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Another Trader Horn in Butler. This one is in an area called Nixon. Oddly enough, the other Butler Trader Horn was just a few miles from here. This was previousy a "Warehouse Sales" (predecessor to Trader Horn) store. This Trader Horn closed in May 2016
Former Trader Horn - Pittsburgh Road - Butler (Nixon), Pennsylvania
*Feel free to use this photo, or any others in this photostream, for any use that is non-commercial. Please make sure to provide credit for the photo(s). Please contact me at eckhartnicholas@yahoo.com for questions or permission for commercial use.*
AUSTRALIAN TRADER
Australian
Owners:
Port of Registry:
IDNo:6910427
Year:1969
Name:AUSTRALIAN TRADER
Keel:
Type:Ferry (Pax/RoRo)
Launch Date:17.2.69
Flag:AUS
Date of completion:6.69
Tons:7005
Link:2462
DWT:8770
Yard No:79
Length overall:135.7
Ship Design:
LPP:123.5
Country of build:AUS
Beam:21.5
Builder:NSW Govt DY
Material of build:
Location of yard:Dyke End
Number of
screws/Mchy/
Speed(kn):2D-17.5
Naval or paramilitary marking :
A:*
End:2004
Subsequent History:
77 JERVIS BAY - 96 AGIOS ANDREAS - 04 AJMAN LEADER - 04 AJMAN CITY
Disposal Data:
BU Alang 18.9.04
Details: Mirimar Shipping index
Photo Credits: With many thanks to William T Barber collection Vic Australia
Trader Joe's #786 (13,000 square feet)
3000 Stony Point Road, Stony Point Shopping Center, Richmond, VA
This location opened on October 9th, 2020; it was originally part of Ukrop's #496, which opened on May 21st, 1985 and closed on April 24th, 2010. It became a Martin's Food Markets on May 3rd, 2010, which closed on July 30th, 2016.
Erie Trader/Clyde S Van Enkenvort unloading limestone at Graymont in Superior. A rare visitor to the Graymont dock.
OFF886 Thames Trader pick up truck Seen at the 2025 Castle Combe steam rally
Taken with a Nikon D7000
There's a lot going on in this shot. Let's start with the small, yellow craft docked alongside the ore boat, J.L. Mauthe. That little yellow boat is the Marine Trader that was built in Superior, Wisconsin in 1939 with hull number 238999. The boat was originally 50 feet 7 inches long but was lengthened 10 feet in 1965. It sported many different paint jobs and color schemes over the years and was available day or night to help keep sailors supplied with nearly anything they wanted to buy. It was a floating ship's store, if not a mini-department store. The craft worked throughout the Duluth-Superior harbor for the first 66 years it was operational. As I understand it, owners Franz and Bruce VonRiedel owned this craft and two others, Marine Supplier and Kaner I, that were owned previously by Al and Bernie Kaner, respectively. All three boats were mothballed for a time when VonRiedel's business—Acme Marine Services—was closed in 2000. The boats were eventually sold to different parties between 2000 and 2005. The Marine Trader left the Ports for good in October 2005 and that was apparently the first time the craft ever sailed across Lake Superior for points east. If you would like to do more research on the Trader and see more pictures too then please visit www.boatnerd.com/ for lots more material on this—and every other vessel on the Great Lakes.
Next, if we look closely we'll see a sailor about to embark on a personal shopping expedition. He's climbing down the ladder to Marine Trader from the working deck of the Mauthe. Then, just beyond him are half a dozen men actively engaged in loading natural ore into the Mauthe's hold. Deck hatches are wide open and spouts from Missabe Dock 5 will be lowered and raised in concert by men on top of the dock who will operate those chutes one or two at a time. Then in turn, corresponding ore pocket doors will be opened to allow the staged iron ore to slide right into the big boat with a loud, almost-prehistoric "whooshing" sound.
Then, pay careful attention to the ore cars on top of Dock 5. This will take considerable explanation.
Each ore dock in Duluth and Superior (Two Harbors and Ashland too) was much more than a staging area where ore was simply dumped into the dock. The ore was actually partially blended in each dock pocket. Then when the ore was dumped into a boat it was further blended as it was directed into the near, middle, or far side of each hold. This wasn't simply a matter of blending different iron content either. Individual vessel size and that vessel's loading characteristics played into it nearly as much as both the iron and silica content of that ore.
Silica content was especially important during unloading of the ore dock as ore with higher silica ran faster out of the dock pockets and allowed for more precise loading to the far side of the vessel. By adjusting the angle of the chutes this fast running ore would slide out of the pocket faster and thereby reach the far side of the vessel to make the loading much more even.
