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.

017 Solar cold room storage with solar panel and sandwich panel:

Our innovation, FOCUSUN 20ft and 40ft solar container cold room is a “plug and play” modular, solar-powered walk-in cold room, for 24/7 off-grid storage and preservation of perishable foods. It adequately addresses the problem of post- harvest losses in fruits, vegetables and other perishable food.

The solar powered walk-in cold room is made of 120mm insulating cold room panels to retain cold. Energy from solar panels mounted on the roof-top of the cold room are stored in high capacity batteries, these batteries feeds an inverter which in turn feeds the refrigerating unit.

Product Name

Solar-powered container cold room in 20ft or 40ft

Material stainless steel

Color Whilte & Blue

Capacity 1T to 20T

Panel Prefabricated Panel

Interior temperature -25℃ to 5℃

Applicarion area Sea food/fish/meat/fresh fruits/vegetables

Core material of panel Polyurethane

Compressor Copleand

Core density 40~42kg/m3

Condition It can use everywhere where is enough sun

Panel thickness 100mm, 120mm, 150mm

Control system Full automatic control, easy to operation and management

Material of panels surface Stainless steel

Refrigerant R404a environment friendly refrigerant

Meatpacking District, Gansevoort Market Historic District, Manhattan

This was the second (1923) of two modern market buildings constructed on this block by developer John J. Gillen and his partner, architect James S. Maher [see Architects Appendix]. Their other building was 413-435 West 14" Street [see], constructed in 1913-14. Their firm, the owner of this structure, was the West 14" Street Corp.

The property had been purchased in 1923 from the estate of William Waldorf Astor, who had died in1919. Like their other building, this one was quite successful in attracting long-term tenants, which included both food-related and non-food-related businesses: George Cook Poultry Corp., and L.I. Duck Growers Assn.1 L.I. Duck Packing, poultry; Woolley & Hughes, Inc., produce; Rothschild-Bernstein, Inc., Edward J. Burbank Co., GothamHotel Supply Co., and M&W Packing, Inc., meat; Charles Wissman Co., provisions; Josephson Mfg. Corp., stationery; World Examining /Sponging Works; and the Coffee Pot and Blue Arrow Luncheonette, restaurants.

This Arts and Crafts style building, which is largely intact, contributes to the historicallymixed architectural character and varied uses - including market-related functions - of the Gansevoort Market Historic District. Constructed in 1923 during a major phase of development of the district, when buildings were constructed for produce- and meat-related businesses or other market uses, the building further contributes to the visual cohesion of West 14th Street through its prominent corner location, two brick and concrete facades, steel industrial windows, and the fact that it is one of three buildings on the street designed by architect James S. Maher, who was also a partner in its development.

----About the district----

The Gansevoort Market Historic District - consisting of 104 buildings - is distinctive for its architectural character which reflects the area's long history of continuous, varied use as a place of dwelling, industry, and commerce, particularly as a marketplace, and its urban layout. The buildings, most dating from the 1840s through the 1940s, represent four major phases of development, and include both purpose-built structures, designed in then-fashionable styles, and those later adapted for market use.

The architecture of the district tells the story of an important era in New York City's history when it became the financial center of the country and when its markets were expanding to serve the metropolitan region and beyond. Visual cohesion is provided to the streetscapes by the predominance of brick as a facade material; the one- to six-story scale; the presence of buildings designed by the same architects, a number of them prominent, including specialists in market-related structures; the existence of metal canopies originally installed for market purposes; and the Belgian block paving still visible on most streets.

The street layout is shaped by the transition between the irregular pattern of northwestern Greenwich Village (as far north as Gansevoort Street) and the grid of the 1811 Commissioner's Plan. Unusually large and open intersections contribute to the area's unique quality, particularly where Ninth Avenue meets West 14'~S treet and Gansevoort Street (which was widened in l887), and provide sweeping vistas that showcase the unusual building typology and mixed-use quality of the district. Aside from Tribeca, the Gansevoort Market Historic District is the only remaining marketplace district that served the once-flourishing Hudson River commercial waterfront.

The earliest buildings in the historic district date from the period between 1840 and 1854, most built as rowhouses and town houses, several of which soon became very early working-class tenements (all eventually had stores on the ground floor). The area's early mixed use, however, is evident in the rare surviving early factory building (c. 1849-60), on a flatiron-shaped lot, for Col. Silas C. Herring, a nationally significant manufacturer of safes and locks, at 669-685 Hudson Street.

This mixed use, consisting of single-family houses, multiple dwellings, and industry was unusual for the period. The stretch of Ninth Avenue between Gansevoort and West 15' Streets, albeit altered and interrupted with later additions, offers the vista of a distinctive Manhattan streetscape featuring twenty buildings of the 1840s: the rowhouses at Nos. 3-7 (c. 1849) and Nos. 21-27 (c. 1844-46), the Herring factory, and culminating in the rare, picturesque ensemble of twelve rowhouses and town houses, Nos. 44-60 Ninth Avenue and 351-355 West 14th Street (c. 1841-46), at the wide, angled intersection with Hudson and West 14" Streets. Another business from this period was the woodworking factory of the prominent building firm of James C. Hoe & Co. (c. 1850-54) at 52-58 Gansevoort Street (later altered).

After the Civil War, the area began to flourish commercially as New York City solidified its position as the financial center of the country, and construction resumed in the district in 1870. Two major businesses located here were A.H. Wellington's Merchants' Print Works (1 874, S. W. Johnson), cotton printers at 416-418 West 14" Street (later altered); and the Italianate style Centennial Brewery (1876, John B. Snook) at 409-41 1 West 14' Street.

The bulk of the buildings in the district date from the 1880s through the 1920s and were designed in then-popular historical revival styles. Residential and commercial development, including a variety of building types, was particularly spurred in the 1880s by two major factors. The first was the creation of two nearby municipal markets: the open-air Farmers' or Gansevoort Market (1 879), for regional produce, at Gansevoort and Washington Streets (adjacent to the historic district), and the West Washington Market (1889), for meat, poultry, and dairy products, on the river side of West Street. From the 1880s until World War II, wholesale produce, fruit, groceries, dairy products, eggs, specialty foods, and liquor (until Prohibition) were among the dominant businesses within the district in response to the adjacent markets, particularly along Gansevoort, Little West 12', and Washington Streets. The first of the two-story, purpose-built market buildings in the district were erected in 1880.

These vernacular and neo-Grec style structures typified the low-rise market buildings constructed in the district over the next 90 years: produce (or, later, meat) handling on the ground story, shielded by a metal canopy over the sidewalk, and offices on the second story.

Commercial construction during this period, which represents the highest percentage of the district's varied yet distinctive building stock, included not only low-rise purpose-built market buildings, but also, in a variety of period styles, stables buildings, and five- and six-story store-and-loft buildings and warehouses were constructed to house and serve these businesses. The warehouses, in particular, are among the most monumental structures in the district.

The second factor spurring development within the historic district was the 1878 partition of real estate owned by the Astor family, which had remained underdeveloped since John Jacob Astor 1's acquisition in 1819. Of the 104 buildings in the district, over one-third of them were constructed by the Astors and related family members. Astor improvements included the market buildings at 823-833 Washington Street and 32-36 Little West 12" Street (1880, Joseph M. Dunn, James Stroud); the distinguished Queen Anne style French flats building (with stores) at 440 West 14" Street (1887, James W. Cole), the block-long Queen Anne style produce market building at 859- 877 Washington Street (1887, Cole), and the handsome Romanesque Revival style stables building (1893, Thomas R. Jackson) for the New York Biscuit Co. (later Nabisco), the world's largest supplier of crackers, at 439-445 West 14" Street.

A number of other prominent owners also invested in real estate here and began to develop their properties: the Goelet family constructed the unusual flatiron-shaped store-and-loft building at 53-61 Gansevoort Street (1887, Dunn), which housed E.S.

Burnham & Co., clam canners; James AlfredRoosevelt owned the warehouse at 400 West 14thS treet (1886, Dunn); and former New York Mayor Hugh J. Grant developed the neo-Romanesque style warehouses (1 899-1900, George P. Chappell) at 97-103 Horatio Street. The Astors and other owners gave several commissions to architects Joseph M. Dunn, who designed seven buildings in the district, and James W. Cole, who designed three buildings in the district. These multiple commissions in the then-fashionable neo-Grec or Queen Anne styles contribute to the district's visual cohesion.

Between 1897 and 1935, nearly the entire block bounded by Gansevoort, Horatio, Washington, and West Streets was developed with a handsome neo-Classical style ensemble in tan brick, by noted architects Lansing C. Holden, J. Graham Glover, and John B. Snook Sons, that included a power plant and nine cold storage warehouses for the Manhattan Refrigerating Co. (incorporated 1894).

The company was responsible for installing the system of underground pipes that carried refrigeration to market-related structures throughout the district by about 1906. This infrastructure, along with the completion by the N.Y.C. Dept. of Docks of the nearby Gansevoort Piers (1894-1902) and Chelsea Piers (1902-10, with Warren & Wetmore), docks for the great trans- Atlantic steamships (and the busiest section of New York's port), had profound impacts on the district. The distribution of wholesale meat, poultry, and seafood, particularly for hotels, restaurants, and steamships, emerged as an important business throughout the district, resulting in new construction as well as bringing new uses to existing buildings. Some companies were subsidiaries of major national meatpackers, while other independent firms were among the nation's largest.

The underground refrigeration system, the new piers, and the emergence of new uses relating to the burgeoning hotel and steamship industry further triggered the 20th-century construction and architectural change and flexibility that has shaped the character of the Gansevoort Market Historic District. Typically, commercial redevelopments of neighborhoods in New York City involved the demolition of earlier buildings for structures housing new uses. However, one of the district's unique qualities is that earlier buildings were retained and altered to market uses. Earlier examples include the Centennial Brewery (409-41 1 West 14" Street), converted to meat, produce, and dairy use in 1901, and 21-27 Ninth Avenue, rowhouses adapted in 1923-24 as meat market buildings.

Over the years, the Astors continued their policy of high-quality architectural commissions by hiring distinguished architects known for their significant public, commercial, and residential buildings, such as the neo-Classical style offices and printing plant (1901-02, Trowbridge & Livingston) of P.F. Collier & Son, publisher of books and the nationally-known magazine Collier's, at 416-424 West 13' Street; the neo-Romanesque style liquor warehouse at 29-35 Ninth Avenue (1902-03, Boring & Tilton); and the Arts and Crafts style warehouse building (1913, LaFarge, Morris & Cullen) at 5 Little West 1 2 '~S treet.

The completion of the Holland Tunnel (1927), the elevated Miller Highway (1931), and the New York Central Railroad's elevated freight railway (1934) providedeasier access between the area and the metropolitan region and spurred another major phase of new low-rise construction and the functional conversion of existing buildings for market use in the district. New structures included the earlyInternationa1 style General Electric Co. annex (1929-30, Lockwood Greene Engineers, Inc.) at 414 West 14' Street, and the Moderne style John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14'~S treet.

