#New England motor freight

[marymccartneyphotos]

Nancy Shevell and Paul McCartney

Photographed by Mary McCartney

[ultraheydudemestuff]

Baker Motor Vehicle Company Building

7100-7122 Euclid Ave.  

Cleveland , OH

The Baker Motor Vehicle Company Building, also known as the Baker Electric Building, Baker R&L Company, and A.L. Englander, is a historic commercial building in Cleveland, Ohio. Built in 1910, it was the first showroom of the Baker Electric Motor Car Co., a pioneer in Brass Era electric automobiles. Baker Electric merged with Rauch and Lang in 1914, and the building was sold in 1920. It served as an auto dealership, machine shop, and print shop for the next 86 years. The structure underwent a two-year renovation and historic preservation from 2006 and 2008, and now serves as a startup business incubator.

     The site that would become the Baker Motor Vehicle Company showroom was originally a residence. From the 1860s to the 1920s, Euclid Avenue in Cleveland was known around the world as "Millionaires' Row" for the extensive number of mansions and fine homes that lined the street. The lot at 7100 Euclid Avenue had a Euclid frontage of 150 feet and an East 71st Street frontage of 450 feet.  The house and property were owned by Alonzo F. Winslow, who began managing the American House hotel in Cleveland in 1852. He invented the Winslow corrugated roof iron for railroad freight cars and the Winslow stove for use in railroad passenger cars, which made him a wealthy man. He was a member of the Cleveland City Council from 1857 to 1858, and was elected Cuyahoga County Sheriff in sheriff in 1874. He died in 1908.   

     In early 1909, the Winslow House was sold to the Baker Electric Motor Car Co. and demolished. The new structure was designed by local architect Frank B. Meade in a mix of Early Commercial and Mission Revival styles. The building faced Euclid Avenue, and was 160 feet  wide and 200 feet long, and set 50 feet back from the street.    The Baker Electric Motor Car Co. building was first occupied on May 2, 1910.  The showroom was utilized by both Baker Electric and Standard Automobile Co. salesmen.   Faced with significant competition from the gasoline-powered automobile and declining sales of electric cars, Baker Electric merged with the Rauch & Lang Carriage Company in 1916. Production of electric passenger vehicles ceased in 1919.   In 1920, the building was sold to the A.L. Englander Motor Co., which used the showroom to sell Hupp Motor Cars and, later, Pontiacs and Buicks. Englander closed its doors in March 1942, and the building was sold to the A.W. Hecker Co., which used it as a machine shop.  The building was purchased by the newly formed GCC Corp. for $100,000 in July 1966 for use as a print shop.  The building was renovated from 1980 to 1985 at a cost of $100,000. GCC's parent company closed the print business in 2000, leaving the building empty.

     Cleveland developer Dick Pace in 2006 purchased the still-empty structure for $780,000.  Over the next two years, Pace spent $7 million transforming the building into laboratory, light industry, and office space for startup companies.  The building was added to the National Register of Historic Places on February 21, 2007, for its association with the Cleveland's automobile industry and the electric automobile, and Pace received extensive historic preservation tax credits[e] which paid for 40 percent of the renovation's cost. The showroom windows were unbricked, the dropped ceiling and drywall removed, and the original ceramic floor restored.  By 2009, the Baker Motor Vehicle Building was 70 percent occupied.  In 2010, the city of Cleveland installed one of the first public electric vehicle recharging stations at the Baker Motor Vehicle Building—bringing electric automobile charging back to the building 90 years after it was removed.

[trainsinanime]

Let’s talk about railway electrification systems; not so much because any of you care but because I want to talk about it (and because I talked with some people about it on Twitter recently and had a lot of fun with that).

There are four main voltages that overhead lines for european railroads can have (and most of this translates to other countries as well):

1500 V DC

3000 V DC

15000 V AC at 16.7 Hz frequency

25000 V AC at 50 Hz (aka normal) frequency

These are generally divided along country lines; every country has one (or somtimes two) of these that it uses, usually chosen without any regard for what their neighbours used. Why?

Well, because back at the start of the 20th century, everyone had different ideas and different trade-offs and different decisions, and those choices made sense to them at the time. Many of these factors have changed since; for example, after World War 1, France explicitly decided on 1500 V DC so that german locomotives (running on 15 kV AC) could not run into the country. It made sense then, it’s a pain in the butt now.

But why those values in particular, and what were the tradeoffs?

The Motor

The key for that is the “Universal Motor” (for my german-speaking followers: Einphasen-Reihenschlussmotor), a type of electric motor that was the standard for electric railways and many other applications from the first electric locomotives until 1980.

I’m not going to go into details; the important part is that this motor is essentially a DC motor, but due to its wiring, it can also run on AC. There’s a bit of an issue, though: Powerful universal motors don’t really run well at industrial frequencies (50-60 Hz); they prefer lower ones. Other than that, the motor is bulletproof and powerful and easily the best thing that doesn’t require computer control.

Your standard railway spec motor, small enough to fit comfortably into the running gears of a train, will take somewhere between 600 V and 750 V (with quite a wide margin at either end). To this day, most streetcar systems, subways, and some odd commuter rail lines (in particular most of the south of England) use just those 600-750 V directly, as DC current, because the motor runs better that way.

More Power

But low voltage means low power. Power is voltage times current, and more current means generating more heat in the overhead power lines. For a given level of power, having more volts means needing less current, which is better for the power lines. And any design of power line will have a hard limit of how many amps of current you can send through it before it’ll melt. You can build lines for more current, but that’s expensive.

The low power does not only mean that each individual train gets a low amount of power, but also that the number of trains in a given section has to be low. So you need a lot of power supply stations (substations).

So the first idea was to connect two universal motors in series. That takes 1500 V, and you get either twice the power at the same current, or need half the current for the same power. That is what is used for example in the Netherlands, France and Japan.

1500 V is still fairly low, though, so why not double that? For 3000 V DC, you connect all four motors in your typical four-axle train car in series. Again, more power, less current. That system is used in Belgium, Spain, Italy, Poland, Czech Republic, Slovakia, former Soviet Union and a couple of others.

You can’t really go beyond that, though, at least with 1920s tech. Your modern USB charger is actually an incredible feat of engineering; it took decades to reach that level. At the time, if the DC voltage you got out of the power station didn’t match your needs, then there was no easy solution.

Transformation Sequence

This was not true for AC power, where you can use a transformer, an incredibly simple piece of technology. With AC, you can essentially use as high a voltage as you want. The limit here is insulation: The higher the voltage, the more space you need to have between the roof of the locomotive and the wires, and between wires and bridges and so on. The European countries that went that route settled on 15000 Volts as a good compromise.

