the newest garden square in Wood Wharf, continues the great London tradition of garden squares. It is open 24/7 and offers green space available for mindfulness activities and to support nearby residents’ general wellbeing.
Shopping Center
Canary Wharf shopping center, ranked as one of the best in London, has five interconnected shopping malls: Canada Place, Cabot Place, Jubilee Place, Crossrail Place and Churchill Place. The malls provide over 102,193m² (1.1 million sq ft) of retail space, more than 310 shops from beauty, fashion, lifestyle, luxurious brands, health, and homeware, as well as 70 cafés, bars, and restaurants, 8 grocery stores, 5 health clubs and 1 cinema. There are also numerous bars, restaurants, and food halls at street level, alongside plenty of outdoor seating enabling visitors to see the stunning wharf and riverside views.
Culture
Opened in a Grade I listed Georgian warehouse by Queen Elizabeth II in June 2003, the Museum of London Docklands is one of the main attractions in the area. It is dedicated to the history of London’s river, port, and people from Roman settlement to the present day. The museum offers a range of activities for children and families, including interactive displays and immersive activities.
Canary Wharf has been reported since 2017 as part of the Pokémon Go augmented reality game to being the home for the most wanted Pokémon gyms in London including Canary Wharf DLR station and Montgomery Square.
Canary Wharf Group published an official Pokémon map for PokéStop's and Pokémon Gyms, the managing director for retail Camille Waxer said in 2016 that Pokémon Go has serious potential to attract new audiences to the area, particularly food and drink outlets are seeing an increase in footfall.
Canary Wharf features in both the Doctor Who and Torchwood franchises as the fictional base of the Torchwood Institute, an organisation created by Queen Victoria to combat extraterrestrial threats. Canary Wharf features heavily as the staging post for the 2007 Cyberman invasion of Earth and is heavily damaged during a resulting battle between the Cybermen and the Daleks.
Thom Yorke of Radiohead, during their concert Live at the Astoria in May 1994, explained their song Fake Plastic Trees is about Canary Wharf.
Events and Festivals
Incepted in 2014, the Canary Wharf Winter Lights Festival turns on January of the year. Public are free to visit a range of outdoor light art and interactive installations created by artists from around the world. The festival has awarded the Best Creative Lighting Event award by the [d]arc awards in 2017 and 2019. The 2023 Canary Wharf Winter Lights Festival is described as the largest light art festival in London.
WaterAid Dragon Boat Race
It is an annual fundraising event organized by WaterAid, an international charity, in collaboration with the Canary Wharf Group. The funds raised through this event are used to combat the escalating water crisis that leaves people globally unable to access clean water and without a basic toilet. The Dragon Boat Race, based on a Chinese tradition dating back over 2,000 years, takes place in South Dock of Canary Wharf on summer, and is open to corporate teams of between 11 and 17 participants. In 2022, 15 teams participated the race, and the event raised £26,000. With 19 teams taking place in the 2023 race, the raised funds was increased to £31,744.
Festival14
Hosted by the Canary Wharf Group, the festival was a four-day event from Thursday 21st to Sunday 24 July 2022. It hosted over 60 live acts including music, theatre, dance, poetry, comedy, family funs and children’s activities throughout the estate. The majority of acts were free to attend, and the event transformed the Estate’s numerous parks, plazas, and open spaces as they hosted a stunning line-up of artists and performers from across the world. The second year of Festival14 is extended to a five day event from Wednesday 26th to Sunday 30 July 2023.
Open Water Swimming
Canary Wharf has partnered with Love Open Water to launch its first outdoor swimming since summer 2022. The venue, located in the 220-year-old Middle Dock, offers 600 square meters of open water swimming. Residents, workers and visitors can enjoy a unique experience of outdoor swimming in the heart of the London commercial district whilst taking in the stunning views of the iconic One Canada Square and Newfoundland residential skycrapper.
Outdoor Public Art
The Canary Wharf Art Trail is the largest outdoor public art collection in London. People are free to visit more than 100 pieces of stand-alone sculptures, integrated architectural works, and outdoor art exhibiting outside buildings around the Canary Wharf area. Two printed maps are regularly updated by the Canary Wharf Group for visitors to discover and identify artworks permanently on display all over the estate.
Canary Wharf Art Map: over 100 pieces of artworks, with a brief description, are numbered sequentially as to their exhibition locations at Canary Wharf.
Children's Art Trail: a smaller trail of 12 sculptures and artworks for children.
The Canary Wharf website provides information about Raise Your Art Rate, an ongoing event that allows visitors to explore the outdoor public art collection while exercising. The event offers 1, 3, and 5 km walking, jogging or running routes that traverse the artworks. The routes are tailored to showcase the over 100 artworks on display throughout the estate. The event is free and open to all visitors.
London Docklands is the riverfront and former docks in London. It is located in inner east and southeast London, in the boroughs of Southwark, Tower Hamlets, Lewisham, Newham and Greenwich. The docks were formerly part of the Port of London, at one time the world's largest port. After the docks closed, the area had become derelict and poverty-ridden by the 1980s. The Docklands' regeneration began later that decade; it has been redeveloped principally for commercial and residential use. The name "London Docklands" was used for the first time in a government report on redevelopment plans in 1971 and has since been almost universally adopted. The redevelopment created wealth, but also led to some conflict between the new and old communities in the area.
Establishment
In Roman and medieval times, ships arriving in the River Thames tended to dock at small quays in the present-day City of London or Southwark, an area known as the Pool of London. However, these gave no protection against the elements, were vulnerable to thieves and suffered from a lack of space at the quayside. The Howland Great Dock in Rotherhithe (built in 1696, and later to form the core of the Surrey Commercial Docks) was designed to address these problems, providing a large, secure and sheltered anchorage with room for 120 large vessels. It was a major commercial success, and provided for two phases of expansion during the Georgian and Victorian eras.
The first of the Georgian docks was the West India (opened in 1802), followed by the London (1805), the East India (also 1805), the Surrey (1807), the Regent's Canal Dock (1820), St Katharine (1828) and the West India South (1829). The Victorian docks were mostly further east, comprising the Royal Victoria (1855), Millwall (1868) and Royal Albert (1880). The King George V Dock (1921) was a late addition.