The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, through such new construction as the fruitlproduce market building (1938-39, Charles H. Stadler) at No. 46-50, and the Moderne style R&L Restaurant (1949), at No.69, and newly adapted structures, including No. 52-58 (formerly James C. Hoe & Co.), altered as a market building in 1937, and No. 60-68 (1880-81 tenements), reduced to a two-story market building in 1940.

By World War II, poultry- and meat- packing had consolidated as the main commercial activity within the district. Maritime commerce along the Hudson River waterfront declined by the 1960s, however, with the end of the ocean liner era and the rise of containerized shipping. Changes in the meat and poultry industries meant a lessening presence in this area. The Manhattan Refrigerating Co. closed in 1979 and its buildings were subsequently converted to apartments.

The completion of several more transportation and development projects (most located outside the historic district) in the 1930s spurred another major phase of new low-rise construction and functional conversion for market use of existing buildings within the historic district. Easier access was provided between the market area and the metropolitan region. The construction of the elevated Miller Highway (1929-3 1) necessitated the displacement of some produce and meat and poultry merchants in both the Gansevoort and West Washington Markets, including the demolition of several buildings at the latter. The Port of New York Authority built the Union Inland Terminal No. 1 (1931-32, Abbott, Merkt & Co.), a unified truck-rail terminal (modeled functionally after the Starrett-Lehigh Building), just northeast of the district and occupying the entire block at Ninth Avenue and West 15" Street.

The New York Central Railroad's elevated freight railway (193 1-34) passed through some thirty buildings on its route southward to the new St. John's Park Freight Terminal at West and Clarkson Streets. This railway also used part of the Gansevoort Market site, and additionally, the City constructed a meat processing plant on the market site (1939). The Lincoln Tunnel (1937) provided a second automotive route to New Jersey. The Ninth Avenue el, which ran through the district, was demolished (c. 1940); streetcar tracks located below the el had been taken up in 1936.

The first new purpose-built low-scale (one-story) market building in the historic district was 14-20 Little West 12" Street (1928, John B. Snook Sons), for the Wendel family and used initially by produce merchants. The P.F. Collier & Son building at 416-424 West 13" Street became a warehouse of the General Electric Co. in 1929; an early International style annex (1929-30, Lockwood Greene Engineers, Inc.) was constructed next door at 414 West 14" Street. Owned by Vincent Astor, this was the last of the Astor improvements within the district. 13 and 15 Little West 12' Street (1933, Martin Smith) were one-story fruit market buildings. Designed in the Moderne style were the John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14th Street; the meat market building at 837-843 Washington Street (1938, David M. Oltarsh); and the fruitlproduce market building at 46-50 Gansevoort Street (1938-39, Charles H. Stadler).

Built at a time when the growing prevalence of the automobile resulted in the predominance of new market types throughout the U.S. (such as drive-in markets, chain grocery stores, and supermarkets), these buildings are rare and late examples of the older market building typology.34 Many of the buildings in the district that were architecturally adapted for market functions were properties acquired through foreclosure at the height of the Depression. Most of these buildings were functionally maximized at two stories (vacant, formerly residential, upper stories were no longer necessary): the lower story was refrigerated for produce or meat use and the upper story held offices. The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, largely through such newly-adapted structures, including the vernacular style No. 52-58 (formerly James C. Hoe & Co.), altered as a fruit and produce market building in 1937 (S. Walter Katz); the neo-Grec style No. 60-68 (five 1880-81 tenements), reduced to a two-story market building in 1940 (Voorhees, Walker, Foley & Smith); and No. 7 1-73 (aka 8 17- 821 Washington Street) (three 1886-87 Queen Anne style French flats buildings), reduced to three stories in 1940 for use as a meat market building. The neo-Grec and utilitarian style 823-833 Washington Street and neo-Grec style 32-36 Little West 12" Street, 1880 two-story market buildings, were also altered in 1940-41 for meat merchants.

By World War II, poultry- and meat- packing had consolidated as the main commercial activity throughout the district. The opening of the Queens Live Poultry Terminal Market (1941) caused poultry dealers to move from the West Washington Market, replaced in part by produce merchants. The creation in 1950 of the Gansevoort Market Meat Center on the site of Gansevoort Market and the demolition of the remaining West Washington Market buildings, with the associated displacement of the businesses at both locations, hastened changes within the district. In 1959, the Gansevoort Market area was referred to in the New York Times as "the largest meat and poultry receiving market in the world. In the district, 408-412 West 13" Street (1941, Charles N. & Selig Whinston) was a new two-story market building used by hides/skins and meat businesses, while 36- 40 Gansevoort Street (aka 831-835 Greenwich Street) (1947-48, Horace Ginsbern & Assocs.), for poultry businesses, was the last new purpose-built market building in the district. The Moderne style R & L Restaurant (1949), 69 Gansevoort Street, resulted from the alteration of a three-story house.

Alterations associated with conversions to meat market uses included 809-813 Washington Street (aka 70-74 Gansevoort Street) (1940-42, Voorhees, Walker, Foley & Smith), a freight trucking depot altered in 1950; 402-404 and 406 West 13th Street (1840s rowhouses) altered in1950 and 1955 (Abraham L. Seiden); and 15 and 13 Little West 12" Street (c. 1961 and 1969 additions, bylattributed to Seiden).

Today, the Gansevoort Market Historic District is a vibrant neighborhood of remaining meatpackers, high-end retail commerce, restaurants, offices, clubs, galleries, and apartments, that retains, despite recent changes, a strong and integral sense of place as a market district, due to its distinctive streetscapes, metal canopies, notable buildings, both purpose-built and those adapted over the years for market use, and unusual street pattern with its Belgian block paving.

- From the 2003 NYCLPC Landmark Designation Report

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

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

Dorena Genetic Resource Center staff. DRGC's 50th anniversary celebration. Cottage Grove, Oregon.

Photo by: Unknown

Date: August 24, 2016

Credit: USDA Forest Service, Region 6, Umpqua National Forest, Dorena Genetic Resource Center.

Source: Richard Sniezko, Cottage Grove, Oregon.

From the news release for the event:

"The USDA Forest Service’s Dorena Genetic Resource Center is celebrating 50 years of serving as a regional service center for Pacific Northwest tree and plant genetics.

Dorena GRC houses disease-resistance breeding programs for five-needled pines and Port-Orford-cedar, a native plant development program, and a national tree climbing program for the Forest Service. Their program is known internationally as a world leader in development of populations of trees with genetic resistance to non-native diseases.

The public is invited to the 50th celebration on Thursday, August 25 at the Cottage Grove-based center located 34963 Shoreview Road. The Open House and public tours are scheduled from 1:30 to 3:30 p.m. Tours of the center will include:

Genetic Resistance Trials

Inoculation ‘Fog’ Chamber

Tree Improvement Activities of Grafting, Pollination, & Seed Production

Port-Orford-cedar Containerized Orchards

Native Species Plant Development

Seed and Pollen Processing

Tree Climbing

A special guest at the event will be Jerry Barnes, the first manager at Dorena when established in 1966. All guests will be able to enjoy viewing informative posters about the programs and activities at the Center. ..."

For more see: www.fs.usda.gov/detail/umpqua/news-events/?cid=FSEPRD513088

Image provided by USDA Forest Service, Region 6, State and Private Forestry, Forest Health Protection: www.fs.usda.gov/main/r6/forest-grasslandhealth

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.

IMO: 9660011

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

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.

Ageing Alcos 442s1 and 8044, Haul an Empty Containerized Wheat Train, from Port Botany to Forbes, In the Central West of N.S.W

This was the final pre-production prototype of 5 that were part of a new product development project. Shown here with the staff of the engineering department of Allis-Chalmers Rumely Limited in Guelph Ontario Canada. Part of a new heavier lift capacity of fork trucks for use in the expanding world shipping needs of containerization taking place in the 1960's. A fully developed product of a young and new staff at the Guelph plant we were a proud bunch the day of this photo in the fall of 1967. That is me on the engine cover in the black coat and tie.

COPYRIGHT NOTICE:© 2010 VRGratton- Images.

Images in this gallery are protected by copyright. They are for Flickr Members to view only. They are not stock and may not be used for manipulations, references, blogs, journals, share sites, etc. without my written and or verbal consent.

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

There are two main types of dry cargo: bulk cargo and break bulk cargo. Bulk cargoes, like grain or coal sometimes packed in several shipping boxes, are transported unpackaged in the hull of the ship, generally in large volume. Break-bulk cargoes, on the other hand, are transported in packages, and are generally manufactured goods. Before the advent of containerization in the 1950s, break-bulk items were loaded, lashed, unlashed and unloaded from the ship one piece at a time. However, by grouping cargo into containers, 1,000 to 3,000 cubic feet (28 to 85 m3) of cargo, or up to about 64,000 pounds (29,000 kg), is moved at once and each container is secured to the ship once in a standardized way. Containerization has increased the efficiency of moving traditional break-bulk cargoes significantly, reducing shipping time by 84% and costs by 35%. In 2001, more than 90% of world trade in non-bulk goods was transported in ISO containers. In 2009, almost one quarter of the world's dry cargo was shipped by container, an estimated 125 million TEU or 1.19 billion metric tons worth of cargo.

The first ships designed to carrying standardized load units were use in the late 18th century in England. In 1766 James Brindley designed the box boat “Starvationer” with 10 wooden containers, to transport coal from Worsley Delph to Manchester by Bridgewater Canal. Before the Second World War first container ships were used to carrying baggages of the luxury passenger train from London to Paris, Golden Arrow/Fleche d'Or, in 1926 by Southern Railway. These containers were loaded in London or Paris and carried to ports, Dover or Calais, on flat cars in the UK and “CIWL Pullman Golden Arrow Fourgon of CIWL” in France.

The earliest container ships after Second Word War were converted tankers, built up from surplus T2 tankers after World War II. In 1951, the first purpose-built container vessels began operating inDenmark, and between Seattle and Alaska. The first commercially successful container ship was the Ideal X, a T2 tanker, owned by Malcom McLean, which carried 58 metal containers between Newark, New Jersey and Houston, Texason its first voyage. In 1955, McLean built his company, McLean Trucking into one of United States' biggest freighter fleets. In 1955, he purchased the small Pan Atlantic Steamship Company from Waterman Steamship and adapted its ships to carry cargo in large uniform metal containers. On April 26, 1956, the first of these rebuilt container vessels, the Ideal X, left the Port Newark in New Jersey and a new revolution in modern shipping resulted.

Container vessels eliminate the individual hatches, holds and dividers of the traditional general cargo vessels. The hull of a typical container ship is a huge warehouse divided into cells by vertical guide rails. These cells are designed to hold cargo in pre-packed units – containers. Shipping containers are usually made of steel, but other materials like aluminum, fiberglass or plywood are also used. They are designed to be entirely transferred to and from smaller coastal carriers, trains, trucks and/or semi-trailers (and so are carried by different modes of transport during one voyage, thus giving the name intermodal transport) There are several types of containers and they are categorized according to their size and functions.