The problem with that is that the universal motor doesn’t like 50 Hz (or 60 Hz) frequency that you get from the normal grid. The solution is to run the whole thing with less frequency. That’s why the frequency in the line is 16.7 Hz (originally 16 2/3rds Hz). This system, 15000 V AC at 16.7 Hz, is used in Germany, Switzerland, Austria, Norway and Sweden (but notably not Denmark), and it has stood the test of time well. For the Americans reading this, the 12 kV at 25 Hz used in the north-east by the Pennsylvania and Reading railroads is essentially the same thing, just slightly different values.

The problem with this thing is that you absolutely need that transformer. And, for reasons that I don’t quite understand, the lower your frequency, the larger your transformer has to be. 16.7 Hz is fairly low, so you need a very heavy transformer. Compared to a low-voltage DC system, you need fewer substations and a less expensive overhead line, but you need more expensive and heavier locomotives. That is a very real trade-off: Many of the DC countries have a long history of small, quick EMUs, while it took much longer for AC systems to develop those; they required heavy locomotives or much heavier EMUs.

Trade-offs

In the 1920s and 1930s, when the foundations of modern electric networks were laid, these were the systems and considerations available, and given the train performances at the time, it’s hard to argue that anyone really choose wrongly. I keep saying that 1500 V means low power, but the french reached a world record for high speed trains at 331 km/h (a bit over 200 mph) in 1955 with that system.

High Frequency

In the 1930s, hungarian engineer Kálmán Kandó, already an incredibly important figure in the development of modern electric trains, developed phase converters for railway use, which changed the game completely. These things were at the time heavy mechanical devices that combined a motor and a generator, and could transform any sort of electricity into any other. This means you can use the normal 50 or 60 Hz power that comes from the national grid, and then transform them into something else in the locomotive, instead of using some weird 16.7 Hz thing. This means cheaper lineside equipment and smaller transformers. You need the converter, but that pays off almost immediately.

(I'm over-simplifying here; there is a number of technologies and types of motors that allow using 50 Hz; the phase converter was the first, but is far from the only.)

Railways at the time were very interested in that, but then there was a whole second world war, which put everything on hold for a while. After the war, engineers in various countries perfected it, and along bumped up the voltage to 25000 V for more power with not that much more insulation required (the one exception to this is Japan, which went for 20000 V instead). This 25 kV at 50 Hz (or 60 Hz where applicable) is nowadays generally considered the best system if you can choose freely.

All countries that have 1500 V or 3000 V also have more or less extensive networks with 25 kV 50 Hz; sometimes just for high-speed lines, often for about half the country. A number of countries that started electrification comparatively late only have 25 kV 50 Hz. The countries that already have 15 kV 16.7 Hz have stuck with it, though; 25 kV 50 Hz is better, but not so much better that it justified all the expense of adding a new system.

(Exceptions exist but are very rare; feel free to ask me about the Rübelandbahn.)

Modern Locomotives

On the locomotive side, things have drastically changed starting in the late 1970s. Thanks to modern microelectronics and modern power electronics (sadly nobody calls them macroelectronics), phase and voltage converters have become small, lightweight and incredibly versatile; they’ll convert anything to anything else and back if you design them properly. That makes it relatively simple to build a locomotive or EMU that can use all of these different voltages, something that used to be quite a major engineering feat.

The default approach as of right now is that you have a big transformer (no way around that, for now) for AC voltages, with different output settings for 15 and 25 kV (this was always easy). It has to be the 16.7 Hz size, sadly. The output voltage in the 1500-3000 V range gets turned to DC. If you’re running under DC, you just use that DC directly. No matter how you got that DC, you’re now putting it into another converter (typically one per wheel set or one per bogie), which turns it into three-phase AC, at a frequency that corresponds to the speed you want to go. This sounds complicated, but works well in practice, to the point that all new locomotives nowadays support either both 1500 V DC and 3000 V DC, or both 15 kV AC and 25 kV AC, or all four. You can’t get a new e.g. 15 kV AC locomotive anymore. Even ones that are designed just for one country and advertised as doing only 15 kV will actually be able to run with 25 kV, just because nobody thought it worth the effort to design a 15 kV only transformer.

(This is not true for EMUs, since those are designed to run mostly locally instead of through the entire continent. You can get them in multiple voltage, but most are designed for just one.)

Where do we go from here?

The current system is a mess that is interesting to me, but a bit of a problem for railroads. In the olden days, you’d just change the locomotive at the border anyway, so it didn’t matter much; but nowadays you want to run your freight train from Rotterdam to Genua non-stop if you can. While multi-system locomotives have become a lot cheaper than they used to be, the whole thing is still very annoying for cross-border traffic. It's not the only annoying thing about european cross-border rail traffic, but it's a factor.

Also, train sizes, speeds and power requirements have increased drastically (air conditioning in passenger trains is actually a big deal in terms of power use). AC systems have been able to cope; DC systems less so. Both Belgium and the Netherlands have quite a lot of diesel locomotives pulling freight trains on electric lines, because they can simply produce more power. One manufacturer offers electric locomotives (the Stadler Euro9000) that have a diesel motor to boost the power under DC (and for shunting on tracks that have no overhead lines). Clearly, the old DC system needs to go.

But that’s easier said than done. Converting a line to 25 kV is quite expensive. You need new insulators at every single overhead line mast, but even more importantly, you need to check for safety clearance at every bridge over the railway, and, if necessary, raise bridges or lower tracks accordingly. Tunnels get even more fun. And, of course, all line side power equipment needs to be swapped out. This isn't impossible, but it is very expensive, and while it has happened in some places, it hasn’t happened a lot.

The Netherlands, for example, are currently running on 1.5 kV DC and did consider switching to 25 kV AC. All modern equipment there actually has a bit of empty space where you can fit a transformer. But the cost of upgrading the lines was judged too high. Right now ProRail, the company in charge of the network, is proposing upgrading from 1.5 kV to… 3 kV DC, of all things. It seems like a minor deal, but it still allows doubling the power output, for much less cost. Will it happen? No clue.

Meanwhile, in France, there is research going to make use of the new electronics. Researchers there figure that 9 kV DC is something you can do very well; modern electronics should allow stepping that down even more efficiently than a big 50 Hz transformer could. This seems to be mainly because the government does not want to pay to change the 1500 Volt lines there to 25 kV.