Development
Three principal kinds of docks existed. Wet docks were where ships were laid up at anchor and loaded or unloaded. Dry docks, which were far smaller, took individual ships for repairing. Ships were built at dockyards along the riverside. In addition, the river was lined with innumerable warehouses, piers, jetties and dolphins (mooring points). The various docks tended to specialise in different forms of produce. The Surrey Docks concentrated on timber, for instance; Millwall took grain; St Katharine took wool, sugar and rubber; and so on.
The docks required an army of workers, chiefly lightermen (who carried loads between ships and quays aboard small barges called lighters) and quayside workers, who dealt with the goods once they were ashore. Some of the workers were highly skilled: the lightermen had their own livery company or guild, while the deal porters (workers who carried timber) were famous for their acrobatic skills. Most were unskilled and worked as casual labourers. They assembled at certain points, such as pubs, each morning, where they were selected more or less at random by foremen. For these workers, it was effectively a lottery whether they would get work on any particular day. This arrangement continued until as late as 1965, although it was somewhat regularised after the creation of the National Dock Labour Scheme in 1947.
The main dockland areas were originally low-lying marshes, mostly unsuitable for agriculture and lightly populated. With the establishment of the docks, the dock workers formed a number of tight-knit local communities with their own distinctive cultures and slang. Due to poor communications with other parts of London, they tended to develop in some isolation. Road access to the Isle of Dogs, for example, was only via two swing bridges. Local sentiment there was so strong that Ted Johns, a local community campaigner, and his supporters, in protest at the lack of social provision from the state, unilaterally declared independence for the area, set up a so-called "Island Council" with Johns himself as its elected leader, and blocked off the two access roads.
20th century
The docks were originally built and managed by a number of competing private companies. From 1909, they were managed by the Port of London Authority (PLA) which amalgamated the companies in a bid to make the docks more efficient and improve labour relations. The PLA constructed the last of the docks, the King George V, in 1921, as well as greatly expanding the Tilbury docks.
German bombing during the Second World War caused massive damage to the docks, with 380,000 tons of timber destroyed in the Surrey Docks in a single night. Nonetheless, following post-war rebuilding they experienced a resurgence of prosperity in the 1950s. The end came suddenly, between approximately 1960 and 1970, when the shipping industry adopted the newly invented container system of cargo transportation. London's docks were unable to accommodate the much larger vessels needed by containerization, and the shipping industry moved to deep-water ports such as Tilbury and Felixstowe. Between 1960 and 1980, all of London's docks were closed, leaving around eight square miles (21 km2) of derelict land in East London.
Redevelopment
Efforts to redevelop the docks began almost as soon as they were closed, although it took a decade for most plans to move beyond the drawing board and another decade for redevelopment to take full effect. The situation was greatly complicated by the large number of landowners involved: the PLA, the Greater London Council (GLC), the British Gas Corporation, five borough councils, British Rail and the Central Electricity Generating Board.
To address this problem, in 1981 the Secretary of State for the Environment, Michael Heseltine, formed the London Docklands Development Corporation (LDDC) to redevelop the area. This was a statutory body appointed and funded by central government (a quango), with wide powers to acquire and dispose of land in the Docklands. It also served as the development planning authority for the area.
Another important government intervention was the designation in 1982 of an enterprise zone, an area in which businesses were exempt from property taxes and had other incentives, including simplified planning and capital allowances. This made investing in the Docklands a significantly more attractive proposition and was instrumental in starting a property boom in the area.
The LDDC was controversial; it was accused of favouring elitist luxury developments rather than affordable housing, and it was unpopular with the local communities, who felt that their needs were not being addressed. Nonetheless, the LDDC was central to a remarkable transformation in the area, although how far it was in control of events is debatable. It was wound up in 1998 when control of the Docklands area was handed back to the respective local authorities.
The massive development programme managed by the LDDC during the 1980s and 1990s saw a huge area of the Docklands converted into a mixture of residential, commercial and light industrial space. The clearest symbol of the whole effort was the ambitious Canary Wharf project that constructed Britain's tallest building at the time and established a second business district (CBD) in London. However, there is no evidence that the LDDC foresaw this scale of development; nearby Heron Quays had already been developed as low-density offices when Canary Wharf was proposed, and similar development was already underway on Canary Wharf itself, Limehouse Studios being the most famous occupant.
Canary Wharf was far from trouble-free; the property slump of the early 1990s halted further development for several years. Developers found themselves, for a time, saddled with property that they were unable to sell or let.
Transport
The Docklands historically had poor transport connections. This was addressed by the LDDC with the construction of the Docklands Light Railway (DLR), which connected the Docklands with the city. According to Transport for London, the owner of the project, it was a remarkably inexpensive development, costing only £77 million in its first phase, as it relied on reusing disused railway infrastructure and derelict land for much of its length. The LDDC originally requested a full London Underground line, but the Government refused to fund it.
The LDDC also built the Limehouse Link tunnel, a cut and cover road tunnel linking the Isle of Dogs to The Highway (the A1203 road) at a cost of over £150 million per kilometre, one of the most expensive stretches of road ever built.
The LDDC also contributed to the development of London City Airport (IATA airport code LCY), opened in October 1987 on the spine of the Royal Docks.
The London Underground's Jubilee line was extended eastwards in 1999; it now serves Rotherhithe/Surrey Quays at Canada Water station, the Isle of Dogs at Canary Wharf tube station, Greenwich at North Greenwich tube station and the nearby Royal Docks at Canning Town station. The DLR was extended in 1994 to serve much of the Royal Docks area when the Beckton branch was opened. The Isle of Dogs branch was extended further south, and in 1999 it began serving Greenwich town centre—including the Cutty Sark museum—Deptford and finally Lewisham. In 2005, a new branch of the DLR opened from Canning Town to serve what used to be the eastern terminus of the North London Line, including a station at London City Airport. It was then further extended to Woolwich Arsenal in 2009.