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

Surface Water Treatment System

For downstream water treatment or distribution system for municipal applications, pre treatment is necessary. While pretreatment it is must to ensure that water so treated becomes free from all sorts of suspended solid, organics,colloidal matter, iron manganese etc. The common pretreatment process and equipments that are generally used for surface water are:

Micro-filtration

Clarifiers (both solid contact clarifiers and inclined plate clarifiers)

Filters

Chlorination system

Filters- Pressure and Gravity types

Chemical feed system

For the better quality of water, various types of advanced membrane technologies like RO, NF (nanofiltration) are used for surface water pretreatment in order to provide potable drinking water to the locality. Similar techniques and equipments are used for pre treating municipal wastewater. Micro- filtration system is considered as the most advanced technology for treating municipal water. The municipal wastewater treatment follow the following sequence:

The conventional plants as compared to micro filtration occupies a small area thereby reducing required space and also cost of installation. This type of process is easy to operate and their maintenance is easy and cost effective.

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 2001 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 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.

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

Waste 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.

Detail Proposal with Costing.

Basic Design and Engineering Packages.

Complete Engineering with all related standard norms.

Complete procurement.

Construction

Commissioning.

Operation and maintenance.

Tel: +92 (21) 5436228

Fax: +92 (21) 2621927

Cell: +92 (300) 2824299

Email:www.rotackwater@yahoo.ca

Website: www.rotackwater.com

Watch this video on Vimeo. Video created by rotack.

Meatpacking District, Gansevoort Market Historic District, Manhattan

This Astor property, held between 1819 and 1943, was developed by John Jacob Astor IV in 1902-03 with a handsome six-story, neo-Romanesque style warehouse, clad in tan brick, designed by the firm of Boring & Tilton. This building was begun just a year after the completion of Boring & Tilton's complex at the U.S. Immigration Station on Ellis Island [see Architects Appendix]. This was one of three adjacent properties developed with warehouses by Astor between 1900 and 1909 [see 405-409 and 41 1-417 West 13th Street]. The initial lessee of this structure, from 1903 to 1918, was Steinhardt Bros. & Co., importers and wholesale liquor dealers.

The firm consisted of Alex L., David J., Fred F., Melville G., Morris, and Richard Steinhardt. The building was also used by other wholesale wine and liquor dealers. The next major tenant, beginning in 1918, was E.C. Rich, Inc. (established 1860), purveyors of fancy food products and called by the New York Times in 1944 "among the largest processors of glaceed fruits in America." Rich remained here (the building became known as the Rich Building) until bankruptcy in 1951. In 1920 (Alt. 1488-1920), alterations were made to convert the facility to a food processing plant. Other lessees during these years included Seaman Box Co.; Giroux Co.1 C.A. Thaller Co., syrupsltable sauces/food products; Henry Kelly, Jr.1 George Ehlenberger & Co., butter; and Prometheus Electric Corp.1 Major Electric Co.

Since the 1950s, the building housed a variety of firms, including electronics, meat, printing, paper, screw and bolt, and moving and storage businesses. A painted advertisement for Bogen Sound Systems (c. 1950s) is still visible on the West 13" Street facade at the corner of Ninth Avenue. This building was sold for over $8 million in 1997, and in 2000-03 experienced redevelopment into offices, hotellclub, and restaurant.

This neo-Romanesque style warehouse building, which retains significant portions of its historic fabric, contributes to the historically-mixed architecture and varied uses -including marketrelated functions - of the Gansevoort Market Historic District. Constructed in 1902-03, during one of the major phases of development of the district, when buildings were constructed for storage- and produce-related businesses or other market uses, including liquor, the building's massive scale, prominent corner location, and simple but well-crafted neo-Romanesque details, executed in tan brick, by the eminent firm of Boring & Tilton make it a significant presence in the Gansevoort Market Historic District.

----About the district----

The Gansevoort Market Historic District - consisting of 104 buildings - is distinctive for its architectural character which reflects the area's long history of continuous, varied use as a place of dwelling, industry, and commerce, particularly as a marketplace, and its urban layout. The buildings, most dating from the 1840s through the 1940s, represent four major phases of development, and include both purpose-built structures, designed in then-fashionable styles, and those later adapted for market use.

The architecture of the district tells the story of an important era in New York City's history when it became the financial center of the country and when its markets were expanding to serve the metropolitan region and beyond. Visual cohesion is provided to the streetscapes by the predominance of brick as a facade material; the one- to six-story scale; the presence of buildings designed by the same architects, a number of them prominent, including specialists in market-related structures; the existence of metal canopies originally installed for market purposes; and the Belgian block paving still visible on most streets.

The street layout is shaped by the transition between the irregular pattern of northwestern Greenwich Village (as far north as Gansevoort Street) and the grid of the 1811 Commissioner's Plan. Unusually large and open intersections contribute to the area's unique quality, particularly where Ninth Avenue meets West 14'~S treet and Gansevoort Street (which was widened in l887), and provide sweeping vistas that showcase the unusual building typology and mixed-use quality of the district. Aside from Tribeca, the Gansevoort Market Historic District is the only remaining marketplace district that served the once-flourishing Hudson River commercial waterfront.

The earliest buildings in the historic district date from the period between 1840 and 1854, most built as rowhouses and town houses, several of which soon became very early working-class tenements (all eventually had stores on the ground floor). The area's early mixed use, however, is evident in the rare surviving early factory building (c. 1849-60), on a flatiron-shaped lot, for Col. Silas C. Herring, a nationally significant manufacturer of safes and locks, at 669-685 Hudson Street.

This mixed use, consisting of single-family houses, multiple dwellings, and industry was unusual for the period. The stretch of Ninth Avenue between Gansevoort and West 15' Streets, albeit altered and interrupted with later additions, offers the vista of a distinctive Manhattan streetscape featuring twenty buildings of the 1840s: the rowhouses at Nos. 3-7 (c. 1849) and Nos. 21-27 (c. 1844-46), the Herring factory, and culminating in the rare, picturesque ensemble of twelve rowhouses and town houses, Nos. 44-60 Ninth Avenue and 351-355 West 14th Street (c. 1841-46), at the wide, angled intersection with Hudson and West 14" Streets. Another business from this period was the woodworking factory of the prominent building firm of James C. Hoe & Co. (c. 1850-54) at 52-58 Gansevoort Street (later altered).

After the Civil War, the area began to flourish commercially as New York City solidified its position as the financial center of the country, and construction resumed in the district in 1870. Two major businesses located here were A.H. Wellington's Merchants' Print Works (1 874, S. W. Johnson), cotton printers at 416-418 West 14" Street (later altered); and the Italianate style Centennial Brewery (1876, John B. Snook) at 409-41 1 West 14' Street.

The bulk of the buildings in the district date from the 1880s through the 1920s and were designed in then-popular historical revival styles. Residential and commercial development, including a variety of building types, was particularly spurred in the 1880s by two major factors. The first was the creation of two nearby municipal markets: the open-air Farmers' or Gansevoort Market (1 879), for regional produce, at Gansevoort and Washington Streets (adjacent to the historic district), and the West Washington Market (1889), for meat, poultry, and dairy products, on the river side of West Street. From the 1880s until World War II, wholesale produce, fruit, groceries, dairy products, eggs, specialty foods, and liquor (until Prohibition) were among the dominant businesses within the district in response to the adjacent markets, particularly along Gansevoort, Little West 12', and Washington Streets. The first of the two-story, purpose-built market buildings in the district were erected in 1880.

These vernacular and neo-Grec style structures typified the low-rise market buildings constructed in the district over the next 90 years: produce (or, later, meat) handling on the ground story, shielded by a metal canopy over the sidewalk, and offices on the second story.

Commercial construction during this period, which represents the highest percentage of the district's varied yet distinctive building stock, included not only low-rise purpose-built market buildings, but also, in a variety of period styles, stables buildings, and five- and six-story store-and-loft buildings and warehouses were constructed to house and serve these businesses. The warehouses, in particular, are among the most monumental structures in the district.

The second factor spurring development within the historic district was the 1878 partition of real estate owned by the Astor family, which had remained underdeveloped since John Jacob Astor 1's acquisition in 1819. Of the 104 buildings in the district, over one-third of them were constructed by the Astors and related family members. Astor improvements included the market buildings at 823-833 Washington Street and 32-36 Little West 12" Street (1880, Joseph M. Dunn, James Stroud); the distinguished Queen Anne style French flats building (with stores) at 440 West 14" Street (1887, James W. Cole), the block-long Queen Anne style produce market building at 859- 877 Washington Street (1887, Cole), and the handsome Romanesque Revival style stables building (1893, Thomas R. Jackson) for the New York Biscuit Co. (later Nabisco), the world's largest supplier of crackers, at 439-445 West 14" Street.

A number of other prominent owners also invested in real estate here and began to develop their properties: the Goelet family constructed the unusual flatiron-shaped store-and-loft building at 53-61 Gansevoort Street (1887, Dunn), which housed E.S.

Burnham & Co., clam canners; James AlfredRoosevelt owned the warehouse at 400 West 14thS treet (1886, Dunn); and former New York Mayor Hugh J. Grant developed the neo-Romanesque style warehouses (1 899-1900, George P. Chappell) at 97-103 Horatio Street. The Astors and other owners gave several commissions to architects Joseph M. Dunn, who designed seven buildings in the district, and James W. Cole, who designed three buildings in the district. These multiple commissions in the then-fashionable neo-Grec or Queen Anne styles contribute to the district's visual cohesion.

Between 1897 and 1935, nearly the entire block bounded by Gansevoort, Horatio, Washington, and West Streets was developed with a handsome neo-Classical style ensemble in tan brick, by noted architects Lansing C. Holden, J. Graham Glover, and John B. Snook Sons, that included a power plant and nine cold storage warehouses for the Manhattan Refrigerating Co. (incorporated 1894).

The company was responsible for installing the system of underground pipes that carried refrigeration to market-related structures throughout the district by about 1906. This infrastructure, along with the completion by the N.Y.C. Dept. of Docks of the nearby Gansevoort Piers (1894-1902) and Chelsea Piers (1902-10, with Warren & Wetmore), docks for the great trans- Atlantic steamships (and the busiest section of New York's port), had profound impacts on the district. The distribution of wholesale meat, poultry, and seafood, particularly for hotels, restaurants, and steamships, emerged as an important business throughout the district, resulting in new construction as well as bringing new uses to existing buildings. Some companies were subsidiaries of major national meatpackers, while other independent firms were among the nation's largest.

