Trolleybuses in Belgrade

The Belgrade trolleybus system forms part of the public transportation network in the city of Belgrade, the capital of Serbia. It is operated by the city-owned public transportation company GSP Belgrade. In 2017, the network consisted of 7 lines, with 125 trolleybuses operating on of two-way overhead wires. "Trola", Serbian name for the trolley pole, became among Belgraders the common, colloquial name for the trolleybus in general.
History.
Background.
The idea of introducing trolleybuses was considered during Interbellum. In the late 1930s, city's Directory for trams and lights prepared the acquisition of the first vehicles. The intention was to introduce the trolleybus lines which would connect the downtown Belgrade to Karaburma. World War II prevented the realization of this plan but the devastation of the tram infrastructure during the war revitalized the idea of trolleybuses.
1947-1960s expansion.
The first trolleybus was presented to the public during the Labor Day parade on 1 May 1947 while the network became operational on 22 June 1947. First two lines were Kalemegdan-Slavija and Crveni Krst-Slavija, which was later expanded to Kalemegdan Park, too. Several months later, the third line, to Dušanovac, was open. In the 1950s, the general idea was that trolleybuses should take over the major role in the public transportation. By 1955, the number of trolleybuses rose to 42. Envisioned plans included lines to Zemun, Karaburma, New Belgrade and Dedinje, but not all were carried into effect. Line to Zemun was opened in 1956, and in time three lines across the Sava river were formed: Line 14 – Zeleni Venac-Gornji Grad (Zemun) (which was considered a successor line to the pre-war tram line), Line 15 – Zeleni Venac-Novi Grad (Zemun) and Line 16 – Zeleni Venac-Pohorska, New Belgrade.
During this period, trolleybus became part of the Belgrade's sub-culture due to the activity of "kešanje" (slang for hanging onto something). Instead of entering the vehicle and paying for the ticket, the teenagers and young adults would grab onto the trolley pole on the outside.
1970s decline.
Since the late 1960s, city authorities began to consider abolishing the trolleybus network completely. In 1973 all three lines across the river were terminated and by the ending of Branko Pešić’s tenure as the mayor of Belgrade in 1974, only one line survived, Kalemegdan-Kruševačka, Lekino Brdo. It was planned for it to be abolished, too, but already in the mid-1970s, after several types of research, city government changed the opinion and began developing the trolleybus network again.
1980s revitalization.
By the early 1980s, new neighborhoods planned to become part of the network were Konjarnik, Miljakovac, Učiteljsko Naselje, Medaković, Banjica, Kumodraž, and Zvezdara. By 1982 trolleybuses reached Konjarnik (Line 19) and Učiteljsko Naselje (Line 21) and the Line 28, connecting Kalemegdan to Zvezdara opened in 1983. In 1985 Line 41 connected Kalemegdan to Banjica II and in 1986 Line 40 was opened between Banjica II and Zvezdara. By the late 1980s, citizens became accustomed to the network and in the 1990s a new trolleybus depot was built in Dorćol, with the capacity of servicing 135 vehicles.
Future.
After new city government took over in 2013, an idea of abolishing the trolleybus network was raised again, partially prompted by the experimental introduction of the electric buses. Due to the possible creation of the pedestrian zone in the entire central section of Belgrade, propositions include the change of the routes in downtown, the relocation of the central terminus from Studentski Trg to Slavija and of the depo from Dorćol to Medaković. The remaining lines should connect the hilly parts of the city: Konjarnik, Medaković, Vračar, Banjica and Kanarevo Brdo. City manager Goran Vesić announced that one single tram line will replace all four trolleybus lines (19, 21, 22 and 29) and the only bus line (31), which traverse through the city's main street "Kralja Milana". Regarding reasons, Vesić stated that the overhead lines look ugly in downtown and that citizen complained about the noise made by the trolleybuses. The immediate reaction of the citizens was mostly negative.
However, some of the advantages of the trolleybuses are their minimal noise pollution. Also, there is a matter of price of digging up the entire center of the city so that at least of tram tracks can be placed, and the cost of buying the new trams which will supposedly be operated on capacitors, without the grid. At the moment, five lines pass through the main street 47 times per hour. On average, that is one vehicle on every 86 second, which is virtually impossible with only one line. In May 2017, Prime Minister of Serbia Aleksandar Vučić, even though the Belgrade's city transportation is completely outside of his jurisdiction, stated that he wants to abolish the trolleybus network completely and replace it with the electric buses. As a reason, he said that the trolleybuses are causing problems and that when one stops due to the malfunction, it stops the entire traffic behind it. Though electric buses may be a better solution than the trams, Vučić's reasoning is dubious, just like the Vesić's. Trolleybus has easier traffic avoidance than a tram. Contrary to the trams, which indeed stops all the trams behind when one malfunction because they all use the same tracks when a trolleybus is broken, it is simply unhooked from the grid and is easily bypassed by the trolleybus behind it.