Future developments
Further development projects are being proposed and put into practice within the London Dockland area, such as:
Extensions of the DLR, possibly to Dagenham.
Further development of Canada Water.
Redevelopment of Blackwall Basin and Wood Wharf, east of Canary Wharf.
New skyscrapers to be built at Canary Wharf, including the Riverside South towers, the Heron Quays West double-skyscraper development and the North Quay project, consisting of three towers.
In the early 21st century, redevelopment is spreading into the more suburban parts of east and southeast London, and into the parts of the counties of Kent and Essex that abut the Thames Estuary. See Thames Gateway and Lower Lea Valley for further information on this trend.
History
The numbers of several London Buses routes are prefixed D for Docklands; all run on the north bank of the River Thames as part of the London bus network, and act as feeder buses to the DLR. The D network was developed in the early stages of Docklands redevelopment; it was originally much larger, but as transport rapidly improved across east London, the need for the D routes reduced. Today only four remain, running primarily in Tower Hamlets and briefly into Newham and Hackney. Stagecoach London operate routes D6, D7 and D8, and Blue Triangle operate route D3.
21st century
The population of the Docklands has more than doubled during the last 30 years, and the area has become a major business centre. Canary Wharf has emerged as one of Europe's biggest clusters of skyscrapers and a major extension to the financial services district of the City of London.
Although most of the old wharfs and warehouses have been demolished, some have been restored and converted into flats. Many of the docks themselves have survived and are now used as marinas or watersports centres; a major exception is the Surrey Commercial Docks, which are now largely filled in. Although large ships can—and occasionally still do—visit the old docks, all of the commercial traffic has moved downriver further east.
The revival of the Docklands has had major effects in other run-down surrounding areas. Greenwich and Deptford are undergoing large-scale redevelopment, chiefly as a result of the improved transport links making them more attractive to commuters.
The Docklands' redevelopment has, however, had some less beneficial aspects. The massive property boom and consequent rise in house prices has led to friction between the new arrivals and the old Docklands communities, who have complained of being squeezed out. It has also made for some of the most striking disparities to be seen anywhere in Britain: luxury executive flats constructed alongside run-down public housing estates.
The Docklands' status as a symbol of Margaret Thatcher's Britain has also made it a target for terrorists. After a failed attempt to bomb Canary Wharf in 1992, a large IRA bomb exploded at South Quay on 9 February 1996. Two people died in the explosion, forty people were injured and an estimated £150 million of damage was caused. This bombing ended an IRA ceasefire. James McArdle was sentenced to 25 years of jail time but released in 2000 under the terms of the Good Friday Agreement and royal prerogative of mercy officially signed by Queen Elizabeth II.
In a further sign of regeneration in the area, the Docklands now has its own symphony orchestra, Docklands Sinfonia; which was formed in January 2009 and is based at St Anne's Limehouse.
Economy
The offices of The Independent group of publications were at one time situated in the Docklands. In 2008, Independent News & Media announced that The Independent would be moving its offices to Northcliffe House in Kensington.
London's Docklands has become one of the world's leading global internet hubs since the opening in 1990 of the carrier-neutral Telehouse campus, which hosts the vast majority of LINX's internet peering traffic, occupying over 73,000 square metres. In August 2016, Telehouse Europe opened the $177 million North Two data centre of 24,000 square metres that became the only UK data centre to own a 132 kV on-campus grid substation that is directly connected to the National Grid, reducing transmission losses and improving power density and service continuity.
6/19/2013
The Jacksonville Port Authority (JAXPORT) and its maritime partners handle dry and liquid bulk, breakbulk, vehicle (Ro/Ro) and containerized cargo, as well as over-sized and specialty cargoes. The Port Authority has 18 container cranes, on-dock refrigerated & freezer warehousing and Foreign Trade Zone status.
To help rush goods to market, shippers can take advantage of Jacksonville's location at the crossroads of three major railroads (CSX, Norfolk Southern and Florida East Coast Railway) and three interstate highways (I-95, I-10 and 1-75).
Photo Credit: JAXPORT, Meredith Fordham Hughes
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
Guemes Channel. Dakota Creek Industries.
Coastal Standard carries palletized frozen product below decks with space for containerized or breakbulk cargo topside. Moving cargo on and off the ship is done by the sideport loading system built by TTS of Bergen, Norway.
Jacksonville Port Authority (JAXPORT) tenant SSA Atlantic recently shipped a container filled with relief aid to the victims of Hurricane Dorian in The Bahamas. The container was donated by Mediterranean Shipping Company (MSC) and shipped to Freeport from JAXPORT aboard an MSC vessel.
The donated items, which include first aid kits, emergency blankets, food, toiletries, clothes, diapers and more, were collected, packed and shipped during a donation drive organized by SSA Atlantic, with support from other Blount Island Marine Terminal tenants, Jacksonville labor unions and maritime service providers.
“It’s going to be a marathon, not a sprint—and there’s much more work to be done,” said SSA Atlantic Vice President Florida Operations Frank McBride. “We are thankful to MSC and our maritime partners here in Jacksonville for taking action and helping us get these much-needed supplies to the island as quickly as possible.”
Other participants in the effort included TraPac Jacksonville, ILA Local 1408, ILA Local 1593, C&K Trucking, MSC, AMPORTS, Marine Repair Service, BJ’s Wholesale and the Jacksonville Maritime Association.
SSA and MSC will be shipping two more containers to the island over the next couple of weeks—one of those will include 10 pallets of rice donated by Mars Food Us LLC and the second to include donations collected from Fernandina Beach High School and others in the community.
The American Red Cross and JAXPORT have also established a website for cash donations to help victims of Hurricane Dorian.
JAXPORT offers regular containerized cargo service to Nassau and Freeport in The Bahamas, as well as year-round cruise service to the island aboard Carnival Cruise Line’s 2,056-passenger Carnival Ecstasy.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
As we had done the previous day, we raced ahead to the Rakahuri Bridge over the Ashley River at Rangiora to wait for the DJ and DG to cross the river. Shortly after arriving, we were caught out by DXC5483 and DXR8007 heading north with 736 freight from Christchurch to Picton. KiwiRail operate a number of containerized freight services between Picton and Christchurch in both directions each day to meet the ferries and keep heavy trucks off the nations winding, narrow highways.