The underground refrigeration system, the new piers, and the emergence of new uses relating to the burgeoning hotel and steamship industry further triggered the 20th-century construction and architectural change and flexibility that has shaped the character of the Gansevoort Market Historic District. Typically, commercial redevelopments of neighborhoods in New York City involved the demolition of earlier buildings for structures housing new uses. However, one of the district's unique qualities is that earlier buildings were retained and altered to market uses. Earlier examples include the Centennial Brewery (409-41 1 West 14" Street), converted to meat, produce, and dairy use in 1901, and 21-27 Ninth Avenue, rowhouses adapted in 1923-24 as meat market buildings.

Over the years, the Astors continued their policy of high-quality architectural commissions by hiring distinguished architects known for their significant public, commercial, and residential buildings, such as the neo-Classical style offices and printing plant (1901-02, Trowbridge & Livingston) of P.F. Collier & Son, publisher of books and the nationally-known magazine Collier's, at 416-424 West 13' Street; the neo-Romanesque style liquor warehouse at 29-35 Ninth Avenue (1902-03, Boring & Tilton); and the Arts and Crafts style warehouse building (1913, LaFarge, Morris & Cullen) at 5 Little West 1 2 '~S treet.

The completion of the Holland Tunnel (1927), the elevated Miller Highway (1931), and the New York Central Railroad's elevated freight railway (1934) providedeasier access between the area and the metropolitan region and spurred another major phase of new low-rise construction and the functional conversion of existing buildings for market use in the district. New structures included the earlyInternationa1 style General Electric Co. annex (1929-30, Lockwood Greene Engineers, Inc.) at 414 West 14' Street, and the Moderne style John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14'~S treet.

The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, through such new construction as the fruitlproduce market building (1938-39, Charles H. Stadler) at No. 46-50, and the Moderne style R&L Restaurant (1949), at No.69, and newly adapted structures, including No. 52-58 (formerly James C. Hoe & Co.), altered as a market building in 1937, and No. 60-68 (1880-81 tenements), reduced to a two-story market building in 1940.

By World War II, poultry- and meat- packing had consolidated as the main commercial activity within the district. Maritime commerce along the Hudson River waterfront declined by the 1960s, however, with the end of the ocean liner era and the rise of containerized shipping. Changes in the meat and poultry industries meant a lessening presence in this area. The Manhattan Refrigerating Co. closed in 1979 and its buildings were subsequently converted to apartments.

The completion of several more transportation and development projects (most located outside the historic district) in the 1930s spurred another major phase of new low-rise construction and functional conversion for market use of existing buildings within the historic district. Easier access was provided between the market area and the metropolitan region. The construction of the elevated Miller Highway (1929-3 1) necessitated the displacement of some produce and meat and poultry merchants in both the Gansevoort and West Washington Markets, including the demolition of several buildings at the latter. The Port of New York Authority built the Union Inland Terminal No. 1 (1931-32, Abbott, Merkt & Co.), a unified truck-rail terminal (modeled functionally after the Starrett-Lehigh Building), just northeast of the district and occupying the entire block at Ninth Avenue and West 15" Street.

The New York Central Railroad's elevated freight railway (193 1-34) passed through some thirty buildings on its route southward to the new St. John's Park Freight Terminal at West and Clarkson Streets. This railway also used part of the Gansevoort Market site, and additionally, the City constructed a meat processing plant on the market site (1939). The Lincoln Tunnel (1937) provided a second automotive route to New Jersey. The Ninth Avenue el, which ran through the district, was demolished (c. 1940); streetcar tracks located below the el had been taken up in 1936.

The first new purpose-built low-scale (one-story) market building in the historic district was 14-20 Little West 12" Street (1928, John B. Snook Sons), for the Wendel family and used initially by produce merchants. The P.F. Collier & Son building at 416-424 West 13" Street became a warehouse of the General Electric Co. in 1929; an early International style annex (1929-30, Lockwood Greene Engineers, Inc.) was constructed next door at 414 West 14" Street. Owned by Vincent Astor, this was the last of the Astor improvements within the district. 13 and 15 Little West 12' Street (1933, Martin Smith) were one-story fruit market buildings. Designed in the Moderne style were the John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14th Street; the meat market building at 837-843 Washington Street (1938, David M. Oltarsh); and the fruitlproduce market building at 46-50 Gansevoort Street (1938-39, Charles H. Stadler).

Built at a time when the growing prevalence of the automobile resulted in the predominance of new market types throughout the U.S. (such as drive-in markets, chain grocery stores, and supermarkets), these buildings are rare and late examples of the older market building typology.34 Many of the buildings in the district that were architecturally adapted for market functions were properties acquired through foreclosure at the height of the Depression. Most of these buildings were functionally maximized at two stories (vacant, formerly residential, upper stories were no longer necessary): the lower story was refrigerated for produce or meat use and the upper story held offices. The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, largely through such newly-adapted structures, including the vernacular style No. 52-58 (formerly James C. Hoe & Co.), altered as a fruit and produce market building in 1937 (S. Walter Katz); the neo-Grec style No. 60-68 (five 1880-81 tenements), reduced to a two-story market building in 1940 (Voorhees, Walker, Foley & Smith); and No. 7 1-73 (aka 8 17- 821 Washington Street) (three 1886-87 Queen Anne style French flats buildings), reduced to three stories in 1940 for use as a meat market building. The neo-Grec and utilitarian style 823-833 Washington Street and neo-Grec style 32-36 Little West 12" Street, 1880 two-story market buildings, were also altered in 1940-41 for meat merchants.

By World War II, poultry- and meat- packing had consolidated as the main commercial activity throughout the district. The opening of the Queens Live Poultry Terminal Market (1941) caused poultry dealers to move from the West Washington Market, replaced in part by produce merchants. The creation in 1950 of the Gansevoort Market Meat Center on the site of Gansevoort Market and the demolition of the remaining West Washington Market buildings, with the associated displacement of the businesses at both locations, hastened changes within the district. In 1959, the Gansevoort Market area was referred to in the New York Times as "the largest meat and poultry receiving market in the world. In the district, 408-412 West 13" Street (1941, Charles N. & Selig Whinston) was a new two-story market building used by hides/skins and meat businesses, while 36- 40 Gansevoort Street (aka 831-835 Greenwich Street) (1947-48, Horace Ginsbern & Assocs.), for poultry businesses, was the last new purpose-built market building in the district. The Moderne style R & L Restaurant (1949), 69 Gansevoort Street, resulted from the alteration of a three-story house.

Alterations associated with conversions to meat market uses included 809-813 Washington Street (aka 70-74 Gansevoort Street) (1940-42, Voorhees, Walker, Foley & Smith), a freight trucking depot altered in 1950; 402-404 and 406 West 13th Street (1840s rowhouses) altered in1950 and 1955 (Abraham L. Seiden); and 15 and 13 Little West 12" Street (c. 1961 and 1969 additions, bylattributed to Seiden).

Today, the Gansevoort Market Historic District is a vibrant neighborhood of remaining meatpackers, high-end retail commerce, restaurants, offices, clubs, galleries, and apartments, that retains, despite recent changes, a strong and integral sense of place as a market district, due to its distinctive streetscapes, metal canopies, notable buildings, both purpose-built and those adapted over the years for market use, and unusual street pattern with its Belgian block paving.

- From the 2003 NYCLPC Landmark Designation Report

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

^ www.evergreen.com.tw/

^ 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

66 726 uncoupling the containers and about to run round at Buildwas (Ironbridge Power Station)

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.

- Cisco Delivers Containerized Data Center

Greenwich Village, Manhattan

The American Seamen's Friend Society Sailors' Home and Institute was constructed in 1907-08 to the handsome neo-Classical style design of architect William A. Boring. He was formerly a partner in Boring & [Edward L.] Tilton, most noted as the firm that won the 1897 competition for new buildings at the U.S. Immigration Station on Ellis Island. The American Seamen's Friend Society (ASFS), established in New York City in 1828, was one of a number of nineteenth-century religious organizations concerned with improving the social and moral welfare of seamen throughout the U.S. and abroad. ASFS, which had operated a Sailors' Home near the East River docks from 1837 to 1903, purchased a lot in 1905 in Greenwich Village amidst the busiest section of the by then more active Hudson River waterfront. Half of the cost of the Sailors' Home and Institute was paid for by a grant from Olivia Sage, one of the world's wealthiest and most important philanthropic women.

The five-story (plus basement and partial sixth story) building, clad in brick and cast stone on its principal facades, is distinctively embellished with a polygonal comer tower, entrance portico, and nautical ornament. Called by the New York Times "the largest institution of its kind in the world," it was operated as a hotel with numerous amenities for seamen of the commercial merchant marine, as well as a home for indigent sailors, and was intended as an alternative to the waterfront "dives" and sailors' boardinghouses. After the luxury liner Titanic sank in 1912, surviving crew members received care here. In 1930-31, ASFS joined with the Young Men's Christian and Seamen's Christian Associations in building a new Seamen's House at 550 West 20th Street.

The American Seamen's Friend Society Sailors' Home and Institute building then became the Seamen's Relief Center annex, which provided free beds and meals to destitute seamen during the Depression and World War n. The property was officially conveyed in 1944 to the YMCA, which removed a beacon from the tower in 1946, symbolically signaling the end of its institutional history. Since then it has been a residential and transient hotel. The building stands out along the Hudson River waterfront as a significant reminder of the era when the Port of New York was one of the world's busiest and half a million seamen docked in the city each year.

American Seamen's Friend Society

The American Seamen's Friend Society (ASFS), formally established in New York City in May 1828, was one of a number of nineteenth-century religious organizations concerned with improving the social and moral welfare of seamen throughout the United States and abroad. It was part of the broader American evangelical reform movement, whose followers and organizations also distributed bibles and tracts, funded missionaries, and advocated temperance and abolition of slavery. In American seaport towns, the perceived vices of sailors in waterfront sections were seen as threats to the general moral order. ASFS was also genuinely concerned with the physical well-being of sailors, who were generally poor and exploited working-class men with specific job-related problems and needs.

The roots of ASFS were in the Brick Presbyterian Church; members began holding prayer meetings in 1816 on Water Street that were attended by large numbers of sailors, suggesting a need for an interdenominational church especially for them. The Marine Bible Society (1817) and the Society for Promoting the Gospel Among Seamen in the Port of New York (1818) supported the building of the first Mariners Church (1820), located on Roosevelt Street near the East River. Rev. John Truair of that church, who was also the founder of The Mariner's Magazine, called for a meeting in 1825 to plan for a national nonsectarian seamen's welfare association. The Hon. Smith Thompson, a Justice of the U.S. Supreme Court and a former Secretary of the Navy,2 was the first president of ASFS and Rev. Joshua Leavitt, a leading reformer and editor,3 was the first general agent. Most of its trustees were from the U.S. Navy and from other American port cities. ASFS was incorporated in 1833.