On the other end of the spectrum, the topic of 50 kV AC keeps popping up every now and then. A few lines like that already exist, most notably a large one in South Africa. In the US, the Black Mesa and Lake Powell railway used this system and ran coal trains from a mine to a power station; it's closed since 2019, because the power plant closed, because shale gas and renewables are just plain cheaper than coal. It's an interesting bit of railway history lost, but definitely a net win for the planet.

From a technical point of view, there's nothing particularly difficult about this. The Black Mesa and Lake Powell actually used a number of locomotives built for 25 kV and just changed the windings in the main transformer. The big problem is safety distances, which are much bigger than for 25 kV. There is no mainstream push for 50 kV at the moment, but it keeps coming up in discussions about "should US railroads electrify their lines" as a possibility.

Finally, in the 15 kV countries, there is some thought about 15 kV at 50 Hz. In Germany, the idea is to use this for short recharging sections for electric trains with batteries. Using 50 Hz saves the expense of a frequency converter. Personally, I don't see why those sections couldn't be 25 kV, but I guess it makes things a bit cheaper (EMUs, unlike locomotives, still come in 15 kV only versions).

In the US, this is actually already a thing; some lines in the North-East (I think primarily for New Jersey Transit) were changed from 12 kV 25 Hz to 12.5 kV 60 Hz when the 1920s era line-side equipment needed replacing. For the newer trains there, this requires at most a software update.

So… that’s the current situation. It’s not likely to get better any time soon, and if the french 9kV DC plans go through, it may actually get a bit worse, but modern locomotive technology has evolved to cope. There’s no point to this post, I just think it’s fun.

[western-elevator]

Elevator Company in Vancouver

Elevator Company in Vancouver, similarly named lift, the car that goes during a perpendicular shaft to move passengers or cargo within a multistory house's levels. Most maximum smart elevators are driven by electrical motors, with the support of a counterweight, within wires and sheaves (pulleys). By clearing the thanks to more substantial buildings, the lift played an important role in shaping the characteristic urban topography of the many smart towns, particularly within the us , and agrees to fill an important part within the future city growth.

The tradition of lifting weights by automated means during construction services stretches back at the most limited to Roman times; the Roman author designer Vitruvius within the fast time BC reported training programs that worked pulleys and capstans windlasses, operated by human, animal, or water power. Steam pressure was wont to such materials in England by 1800. during this new 19th century, a water-powered lift was introduced, during which the program was connected to a plunger during a barrel sunk within the area below the handle to a base consistent with the shaft's length. The pressure was wont to the liquid within the barrel by a vapor pump. Following a sequence of sheaves was wont to increase the car's movement and reduce the plunger's depth. These methods used counterweights to support the car's weight, needing only sufficient power to support the load.

Before the middle-1850s, these systems were initially applied to freight elevators. The lower reliability of the lines worked at that point performed such lifting programs inadequate for customer use. When the USA, Included a security plan in 1853, he made the customer elevator likely. Otis’ device, confirmed at the brilliant palace statement in ny , organized a clamping system that seized the guideposts on which the car ran when pressure was discharged from the elevator rope. the primary customer conveyor was put into the military within the Haughwout unit Market in NY City in 1857; made by cloud power, it soared five accounts in but a second and was a particular success.

Revised versions of the cloud-driven Elevator Company in Vancouver arrived within the next three decades. Still, no critical advance secured place until the electrical motor's manual for elevator service within the middle-1880s and therefore the first industrial installation of an electronic passenger lift in 1889. within the Demarest Construction in NY City, this foundation utilized an electrical motor to form a turning drum within the construction foundation. The installation of power led to 2 more suggestions: in 1894, push-catch restrictions were added, and in 1895 a crane equipment was confirmed in England that used the power to the sheave at the peak of the handle; the importance of the vehicle and counterweight served to make sure adhesion. The traction-drive device made reasonable taller bars and more incredible speeds by eliminating the winding drum's limitations. In 1904 a "gearless" comment was calculated by adding the drive sheave right to the electrical motor's armature, making speed practically endless.

[beatles-muses]

Did you know...

Nancy shevell is the heiress to the New England Motor Freight Company

[beks21]

smash

This is all because @alrightginger told @doyouknowasquadofsquids about a fender-bender she witnessed, and while she requested that @petalstofish and @elanev91 write it for Jily, I said I would write it for Hinny, so here we are. @scaredofrobots and @levins18, now you’re tagged too. Enjoy. 

Read on Ao3 or FF.net

Harry is running late. It’s just one of those days when everything takes longer than it normally does - getting out of bed, brewing tea, finding his left shoe - and by the time Harry climbs into his car, he has only half a chance of beating his boss to the office.

And now, of all days, there is a train on the tracks, blocking his route. The blinking red light on the sign seems to taunt him as he waits in a line of cars. These freight trains only come through once or twice a month, the logical part of his brain reminds him. True, but it bloody feels like the trains just know when he is late. Bugger the trains, he thinks a bit angrily.

When the train finally passes and the red-and-white beam raises, Harry accelerates just a bit too fast and hits the car in front of him. “Damn, damn, damn!” he exclaims, hitting his steering wheel in frustration. He does not have time for this today, and now Kingsley is really going to chew him out for being late. He sees the car in front of him signal and pull off to the side of the road, and Harry follows, trying to convince himself that at least a fender-bender is a valid excuse for his tardiness, but he knows Kingsley won’t buy it.

He’s reaching across the passenger seat, groping for his insurance information in the dash, when the driver exits the other car. And Harry forgets how to breathe.

She, the driver, is gorgeous.

Long red hair falls down her back, almost reaching the top of her high-waisted jeans. She’s wearing sunglasses and a faded v-neck tee shirt, and Harry can see freckles on her face and down her neck. Her lips are set in a firm line, and she is looking at him. Harry feels his stomach drop. She’s looking at him! She’s pushing her sunglasses up onto her head and is staring pointedly at him, and then he remembers that he ran into her car and she’s probably waiting for him to get out and apologize.

He fumbles the dash, raises one hand to wave or motion at her - he can’t seem to decide how to move, and he thinks with a cringe that he looks like the bloody Queen of England doing one of her parade waves - and finally his fingers close on his insurance papers.

His seatbelt twists around him like poison ivy, and Harry feels the driver’s gaze on him like a laser beam. He knows he looks like he’s never been in a car before, and his cheeks flush red as he finally climbs out. One hand flies to his hair as he approaches her.

“Er, hi,” he says, rather lamely. She arches an eyebrow at him, and he sticks out his hand awkwardly. “I’m sorry. I mean, I’m Harry. I mean, I’m also sorry. I’m late for work and I hit the gas pedal too hard, and then I hit you, and are you alright? God I hope you’re alright.” He forces himself to stop talking, and his hand drops back down to his side. He sucks in a breath, because this girl is even more gorgeous up close, and he’s just made a fool of himself.