After public protests, the 2013 idea was modified in 2015 and the city announced that the terminus from Studentski Trg will be relocated to the Dunavska Street, extending the trolleybus lines to Dorćol, as a temporary solution. As of July 2019 nothing has been done regarding the trolleybuses relocation. Due to the massive 2018-2019 reconstruction of the Republic Square, some lines were shortened only to the Slavija quare, some were replaced with buses, while some were abolished completely. After continued citizens protests, city administration modified its idea of the large pedestrian zone in downtown and announced that all trolleybuses will be returned to their regular lines in September 2019, after the reconstruction of the square is finished. However, after the square was reopened for traffic on 1 November 2019, lines 21 and 22 remained shortened to the Slavija Square, while lines 19 and 28 were completely abolished due to the "overlapping in the central city zone". But it was also reported that the reduction (it also included several bus lines) is part of the ongoing plan by the city to transform the main traffic route into the pedestrian zone and because of the weight restrictions due to the botched reconstruction of the Republic Square.
Since 2016, both abolition of the trolleybuses and replacement with the electric buses, and purchase of new, modern vehicles which does not require complicated grid, were announced. The Belarus' MAZ was mentioned as a possible partner in this acquisition. City also mentioned possible renovation of the already operational fleet. Replacement of the old vehicles with the new ones was again mentioned in 2018, which was reiterated in the late 2019, when city announced purchase of 40 trolleybuses in 2020. This was postponed due to the COVID-19 pandemic.
In December 2018, Ministry of construction, transportation and infrastructure instigated changes in the Law on Communal Activity, which would allow for private companies to operate trams and trolleybuses, as the present law allows them only to operate city transportation's bus lines. However, deputy mayor Vesić said that city will buy 80 electric buses instead and that trolleybus lines will be shut completely. In October 2019, a scandal broke out when it was reported that some 80 trolleybuses (64%) are not registered (which was discovered by the police in the spring of 2019). GSP general manager was charged, though the company claimed that vehicles have regular technical inspections.
In April 2021, Belgrade city delegation visited Moscow's tram factory PC Transport Systems. President of the city assembly, Nikola Nikodijević, announced that 154 trolleybuses (with 130 trams) will be purchased by the city until 2033.
Dorćol route.
As the city authorities continued with their already heavily criticized project of removing the traffic completely from downtown and conducting it into the neighborhood of Dorćol, they began the construction of the grid. Local residents opposed the idea and blocked the streets. When city sent workers to begin the works on the new grid, the residents physically prevented them. They are opposing the project which will reduce the sidewalks and number of parking spots, cut the trees and induce further traffic jams. City claimed they are doing this because of the wishes of the citizens but never provided any proof of that. After negotiations with the residents, city decided to temporarily halt the works and later announced the partial change of the route.
In March 2020, due to the COVID-19 pandemic, a state of emergency was declared in Serbia, which included social distancing, partial curfew and ban on public gathering. The emergency was declared on 16 March and already on 17 March city began to cut trees to make way for the grid. Citizens reported that the city is building the route as they like, pushing aside what little agreement they made with the citizens, that workers employed in the construction don't follow protocolos of protection during the pandemic and that works are being done without all necessary permits since there was no time to obtain them so fast. City responded that now, when there is no traffic, it is ideal time to work and that they do everything as agreed with the citizens who are now legally prevented to organize protests and blockades due to the state of emergency. The works continued only during the night curfew, including loud construction works like the hydraulic concrete drilling. Police refused to intervene so the situation culminated in late April when citizens gathered in the streets, breaking the curfew and halting the works. Police then appeared with black Marias but an ad hoc agreement was reached by which residents returned to their homes, and the works were stopped.