The goals of ASFS, as later stated, were "to improve the social, moral and religious condition of seamen; to protect them from imposition and fraud; to prevent them from becoming a curse to each other and the world; to rescue them from sin and its consequences, and to save their souls. ... [and] to sanctify commerce, an interest and a power in the earth, second only to religion itself, and make it everywhere serve as the handmaid of Christianity."4 The leaders of ASFS further desired to "enlist the seamen of America and the world in the foreign mission enterprise."5 The major activities of ASFS to effect those goals were the "founding of chaplaincies, building of Bethels, i.e., seamen's churches, ... promoting a mental and moral culture among seamen afloat by the Loan Library System, and philanthropic work, such as promoting Sailors' Homes, Mariners'

Houses, Institutes, Reading Rooms, Coffee Rooms, Shelters, and other places of a helpful character."6

In 1828, ASFS began publication of The Sailor's Magazine & Naval Journal; the first Seamen's Bethel Church was founded in 1829 in Honolulu; the first loan library began in 1833; and forty-two local ASFS chapters had been formed by 1834. Many of the trustees and officers of ASFS also presided over the Seamen's Bank for Savings, established in 1829 for the legitimate handling of sailors' wages. Later in the century, ASFS confined its work solely to seamen of the commercial merchant marine, rather than including sailors of the U.S. Navy.

In New York City and elsewhere, one of the main concerns of ASFS founders was the need for sailors' homes that offered alternatives to the "dives, dance halls, saloons, and the sailors' boarding houses" that lined the waterfront.7 A sailors' home in New York was planned as early as 1830, but it did not open until 1837 in a leased building at 140 Cherry Street near the East River docks. Two more homes, one for "colored seamen," were opened over the next three years. In 1841-42, ASFS built a new Sailors' Home at 190 Cherry Street, which was called by the organization "the first sailors' home in the United States to be erected and maintained by a welfare society."8

This building held sleeping quarters for around 300 sailors, as well as a bank, library, chapel, and reading, dining, and recreation rooms. The Annual Report of ASFS in 1879 referred to the "remodeling, enlargement and virtual rebuilding" of the facility, which was completed in 1880.9 The Sailors' Home was closed in 1903 and the property acquired by the city for the construction of the approach to the Manhattan Bridge. Although the Sailors' Home had accommodated over 128,000 seamen to that date, its usefulness in the old seaport neighborhood of the East River docks had lessened since the North (Hudson) River had become the more active waterfront. In January 1905, ASFS acquired a lot for a new home at the northeast corner of West and Jane Streets in Greenwich Village for $70,000.

The Port of New York and the Greenwich Village Waterfront

By the early nineteenth century, New York City developed as the largest port in the United States and in the early twentieth century emerged as one of the busiest ports in the world. In Manhattan, South Street along the East River had been the primary artery for maritime commerce, but West Street became a competitor in the 1870s and supplanted the former by about 1890. ASFS specifically chose a location that was the approximate midway point between Piers 1 and 91 that lined the busy North (Hudson) River waterfront. This site was also close to the nine Chelsea Piers (1902-10, Warren & Wetmore, demolished) then under construction, which were to be the docks of the great transatlantic liners for the "United States, Grace, Cunard White Star, Panama Pacific, and American Merchant" lines.10

This area was described in 1914 as "in the heart of the busiest section of the port, adjacent to the transatlantic liners, coast and gulf vessels, between Christopher and 23rd Streets, surrounded by 5,000 seamen of all nationalities" of the half a million seamen that came into the harbor each year.11 By 1939, the Federal Writers' Project's New York City Guide described this "most lucrative water-front property in the world" as follows:

Although the western rim of Manhattan is but a small section of New York's far-flung port, along it is concentrated the largest aggregate of marine enterprises in the world. Glaciers of freight and cargo move across this strip of ... water front. It is the domain of the super-liner, but it is shared by the freighter, the river boat, the ferry, and the soot-faced tug... Ships and shipping are not visible along much of West Street. South of Twenty-third Street, the river is walled by an almost unbroken line of bulkhead sheds and dock structures... Opposite the piers, along the entire length of the highway, nearly every block houses its quota of cheap lunchrooms, tawdry saloons and waterfront haberdasheries catering to the thousands of polyglot seamen who haunt the "front." Men "on the beach" (out of employment) usually make their headquarters in barrooms, which are frequented mainly by employees of lines leasing piers in their vicinity. 12

American Seamen' s Friend Society Sailors' Home and Institute 13

The ASFS Annual Report in 1905 stated that it had "under consideration a new place for the men, more modern and to meet local and the Society's needs."14 In April 1906, ASFS announced thatits new home was to be built to plans from the office of architects Boring and Tilton. The trustees of ASFS were concerned about constructing an expensive new building. Two months earlier, another organization, the Seamen's Church Institute, had unveiled plans to construct what it intended to be the world's largest sailors' home at Coenties Slip and South Street. In April 1907, however, ASFS received an unsolicited gift of $150,000 from Olivia Sage.

The widow of financier Russell Sage and one of the world's wealthiest and most important philanthropic women, she was a relative of Rev. Charles A. Stoddard, the president of ASFS.15 "Said to be the largest single gift for seamen's work up to that time,"16 it was given the same month that Olivia Sage created the Russell Sage Foundation.17 As quoted in the Mew York Times, Mrs. Sage requested that "the building [be] correct and adequate from the start."18

A rendering of the proposed American Seamen's Friend Society Sailors' Home and Institute appeared on the cover of the ASFS Annual Report of 1906 and in the Real Estate Record & Guide of July 13, 1907. The accompanying article in the latter journal stated that the building would accommodate about 250 men and be partly "modeled after the Mills Hotel."19 (Mills House (1896-97, Ernest Flagg), 160 Bleecker Street, had been built as a hotel for working men.) Reflecting the "institute" part of its name, the building would house various recreational and other amenities. By the end of July, the construction contract was awarded to Richard Deeves & Son. The building as originally proposed was to be clad in white granite on the ground story and light-colored brick and limestone above. The design featured a polygonal corner tower rising an additional story and surmounted by a beacon and a flagpole; a roof garden with pergolas; and a monumental round-arched entrance adjacent to the tower on the longer facade on Jane Street.

The cornerstone was laid on November 26,1907. A number of changes were made to the original design, such as the substitution of red brick, laid in English bond, and cast stone as the cladding materials of the principal facades, and buff brick elsewhere; elimination of the roof pergolas; construction of a rectangular entrance portico, with an entablature supported by pilasters and columns, and a straight stoop rather than a box stoop; and modifications to the overall decorative scheme.

The five-story (plus basement and partial sixth story) structure was built with iron-and-steel framing on concrete footings. The plan is arranged around an open light court above the second story. The completed building, called by ASFS "the first of its kind in the United States" and "the largest and finest building for seamen on the western Continent,"20 was dedicated and opened on October 7, 1908. The New York Times called it "the largest institution of its kind in the world," as well as a "handsome" building "which has all the appurtenances of a modern club."21 Nautical motifs that refer to ASFS are included on cartouches above the first story. The total cost, including the lot and furnishings, was around $300,000. During the dedication week, ASFS sponsored the first International Conference for Welfare Workers for Seamen. The building design appeared in the annual exhibition of the Architectural League of New York in 1908.22 George Jean Nathan, writing in Harper's Weekly in 1909, referred to it as "the greatest nonresident club in the world."23

The American Seamen's Friend Society Sailors' Home and Institute was operated as a hotel for seamen of all nationalities and ranks, as well as a free home for destitute, sick, or shipwrecked sailors. The different classes of seamen had separate quarters: there were 170 single rooms for sailors and firemen, thirty-two rooms for officers and engineers, and a dormitory with beds for twenty-four cooks and stewards. Amenities included a swimming pool, a bowling alley, and a restaurant in the basement; an auditorium/concert hall (for lectures, weekly concerts, and amateur theatricals), the general offices of ASFS, and rooms for reading, writing, and billiards on the first story; an interdenominational chapel (the "Church of the Sea" for daily evening prayers), officers' billiard rooms, and lounging rooms on the second story; as well as a bank, postal service, showers, library, laundry, cooperative clothing store, and baggage room.24 The tower, with an observatory and a polygonal beacon "whose light flashes a welcome up and down the river,"25 was planned to include a navigation school. The initial cost of lodging per night was 25 cents for seamen and 50 or 75 cents for officers; dinner cost 25 cents. The Sailors' Home and Institute was intended to provide "opportunities for rest and recreation among decent surroundings," an alternative "far different from the other hotels and lodging houses on the waterfront."26 It was reported that in the month of February 1909 nearly 16,000 sailors visited the building.27

Later History

ASFS considered its successful Sailors' Home and Institute "the most popular resort for seamen in the port... [and that it ] was also a model largely patterned after by other organizations who were building homes for seamen."31 After the luxury liner Titanic sank on its maiden voyage on April 15, 1912, surviving crew members carried by the Carpathia docked in New York at Pier 54 on April 18 and were brought to the Sailors' Home and Institute, where they received care and clothing. A memorial for the victims of the Titanic was held here on April 19.

By the 1920s, there were three seamen's welfare organizations near each other on the Greenwich Village-Chelsea waterfront: ASFS, the Young Men's Christian Association Merchant Seamen's Branch (established 1920), 525 West 23rd Street, and the Seamen's Christian Association (founded 1888), 399 West Street. The trustees of these agencies decided to cooperate rather than compete in mission and fundraising. In October 1928, ASFS made an agreement with the YMCA that it would sell its Sailors' Home and Institute building and turn over the proceeds for the construction of a new facility to be operated by the YMCA. The Seamen's Christian Association made a similar agreement.

The eight-story, million-dollar Seamen's House (1930-31, Shreve, Lamb & Harmon; plans by the Architectural Bureau of the National Council of the YMCA), 550 West 20th Street, was dedicated on November 2,1931. At that time, the American Seamen's Friend Society Sailors' Home and Institute building was officially closed. The three organizations participated in the program, administration, and staffing of the new building, which catered to the needs of the crews of the estimated 10,000 passenger and freight ships that docked in New York harbor each year.

The American Seamen's Friend Society Sailors' Home and Institute building, rather than being sold, soon became the Seamen's Relief Center annex, where free beds and meals were provided to indigent seamen during the Depression and World War n. The building was officially conveyed in 1944 to the YMCA, which removed the beacon from the tower in 1946, symbolically signaling the end of its institutional history. Since then it has been a privately-held residential and transient hotel. It was acquired in 1946 by the Jane-West Corp. and operated as the Jane-West Hotel. The property was transferred in 1951 to Benbar Associates, and in 1967 to Hotel Associates. It has recently been named the Riverview Hotel. From the 1930s until the present, the building has housed a series of commercial tenants, such as a lunchroom, a bar and grill, a theater, clubs, and union offices.