She looks at him, looks him up and down, really, and finally reaches into her back pocket. “It’s fine,” she says, and her voice is smooth, cool like whiskey on ice. A shiver runs down Harry’s spine.

She produces her insurance information and pulls out her phone. “Shall we just take pictures of each other’s info and let the insurance companies sort it out?” she suggests, and Harry nods, not trusting himself to speak again. His mouth feels dry, and he hopes his hands aren’t sweating enough to make him drop his phone.

She snaps a picture of his insurance card, then holds out her own for Harry. As he peers down at his phone, his eyes catch on her name: Ginevra M Weasley.

“Ginevra,” he says to himself, then immediately hopes she didn’t hear him.

As established, though, today is not Harry’s day.

“What?” Ginevra asks him, rather sharply. She jerks her hand just a bit, then seems to remember that he’s taking a picture.

“Uh, sorry, I was just, I mean I, erm, I…” Harry searches for an explanation that doesn’t make him look like a creep. Ginevra doesn’t say anything, just waits for him to continue. One hand goes to her hip, and she looks like a fierce attorney Harry has seen on tv, confident and cocky and ready for anything.

He steels himself. “Your name,” he finally blurts. “I was just reading your name. It’s, uh, nice,” he adds lamely, and he ducks his gaze, but not before he sees her face soften a bit.

“Oh,” she says, softer now. “Thanks. I go by Ginny.”

“Ginny,” Harry repeats. The name slips from his mouth easily, and suddenly Harry wants nothing more than to say this name again and again.

“And you’re Harry, you said?” Ginny asks. “I know you introduced yourself, sorta.” She laughs, though not unkindly.

Harry grins sheepishly. “Yeah, sorry about that. I was a bit of a mess, wasn’t I? It’s my first accident.”

“Oh, so you’re an MVA virgin!” Ginny claps her hands, grinning, and Harry lets out a shaky laugh. “A what?!”

“MVA - motor-vehicle accident,” Ginny explains, still grinning. “As you can see, I’m a bit of an MVA professional.” She gestures to her car, covered in nicks and dents, and Harry laughs.

“Well, since you’re the experienced one, care to give me some insight as to what happens now?” Harry asks. He slips his insurance information into his pocket, then realizes he has no idea what to do with this newly-free hand.

Ginny tilts her head and regards him for a moment. She looks him up and down, then checks the time on her phone. She seems to be deciding something, because she looks back at Harry, then nods to herself.

“How about this,” she says, sliding her phone into her pocket. “Clearly my car has not been damaged any worse than what I’ve already done, and since your record is clean so far, I have an idea.” She bites her lip for half a second, and Harry’s heart pounds.

“Go on then,” he prompts her, as much to hear her idea as to force his mind away from her mouth.

She grins at him. “How about instead of involving insurance, you take me to dinner tonight?” Her hand is back on her hip, confidence personified, and there is no way in hell that Harry can say no.

“Sure,” he says eagerly, blushing but not caring that he sounds like a teenager. Ginny is still smiling at him, and she reaches for his phone, raising an eyebrow when she’s able to unlock it, and types quickly. When she hands it back, Harry sees a text sent to a new contact.

Dinner tonight? the text reads, sent to Ginny Best Driver Ever Weasley

Harry looks up at her in surprise, and she winks at him.

“Thought this way you could show your mates that you asked me out after running into me.” She pulls her own phone out of her pocket. “Oh, look, I’ve got a text. Some handsome man just asked me out.” She types a bit more, then puts her phone back in her pocket. Harry’s phone vibrates in his hand as Ginny starts backing towards her car.

A bit overwhelmed, Harry opens his mouth to say something, anything, anything that will explain the whirlwind he just experienced, but Ginny opens her car door and says, “check your phone,” before sliding into her car.

Harry looks down. The message on his screen reads, Pick me up at 7, Harry Worst Driver Ever Potter.

Harry grins. This day may have started off as a mess, but he’s pretty sure it’s going to end as a smashing success.

[prkrc]

“not even the devil on my shoulder knows what the fuck i’m doing.”

BASICS

FULL NAME: riley ignatius parker-warrington NICKNAMES: ri to some people, parker to most people AGE: twenty - four BIRTHDAY: january 31st, 1995 GENDER: cis male PRONOUNS: he / him

FAMILY

MOTHER: katherine parker-warrington, socialite FATHER: richard parker-warrington, deceased SIBLINGS: nikolai parker-warrington, eldest brother ; sebastian parker-warrington, older brother ; rian parker-warrington older identical twin brother

PHYSICAL ATTRIBUTES

FACE CLAIM: charles melton RACE/ETHNICITY: english and korean NATIONALITY: british HEIGHT: 6′0′’ BUILD: average, maybe slightly broader shoulders and longer legs. HAIR: a little curly and usually worn in an unintentional bedhead style because he doesn’t do anything with it. FACIAL HAIR: might have a tiny bit of stubble sometimes but he usually shaves it off right away. HAIR COLOR: black EYE COLOR:  brown DOMINANT HAND: right. probably a little ambidextrous. SCENT: faint cigarette smoke, motor oil, tea leaves, and a very small hint of tom ford for men cologne. ACCENT: very posh northern british accent, more prominent than ever since he recently returned from england. FASHION: band tees, ripped jeans, doc martens, flannel shirts, hoodies, leather jackets for days. always carries a few knives and sets of knuckle dusters. NERVOUS TICS: plays with his switchblade, clenches his jaw, rolls his eyes, drums his hands on flat surfaces. QUIRKS: smokes indoors, puts his feet on the table, can hotwire most cars and along that same vein is absolutely excellent at drag racing, usually drinks his liquor straight from the bottle, really loves knives, never seems to notice when he’s bleeding

LIFESTYLE

RESIDES: manhattan, new york BORN: alderley edge, cheshire, uk RAISED:  alderley edge → various boarding schools around europe VEHICLE: harley davidson motorcycle named debbie harry PETS: a porcupine named joey ramone.

HIGH SCHOOL EDUCATION: boarding schools, barely completed COLLEGE EDUCATION: skipped out on attending oxford university CAREER:  ceo musician - singer, songwriter, and lead guitarist for punk rock band rabid porcupine OTHER: took a lot of music lessons. he’s actually a very talented pianist to the point where he could’ve made a career out of it but nah.