While each pocket on Dock 5 held four car loads of ore, dumping into these pockets was not an even-steven kind of operation. Each ore dock had four tracks on top of it. Two tracks fed the pockets on the north side of the dock while the second pair of tracks fed the south side pockets. So each side of the dock had just two tracks used to fill the pockets, that were in turn used to load vessels on opposite sides of the ore dock. Fast running ores and slow running ores each had their own dumping order with 3/4 of the ore going into each pocket via the two inner tracks. The two outer tracks were used to top of the load or to put stickier ore on top of the fast running ore so that it would slide right out behind the fast ore. If the sticky ore went in first, then the load might not release at all.
So during the modern era of blended ores 75% of the dock was filled via the two inner tracks while just 25% was dumped from the two outer tracks. The whole idea was to make each 4-car load in each pocket to be both a proper chemical content and also the most-free-running consistency to make dock unloading quick and easy. Filling a boat necessitated moving the vessel during loading. Deck hatches were generally spaced for every 2nd or 3rd pocket and chute. So a vessel might make 3 or more passes back and forth to get all of the ore contained in the dock for a given load, from a series of 3-4 adjacent pockets. On a good day things went like this but on a bad day when the ore being dumped was sticky or had a high moisture content then the work was much more difficult. You can read about that here: www.flickr.com/photos/jeff_lemke/29092814325/in/album-721...
There are a couple more things worth pointing out from this shot too. Notice how both tracks above the pockets have many more ore cars parked there. Those loads aren't for the next vessel. They are for this vessel. After each pocket is emptied of its contents the final phases of loading this boat will occur. That will be what they called "speed loading" or "topping off" the load that's already inside of the boat. Ore inside of those cars will be dumped directly into the boat through the pocket while the gate is open and the cute is lowered. The ore will fall directly from the car into the boat. Getting the last bit of ore into each boat in this manner became necessary as the boats became larger and sometimes as loads became stickier and harder to dump. Railroads found that the sticky ores became much more sticky when left in the dock for any time and as each car was dumped on top of the previous load, the problem became even worse.
Other times the pockets simply didn't hold enough ore to satisfy the larger holds in those boats. This was true in the taconite era too. I was invited to ride along on just such a train in Superior at Allouez Dock 2 where we were loading pellets directly from the cars through the pockets to top off a load of taconite. The larger BN Dock 5 at Allouez brought about an end to this practice and the balance of Allouez ore docks were abandoned after Dock 5 was up and running at full capacity.
The last thing that I'll mention is the second track in. Take a close look the the two cars farthest right on top of the dock. The black one is a Northern Pacific car while the ones next to it are Great Northern. This load will include interchange ore that was brought to Saunders, Wisconsin by the Burlington Northern. The Missabe's Interstate Job picked up that ore at Saunders then brought it to Proctor via Adolph, sorted it at Proctor, then the Hill Job brought it down for spotting on Missabe Dock 5. All of the ore roads that ran here cooperated to provide each other with the necessary ore to make a boat load the proper and required chemical consistency to fulfill orders from the steel companies. A large amount of ore loaded into the these massive docks actually came here from the non-owning roads. It was this interchange between the railroads of the various ores (that would then be sorted before being loaded into the docks) that really made the whole system work. Without this ore interchange between the various railroads the mining companies would have been limited to shipping in many cases, unusable or unwanted grades of ore. Without the interchange of ore cars that allowed better grades of ore to be created through yard sorting and dock and hull blending—the ore era as we once knew it would have ended decades earlier than it did.
Of course, way back when, when the ore docks were still very young and made mostly of wood, it was possible to load ore willy-nilly because the earliest ores mined were of a sufficiently high iron content that blending wasn't required or desired. But as those better-resources played out, the operation that I described here today is what quickly became the norm. It is the reason why railroads like the Missabe and Great Northern had such huge sorting yards at Proctor and Allouez. They had to be massive because the mix of cars needing to go down to any one track on the docks became a staggeringly complex project that changed by season. Every year there was a different supply of ores to blend.
It should be obvious by now that if you thought that the iron ore used to make steel went straight from the mine to the dock in solid strings of cars—generally speaking you'd be wrong about that. But as natural or direct shipping ores played out and taconite was developed during the mid-1960s, the dream of being able to load an entire train load of Minnesota ore into a Great Lakes vessel finally became a reality through the advent of the taconite pellet—though even that started out rather slowly. Believe it or not many boats ran with split loads containing half natural iron ore and half taconite pellets. That was until the pellet plants could produce enough pellets to load full vessels. Each taconite plant produced its own variety of product too. Ultimately, taconite production turned a difficult sorting and blending process into a relatively easy one by creating an easily transportable product with a consistent iron content.
After 1968, scenes like this one began to become more rare every day. By the time this shot was taken in 1981 natural ore shipments out of Duluth were practically a thing of the past. Just to contrast complex vs. simple processes, here's a nice view of the Duluth docks that I shot in the post-natural-ore taconite era where we can see two varieties of pellets on the ground that still fill boat holds in present day Duluth: www.flickr.com/photos/jeff_lemke/25449237413/in/album-721...