After 1960, with the introduction of containerized shipping and the accompanying need for large facilities (space for which could be accommodated in Brooklyn and New Jersey), the Manhattan waterfront rapidly declined as the center of New York's maritime commerce. In addition, airplanes replaced ocean liners carrying passengers overseas. Most of the piers and many buildings associated with Manhattan's maritime history have been demolished. ASFS disbanded its New York office in the 1970s. The American Seamen's Friend Society Sailors' Home and Institute building remains a significant reminder of the era when the Port of New York was one of the world's busiest and half a million seamen docked in the city each year.

Description

The five-story (plus basement and partial sixth story) neo-Classical style American Seamen's Friend Society Sailors' Home and Institute is located on the northeast corner of West and Jane Streets. The building is clad in red brick laid in English bond with cast-stone trim on its principal facades, and buff brick elsewhere. It is arranged with three-and-a-half bays along West Street and a six-bay pavilion along Jane Street (each bay on each facade having paired of windows on the upper three stories), that are connected to a polygonal corner tower, rising an additional story, and a first-story entrance portico located in front of a one-bay setback to the east of the tower. The plan is arranged around an open light court above the second story.

A partial sixth story and elevator bulkhead are located adjacent to (northeast of) the tower. The building is embellished by round-arched windows on the first story and rectangular windows above, most with patterned brick surrounds and/or keystones; a stringcourse or band course above the basement, at the first-story sill level, above the first story, at the second-story sill level, and above the fourth story; and patterned brick panels at the fifth story. The building is surmounted by a denticulated and modillioned cornice. The base of the building has recently been painted. Non-historic anodized aluminum windows have replaced original six-over-one or eight-over-one double-hung wood sash; those on the first story had multi-paned fanlights.

Non-historic security lights have been installed along the top of the base and above the cornice. West Street facade The base has an entrance at the north end with a molded surround and bracketed entablature (recently painted) and non-historic metal door; two openings covered by non-historic rolldown gates; and a basement entrance with stone steps and a non-historic metal door. The areaway has a non-historic metal railing set on a stone base, and wood bins. Two rondels are between the first-story arched windows. The first story is terminated by a molded band flanked by cartouches bearing fish, anchors, ropes, and buoys. Narrow windows are above the north-end entrance on the first through fourth stories. Jane Street facade The base has three entrances with non-historic metal doors and stone steps; two windows covered with mesh; one opening with louvers; an historic iron railing set on a stone base; and wood bins. Stone steps with a brick and concrete (recently painted) cheekwall and a metal mesh screen and gate, lead to a first-story entrance at the east end, which has a non-historic metal door and wood "parapet." The first-story round-arched windows are covered with wood and louvers.

Two banner flagpoles were recently placed to the east of the entrance portico. Tower The four-sided, six-story corner tower has a cornerstone on the base with the inscription "A.D. 1907"; three bracketed balconies above the first story; patterned brickwork and round-arched windows on the sixth story; and a secondary cornice and balustrade. The original polygonal, steel-framed and copper-clad beacon, surmounted by a large flagpole, was removed in 1946; presumably at the same time, an original iron railing was removed at the sixth story above the cornice. Three square openings in the base are covered by non-historic rolldown gates and wood. A non-historic security camera has been placed on the first story on West Street; a non-historic electrical connection/wireless antenna box is located between the comer and eastern balconies; and a non-historic neon sign hangs at the second story. Entrance portico The rectangular entrance portico is flanked by pilasters and columns that support an entablature surmounted by a balustrade ornamented by cartouches bearing anchors, ropes, and wreaths.

A non-historic metal sign with the inscription "Hotel Riverview" has been placed on the east side. Stone steps are flanked by historic curved decorative iron railings. The side walls of the portico frame brick-clad panels (recently painted). The entrance has a molded surround, double wood-and-glass doors, and multi-pane sidelights and transom. The ceiling of the portico is clad with Guastavino tiles.33 The portico is flanked by plaques with original decorative metal sconces. A non-historic curved fabric entrance canopy is supported by metal poles on the sidewalk. East wall The side wall, partially visible from the street, is clad in red and buff brick and has the returns of the cornice, band courses, and stringcourses, one bay of windows, an end chimney, and a fire escape. A non-historic security camera has been placed at the Jane Street corner.

- From the 2000 NYCLPC Landmark Designation Report

Love the bit about a "non-historic security camera."

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

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

Fleet Air Arm XJ607 De Havilland DH-110 Sea Vixen FAW Mk.2 c/n 110074.

Built in Christchurch, UK as a Mk.1, it was first flown from Hurn on 22 November 1960. Allocated to numerous RN Fleet Air Arm squadrons during its life span, notably 890 Squadron (on HMS Ark Royal), 893 Squadron (on HMS Victorious), 892 Squadron (HMS Hermes), and 766 Squadron. Conversion to FAW Mk.2 commenced 28 February 1964.

Ended its service days as an instructional airframe. In May 1987 the aircraft was pit up for disposal tender. Finally in March 1996 the aircraft was broken up.

Nose section and other components purchased from owner, Mr. John Hallett, by QAM (Queensland Air Museum) on 18 November 1996. Collected and containerized for shipping to Australia in turn arriving at Caloundra on 2 May 1997.

Restoration work commenced and the nose sector was mounted on a trailer as a mobile display unit which is frequently seen at air shows and other public displays.

The nose section is where the GEC AI Mk.18 radar is housed - Day 1 Watts Bridge Airfield Festival of Flight 'The Vintage Experience' 2009. File: XJ607_YWSG_20090829_7824

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

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.

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

Looks like a holiday at the Port of Oakland in northern California, but its not. A labor dispute between members of the International Longshoremen and Warehouse Union and waterfront employers on the U.S. West Coast has heated up over the past couple years, with protests and other actions in the Pacific Northwest and at ports in California. And while work has not stopped completely there has been a dramatic container volume decline while the two sides try to reach agreement.

The Port of Oakland was established in 1927, and is a world-class international cargo transportation and distribution hub. Located on the mainland shore of San Francisco Bay, one of the great natural harbors of the world. The Port loads and discharges more than 99% of the containerized goods moving through northern California. Oakland's cargo volume makes it the fifth busiest container port in the United States,

SF Bay RR, 21 June 2018

The San Francisco Bay RR operates on the southeast side of San Francisco on and near the port. It uses two Alco S2 switchers that were built for the State Belt RR, later the San Francisco Belt RR, the line that served the piers of the Port of San Francisco for many years.

As shipping companies moved to containerization, the Port of Oakland became the big northern California container terminal and most of the piers of the Port of San Francisco were abandoned or converted to uses other than marine freight, so the SF Belt RR found itself out of a job. After 1989 Loma Prieta earthquake damaged the Embarcadero Freeway, which had run over the SF Belt for most of its length, the freeway was removed, opening up San Francisco's waterfront and much of the Belt's trackage as converted for use by the Muni F line, which runs historic streetcars to Fishermen's Wharf, and the Muni lines that now server the Caltrain station.

Meanwhile, Pier 96, near Hunter's Point was converted to a container facility and the railroad's operations survived there. The line was renamed the San Francisco Bay RR and continued to use Alco S2s 23 and 25 to switch its customers.

Today, the railroad's main business is transloading dirty dirt from constructions and clean up sites in the Bay Area from trucks to railcars. It is owned by Waste Solutions Group, which also owns a fleet of hopper cars. The SF Bay and UP interchange on an as needed basis, with UP's South City job running into the SF Bay's yard on Cargo Way with empties and taking away loads.

A couple of railfans, Ryan and Ben, work for the railroad and Ryan invited me to come by for a visit. I had stopped by one afternoon a couple of years ago, and lucked out to see an S2 running around the yard a bit, but the railrroad usually goes on duty betweeen 4 and 5 am, switches cars for a few hours and then is done for the day. So, a visit to the SF Bay from Sacramento entailed a night in a hotel. It took a few tries for me to get time off from work scheduled on the same day the railroad was running.

Eventually, it all lined up and my alarm went off at 0315 at a hotel in Daly City, just south of the SF city limit.

I was at the yard by 4 and met Ben, who went out and started Alco 23. 25 is out of service with a bad bearing on the radiator fan drive shaft. Ryan explained that the SF Belt had done a jerry rigged repair of the shaft at some point and it was never documented, so nobody knew about the bearing until it failed. As a new low emission unit will be delivered in the next few months, there is no reason to repair 25. 25 will be put on display somewhere, perhaps near the Ferry Building, while 23 will be held as backup for the new unit.

But for now, an S2 built in 1944 is doing the job it was built to do. If you think about it, that is as though the Virginia and Truckee had still been using the Reno and Genoa during WW2.

Shorty after I got there, Ben went out and fired up the 23. It has a block heater, so it started easily with a puff of white smoke. He did an inspection of the engine, including checking the journal boxes. We then went back into the office and waited for Ryan, brakeman Johnny, and engineer Nick to arrive. The crew plotted their switching moves for the day. Ryan, who is yard operations manager, suggested that I get some blue hour photos from the ground as empties were switched and then we rode 23 while they switched loads.

Each car has dirt from one particular construction site and the dirt from sites cannot be mixed as different sites will have different contamination. UP ships it to a dump site in Nevada, where it is processed. Ryan explained that sometimes they can use dividers in a car to separate dirt from different projects if there is not that much.

Right now transshipping dirty dirt is the SF Bay's only business, but there a couple of other industries are interested in bringing new business. The line that crosses the Illinois St. bridge has been out of service for a couple of years as there currently no customers north of Islais Creek.

We rode the S2 for a while after the day brightened, then got down and Ryan drove me around in a company car to get some more angles as they switched. He then had other work to do and I shot the end of 23's work day as well as 25, some spare Alco parts and another project of Waste Solutions, goats that are leased out for natural weed control. Ryan said that since Waste Solutions got more cars, they can't use their goats as much for weed control in the yard as most of the yard tracks are occupied.

The crew called it a day for switching about 0800 and then would be doing other work in the yard for the rest of their work day.

All of these photos were taken with permission after signing a release and while wearing required PPE.

I want to than Ryan, Ben, Johnny and Nick for their hospitality. I had a great time.

4.9.13

This 173-acre terminal has 4,780 linear feet (1,457m) of berthing space on 40 feet (12.2m) of deepwater.

The terminal handles containerized and breakbulk cargoes, imported automobiles and liquid bulk commodities such as turpentine and vegetable oil. Breakbulk cargoes include steel, lumber and paper, and a variety of frozen and chilled goods. Talleyrand is equipped with four container cranes, on-dock rail and 160,000 square feet of transit shed space capable of handling cargo in refrigerated, freezer or ambient conditions. Additionally, a 553,000-square foot warehouse stores a variety of cargoes, including rolls of fine and specialty papers, magazine papers and newsprint.

The Talleyrand terminal also offers two 50-LT capacity rubber tired gantry cranes, both of which straddle four rail spurs totaling 4,800 linear feet (1,463 m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX railroads. The terminal is only 25 minutes from Florida East Coast Railroad's intermodal ramp, and is conveniently located within minutes of interstates I-95 and I-10.