RELIGION: punk rock BELIEFS: he’s agnostic. doesn’t really believe one way or the other in any higher powers, but might entertain the ideas of ghosts and aliens. MISDEMEANORS: the list is longer than he is tall FELONIES: surprisingly none TICKETS AND/OR VIOLATIONS: many DRUGS:  yes / sometimes / no SMOKES: yes / sometimes / no ALCOHOL: yes / sometimes / no DIET: nonexistent. he eats whatever he wants, which is usually fast food or greasy diner food. loooves a hamburger + french fries + coke combo.

SEXUAL ORIENTATION: straight MARTIAL STATUS: not married CHILDREN: see vehicles AVAILABILITY: listen let’s not go there

LANGUAGES: english, sarcasm, profanity, a bit of korean

PHOBIAS: none that he’s about to list. HOBBIES: listening to music, going to shows, moshing, fighting, breaking stuff, smoking, writing songs, making tea, lowkey likes to read sometimes. 5 POSITIVE TRAITS: dauntless, perceptive, individualistic, loyal, 5 NEGATIVE TRAITS: choleric, temerarious, aloof, uncouth

LOCATION: a diner booth at 3am SPORTS TEAM: doesn’t really have one. GAME: he hates fun. SONG: my own worst enemy - lit SHOWS: metalocalypse, hell’s kitchen, secretly loves teenage mutant ninja turtles MOVIES: slc punk! FOOD: greasy diner fries BEVERAGE: a hot cup of tea whiskey COLOR: black

CHARACTER

MORAL ALIGNMENT: chaotic good. a chaotic good character acts as his conscience directs him with little regard for what others expect of him. he makes his own way, but he's kind and benevolent. he believes in goodness and right but has little use for laws and regulations. he hates it when people try to intimidate others and tell them what to do. he follows his own moral compass, which, although good, may not agree with that of society. MBTI: enfj, the protagonist. protagonists are natural-born leaders, full of passion and charisma. ENNEAGRAM: type 8, the challenger. people of this personality type are essentially unwilling to be controlled, either by others or by their circumstances; they fully intend to be masters of their fate. eights are strong willed, decisive, practical, tough minded and energetic. They also tend to be domineering TEMPERAMENT: choleric WESTERN ZODIAC: aquarius CHINESE ZODIAC:  year of the pig HOGWARTS HOUSE: gryffindor SONG: church hymn for the condemned - johnny hobo and the freight trains IDEOLOGIES: feminism, guns n’ roses ain’t shit, if the music is too loud then you’re too old.

[dalsgaard09stender-blog]

Transport of Formula One Racing Equipment

Much of the work surrounding effective Formula One racing teams is done behind the scenes. Viewers seldom wonder how the automobiles as well as all of their coming with tools reach the Grand Prix circuit or what is involved in getting them there. Transport is an essential element of Formula One racing although it is rarely taken into consideration. The transport division of a Formula One auto racing team is responsible for making certain that every aspect of relocating the team as well as tools from one place to the various other is dealt with smoothly. The transportation department should succeed at managing small details completely. They collaborate couriers and shipments along with making sure every required traveling setup is completed. Transportation to European Solution One racing locations is largely taken care of with by truck. The private truck convoys are run by each Formula One auto racing team. Groups additionally bring along motor homes and also cooking areas for the comfort of staff member present at the race. Moving a Formula One auto racing group from one circuit to one more is not a simple job but ends up being a lot more complicated when the races are hung on different continents. With races spread around the globe teams should successfully carry virtually lots of gear. When the Solution One racing collection moves to Grand Prix places beyond Europe the general transport demands are organized by Solution One Administration (FOM). Tools is transferred in chartered big jets. Formula One auto racing groups based in England leaving from London and also those from the continent leaving from Milan. The cost to move whatever needed for a Solution One race is pricey. Like airline passengers that need to observe luggage weight demands, Solution One racing teams are limited to 10 lots of totally free freight. Fees are charged to teams for all weight over the restriction. The Concorde Contract governs Formula One auto racing. The Concorde Contract includes a formula that allows groups to receive a transport subsidy based upon efficiency at the end of the season. Competitors for transport subsidy funds is an additional incentive to keep Solution One racing teams pressing their cars and trucks to the limitation. The list of tools a Formula One auto racing team need to transport to a race is overwhelming. read more racing automobiles are transferred in particularly created frameworks to stop damage. Unique containers are utilized to transfer gas as well as oil that satisfy FIA policies. FOM should coordinate the transportation of the TV broadcasting tools completing over 50 lots. Additionally, the screening tools that FIA requires at each race must be delivered as well as rebuilt at each Formula One auto racing venue. While FOM manages the general logistics for transportation of the Formula One auto racing group equipment, each group's transportation division is accountable for the information that make traveling effective. They validate that travel tickets have actually been arranged and also worry about key concerns. The logistics group is part travel bureau as well as part supply service. When races are scheduled simply a week apart the Formula One racing group's logistic specialists make sure that the equipment is relocated and reconstructed at the brand-new place in less compared to 72 hours. While they work behind the scenes and are rarely acknowledged, the initiatives of Solution One auto racing's transportation divisions are key to a winning season.

[marymccartneyphotos]

Paul McCartney and Nancy Shevell on Halloween at Abbey Road.

Photographed by Mary McCartney

[collinthenychudson]