Of course if you visit either of the Twin Ports area "ore yards" today (that's BNSF's Allouez and CN's Proctor facilities) you'll find that those once-huge ore classification yards are truly conspicuous by their complete absence (Allouez) or nearly complete absence (Proctor). In the taconite era, railroad tracks simply store cars not being used at the moment. There's nothing much left to blend because other than the iron particles themselves that are mated with a binding clay and limestone to make the pellets in the first place—all that's left to do is dump them onto the ground for stockpile and then reload them into the dock when the boat gets near.
While the days of sorting ore are likely gone forever it sure is fun remembering just how complicated that process was and how many men and women earned their livings doing this important work for America. I'm glad that I found this picture of Duluth-Superior's most-recognized bumboat to share with you today. That little floating store provided the guys on the bigger boats with an opportunity to do something besides the everyday grind. The requisite climb up and down the ladder to be able to spend a little money had to be worth it, and I'm certain that when the Marine Trader pulled up alongside the ore boats it was truly a welcome sight for sore eyes. Long live the bumboats and their Captains!
I took this photo myself at the "Muster on the Wabash" historical re-enactment festival 2016 held at Vincennes, Indiana, U. S. A.. This photo has absolutely no editing whatever!
Horse Market Elst, the Netherlands 2014
Many thanks to everyone who chooses to leave a comment or who adds one of my images to their favorites, its much appreciated. Regards Craig
Whoops! don't put diesel in her..
This was taken after buying the Trader off a man next to the Pickering Showground.
Apart from a Sticking handbrake it needed very little and did a few Rallies with it...
My wife at the time drove it often....
Scarlett Johansson
The Weinstein Company & Glamour Magazine 2006 Golden Globes After Party
Trader Vic's
Beverly Hills, California United States
January 16, 2006
Photo by Lester Cohen/WireImage.com
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Chacun des trois modèles est plié dans une feuille de la taille d'un billet de 1 dollar.
"Does Trader rhyme with Unemployement"? (it does in French...).
Each model is folded from a sheet with the size of a dollar bill.
| Location: Kensington, Philadelphia
View all of my work at this link... www.tonyjuliano.com/
Part of my "Streets of Philadelphia" project.
View the rest, here... Streets Of Philadelphia
VIKING TRADER : IMO 7501285
Built 1977
Launched by Osterreichische Schiffswerten AG,Korneuberg,Austria as STENNA TENDER
Completed and Lengthened by Nobiskrug, Rendsburg, Germany as GOYA
GRT: 3809 / DWT: 6400
Length Overall: 144.1 metres x Beam : 18.1 metres
Service Speed 18 knots
Machinery: 2 Screw driven each by a Kloeckner-Humboldt RSBV12M540 - 4stroke single acting 12 cylinder vee oil engine
History POR = Port of Registry
•1977: STENA TENDER : Stena A/B : POR Gothenburg…………(as launched) Original build dimensions Overall Length : 117.0 metres : Tonnages GRT 2905 / DWT 4150
•1977: GOYA : United Baltic Corp Ltd : POR London…………….(as completed)
•1979: FEDERAL NOVA : Federal Commerce & Nav (1974) Ltd : POR George Town
•1981: CARIBBEAN SKY : Seaforth Fednav Inc : POR George Town
•1981: MANAURE VII : Philippine Maritime Inc : POR Panama
•1983: OYSTER BAY : Tiber Shipping Inc : POR Panama
•1983: VIKING TRADER : Cenargo Ltd : POR Southampton
•1988: VIKING TRADER : P&O European Ferries (Portsmouth) Ltd : POR Southampton
•1988: VIKING TRADER : POETS Fleet Management Ltd : POR Southampton
•1988: VIKING TRADER : Pandoro Ltd : POR Southampton
•1996: LEOPARD: Pandoro Ltd : POR Hamilton
•1998: EUROPEAN NAVIGATOR : Pandoro Ltd: POR
•2003: BLACK IRIS : Arab Bridge Maritime Co and Salam International Transport and Trading : POR Aqaba
•2007: BLACK IRIS : Arab Bridge Maritime Co : POR Aqaba
•2012: BLACK HORSES : El Zafarana Co for Marine : POR Freetown
•2013: BLACK HORSES : Oceandro Large Yacht Builders : POR Freetown
•2014: Broken up , Egypt by Oceandro SY
VIKING TRADER photographed on 1 July 1985 entering Portsmouth
Ship Details : Miramar - May 2020
Tiny Planet 24. A hat tip to Trader's Village, a weekend trader's market located in NW Houston. The beautiful sky, puffy clouds, and iconic sign made a beautiful tiny planet.
Back in 1987 ,this defunct Ford Thames Trader still languished just off the High St, in Droitwich Spa.
Hoping for rescue perhaps.?
I don't think it happened.
Oddly enough i cannot recall Martins Ice Cream in Droitwich,
Perhaps the van was from elsewhere.
1st January 1987
Droitwich Spa
Worcs