View allAll Photos Tagged containerization
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.
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
The Evergreen Group is the organizational designation used by a Taiwan-based conglomerate of shipping, transportation, and associated service companies. The Evergreen Group arose in 1975 from the diversification of the original Evergreen Marine Corporation, which was established in 1968 and currently operates as the world's fourth largest containerized-freight shipping company. Today, the Evergreen Group encompasses the Evergreen Marine Corporation, Evergreen International Corporation, EVA Air, Evergreen Aviation Technologies Corporation, Evergreen Air Services Corporation, Evergreen Air Cargo Services Corporation, and Evergreen International Storage and Services Corporation.[1] Additional divisions and subsidiaries exist within several Evergreen Group companies, such as Uniglory Shipping Corporation and Uni Air.
Dr Chang Yung-fa, Chairman of the Evergreen Group, was born in Taiwan in 1927. After graduating from Taipei Commercial High School at the age of 18, he went to work in the Taipei office of a Japanese shipping line.
After World War II, he joined the seagoing staff of a local shipping company as 3rd officer. His subsequent career was spent with various local companies and he progressed smoothly through the ranks to 2nd officer, chief officer and eventually to captain.
[edit] Foundation of Evergreen Marine Corporation
In 1961, Chang and some friends jointly established a shipping company and having helped this company to develop, he decided to branch out on his own, establishing Evergreen Marine Corporation on September 1, 1968 with just one secondhand 15,000 dwt vessel, Central Trust.
Over the next four years, Chang built his fleet up to 12 vessels, running them empty when necessary to convince his customers his services were both as regular as clockwork and as reliable as the sunset. Within a year, he had expanded to the Middle East. Within three, Chang was dispatching Evergreen ships to the Caribbean.
Back in 1975, Chang realized that containerisation was the way forward. He built four advanced S-type container ships and launched his US East Coast service. Fifteen months later, he added the US West Coast to his network, just at a time when Americans were developing a real taste for the economical, well-made products fast pouring out of Asian factories.
Europe followed in 1979 and Evergreen quietly prospered much to the consternation of the established lines from Europe and the United States who could not match his prices and service.[citation needed]
By 1984 he started his most ambitious service yet - two 80-day round-the-world services, one circling the globe in an easterly direction, the other westward. Departing every 10 days, the 20 G-type container ships he employed had a capacity of 2,728 containers each and could travel at a speed of 20.5 knots.
The name "Evergreen" stands for life and vitality in Chinese culture. Green also happens to be Chang's favourite colour. All his containers are painted green, and even his headquarters in Taipei is covered with green tiles.[citation needed] There has been modifications on their container fleet, from a green container with white "EVERGREEN" type, it has changed to a white container, with a green "EVERGREEN" type.
Chang alone sets the rigorous standards for all new employees. Fresh graduates are hired direct from Taiwan's universities. Applications far outstrip jobs available but the lucky few are well rewarded for their talents, commitment and dedication.[citation needed]
As the company has grown, Chang is no longer able to make all the business decisions alone as he did in the early days and recognises the need to delegate responsibility. He has chosen his top executives well and has the confidence to allow them considerable freedom in handling Evergreen's international operations.[citation needed]
[edit] Expansion and formation of Evergreen Group
The Evergreen Group has expanded beyond the shipping industry to encompass operations in energy development, air transport, hotels and resort services. This international conglomerate based on the integrated development of services on land, sea, and air has built an enviable reputation for outstanding performance.
The country’s first private international airline, EVA Airways Corporation was established on March 8, 1989 and on July 1, 1991, formally inaugurated its first flight and began a new era of national commercial aviation.
In line with the development of its airline industry, Evergreen has become the first Taiwanese enterprise to gain a worldwide foothold in the hotel industry.
In 1998, Evergreen purchased the Italian shipping line Lloyd Triestino renaming as Italia Marittima S.p.A on 1 March 2006, thus providing it with a firm foothold in the European Union. It consolidated this position in 2002 with the establishment of Hatsu Marine in London, a UK-flag shipping company that today operates some of the largest and most sophisticated vessels in the Evergreen Group fleet.
The Evergreen Group, with over 18,000 employees and more than 240 offices/agents worldwide, now comprises over 50 major corporations worldwide, three of which are listed on the Taipei Stock Exchange.
In 2006 the Kuomintang sold its former headquarters to Evergreen Group for $2.3 billion New Taiwan dollars (96 million United States dollars).[2]
[edit] References
^ Mo, Yan-chih. "KMT headquarters sold for NT$2.3bn." Taipei Times. Thursday March 23, 2006. Page 1. Retrieved on September 29, 2009.
[edit] External links
EVERGREEN GROUP
EVERGREEN INTERNATIONAL HOTELS
EVERGREEN SYMPHONY ORCHESTRA
EVERGREEN AVIATION TECHNOLOGIES CORP
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Watch this video on Vimeo. Video created by rotack.