Day 18: Virginian EL-C

Info from Wikipedia

The Virginian EL-C, later known as the New Haven EF-4 and E33, was an electric locomotive built for the Virginian Railway by General Electric in August 1955. They were the first successful production locomotives to use Ignitron (mercury arc) rectifier technology. Although they proved to be a successful design, no more EL-Cs were built, due to the small number of railroads that had electrification and the advent of improved electric locomotive technology. They were among the last mainline electric freight locomotives in the United States. In the mid-1920s the Virginian Railway had adopted an 11 kV 25 Hz AC electrification for its coal-heavy main line between Mullens, West Virginia and Roanoke, Virginia. To work this line the Virginian bought 36 EL-3A boxcab locomotives from Westinghouse. The Virginian added four EL-2B locomotives from General Electric after World War II, but the original fleet was showing its age. In the mid-1950s the Virginian decided to continue electrification in lieu of dieselization, and ordered new locomotives from GE to replace the original boxcabs. GE employed then-new ignitron rectifier technology, first used on the experimental Pennsylvania Railroad E2c and E3b locomotives. The rectifiers converted the overhead AC to DC. A transformer stepped the voltage down from 11 kV to feed the rectifier. The DC voltage from the rectifier was then smoothed by a reactor before it was passed on to the traction motors. There were six traction motors, one for each axle. Starting tractive effort was 98,500 lbf (438,000 N); maximum power output 3,300 hp (2,500 kW). The maximum speed of the locomotive was 65 mph (105 km/h). Each locomotive had six axles in a C-C configuration. They were 69 ft 6 in (21.2 m) long and weighed 174 short tons (158 t). GE delivered 12 locomotives, numbered 130–141, to the Virginian between October 1956 and January 1957. The locomotives performed well in freight service and the Virginian retired the EL-3As as planned. The situation changed dramatically in December 1959 when the long-discussed merger between the Virginian and the Norfolk and Western Railway occurred. The routes were largely parallel, and the N&W had scrapped its own electrification scheme in 1950. The N&W renumbered the EL-Cs 230–241 and kept them running, but change was coming. The N&W routed only eastbound traffic over the former Virginian, with all westbound traffic going over the N&W main line. The electrification system became surplus to requirements and was shut down on June 30, 1962. N&W rebuilt one EL-C, No. 230, as a road slug, but the experiment proved unsuccessful. In 1963 the New York, New Haven and Hartford Railroad stepped in. The New Haven was cash-strapped but in need of power to replace 1910s-era boxcabs on its electrification between New York and New Haven. The N&W sold all 12 locomotives, including the slug as a parts source, for $300,000. The New Haven designated the locomotives EF-4 and renumbered them 300–310. The locomotives gained their fourth owner in 1969 when the New Haven became part of Penn Central. With the change in ownership came a new designation, E33 (following the old Pennsylvania Railroad nomenclature), a renumbering to 4600–4610, and a new assignment: protecting freight schedules on the Northeast Corridor and the Philadelphia to Harrisburg Main Line. No. 4600 was wrecked and never entered service. A fifth and final change in ownership came in 1976 when the bankrupt Penn Central became part of Conrail. Retained and repainted by Conrail, all 10 E33s were retired at the end of March 1981 when Conrail shut down its electric freight operations. Conrail sent its remaining E33s back to GE as trade-ins. Two were preserved: ex-Virginian No. 131, painted as Conrail 4601 which was at the Railroad Museum of New England (RMNE) and ex-Virginian No. 135 at the Virginia Museum of Transportation. RMNE sold No. 4601 to the Illinois Railway Museum in 2015.

Models and Route by: Trainz, Auran, and Download Station

[adrenalineguide]

Ford Explorer Limited Hybrid

Words and Pics By Michael Hozjan

Long before “pickers” were a television phenomenon, my buddy and I scoured the back roads of Quebec, Ontario and New England looking for hidden treasures, automobile paraphernalia and vintage iron. Every weekend we’d log on hundreds of kilometers in his trusty ’94 Eddie Bauer Edition, Ford Explorer. It was peppy enough to get us out of trouble when asked, had the ability to swallow anything we found, and best of all, it was comfortable and not too thirsty.

That was the old body on ladder frame, SUV and the model that put the Explorer on the map. By the turn of the century there was a slew of sleek SUVs entering the market, and sales for the boxy truck started to dwindle. In 2011 Dearborn responded with an all-new unibody Explorer to lure eager masses back into their showrooms. They succeeded with sales nearly doubling in the first 12 months. Today with Ford having obliterated their sedan line up, their SUV/crossover models are more vital than ever for the company’s bottom line, with the old flagship bearing most of the grunt. Sales numbers for the Explorer have grown by leaps and bounds in the decade since the retooling. In fact the annual sales figures in the states doubled again in the first sex years of the model change to over 270,000 units.  

But all is not peachy clean at Henry’s old stomping grounds. The latest generation, launched in 2020, has had no less than 10 recalls for issues ranging from cockpit heat to transmission woes.

Kudos to Ford for at least recognizing the problems, admitting to them, and trying to remedy the situation.

Ford’s mid size SUV is available in four flavours starting with the XLT at an entry-level price of $45,049. The Limited is next up the corporate ladder followed by the ST trim coming in at $59,899 and the top-of-the-line Platinum starting at $65,149. The Limited is the only trim that comes with the hybrid option. The non-hybrid Limited is powered by a 2.3L EcoBoost and starts at $50,299 while the hybrid starts at $53,299.

The cockpit

A combination of wood, aluminum, shiny piano plastic, vinyl and leather make up the Explorer’s interior. It’s inviting, handsome and airy with better than average outward visibility. A rearview camera with a cleaning jet is a nice and welcomed touch.

I didn’t find the controls as intuitively easy to find and manipulate as the Escape’s, I’ll chalk that up to not being in Ford’s cockpits as often as those of other marques. By week’s end my familiarity became evident.  

Above: Second row captains chairs are standard, three passenger bench is an option.

A 6.5-inch multi media screen, sat radio and keyless entry are carryovers from the base trim. The Limited buyers get pampered with leather seating, power and ventilated front buckets, second row captain’s chairs (front two rows are heated), heated steering wheel, power folding for the third row seat, a 360 degree–view camera, and a 12-speaker Bang & Olufsen sound system.  

 Above: Access to the back seat is challenging at best

  Above: A hands free tailgate is standard on all trim levels. 

On the road

This hybrid is brisk on take off when you put the pedal to the metal. The 318 horses and 318 lb-ft of torque from the 3.3L V6 awaken in a frenzy to send you down the road and then taper off to a mild mannered truck as the speedometer goes up. Equally impressive is its ability to climb to over 55 kph solely under the power of the 44-horse electric motor sandwiched between the engine’s crankshaft and the 10-speed automatic’s torque converter.  My Limited came with the towing package, enabling it to tow 5,600 lbs.

Twenty-inch aluminum wheels on the Limited replace the base truck’s 18 inchers.    

The 1.5 kWh lithium-ion is battery mounted under the second row of seats, lowering the center of gravity, improving the hybrid’s handling, although the steering could a dose of firmness to take away from the soccer mom feel. Still I suppose most owners won’t notice.

The Explorer’s ride has always forgiven road undulations and this one is no exception, the ride is more car-like than SUV with good soundproofing. I’d prefer to see a bit more padding on the seat cushions, as they are too firm for my aging....

Conclusion

The latest Explorer is smartly styled with crisp flowing creases that still retains its heritage. It looks richer than the price tag and is nicely optioned and proportioned. The SYNC-3 multimedia system is more user friendly than previous versions.  