Reverse Osmosis plant is considered as one of the most easy
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The treatment of brackish water is more or less same as the
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additional pretreatment of water is done to increase the
shelf life of the reverse osmosis membrane. Reverse Osmosis
Plant In order to adjust the pH antiscalents, biocides,
detergents or other chemical additives are also added. Like
RO process here also the feedwater is divided into product
water and concentrated water. The product water is further
treated (post treatment) in order to adjust the pH, to
remove the odor and for degasification. Reverse Osmosis
Plant
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Watch this video on Vimeo. Video created by rotack.
4G01, the 0551 Seaforth - Ironbridge Power Station loaded Biomass, headed by GBRf 66 730 "Whitemoor", crosses Coalbrookdale Viaduct & passes the Museum Of Iron shortly before arriving at it's destination on July 23rd 2014.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
October 31, 2011
JAXPORT CEO Paul Anderson today announced the port, with assistance from the City of Jacksonville and the State of Florida, is seeking $25 million from the Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grant of the U.S. Department of Transportation for construction of a $45 million Intermodal Container Transfer Facility (ICTF) at the Dames Point Marine Terminal. The balance of the funding — $20 million — would come from the state.
The proposed ICTF would transport containerized cargo efficiently from ships to rail cars, increasing the port’s ability to move cargo quickly, reducing truck miles and decreasing exhaust emissions and highway maintenance costs. The project would also create employment and attract new business to the region.
“Adding an ICTF to JAXPORT’s already superior highway and rail connections will offer even more cost-effective solutions for shippers in an industry demanding efficiency and speed,” said JAXPORT CEO Paul Anderson. “By taking this opportunity to attract federal investment in North Florida, we can continue to expand our competitiveness and our economic significance to the region, state and nation.”
Anderson was joined for today’s announcement by Mayor Alvin Brown, State Rep. Lake Ray and CSX Vice President Clarence Gooden.
"In this economy, we must all work together to leverage greater returns from our scarce resources. JAXPORT is a proven economic engine that would put this investment to good use generating jobs in Northeast Florida while making Jacksonville a more attractive and competitive site for cargo,” said Mayor Brown. The U.S. DOT plans to award the TIGER Grants in early 2012. The JAXPORT ICTF has a target completion date at the end of 2014, contingent upon the awarding of funds.
Photo credit: JAXPORT, Meredith Fordham Hughes
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
Meatpacking District, Gansevoort Market Historic District, Manhattan
This six-story store-and-loft building was constructed in 1903-04 for Diedrich and George A. Fink, paper and woodware merchants. By 1909, both Finks were deceased and the property was transferred to John Jordan, its builder. Also in 1909, the building concern of John Jordan & Son went bankrupt. Adeline S. Fink, presumably the widow of one of the Finks, married Jordan in 1910. This structure appears initially to have been used mostly for storage, packing, and offices. It was owned briefly in 1919-21 by poultry dealer August Silz [see 414-418 West 14th Street and 419 West 13' Street].
In 1921 (Alt. 2587-1921) the structure was converted into a cold storage warehouse for meatpackers. Edward Davis, Inc., supplier of meat and poultry for hotels, restaurants and steamships, was a long-term tenant. A painted sign advertising "Edward Davis, Inc." is still partially visible above the fourth story. Between 1966 and 1970, the building was owned and used by the New York Loin Corp. The next owner was Alfred P. Seligman, also owner of the Imperial Veal & Lamb Co., located here, and 426 West 14" Street [see], which becanie associated this building after its purchase by Seligman in 1977. In 1996-99, the upper stories were converted into offices.
This neo-Classical style building, which is largely intact, contributes to the historically mixed architecture and varied uses - including market-related functions - of the Gansevoort Market Historic District. Constructed in 1903-04, during one of the major phases of development of the district, when buildings were constructed for storage- and produce-related businesses and other market uses, this building further contributes to the visual cohesion of the district through its brick and stone facade, metal cornice, and metaI canopy.
Commercial Tenants Diedrich and George A. Fink, paper and woodware (1904-09); A. Silz, Inc., poultry (1906); William A. Vanwoert & Co., produce (1906); Edward Davis, Inc., meat and poultry for hotels, restaurants and steamships; Renid Sterilizing Corp (1929-65); Great Western Distributors (1939); Jiffy Foods, Inc. (1942); New York Loin Corp. (1966-70); Imperial Veal &Lamb Co. (1970-88); Heller Gallery (1999-2002)
----About the district----
The Gansevoort Market Historic District - consisting of 104 buildings - is distinctive for its architectural character which reflects the area's long history of continuous, varied use as a place of dwelling, industry, and commerce, particularly as a marketplace, and its urban layout. The buildings, most dating from the 1840s through the 1940s, represent four major phases of development, and include both purpose-built structures, designed in then-fashionable styles, and those later adapted for market use.
The architecture of the district tells the story of an important era in New York City's history when it became the financial center of the country and when its markets were expanding to serve the metropolitan region and beyond. Visual cohesion is provided to the streetscapes by the predominance of brick as a facade material; the one- to six-story scale; the presence of buildings designed by the same architects, a number of them prominent, including specialists in market-related structures; the existence of metal canopies originally installed for market purposes; and the Belgian block paving still visible on most streets.
The street layout is shaped by the transition between the irregular pattern of northwestern Greenwich Village (as far north as Gansevoort Street) and the grid of the 1811 Commissioner's Plan. Unusually large and open intersections contribute to the area's unique quality, particularly where Ninth Avenue meets West 14'~S treet and Gansevoort Street (which was widened in l887), and provide sweeping vistas that showcase the unusual building typology and mixed-use quality of the district. Aside from Tribeca, the Gansevoort Market Historic District is the only remaining marketplace district that served the once-flourishing Hudson River commercial waterfront.