Photo Credit: JAXPORT, Meredith Fordham Hughes

Meatpacking District, Gansevoort Market Historic District, Manhattan

From 1819 to 1979, this property was owned by John Jacob Astor I and his descendants, transferred to his grandson William Astor in 1878 after partition of the Astor Estate, to the Trustees for Helen Rebecca Roosevelt and James Roosevelt Roosevelt, Jr., his granddaughter and grandson, after William Astor's death in 1892, and to Helen RebeccaRoosevelt Robinson and James Roosevelt Roosevelt, Jr., when they came of age, and in 1941 (lot 60) and in 1963 (lot 27) to Helen's four children, Douglas Robinson, Helen Douglas Robinson Hinckley (later Cutting), Elizabeth Mary Douglas Robinson de Sibour, and Alida Douglas Robinson Walker (later Sage).

In 1887, this five-story, long (on two lots) market building was built to the design of architect James W. Cole. At the same time, two other buildings designed by Cole were under construction for the Astors: 440 West 14' Street (across the street) and 817- 821 Washington Street [see]. Produce and provisions merchants were the immediate tenants of this structure (some remaining for decades), including Pape & Deyol W.C. Deyo & Bro., Henry E. Schwitters/& Son, and Joseph B. Kirk, produce; Christian H. Koster/& Son, and Patrick Ford & Son, butter and eggs; and Lauricella & Pittorinol Landini & Pittorino, fruit. By the late 1920s, meatpackers were the predominant tenants in the building, some of the longer-term of whom were Scanlan Bros., Inc., Long Island Beef Co., Dorato & Cerutti 1 Allied Farms, City Provision Co., Adolf Kusy & Co., Samuel Bender & Sons, State Provision Co.1 Zucker & Friend Walpole Bros., Zeger, Inc., A. & M. Bugnon, and Republic Meat Co. Two furniture-related businesses were Ruby Lamp Mfg. Co.1 Brighter Lighting Co.1 Lighting Distributors, Inc., and Valley Upholstery Co.1 Valley Furniture Shops, Inc. The biker bar Hogs & Heifers has been located here since the early 1990s. The building was purchased in 2000 for over $10 million by Starwood Urban Retail MM, Inc., Washington- and Connecticut-based investors, for redevelopment, including offices and high-end retail.

This Queen Anne style building, which contains significant portions of its historic fabric, contributes to the historically-mixed architecture and varied uses - including market-related functions - of the Gansevoort Market Historic District. Constructed in 1887, during one of the major phases of development of the district, when buildings were constructed for produce-related businesses and other market uses, the building further contributes to the visual cohesion of the district through its prominence on two corners and long Washington Street blockfront, its three brick and stone facades, cast-iron storefronts, metal canopies, and the fact that it is one of three buildings in the district designed by architect James W. Cole.

----About the district----

The Gansevoort Market Historic District - consisting of 104 buildings - is distinctive for its architectural character which reflects the area's long history of continuous, varied use as a place of dwelling, industry, and commerce, particularly as a marketplace, and its urban layout. The buildings, most dating from the 1840s through the 1940s, represent four major phases of development, and include both purpose-built structures, designed in then-fashionable styles, and those later adapted for market use.

The architecture of the district tells the story of an important era in New York City's history when it became the financial center of the country and when its markets were expanding to serve the metropolitan region and beyond. Visual cohesion is provided to the streetscapes by the predominance of brick as a facade material; the one- to six-story scale; the presence of buildings designed by the same architects, a number of them prominent, including specialists in market-related structures; the existence of metal canopies originally installed for market purposes; and the Belgian block paving still visible on most streets.

The street layout is shaped by the transition between the irregular pattern of northwestern Greenwich Village (as far north as Gansevoort Street) and the grid of the 1811 Commissioner's Plan. Unusually large and open intersections contribute to the area's unique quality, particularly where Ninth Avenue meets West 14'~S treet and Gansevoort Street (which was widened in l887), and provide sweeping vistas that showcase the unusual building typology and mixed-use quality of the district. Aside from Tribeca, the Gansevoort Market Historic District is the only remaining marketplace district that served the once-flourishing Hudson River commercial waterfront.

The earliest buildings in the historic district date from the period between 1840 and 1854, most built as rowhouses and town houses, several of which soon became very early working-class tenements (all eventually had stores on the ground floor). The area's early mixed use, however, is evident in the rare surviving early factory building (c. 1849-60), on a flatiron-shaped lot, for Col. Silas C. Herring, a nationally significant manufacturer of safes and locks, at 669-685 Hudson Street.

This mixed use, consisting of single-family houses, multiple dwellings, and industry was unusual for the period. The stretch of Ninth Avenue between Gansevoort and West 15' Streets, albeit altered and interrupted with later additions, offers the vista of a distinctive Manhattan streetscape featuring twenty buildings of the 1840s: the rowhouses at Nos. 3-7 (c. 1849) and Nos. 21-27 (c. 1844-46), the Herring factory, and culminating in the rare, picturesque ensemble of twelve rowhouses and town houses, Nos. 44-60 Ninth Avenue and 351-355 West 14th Street (c. 1841-46), at the wide, angled intersection with Hudson and West 14" Streets. Another business from this period was the woodworking factory of the prominent building firm of James C. Hoe & Co. (c. 1850-54) at 52-58 Gansevoort Street (later altered).

After the Civil War, the area began to flourish commercially as New York City solidified its position as the financial center of the country, and construction resumed in the district in 1870. Two major businesses located here were A.H. Wellington's Merchants' Print Works (1 874, S. W. Johnson), cotton printers at 416-418 West 14" Street (later altered); and the Italianate style Centennial Brewery (1876, John B. Snook) at 409-41 1 West 14' Street.

The bulk of the buildings in the district date from the 1880s through the 1920s and were designed in then-popular historical revival styles. Residential and commercial development, including a variety of building types, was particularly spurred in the 1880s by two major factors. The first was the creation of two nearby municipal markets: the open-air Farmers' or Gansevoort Market (1 879), for regional produce, at Gansevoort and Washington Streets (adjacent to the historic district), and the West Washington Market (1889), for meat, poultry, and dairy products, on the river side of West Street. From the 1880s until World War II, wholesale produce, fruit, groceries, dairy products, eggs, specialty foods, and liquor (until Prohibition) were among the dominant businesses within the district in response to the adjacent markets, particularly along Gansevoort, Little West 12', and Washington Streets. The first of the two-story, purpose-built market buildings in the district were erected in 1880.

These vernacular and neo-Grec style structures typified the low-rise market buildings constructed in the district over the next 90 years: produce (or, later, meat) handling on the ground story, shielded by a metal canopy over the sidewalk, and offices on the second story.

Commercial construction during this period, which represents the highest percentage of the district's varied yet distinctive building stock, included not only low-rise purpose-built market buildings, but also, in a variety of period styles, stables buildings, and five- and six-story store-and-loft buildings and warehouses were constructed to house and serve these businesses. The warehouses, in particular, are among the most monumental structures in the district.

The second factor spurring development within the historic district was the 1878 partition of real estate owned by the Astor family, which had remained underdeveloped since John Jacob Astor 1's acquisition in 1819. Of the 104 buildings in the district, over one-third of them were constructed by the Astors and related family members. Astor improvements included the market buildings at 823-833 Washington Street and 32-36 Little West 12" Street (1880, Joseph M. Dunn, James Stroud); the distinguished Queen Anne style French flats building (with stores) at 440 West 14" Street (1887, James W. Cole), the block-long Queen Anne style produce market building at 859- 877 Washington Street (1887, Cole), and the handsome Romanesque Revival style stables building (1893, Thomas R. Jackson) for the New York Biscuit Co. (later Nabisco), the world's largest supplier of crackers, at 439-445 West 14" Street.

A number of other prominent owners also invested in real estate here and began to develop their properties: the Goelet family constructed the unusual flatiron-shaped store-and-loft building at 53-61 Gansevoort Street (1887, Dunn), which housed E.S.

Burnham & Co., clam canners; James AlfredRoosevelt owned the warehouse at 400 West 14thS treet (1886, Dunn); and former New York Mayor Hugh J. Grant developed the neo-Romanesque style warehouses (1 899-1900, George P. Chappell) at 97-103 Horatio Street. The Astors and other owners gave several commissions to architects Joseph M. Dunn, who designed seven buildings in the district, and James W. Cole, who designed three buildings in the district. These multiple commissions in the then-fashionable neo-Grec or Queen Anne styles contribute to the district's visual cohesion.

Between 1897 and 1935, nearly the entire block bounded by Gansevoort, Horatio, Washington, and West Streets was developed with a handsome neo-Classical style ensemble in tan brick, by noted architects Lansing C. Holden, J. Graham Glover, and John B. Snook Sons, that included a power plant and nine cold storage warehouses for the Manhattan Refrigerating Co. (incorporated 1894).

The company was responsible for installing the system of underground pipes that carried refrigeration to market-related structures throughout the district by about 1906. This infrastructure, along with the completion by the N.Y.C. Dept. of Docks of the nearby Gansevoort Piers (1894-1902) and Chelsea Piers (1902-10, with Warren & Wetmore), docks for the great trans- Atlantic steamships (and the busiest section of New York's port), had profound impacts on the district. The distribution of wholesale meat, poultry, and seafood, particularly for hotels, restaurants, and steamships, emerged as an important business throughout the district, resulting in new construction as well as bringing new uses to existing buildings. Some companies were subsidiaries of major national meatpackers, while other independent firms were among the nation's largest.

The underground refrigeration system, the new piers, and the emergence of new uses relating to the burgeoning hotel and steamship industry further triggered the 20th-century construction and architectural change and flexibility that has shaped the character of the Gansevoort Market Historic District. Typically, commercial redevelopments of neighborhoods in New York City involved the demolition of earlier buildings for structures housing new uses. However, one of the district's unique qualities is that earlier buildings were retained and altered to market uses. Earlier examples include the Centennial Brewery (409-41 1 West 14" Street), converted to meat, produce, and dairy use in 1901, and 21-27 Ninth Avenue, rowhouses adapted in 1923-24 as meat market buildings.

Over the years, the Astors continued their policy of high-quality architectural commissions by hiring distinguished architects known for their significant public, commercial, and residential buildings, such as the neo-Classical style offices and printing plant (1901-02, Trowbridge & Livingston) of P.F. Collier & Son, publisher of books and the nationally-known magazine Collier's, at 416-424 West 13' Street; the neo-Romanesque style liquor warehouse at 29-35 Ninth Avenue (1902-03, Boring & Tilton); and the Arts and Crafts style warehouse building (1913, LaFarge, Morris & Cullen) at 5 Little West 1 2 '~S treet.

The completion of the Holland Tunnel (1927), the elevated Miller Highway (1931), and the New York Central Railroad's elevated freight railway (1934) providedeasier access between the area and the metropolitan region and spurred another major phase of new low-rise construction and the functional conversion of existing buildings for market use in the district. New structures included the earlyInternationa1 style General Electric Co. annex (1929-30, Lockwood Greene Engineers, Inc.) at 414 West 14' Street, and the Moderne style John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14'~S treet.