Line 28.
City Hospital (today KBC Zvezdara) was opened on 1 December 1935. In the early 1941, before World War II began in Yugoslavia, the bus Line 28 was established, which connected City Hospital to Theatre Square in downtown Belgrade, via Hadžipopovac and Profesorska Kolonija. The line was kept operational by the German occupational authorities throughout the war, from 1941 to 1944. After the war, the bus line of the similar route continued, but was renamed to Line 27. In 1949, the pre-war line was fully re-established, and the number 28 was returned.
The buses which operated on the line were Miesse and Renault. Later bus brands on the line included Leyland Royal Tiger Worldmaster, MAN and Ikarbus. The buses were replaced by trolleybuses in 1983, but neither the number nor the route changed (modern street names): Dimitrija Tucovića-Cvijićeva-Jaše Prodanovića-Takovska-Svetogorska-Makedonska-Republic Square-Vasina-Studentski Trg.
The changes in 2019, especially the shut down of the line 28 was described as the "complete miss" and caused public protests and gatherings, and street and works blockades. Thousands of people signed petition asking for the line to be restored and organized protests along the line's route. Closing and shortening of the lines in November 2019 right away resulted in crowds in the surviving lines and massive public discontent. Especially affected was Zvezdara municipality as lines 19, 21 and 28 were connecting different parts of Zvezdara to downtown. Furthermore, line 28 was the only line of public transportation which connected downtown to KBC Zvezdara, one of the largest medical-hospital complexes in Belgrade. Authorities said that everything is covered with changing buses on other lines, but it turned out that for some, previously direct routes, it takes an extra hour for the commuters. Another explanation by the authorities was reduced pollution in downtown. However, an extra diesel-operated bus line No. 22A, for the shortened section of the trolleybus lines through the city center, was introduced. Just five days into new network, mayor Zoran Radojičić said that line 28 "may be reintroduced". The residents continued to occasionally block the traffic and in February 2020 they placed a "monument" to line 28 at its former terminus at Studentski Trg.
The line was also directly connecting several students' dormitories to the Belgrade University. The abolishment and shortening of the lines was abrupt and unannounced. In the 2015 project, line 28 was not only preserved, but was planned for extension - to Medaković III on one, and to Cerak Vinogradi, on the other side. When the reconstruction of the Republic Square began, it was stated that the shutting of the lines was temporary. And when the works were finished on 1 September 2019, all the lines were indeed restored. However, when two weeks later the newly renovated square began to fall apart, the cubes which were used for paving were turned upside down. After this was finished, the lines were shut down, unofficially, because of the mishandled reconstruction and poor quality.
After 4 months of protests, city finally accepted to hold talks with the citizens regarding line 28 in the late February 2020. Previously they completely ignored the protesters, not answering to any petition or question, refusing to disclose the study on which they based the abolishment of the line, even when they had to do it when the Law on Free Access to Information was invoked by the activists. After several sessions city remained insistent on enforcing pedestrian zone in the entire downtown and refusing to re-establish the line. The activists said they will physically prevent removal of the electric grid. In June 2020, city administration announced restoration of the line for 6 July, after the study of Transportation Faculty which showed that the restoration of the line is justified.
Lines.
As of 2017, there are seven lines in operation. They operate every day, on a different timetable, depending on the time of the day or if it is a weekend. There are no night trolleybus lines.
Some of the recently abolished lines include Line 22L, which operated from Kalemegdan to Slavija, as the shortest line of the public transportation in Belgrade () which was abolished on 3 September 2012, and Line 29N, night line which was abolished in 2006 and replaced by the bus.
The fleet.
In 2012, when the fleet numbered 133 vehicles, the breakdown by the type was:
3 Hess/Kiepe lighTram buses will be delivered in June 2019.
Former types included:
Notes.
Notes:


Forest/Jupiter station

Forest/Jupiter station is a DART Light Rail station in Garland, Texas. It is located near Forest Lane and Jupiter Road, and is served by the . It opened on November 18, 2002 and serves Garland-area businesses, including Raytheon Systems and Sears Service Center.


GMC Astro

The Chevrolet Titan and GMC Astro are heavy-duty (Class 8) cabover trucks that were manufactured by the GMC Truck and Coach Division of General Motors. The largest cabover trucks ever produced by GM, the Titan (and more common Astro) were introduced for 1969, replacing the 1960-1968 GMC "Crackerbox" COEs. The Astro and Titan would become the final trucks of the type assembled and marketed by General Motors, following the 1981 exit of Chevrolet from heavy truck sales and the 1986 creation of the Volvo GM joint venture.
The Chevrolet Titan and GMC Astro were assembled at Pontiac Truck & Coach/Truck & Bus (Pontiac East Assembly) in Pontiac, Michigan, with the final GMC Astro produced in 1987.
Background.
In 1959, GMC introduced its Class 8 cabover trucks, replacing the previous "Cannonball" fixed-cab COEs. Distinguished by its boxy appearance, it became nicknamed the "Crackerbox". Available in a 48-inch BBC (bumper to back of cab) length, the truck was produced with an all-aluminum fully tilting cab. Alongside a 702 cubic-inch GMC V12 gasoline engine, the truck was available with Detroit Diesel 6V71 and 8V71 diesels. Along with single or tandem axle configurations, the GMC "Crackerbox" was available with a sleeper cab.
In the late 1960s, as American truck manufacturers introduced updated designs for cabover trucks, design work began on an all-new Class 8 cabover. Expanding the product line to the Chevrolet brand, the replacement for the GMC Crackerbox sought to expand interior space, visibility, and driver ergonomics. For the 1969 model year, the GMC F was replaced by the GMC Astro, while the Chevrolet Titan 90 was unveiled for the 1970 model year.
Design overview.
The GMC Astro/Chevrolet Titan are Class 8 cabover-engine (COE) trucks, sold in both single and tandem rear axle configurations. In contrast to the Crackerbox, the cab of the Astro was lengthened nearly six inches into a 54-inch BBC length with two sleeper cab configurations available. In what would be a distinguishing feature of the vehicle, the Astro/Titan was produced with a wraparound dashboard; the speedometer and tachometer were placed directly in the line of sight of the driver while most secondary gauges were placed off to the side, based on their level of use.
In stark contrast to the boxy Crackerbox, the exterior of the Astro/Titan featured rounded body corners and wraparound windshield glass. In 1975, GMC introduced a "Dragfoiler" roof spoiler as an option. In an option that became standard a year later, in 1979, GMC and Chevrolet offered the SS (Special Series) package. Featuring a (much) larger radiator grille, improvements to exterior and interior trim, the SS package was meant to market the Astro/Titan towards owner-operators. In 1983, the Aero Astro option package was released, largely as an effort to improve fuel economy. Along with the Dragfoiler roof spoiler, the option package included body extension panels between the cab and trailer, an air dam below an extended bumper and an optimized radiator grille.
In a major change from precedent, when introduced in 1969, the Astro/Titan were marketed exclusively with diesel engines. The base engine was the Detroit Diesel 6-71N, with the Detroit Diesel 8V71 and Cummins N-Series diesels as options. In 1972, the Detroit Diesel 12V71 became available as an option; though rarely ordered, the V12 engine would remain through 1978. Although Detroit Diesel had developed a gas-turbine version of the GMC Astro in the early 1970s, fuel-economy concerns would keep it out of production. In 1977, the Cummins KT450 and Caterpillar 3406 became options; the larger engines required the addition of a larger radiator. In 1979, the 6-71 was replaced by the 6V92, making all available Detroit Diesel engines V-engines; the 6V71 was discontinued after 1980.
Discontinuation.
Following the launch of the cabover product line in 1969, the GMC Astro quickly exceeded the Chevrolet Titan in sales and market share. In 1981, General Motors ended sales of heavy trucks by the Chevrolet Division, leading to the cancellation of the Chevrolet Bruin, Bison, and Titan. A major factor leading to the cancellation was lack of support for heavy-duty trucks by Chevrolet dealers. In contrast to other GM brands, a key requirement of GMC franchisees of the time was the ability to sell and service the entire GMC product line. In addition to light trucks, this meant a potential GMC franchise needed the ability to support medium-duty trucks, heavy-duty commercial trucks, the GMC motorhome, P-chassis, and school bus chassis. For a typical dealership, this meant dedicating profitable space that would have otherwise gone to selling passenger cars.
In 1986, Volvo AB entered into a joint venture with General Motors in heavy-truck production, with Volvo taking an 85% stake. Having already acquired White Motor Company in 1980, the joint venture would do business as Volvo GM Heavy Truck Corporation, selling trucks under the combined WhiteGMC product badge. Under the joint venture, GMC trucks were phased out in favor of White-designed Volvo GM products. The GMC Astro ceased production after the 1987 model year (coincidentally, two years after Chevrolet launched a van with the same name).
Although Volvo GM would continue sales of COE trucks under the White GMC and Western Star brands (the WhiteGMC WH and Western Star Cabover; both versions of the White Road Commander II), the GMC Astro was never directly replaced by Volvo GM, Volvo, or General Motors.