Transport Canada rates the Explorer Hybrid at 9.6 L/100 kms, I netted a less impressive 10.6L. By comparison, Toyota’s Highlander Hybrid, the Explorer’s closest competitor is powered by a less powerful, 240 hp, V6 but gets 6.9L/100 km justifying the two thousand dollar premium for the hybrid. Although I haven’t driven the EcoBoost powered Explorers to get their mileage numbers (Transport Canada says its 10.3/100), swallowing an additional three grand price tag seems hard pill. Still, there are a few pluses that make it an easier choice, the gas engine/electric motor work flawlessly together with no vibration or noise emanating into the cabin. I also like the bigger performance numbers and off-line peppiness coupled with even slightly better fuel consumption and the hybrid would be my choice.  I suspect the thirst number on my tester will improve as the mileage accumulates and I’m sure improvements will continue in successive years.  

Price as tested: $56,099 *

* Includes freight and A/C tax

[readyfleettruckparking-blog]

New Post has been published on https://fleetconcepts.com/freight-companies/best-freight-companies-ftl-ltl-carriers/

Best Freight Companies in 2020: FTL & LTL Carriers

If what you’re preparing to ship is too large to be delivered as a package, you have two freight shipping alternatives: full truckload (FTL) & less-than-truckload (LTL). The logistics responsible for both of these modes are incredibly varied, but in the end, they will ship your freight where it needs to go.

You need to take into consideration several elements when you start your search for the ideal freight business to deliver your products despite whether you pick LTL or FTL. Have a look at this summary of each setting and a list of the leading freight companies to help you examine your alternatives.

Less-Than-Truckload (LTL) Shipping Carriers

If your freight is also too large to be taken into consideration for a standard package delivery but does not need a semi-truck entirely to itself, it’s most likely an LTL shipment. LTL freight companies incorporate multiple LTL shipments to create a singular truck consisting of different LTL loads. This consolidation makes the most of the performance of the truck and also cut down on costs.

LTL shipping could be the appropriate option for you if your freight weighs over 150 pounds, yet less than 15k pounds, and also you wish to lower your total transportation prices.

Advantages of LTL Freight Companies

When you deliver LTL, you only pay for the section of the trailer your freight uses up, rather than the full trailer. This distinction is cheaper and also the most efficient option for many companies.

You can also get additional services when you ship LTL, which include liftgate, minimal accessibility abilities, expedited shipping alternatives, and inside delivery and pick up.

The Best LTL Carriers

These are the top LTL carriers in the U.S., conferring to Logistics Management Magazine:

Old Dominion Freight Line

FedEx Freight

UPS Freight

YRC Regional

Estes Express Lines

XPO Logistics

ABF Freight System

Southeastern Freight Lines

Saia Motor Freight Line

Holland Regional

Full Truckload (FTL) Shipping Carriers

FTL shipments are usually understood to be one of the most affordable options for moving freight if the freight can loading a whole trailer – shipments that are higher than 5k to 10k pounds – are usually the perfect weight for FTL shipments. The typical weight that can efficiently deliver on a trailer is typically in between 42k as well as 44k pounds.

Full truckload shipping is additionally the go-to freight transportation choice if you intend to ship cargo that has unique needs. These can consist of almost anything from needing a flatbed trailer to a truck with climate control for temp-sensitive products.

Advantages of FTL Freight Companies

As opposed to LTL shipments, which often make several stops and are transferred between trucks several times before getting to their location, FTL freight does not call for any kind of added action. This routing indicates that shipping freight full truckload is typically a much quicker alternative than shipping LTL.

Various kinds of transportation readily available for FTL shipping include:

Flatbed Carriers

Removable Gooseneck (RGN) Trailers

Refrigerated (Reefer) Trailers

Step Deck Trailers

Dry Van Trailer

The Top FTL Carriers

These are the leading FTL carriers in the United States, likewise according to Logistics Management Publication:

Prime

J.B. Hunt Transport

Landstar System

C.R. England

Werner Enterprises

Schneider National

U.S. Xpress Enterprises

CRST International

Swift Transportation

Crete Carrier Corp.

Consider the complying with when selecting in between LTL as well as FTL shipments:

Your shipment dimension

The goal delivery timeline

Your budget plan

Whether the cargo is delicate or temp-sensitive

Fleet Concepts has a vast network of one of the most well-respected ground freight companies in the U.S.A. The TMS can additionally connect intermodal freight equally as fast. Fleet Concepts gives you access to the most affordable shipping rates in the industry for LTL as well as FTL shipping.

[benjamingordon]

What Amazon's One-Day Delivery Means for UPS, FedEx, Walmart and Target

People often make nice-sounding promises and very rarely keep them. If you're running a company and promise customers to offer great service, you really ought to back up that promise with the best capabilities in the industry. Otherwise, you will disappoint your customers and they'll leave you for a company the makes ambitious promises and keeps them.

This comes to mind in considering Amazon. For decades, it sold stuff through a website and relied on others to deliver the goods. But, according to the Wall Street Journal, Amazon's 2013 failure to live up to its promises convinced CEO Jeff Bezos that Amazon needed tighter control of all the activities between the customer's order and its delivery.

So Amazon forward integrated into the business of distribution and delivery. As the Journal wrote, Amazon has "blanketed the U.S. with warehouses and package-sorting centers flooded the streets with vans and taken to the sky." All this was done to help Amazon fulfill the promise of one-day delivery to its Amazon Prime customers who pay $119 a year for the privilege (and get a free online streaming service in the bargain).

Amazon's investment in the capabilities needed to make one-day delivery a reality is a threat to UPS, FedEx and all the retailers who compete with Amazon. It looks to me like Target is responding most effectively to the Amazon threat — Walmart and UPS are also doing well — and FedEx is struggling the most.

During the 2013 holiday season orders by Amazon, customers were too much for U.S. carriers which resulted in late deliveries and angry customers. To lower the odds of a repeat disaster, Amazon boosted the number of fulfillment, sorting, and other delivery facilities from 65 to about 400. Those facilities are located close to customers so that Amazon can cut Prime delivery time in half to a day, noted the Journal.

Along with the facilities to store goods, Amazon is investing in its own multi-modal transportation network. In the U.S. Amazon is now handling about 4.8 million packages a day while the USPS volume of Amazon packages has dropped by half in the last two years.

Amazon has taken up the slack in the U.S., by partnering with delivery entrepreneurs, offering to pay $10,000 to Amazon employees to become delivery entrepreneurs, renting 15 Boeing 737-800 jets (bringing the total to 20 in addition to 40 larger planes), and seeking to manage ocean freight, according to the Journal.

But fulfilling the promise has boosted Amazon's expenses. Between 2010 and 2018, Amazon's shipping and fulfillment costs have soared 1,022% from about $5.5 billion to about $61.7 billion — representing 25% of Amazon's revenues, according to the Journal.