The earliest buildings in the historic district date from the period between 1840 and 1854, most built as rowhouses and town houses, several of which soon became very early working-class tenements (all eventually had stores on the ground floor). The area's early mixed use, however, is evident in the rare surviving early factory building (c. 1849-60), on a flatiron-shaped lot, for Col. Silas C. Herring, a nationally significant manufacturer of safes and locks, at 669-685 Hudson Street.
This mixed use, consisting of single-family houses, multiple dwellings, and industry was unusual for the period. The stretch of Ninth Avenue between Gansevoort and West 15' Streets, albeit altered and interrupted with later additions, offers the vista of a distinctive Manhattan streetscape featuring twenty buildings of the 1840s: the rowhouses at Nos. 3-7 (c. 1849) and Nos. 21-27 (c. 1844-46), the Herring factory, and culminating in the rare, picturesque ensemble of twelve rowhouses and town houses, Nos. 44-60 Ninth Avenue and 351-355 West 14th Street (c. 1841-46), at the wide, angled intersection with Hudson and West 14" Streets. Another business from this period was the woodworking factory of the prominent building firm of James C. Hoe & Co. (c. 1850-54) at 52-58 Gansevoort Street (later altered).
After the Civil War, the area began to flourish commercially as New York City solidified its position as the financial center of the country, and construction resumed in the district in 1870. Two major businesses located here were A.H. Wellington's Merchants' Print Works (1 874, S. W. Johnson), cotton printers at 416-418 West 14" Street (later altered); and the Italianate style Centennial Brewery (1876, John B. Snook) at 409-41 1 West 14' Street.
The bulk of the buildings in the district date from the 1880s through the 1920s and were designed in then-popular historical revival styles. Residential and commercial development, including a variety of building types, was particularly spurred in the 1880s by two major factors. The first was the creation of two nearby municipal markets: the open-air Farmers' or Gansevoort Market (1 879), for regional produce, at Gansevoort and Washington Streets (adjacent to the historic district), and the West Washington Market (1889), for meat, poultry, and dairy products, on the river side of West Street. From the 1880s until World War II, wholesale produce, fruit, groceries, dairy products, eggs, specialty foods, and liquor (until Prohibition) were among the dominant businesses within the district in response to the adjacent markets, particularly along Gansevoort, Little West 12', and Washington Streets. The first of the two-story, purpose-built market buildings in the district were erected in 1880.
These vernacular and neo-Grec style structures typified the low-rise market buildings constructed in the district over the next 90 years: produce (or, later, meat) handling on the ground story, shielded by a metal canopy over the sidewalk, and offices on the second story.
Commercial construction during this period, which represents the highest percentage of the district's varied yet distinctive building stock, included not only low-rise purpose-built market buildings, but also, in a variety of period styles, stables buildings, and five- and six-story store-and-loft buildings and warehouses were constructed to house and serve these businesses. The warehouses, in particular, are among the most monumental structures in the district.
The second factor spurring development within the historic district was the 1878 partition of real estate owned by the Astor family, which had remained underdeveloped since John Jacob Astor 1's acquisition in 1819. Of the 104 buildings in the district, over one-third of them were constructed by the Astors and related family members. Astor improvements included the market buildings at 823-833 Washington Street and 32-36 Little West 12" Street (1880, Joseph M. Dunn, James Stroud); the distinguished Queen Anne style French flats building (with stores) at 440 West 14" Street (1887, James W. Cole), the block-long Queen Anne style produce market building at 859- 877 Washington Street (1887, Cole), and the handsome Romanesque Revival style stables building (1893, Thomas R. Jackson) for the New York Biscuit Co. (later Nabisco), the world's largest supplier of crackers, at 439-445 West 14" Street.
A number of other prominent owners also invested in real estate here and began to develop their properties: the Goelet family constructed the unusual flatiron-shaped store-and-loft building at 53-61 Gansevoort Street (1887, Dunn), which housed E.S.
Burnham & Co., clam canners; James AlfredRoosevelt owned the warehouse at 400 West 14thS treet (1886, Dunn); and former New York Mayor Hugh J. Grant developed the neo-Romanesque style warehouses (1 899-1900, George P. Chappell) at 97-103 Horatio Street. The Astors and other owners gave several commissions to architects Joseph M. Dunn, who designed seven buildings in the district, and James W. Cole, who designed three buildings in the district. These multiple commissions in the then-fashionable neo-Grec or Queen Anne styles contribute to the district's visual cohesion.
Between 1897 and 1935, nearly the entire block bounded by Gansevoort, Horatio, Washington, and West Streets was developed with a handsome neo-Classical style ensemble in tan brick, by noted architects Lansing C. Holden, J. Graham Glover, and John B. Snook Sons, that included a power plant and nine cold storage warehouses for the Manhattan Refrigerating Co. (incorporated 1894).
The company was responsible for installing the system of underground pipes that carried refrigeration to market-related structures throughout the district by about 1906. This infrastructure, along with the completion by the N.Y.C. Dept. of Docks of the nearby Gansevoort Piers (1894-1902) and Chelsea Piers (1902-10, with Warren & Wetmore), docks for the great trans- Atlantic steamships (and the busiest section of New York's port), had profound impacts on the district. The distribution of wholesale meat, poultry, and seafood, particularly for hotels, restaurants, and steamships, emerged as an important business throughout the district, resulting in new construction as well as bringing new uses to existing buildings. Some companies were subsidiaries of major national meatpackers, while other independent firms were among the nation's largest.
The underground refrigeration system, the new piers, and the emergence of new uses relating to the burgeoning hotel and steamship industry further triggered the 20th-century construction and architectural change and flexibility that has shaped the character of the Gansevoort Market Historic District. Typically, commercial redevelopments of neighborhoods in New York City involved the demolition of earlier buildings for structures housing new uses. However, one of the district's unique qualities is that earlier buildings were retained and altered to market uses. Earlier examples include the Centennial Brewery (409-41 1 West 14" Street), converted to meat, produce, and dairy use in 1901, and 21-27 Ninth Avenue, rowhouses adapted in 1923-24 as meat market buildings.