The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, through such new construction as the fruitlproduce market building (1938-39, Charles H. Stadler) at No. 46-50, and the Moderne style R&L Restaurant (1949), at No.69, and newly adapted structures, including No. 52-58 (formerly James C. Hoe & Co.), altered as a market building in 1937, and No. 60-68 (1880-81 tenements), reduced to a two-story market building in 1940.

By World War II, poultry- and meat- packing had consolidated as the main commercial activity within the district. Maritime commerce along the Hudson River waterfront declined by the 1960s, however, with the end of the ocean liner era and the rise of containerized shipping. Changes in the meat and poultry industries meant a lessening presence in this area. The Manhattan Refrigerating Co. closed in 1979 and its buildings were subsequently converted to apartments.

The completion of several more transportation and development projects (most located outside the historic district) in the 1930s spurred another major phase of new low-rise construction and functional conversion for market use of existing buildings within the historic district. Easier access was provided between the market area and the metropolitan region. The construction of the elevated Miller Highway (1929-3 1) necessitated the displacement of some produce and meat and poultry merchants in both the Gansevoort and West Washington Markets, including the demolition of several buildings at the latter. The Port of New York Authority built the Union Inland Terminal No. 1 (1931-32, Abbott, Merkt & Co.), a unified truck-rail terminal (modeled functionally after the Starrett-Lehigh Building), just northeast of the district and occupying the entire block at Ninth Avenue and West 15" Street.

The New York Central Railroad's elevated freight railway (193 1-34) passed through some thirty buildings on its route southward to the new St. John's Park Freight Terminal at West and Clarkson Streets. This railway also used part of the Gansevoort Market site, and additionally, the City constructed a meat processing plant on the market site (1939). The Lincoln Tunnel (1937) provided a second automotive route to New Jersey. The Ninth Avenue el, which ran through the district, was demolished (c. 1940); streetcar tracks located below the el had been taken up in 1936.

The first new purpose-built low-scale (one-story) market building in the historic district was 14-20 Little West 12" Street (1928, John B. Snook Sons), for the Wendel family and used initially by produce merchants. The P.F. Collier & Son building at 416-424 West 13" Street became a warehouse of the General Electric Co. in 1929; an early International style annex (1929-30, Lockwood Greene Engineers, Inc.) was constructed next door at 414 West 14" Street. Owned by Vincent Astor, this was the last of the Astor improvements within the district. 13 and 15 Little West 12' Street (1933, Martin Smith) were one-story fruit market buildings. Designed in the Moderne style were the John Morrell & Co. meat market building (1936-37, H. Peter Henschien) at 446-448 West 14th Street; the meat market building at 837-843 Washington Street (1938, David M. Oltarsh); and the fruitlproduce market building at 46-50 Gansevoort Street (1938-39, Charles H. Stadler).

Built at a time when the growing prevalence of the automobile resulted in the predominance of new market types throughout the U.S. (such as drive-in markets, chain grocery stores, and supermarkets), these buildings are rare and late examples of the older market building typology.34 Many of the buildings in the district that were architecturally adapted for market functions were properties acquired through foreclosure at the height of the Depression. Most of these buildings were functionally maximized at two stories (vacant, formerly residential, upper stories were no longer necessary): the lower story was refrigerated for produce or meat use and the upper story held offices. The unusually wide Gansevoort Street assumed its distinctive character of low-rise market buildings with metal canopies at this time, largely through such newly-adapted structures, including the vernacular style No. 52-58 (formerly James C. Hoe & Co.), altered as a fruit and produce market building in 1937 (S. Walter Katz); the neo-Grec style No. 60-68 (five 1880-81 tenements), reduced to a two-story market building in 1940 (Voorhees, Walker, Foley & Smith); and No. 7 1-73 (aka 8 17- 821 Washington Street) (three 1886-87 Queen Anne style French flats buildings), reduced to three stories in 1940 for use as a meat market building. The neo-Grec and utilitarian style 823-833 Washington Street and neo-Grec style 32-36 Little West 12" Street, 1880 two-story market buildings, were also altered in 1940-41 for meat merchants.

By World War II, poultry- and meat- packing had consolidated as the main commercial activity throughout the district. The opening of the Queens Live Poultry Terminal Market (1941) caused poultry dealers to move from the West Washington Market, replaced in part by produce merchants. The creation in 1950 of the Gansevoort Market Meat Center on the site of Gansevoort Market and the demolition of the remaining West Washington Market buildings, with the associated displacement of the businesses at both locations, hastened changes within the district. In 1959, the Gansevoort Market area was referred to in the New York Times as "the largest meat and poultry receiving market in the world. In the district, 408-412 West 13" Street (1941, Charles N. & Selig Whinston) was a new two-story market building used by hides/skins and meat businesses, while 36- 40 Gansevoort Street (aka 831-835 Greenwich Street) (1947-48, Horace Ginsbern & Assocs.), for poultry businesses, was the last new purpose-built market building in the district. The Moderne style R & L Restaurant (1949), 69 Gansevoort Street, resulted from the alteration of a three-story house.

Alterations associated with conversions to meat market uses included 809-813 Washington Street (aka 70-74 Gansevoort Street) (1940-42, Voorhees, Walker, Foley & Smith), a freight trucking depot altered in 1950; 402-404 and 406 West 13th Street (1840s rowhouses) altered in1950 and 1955 (Abraham L. Seiden); and 15 and 13 Little West 12" Street (c. 1961 and 1969 additions, bylattributed to Seiden).

Today, the Gansevoort Market Historic District is a vibrant neighborhood of remaining meatpackers, high-end retail commerce, restaurants, offices, clubs, galleries, and apartments, that retains, despite recent changes, a strong and integral sense of place as a market district, due to its distinctive streetscapes, metal canopies, notable buildings, both purpose-built and those adapted over the years for market use, and unusual street pattern with its Belgian block paving.

- From the 2003 NYCLPC Landmark Designation Report

A new model painted in the 'Retro Belle' black/yellow/red scheme. I've got the Lionel version of this. Kansas City Southern's Rosenberg terminal is closer to Kendleton; it handles containerized cargo along KCS' main line into Mexico.

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.

"In 1955, former trucking company owner Malcom McLean worked with engineer Keith Tantlinger to develop the modern intermodal container. The challenge was to design a shipping container that could efficiently be loaded onto ships and would hold securely on long sea voyages. The result was a 8 feet (2.44 m) tall by 8 ft (2.44 m) wide box in 10 ft (3.05 m)-long units constructed from 2.5 mm (0.098 in) thick corrugated steel. The design incorporated a twistlock mechanism atop each of the four corners, allowing the container to be easily secured and lifted using cranes. After helping McLean create the successful design, Tantlinger convinced him to give the patented designs to industry; this began international standardization of shipping containers."

en.wikipedia.org/wiki/Containerization

Left photo - 1970s photo recording a busy day with trucks parked along the seawall, ready to load or off-load bulk consignments for or after sea transportation. In those early days the Praya was with heavy traffic heading both to east and west, in addition to the trams that goes both ways along the Praya. Stevedores had coolies who often carry heavy boxes etc. shuttling between the seawall and a berthing barge on a narrow timber plank, which is less than 300 mm wide and slender

Right photo - at approximate the same spot, shooting in the early 1980s revealed significant changes; there was less transportation business along the pier, trucks parked at the sea wall were no longer seen, and a number of warehouses were pulled down for residential development. Yet still there were barges serving the cargo ships from abroad even though containerization has taken away much of the sea cargo business. The Praya has become a clear two-way traffic; driving along a 3 meter wide lane between the sea wall and a running tram can be frightening as the vehicle may end up plunging to the sea !

This section of the Praya was reclamed in 1997

MZ1445/RL303 Haul 1815 Empty Containerized Grain to Forbes

RL304 and GL107 accelerate a containerized grain train northbound through Berrima heading towards Sydney.

Containerization in the (Sunshine) biscuit industry.

Citation: 10814 MOBILE CRANE LOADING CONTAINER OF SUNSHINE BISCUITS c1925 GLS RAILWAY.

Image (cropped) from the Public Record Office Victoria. Not in copyright.

Activity on Talleyrand Marine Terminal 10.10.12

This 173-acre terminal has 4,780 linear feet (1,457m) of berthing space on 40 feet (12.2m) of deepwater.

The terminal handles containerized and breakbulk cargoes, imported automobiles and liquid bulk commodities such as turpentine and vegetable oil. Breakbulk cargoes include steel, lumber and paper, and a variety of frozen and chilled goods. Talleyrand is equipped with four container cranes, on-dock rail and 160,000 square feet of transit shed space capable of handling cargo in refrigerated, freezer or ambient conditions. Additionally, a 553,000-square foot warehouse stores a variety of cargoes, including rolls of fine and specialty papers, magazine papers and newsprint.

The Talleyrand terminal also offers two 50-LT capacity rubber tired gantry cranes, both of which straddle four rail spurs totaling 4,800 linear feet (1,463 m). Talleyrand's on-dock rail facilities are run by Talleyrand Terminal Railroad, Inc., which provides direct switching service for Norfolk Southern and CSX railroads. The terminal is only 25 minutes from Florida East Coast Railroad's intermodal ramp, and is conveniently located within minutes of interstates I-95 and I-10.

www.jaxport.com/cargo/facilities/talleyrand

Photo credit: JAXPORT, Meredith Fordham Hughes

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.

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

10 tons daily capacity block ice machine. PLC controller ensures you a very easy and labor-saving operation. The whole ice making process is sanitary, the ice produced can used directly for human consumption. Choose Focusun, We offer you perfect and suitable cooling solution!

Don't Forget to subscribe for more videos :http://goo.gl/r4siiF

Contacts :

Tel: +86-21-5108 9946

Fax: +86-21-5227 2259

Focusun Refrigeration Corporation

Room 603, Baohong Center

No. 7755 Zhongchun Rd

Shanghai CHINA

ZipCode: 201100

Sales: sales@focusun.com

Marketing: marketing@focusun.com

Press: press@focusun.com

Mail : enquiry@focusun.com

Like us on Facebook :http://lc.cx/ZcFe

Our French Facebook page : lc.cx/ZNoJ

Our Linkdin page: urlz.fr/27UX

website : - www.focusun.com

www.chinaicemachine.com

Its been a while since the containerized biomass has ran to Ironbridge 66 761 runs past Ruckley Sidings in late afternoon winter sun with the empty containers 4F01 from Ironbridge

The St. Louis Regional Freightway hosted the Industry Forum on May 23 with John D. Trent, Senior Director of Strategic Operations and Safety at the Georgia Ports Authority, as the keynote speaker. Trent discussed the Port of Savannah’s $3 billion plan to double containerized cargo capacity and how that investment could positively impact the freight economy in the St. Louis region.

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.