The Growth Payoff From forwarding Integrating

Prime memberships —which make over 10 million items available for one-day shipping — helped boost Amazon’s subscription revenue 37% in the second quarter of 2019. As the Journal reported, between June 2014 and June 2019, Amazon's Prime customer count has risen 275% from 28 million to 105 million.

Sadly for Amazon, all these investments in world-leading customer service are not having a spectacular payoff in its stock price. In 2019, Amazon stock is up a relatively modest 15% and as of August 28, it traded 16% below its all-time high of $2,050.

Amazon has long conditioned investors to expect that it will trade off profitability for growth. Fortunately, for the last few years, Amazon has been able to offset these growth investments with profits from its AWS business.

How Amazon Rivals are Responding

FedEx and UPS have responded to Amazon's forward integration strategy in different ways. FedEx (which in 2018 got 1.3% of its sales from Amazon) is cutting off Amazon and hoping to replace the lost business by partnering with Amazon retail rivals such as Walmart and Target.

Meanwhile, UPS — which Morgan Stanley estimates gets 10% of its revenue from Amazon — is picking up the slack and committed to staying with Amazon which will need UPS during the holiday season, according to the Journal.

Is Amazon Taking a Big Risk by Alienating Suppliers?

One logistics expert, Cambridge Capital Managing Partner Benjamin Gordon, sees logistical risks in Amazon's forward integration strategy. Most notably, Amazon is breaking relationships with suppliers. As Gordon said, "In addition to losing FedEx, [Amazon] also lost XPO, the $18 billion logistics powerhouse, in a move that took away close to $1 billion. If Amazon continues to lose partners, they will face shipping failures far worse than what they experienced in 2013."

Gordon also points out that Bezos's aphorism “Your margin is my opportunity” has meant a world of hurt for several transportations and logistics companies that served Amazon. As he said, "New England Motor Freight and Scoobeez have gone bankrupt this year. If Amazon continues to squeeze its suppliers on margin, it will put its logistics partners in an uncomfortable position."

He concluded, "Do they fire Amazon as a customer? Or do they acquiesce to business terms that risk destroying them? Either way, it appears that the very qualities that enabled Amazon to succeed – a ruthless focus on the customer experience and a streamlined process – could cause them disaster in logistics."

Target Is Adapting More Effectively Than Walmart

Two bricks-and-mortar retailers have mounted more effective responses to Amazon.

Target has responded well by making it more convenient for customers to buy and pick up goods. In the second quarter, it beat profit and revenue expectations and raised guidance. As CNBC reported, quarterly profit jumped by 17% as its "in-store pickup and same-day shipping services successfully drew more customers."

Walmart enjoyed a 6.1% pop in its shares when it reported second-quarter earnings on August 15. According to Reuters, consumers were responding positively to changes in Walmart's strategy. CEO Doug McMillon said that Walmart — which gets 56% of its revenues from food and grocery sales — gained market share in those categories.

Walmart's online sales surged 37% — two percentage points faster than expected. But the top-line benefits come at a cost — Morgan Stanley estimates that Walmart's U.S. e-commerce business will lose about $1.7 billion in 2019 ($300 million more than in 2018).

Investors have punished FedEx but have rewarded investors in UPS, Walmart, and Target. FedEx shares are down 6% this year as of August 28; UPS stock has increased 20%; Walmart is up 21%, and Target is the biggest winner — up a whopping 61% in 2019.

original source: https://www.forbes.com/sites/petercohan/2019/08/29/what-amazons-one-day-delivery-means-for-upsfedex-walmart-and-target/#571f204f2eb6

from Blogger https://ift.tt/34DWXmk

[newingtonnow]

New London’s Ferries: A Transportation Tradition

By Nancy Finlay

New London’s first ferry was chartered in 1651 and crossed the Thames River from New London to Groton. This service evolved with the times, transporting everything from ox carts and people to, centuries later, railroad freight. After mastering cross-river travel in relatively short order, operators began looking to bigger challenges and the opportunities that awaited them on Long Island Sound.

During the 18th and 19th centuries many vessels plied Long Island Sound, sailing back and forth between New York and Connecticut. By the late 19th century, steamboats ran between New London and Sag Harbor, and Greenport on Long Island to Block Island and Fisher’s Island. Many operated year-round, providing a vital commercial lifeline for farmers and businesses, while other, special excursion boats, operated primarily during the summer—taking vacationers to popular beach destinations.

Railroad ferry across Thames River, Groton, ca. 1889 – Groton Public Library and the Treasures of Connecticut Libraries

New London Ferries in the Automobile Age

The coming of the automobile provided both opportunity and challenge for New London’s steamboats. Ferries traditionally carried horses and horse-drawn vehicles, and the transition to motor vehicles proved relatively seamless. By 1912, the Hartford Courant stated that each day the Block Island boat carried “a large number of automobiles and teams (horse-drawn vehicles)” along with thousands of people.

But competition from automobiles also cut down on the ferries’ popularity. In 1919, authorities built a new railroad bridge between New London and Groton and converted the old bridge for use by automobiles, rendering the Thames River ferry obsolete.

Postcard of the steam ferry boat Governor Winthrop crossing the Thames River. Built by Robert Palmer & Son of Noank in 1905 – Mystic Seaport and Connecticut History Illustrated

  The cross-sound ferries continued to operate, however, and a new line soon emerged between New London and Orient Point. For a time following World War II, all three ferries on the New London to Orient Point route were actually converted military landing ships. Officials eventually retired these as they acquired new, more modern vessels. But another landing craft, the Cape Henlopen (formerly USSLST 510) joined the fleet in 1983 and still remains in service. Today the ferry from New London to Long Island remains the shortest and quickest way to get from eastern Long Island to New England, just as it was in centuries past.

Nancy Finlay grew up in Manchester, Connecticut. She has a BA from Smith College and an MFA and PhD from Princeton University. From 1998 to 2015, she was Curator of Graphics at the Connecticut Historical Society.

from Connecticut History | a CTHumanities Project https://connecticuthistory.org/new-londons-ferries-a-transportation-tradition/

[hoodiedesigninspiration]

New England Motor Freight Irwin Pa impremedia.net https://ift.tt/2Poa4Ge Cars, coulsdon

[prblog]

New England Motor Freight: Always wondered about this #logo when I would see it in traffic. And it’s one of a handful that stand out in this industry (for all the right reasons), imho. #lookup #bnw https://ift.tt/2LMvni6 July 29, 2019 at 05:57AM