Over the years, the Astors continued their policy of high-quality architectural commissions by hiring distinguished architects known for their significant public, commercial, and residential buildings, such as the neo-Classical style offices and printing plant (1901-02, Trowbridge & Livingston) of P.F. Collier & Son, publisher of books and the nationally-known magazine Collier's, at 416-424 West 13' Street; the neo-Romanesque style liquor warehouse at 29-35 Ninth Avenue (1902-03, Boring & Tilton); and the Arts and Crafts style warehouse building (1913, LaFarge, Morris & Cullen) at 5 Little West 1 2 '~S treet.
The completion of the Holland Tunnel (1927), the elevated Miller Highway (1931), and the New York Central Railroad's elevated freight railway (1934) providedeasier access between the area and the metropolitan region and spurred another major phase of new low-rise construction and the functional conversion of existing buildings for market use in the district. New structures included the earlyInternationa1 style General Electric Co. annex (1929-30, Lockwood Greene Engineers, Inc.) at 414 West 14' Street, and the Moderne style John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14'~S treet.
The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, through such new construction as the fruitlproduce market building (1938-39, Charles H. Stadler) at No. 46-50, and the Moderne style R&L Restaurant (1949), at No.69, and newly adapted structures, including No. 52-58 (formerly James C. Hoe & Co.), altered as a market building in 1937, and No. 60-68 (1880-81 tenements), reduced to a two-story market building in 1940.
By World War II, poultry- and meat- packing had consolidated as the main commercial activity within the district. Maritime commerce along the Hudson River waterfront declined by the 1960s, however, with the end of the ocean liner era and the rise of containerized shipping. Changes in the meat and poultry industries meant a lessening presence in this area. The Manhattan Refrigerating Co. closed in 1979 and its buildings were subsequently converted to apartments.
The completion of several more transportation and development projects (most located outside the historic district) in the 1930s spurred another major phase of new low-rise construction and functional conversion for market use of existing buildings within the historic district. Easier access was provided between the market area and the metropolitan region. The construction of the elevated Miller Highway (1929-3 1) necessitated the displacement of some produce and meat and poultry merchants in both the Gansevoort and West Washington Markets, including the demolition of several buildings at the latter. The Port of New York Authority built the Union Inland Terminal No. 1 (1931-32, Abbott, Merkt & Co.), a unified truck-rail terminal (modeled functionally after the Starrett-Lehigh Building), just northeast of the district and occupying the entire block at Ninth Avenue and West 15" Street.
The New York Central Railroad's elevated freight railway (193 1-34) passed through some thirty buildings on its route southward to the new St. John's Park Freight Terminal at West and Clarkson Streets. This railway also used part of the Gansevoort Market site, and additionally, the City constructed a meat processing plant on the market site (1939). The Lincoln Tunnel (1937) provided a second automotive route to New Jersey. The Ninth Avenue el, which ran through the district, was demolished (c. 1940); streetcar tracks located below the el had been taken up in 1936.
The first new purpose-built low-scale (one-story) market building in the historic district was 14-20 Little West 12" Street (1928, John B. Snook Sons), for the Wendel family and used initially by produce merchants. The P.F. Collier & Son building at 416-424 West 13" Street became a warehouse of the General Electric Co. in 1929; an early International style annex (1929-30, Lockwood Greene Engineers, Inc.) was constructed next door at 414 West 14" Street. Owned by Vincent Astor, this was the last of the Astor improvements within the district. 13 and 15 Little West 12' Street (1933, Martin Smith) were one-story fruit market buildings. Designed in the Moderne style were the John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14th Street; the meat market building at 837-843 Washington Street (1938, David M. Oltarsh); and the fruitlproduce market building at 46-50 Gansevoort Street (1938-39, Charles H. Stadler).
Built at a time when the growing prevalence of the automobile resulted in the predominance of new market types throughout the U.S. (such as drive-in markets, chain grocery stores, and supermarkets), these buildings are rare and late examples of the older market building typology.34 Many of the buildings in the district that were architecturally adapted for market functions were properties acquired through foreclosure at the height of the Depression. Most of these buildings were functionally maximized at two stories (vacant, formerly residential, upper stories were no longer necessary): the lower story was refrigerated for produce or meat use and the upper story held offices. The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, largely through such newly-adapted structures, including the vernacular style No. 52-58 (formerly James C. Hoe & Co.), altered as a fruit and produce market building in 1937 (S. Walter Katz); the neo-Grec style No. 60-68 (five 1880-81 tenements), reduced to a two-story market building in 1940 (Voorhees, Walker, Foley & Smith); and No. 7 1-73 (aka 8 17- 821 Washington Street) (three 1886-87 Queen Anne style French flats buildings), reduced to three stories in 1940 for use as a meat market building. The neo-Grec and utilitarian style 823-833 Washington Street and neo-Grec style 32-36 Little West 12" Street, 1880 two-story market buildings, were also altered in 1940-41 for meat merchants.
By World War II, poultry- and meat- packing had consolidated as the main commercial activity throughout the district. The opening of the Queens Live Poultry Terminal Market (1941) caused poultry dealers to move from the West Washington Market, replaced in part by produce merchants. The creation in 1950 of the Gansevoort Market Meat Center on the site of Gansevoort Market and the demolition of the remaining West Washington Market buildings, with the associated displacement of the businesses at both locations, hastened changes within the district. In 1959, the Gansevoort Market area was referred to in the New York Times as "the largest meat and poultry receiving market in the world. In the district, 408-412 West 13" Street (1941, Charles N. & Selig Whinston) was a new two-story market building used by hides/skins and meat businesses, while 36- 40 Gansevoort Street (aka 831-835 Greenwich Street) (1947-48, Horace Ginsbern & Assocs.), for poultry businesses, was the last new purpose-built market building in the district. The Moderne style R & L Restaurant (1949), 69 Gansevoort Street, resulted from the alteration of a three-story house.