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
The Central Business District, New Orleans' equivalent of a typical "downtown", is bounded on one edge by the Mississippi, on the downriver edge by the French Quarter, on the back by Claiborne Avenue, and on the upriver edge by Howard Avenue, the lower limit of the "Lower Garden District" of Uptown New Orleans. This neighborhood was first after the Louisiana Purchase and the city encountered an influx of settlers, earning it the name The American Quarter. In its early days, it was also known as Fauborg St. Mary. The portion of the CBD closer to the Mississippi is known as the Old Warehouse District, because it was heavily devoted to warehouses before shipping became containerized.
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, automobiles and liquid bulk commodities such as molasses and vegetable oils. 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.
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 (1,463m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX rail lines. 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.
20676-DSC_9275 (6.27.2013) cd
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.
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, automobiles and liquid bulk commodities such as molasses and vegetable oils. 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.
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 (1,463m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX rail lines. 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.
20676-DSC_9089 (6.13.2013) cd
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
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.
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
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.
Two of the four Mooney M20J aircraft recently imported from South Korea. They had been in service with a flying school out there. The tails and other parts have not yet been installed after being containerized across the ocean.
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.
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,
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
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.
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
RL304 and GL107 accelerate a containerized grain train northbound through Berrima heading towards Sydney.
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
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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.
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.
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
Savannah River
Talmadge Memorial Bridge
Factor's Row
Savannah, Georgia
5 Image Photomerge
This is probably one of my longest stitches ever but it was the only way to truly capture the size of the Savannah River, the Talmadge Bridge and I included the buildings along River Street as an afterthought and actually liked how it turned out. The boat you see in the near center of the image is one the largest I've ever seen, standing at around 14 stories, and the suspension bridge unbelievably high (17 stories tall or 185 ft) and long (1.9 miles). The bridge makes for an impressive structure in the background of the old buildings that line the riverside. Another impressive sight is watching the massive boats cruise up and down the river. The Port Of Savannah is the only second to Baltimore in the transhipment of containerized cargo of ports along the Atlantic.
Perennial peanut (Arachis glabrata) is a pretty groundcover with cheerful yellow flowers that bloom all summer long. It requires almost no maintenance and can be planted throughout Florida.
Perennial peanut needs full or partial sun to thrive. When planted from rhizomes or plugs, it’s best established in winter or early spring, but containerized perennial peanut can be planted year-round.
It tolerates mowing, and actually blooms more after it’s been cut.
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.
Reverse Osmosis plant is considered as one of the most easy
method for desalinization of waters like sea water, Reverse
Osmosis Plant ground water, brackish water and so on. When
the saline solution comes in contact with the semipermeable
membrane the pure water is separated from the impurities.
The treatment of brackish water is more or less same as the
desalination Reverse Osmosis Plant process however there
is one major difference. In brackish water treatment,
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
R.O. Tack Water Technology
Water Treatment sector is undergoing a rapid change on account of the entry barrier in the global market. In competitive and quality environment, international level recognition has become need for every company for the longer-term growth. Every component of the quality system in the plant that meets the National and International standards has become necessity for today. Therefore, every step of the project delivery from conceptualization, detailed engineering to documentation have to be prepared to comply with the stringent regulatory requirements.
The foundation stone of R.O. Tack Water Technology was laid in the year of 2009 in Karachi by a veteran Mr. Ayaz Attari and Mr. Azhar Frooqi is the main Director of the company who guided the company to touch the height of success. Due to the continuous efforts of the our director towards excellence, R.O.Tack Water Technology has become an unrivaled manufacturer & supplier of RO Water Systems; especially Residential Reverse Osmosis Systems. Today, our Reverse Osmosis Filtration Systems are considered as the best in the market. Some of the attributes that play significant role in our uniqueness are as follows and we provide complete range of solution like packaged system ,turn key projects and also we offer you technical services.
· Complete Range water treatment System
· Multi Grade Filter
· Dual Media Filter
· Micro filtration
· Ultra Filtration
· Nano Filtration
· Reverse Osmosis
· Water Softening System
· Demineralization Plant
· Mixed Bed Plant
· Sea Water Desalination Plant
· Waster Water Recovery Plant
· Water Treatment Chemicals
· Sewage treatment plant
· Mineral Water Treatment Plant
· Package Drinking Water Treatment Plant
· Swimming Pool Filtration Systems
· DM Plant
· Effluent Minimization
· Sterilization by Ultraviolet Systems
· Ozonation.
· Domestic RO system
· Water filtration plant for residential projects
· Chemicals,
Turn Key Projects
Complete Detail Design, Engineering, Procurement and construction provided at single finger only for complete End to End solution with high quality deliverables.
Our Deliverables.
1 Detail Proposal with Costing.
2 Basic Design and Engineering Packages.
3 Complete Engineering with all related standard norms.
4 Complete procurement.
5 Construction
6 Commissioning.
7 Operation and maintenance.
R.O.Tack Water Technology
Ayaz Attari
Contact Us
03002457198
Watch this video on Vimeo. Video created by rotack.
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.
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.
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.
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.
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.
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