Alterations associated with conversions to meat market uses included 809-813 Washington Street (aka 70-74 Gansevoort Street) (1940-42, Voorhees, Walker, Foley & Smith), a freight trucking depot altered in 1950; 402-404 and 406 West 13th Street (1840s rowhouses) altered in1950 and 1955 (Abraham L. Seiden); and 15 and 13 Little West 12" Street (c. 1961 and 1969 additions, bylattributed to Seiden).
Today, the Gansevoort Market Historic District is a vibrant neighborhood of remaining meatpackers, high-end retail commerce, restaurants, offices, clubs, galleries, and apartments, that retains, despite recent changes, a strong and integral sense of place as a market district, due to its distinctive streetscapes, metal canopies, notable buildings, both purpose-built and those adapted over the years for market use, and unusual street pattern with its Belgian block paving.
- From the 2003 NYCLPC Landmark Designation Report
Another view of aging machinery once used for containerizing processed asbestos into weighed bags, checked using the Toledo scale. Undoubtedly a job that created significant exposures of airborne asbestos dust to the workers.
A freight train or goods train is a group of freight cars (US) or goods wagons (UIC) hauled by one or more locomotives on a railway, ultimately transporting cargo between two points as part of the logistics chain. Trains may haul bulk material, intermodal containers, general freight or specialized freight in purpose-designed cars.
When considered in terms of ton-miles (tonne-kilometers) hauled per unit of consumed energy, rail transport is more efficient than other means of transportation. Additional economies are often realized with bulk commodities (e.g., coal), especially when hauled over long distances. However, rail freight is often subject to transshipment costs, which may exceed that of operating the train itself, a factor that practices such as containerization aim to minimize. Bulk shipments are less affected by transshipment costs, with distances as short as 30 kilometers (18.6 mi) sufficient to make rail transport economically viable. However, shipment by rail is not as flexible as by highway, which has resulted in much freight being hauled by truck, even over long distances.
The main disadvantage of rail freight is its lack of flexibility. For this reason, rail has lost much of the freight business to road transport. Many governments are now trying to encourage more freight onto trains, because of the environmental benefits that it would bring; rail transport is very energy efficient.
Bulk cargo is commodity cargo that is transported unpackaged in large quantities. These cargo are usually dropped or poured, with a spout or shovel bucket, as a liquid or solid, into a bulk carrier's hold, railroad car, or tanker truck/trailer/semi-trailer body. Bulk cargoes are classified as liquid or dry, but only the latter are normally transported as bulk on rail, the former being freighted in tank cars.
Hopper cars are freight cars used to transport loose bulk commodities such as coal, ore, grain, track ballast, and the like. This type of car is distinguished from a gondola car (US) or open wagon (UIC) in that it has opening doors on the underside or on the sides to discharge its cargo. The development of the hopper car went along with the development of automated handling of such commodities, with automated loading and unloading facilities. There are two main types of hopper car: open and covered; Covered hopper cars are used for cargo that must be protected from the elements (chiefly rain) such as grain, sugar, and fertilizer. Open cars are used for commodities such as coal, which can get wet and dry out with less harmful effect. Hopper cars have been used by railways worldwide whenever automated cargo handling has been desired. Rotary car dumpers simply invert the car to unload it, and have become the preferred unloading technology, especially in North America; they permit the use of simpler, tougher, and more compact (because sloping ends are not required) gondola cars instead of hoppers.
Another of the ships coming into Baltimore for the 200th anniversary of our national anthem.
This is an amazing craft. It's capable of a speed of 35 knots compared to 27 for our little 30' 10,000 lb boat. This thing can outrun us!!
USNS Choctaw County (JHSV-2) is one of the U.S. Navy’s nine joint high-speed vessels (JHSV) designed for rapid intra-theater transport of troops and equipment. Operated by Military Sealift Command (MSC), she is crewed by civil service mariners.
An aluminum catamaran, Choctaw County is designed to be fast, flexible and maneuverable, even in shallow waters. She was built to a modular design, allowing her to be rapidly refitted with various equipment in her 20,000 square feet bay, depending on the mission at hand. For instance, she could carry containerized portable hospitals for disaster relief or transport tanks and troops. She can transport approximately 600 tons of troops, vehicles and supplies 1,200 nautical miles at an average speed of 35 knots. Her aviation flight deck can support day and night flight operations for a variety of aircraft, including CH-53 Super Stallions.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
Cruising alongside a westbound containerized freight train, 611 crosses over the Roanoke River through Salem.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
Talleyrand Marine Terminal
10.18.2012
The Jacksonville Port Authority (JAXPORT) and its maritime partners handle dry and liquid bulk, breakbulk, vehicle (Ro/Ro) and containerized cargo, as well as over-sized and specialty cargoes. The Port Authority has 18 container cranes, on-dock refrigerated & freezer warehousing and Foreign Trade Zone status.
To help rush goods to market, shippers can take advantage of Jacksonville's location at the crossroads of three major railroads (CSX, Norfolk Southern and Florida East Coast Railway) and three interstate highways (I-95, I-10 and 1-75).
Photo credit: JAXPORT, Meredith Fordham Hughes
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
Emergency medical personnel and simulated patients inside the Containerized Biocontainment System onboard a 747 aircraft as they participate in the Tranquil Shift exercise.
Weight (kg/block):5~50 kg
Features: It can be directly eaten and completely conforms to food standards
Color: milky white
Usage mode: automatic
Water feeding way: automatic
Height restriction:≤2.8m
Turnkey solutions:
water tank
cold room
block ice crusher
water chiller (suitable for tropical areas)
containerized unit
Ice making principle:
Water will be added automatically to ice cans and directly exchange heat with refrigerant. After a certain ice making time, the water in the ice tank all becomes ice when the refrigeration system will change into ice doffing mode automatically. It doffs ice by fluorine gas and the ice blocks will fall down in 25 minutes. Aluminum evaporator adopts special technology ensuring the ice totally compliant with the food hygienic standards and can be eaten directly.
Workers weld aluminum tube evaporators extremely carefully in order to make high quality accessories.
Focusun homemade evaporators have more than 30 making processes with core technology which collects years’ experience in search and development from our technical engineers.
Aluminum evaporator adopts special alloy materials to guarantee high efficiency of heat exchange and long service time. Meanwhile , it’s antiseptic and antirust.
Features:
The aluminum parts in contact with water are rust resistance.
Doffing ice by hot fluorine gas is more energy-saving and reduces electricity consumption. The whole ice-doffing process only takes 25 minutes.
Ice making and doffing are fully-automatic, saving labor and time.
Focusun block ice machine can choose equip automatic ice moving device. The ice moving shelf keeps horizontal with the bottom of ice holding plate. It can be put into use when connecting to a power supply. Ice block will be put outside the machine automatically, making transport more convenient.
Integrated and modular design make transportation, movement, installation more convenient.
Every direct refrigeration block ice machine can be designed and built as your specific requirements.
Direct system block ice machine can be containerized: maximum capacity of 6 T/day in a 20' container and 18T/day in a 40' container.
Focusun will also provide matched ice crusher for customers. After crushing, block ice has a wider range of application.
Customers who have purchased block ice machines will usually consider how to store block ice. Focusun can provide corresponding block ice storage room which designed and built as per customers’ requirements. Our one-stop service is aimed at making customers convenient.
SF Bay RR, 21 June 2018
The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.
As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.
Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.
Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.
A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.
Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.
I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.
But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.
Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.
Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.
Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.
We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.
The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.
All of these photos were taken with permission after signing a release and while wearing required PPE.
I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.
APM Terminals Mumbai was honoured to welcome, Freddy Svane, Danish Ambassador to India and Søren Nørrelund Kannik-Marquardsen, Minister Counsellor, Regional Coordinator South Asia and Head of Trade & Commercial Affairs as they passed through Mumbai this week (November 2021) on official business.
The visit took place at Maersk’s new landmark offices located at the Godrej Two development in Vikhroli, Mumbai. During the meeting, Vikash Agarwal - Area Managing Director for Maersk, Jakob Friis Sorensen - Managing Director of APM Terminals Pipavav, Girish Aggarwal - Chief Operating Officer, APM Terminals Mumbai and other company representatives were able to reinforce Maersk’s long-term commitment to India and provide a progress update on the company’s transformation towards becoming THE global integrator of Containerized freight and APM Terminals journey to becoming a world class terminal operator.
Since the start of this year, the company has brought its various business units together under one roof in Vikhroli, to allow the company to collaborate better and continue building constructively on its commitment towards India. The offices are now home to more than 1000 employees from Maersk’s various business units.
It was also an opportunity for the company to express the company’s gratitude to the Ambassador for his ongoing support in working with the various Indian authorities to promote ease of trade to and from India.
The Jacksonville Port Authority (JAXPORT) is facilitating an "Elite" U.S. Army deployment operation this week at the port's Blount Island Marine Terminal. Elite moves are the Army's largest and most important cargo moves of the year.
The move of equipment from the 101st Airborne Division’s 101st Combat Aviation Brigade is being conducted by the Jacksonville Detachment at Blount Island under the command and control of the 832nd Transportation Battalion and in coordination with the 597th Transportation Brigade from Fort Eustis, Va.
Stevedores with port partner Portus are loading about 1,450 pieces, including UH-60 Blackhawk utility helicopters, AH-64 Apache attack helicopters, wheeled vehicles and other containerized support equipment, aboard the US-flagged vehicle carrier ARC Endurance. The equipment is en route to Europe where it will be used for a training mission.
The pieces arrived at Blount Island from Fort Campbell, Ky., by truck and rail over the past two weeks.
"Support from JAXPORT, as well as our trucking and rail partners here in Jacksonville, has been phenomenal," said Lt. Col. Thomas Patterson III from the 832nd Transportation Battalion. "In large moves like this one, efficiency is key to ensuring the best use of taxpayer dollars. Jacksonville offers the strategic value, expertise and flexibility to seamlessly get it all done."
"JAXPORT is one of the nation's most diversified ports, and our ability to support the military is an important part of our diversification strategy," said JAXPORT CEO Eric Green. "We are proud to serve our community and country in this capacity."
Located at the crossroads of the nation’s rail and highway network, JAXPORT offers fast access to three major interstates, 40 daily trains and service from more than 100 trucking firms.
As one of the nation's 17 strategic seaports, JAXPORT is on call 24/7 to move U.S. Military cargo for national defense, foreign humanitarian aid and disaster relief, and the only port in Florida with this designation.
Medical professionals exit the Containerized Biocontainment System and check simulated patients before fully exiting the system as part of the Tranquil Shift exercise.
October 31, 2011
JAXPORT CEO Paul Anderson today announced the port, with assistance from the City of Jacksonville and the State of Florida, is seeking $25 million from the Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grant of the U.S. Department of Transportation for construction of a $45 million Intermodal Container Transfer Facility (ICTF) at the Dames Point Marine Terminal. The balance of the funding — $20 million — would come from the state.
The proposed ICTF would transport containerized cargo efficiently from ships to rail cars, increasing the port’s ability to move cargo quickly, reducing truck miles and decreasing exhaust emissions and highway maintenance costs. The project would also create employment and attract new business to the region.
“Adding an ICTF to JAXPORT’s already superior highway and rail connections will offer even more cost-effective solutions for shippers in an industry demanding efficiency and speed,” said JAXPORT CEO Paul Anderson. “By taking this opportunity to attract federal investment in North Florida, we can continue to expand our competitiveness and our economic significance to the region, state and nation.”
Anderson was joined for today’s announcement by Mayor Alvin Brown, State Rep. Lake Ray and CSX Vice President Clarence Gooden.
"In this economy, we must all work together to leverage greater returns from our scarce resources. JAXPORT is a proven economic engine that would put this investment to good use generating jobs in Northeast Florida while making Jacksonville a more attractive and competitive site for cargo,” said Mayor Brown. The U.S. DOT plans to award the TIGER Grants in early 2012. The JAXPORT ICTF has a target completion date at the end of 2014, contingent upon the awarding of funds.
Photo credit: JAXPORT, Meredith Fordham Hughes