PickMe

PickMe is a taxi hailing app based on Sri Lanka developed and maintained by Digital Mobility Solutions (Pvt) Ltd headquartered in Colombo, Sri Lanka. The app is currently available for Android and iOS platforms. A passenger can download app from the respective app store and install it. When a taxi is requested, it would be diverted to the nearest driver via PickMe's servers where the driver would reach the passenger's location and pick up the passenger. Currently, PickMe has the vehicle options Tuk, Flex (Small Hatchbacks), Mini (Large Hatchbacks), Car (Sedans), Minivan (Microvans capable of seating six passengers) and Luxury (VIP) cars on their fleet. Also, the app is available in English, Sinhala and Tamil.
History.
A serial entrepreneur counting 16 years of founding and successfully running several technology-based ventures, Jiffry Zulfer is the founding CEO of PickMe. Prior to PickMe, he contributed as CTO and part of the founding management of anything.lk which was re-branded as wow.lk after being acquired by Dialog Axiata PLC due to its increasing success, again as a first of its kind in the e-commerce market. Crediting his talent as a driving force in "technopreneurship" Zulfer was awarded the ICTA Young IT Professional Award (May 2006) and FCCISL Young Entrepreneur of the Year Award (April 2004). An avid traveller and ambitious young geek Zulfer felt the need to build a technology in Sri Lanka for hailing taxis similar to those that were successfully revolutionizing the taxi industry around the world.
As a first step, Zulfer approached his fellows in the local ICT space and explored the possibility of developing the technology. He was lucky to know and meet the right people at the right time, for he soon had a skilled young team embarked on the task of developing Sri Lanka's own taxi-hailing app. Once the prototype was ready Zulfer approached Ajit Gunewardene who is a businessman in the country and also is the deputy chairman of John Keells Holdings PLC. who gave him 15 minutes to pitch the idea. Ajit says that 15 minutes later he was sold. Joining Ajit were Ruchi Gunewardene and a few other private investors including Interblocks Ltd., Lanka Orix information Technology Services Ltd., H Capital (PVT) Ltd., MAS Capital (PVT) Ltd. Ajit Gunewardene is now chairman of PickMe.


Trolleybuses in Derby

The Derby trolleybus system once served Derby, the former county town of Derbyshire in central England. The trolleybus service started in 1932 and ran until 1967.
History.
The Derby trolleybus system opened on , and it gradually replaced the Derby tramway network. The trolleybus system was opened just a year after London United Tramways, although nearby Nottingham had started using trolleybuses five years before. The trolleybuses operated by Derby Corporation led to the last Derby tram being eventually withdrawn from regular routes at the end of June with a special last journey on 2 July 1934.
By the standards of the various, now defunct, trolleybus systems in the United Kingdom, the Derby system was a medium-sized one, with a total of 11 routes, and a maximum fleet of 73 trolleybuses. The system was much cheaper to run than motorbuses but the end was signalled when proposed extensions to the network were blocked by protest to the additional poles and cabling that would be required. The system was closed on .
There were over the years 165 Derby trolleybuses although this figure includes six that were second-hand. Five of the former Derby system trolleybuses are now preserved. One of them is at the Trolleybus Museum at Sandtoft in Lincolnshire, a second one is kept at the Westgate Transport Museum, Belton, near Sandtoft, and a third is based (but privately owned) at the East Anglia Transport Museum, Carlton Colville, Suffolk. The other two are privately owned and stored at unknown locations in the UK.
Services.
Route 22 extended to the outer ring road until 1952, when it was extended to the Mackworth Estate. This route continued until the trolleybus operation closed in 1967. The picture shows a trolleybus at the end of this route.
Culture.
A Derby Corporation Roe trolleybus was die cast in 1:76 scale by the Corgi Toy company. The limited-edition model advertised the "Wardwick Restaurant" and electricity. The indicator display was for route 22 to "Prince Charles Avenue". As the model bus had "Roe" coachwork then it would have been a trolleybus made after 1960.


Trolleybuses in Drammen

The Drammen trolleybus system was a system of trolleybuses in Drammen in Viken county, Norway, which operated between 15 December 1909 and 10 June 1967. The system stretched from the city center to Brakerøya, Merket and Vårveien and was operated by the companies Drammens Elektriske Bane, A/S Trikken and Drammen Kommunale Trikk. The system was well suited for Drammen, since the city has a lot of hills and cheap electricity.
History.
When the system opened in 1909 it was the first trolleybus system in Scandinavia. The first plans for public transport in Drammen were proposed by Carl Christian Juell for a horsecar system, but instead he started developing the Gothenburg tram in Gothenburg, Sweden. In the 1890s Oslo, Bergen and Trondheim got horsecar and later tram systems, and in 1904 it was proposed that also Drammen get a similar system. But Engineer Hans Jensen had been to Düsseldorf and seen the trolleybus system there, and in 1909 the company Drammens Elektriske Bane got permission to build a trolleybus system. The company had an initial capital of NOK 140,000 and built the 7.7 km line Bragerøen-Torvet-Landfalløen and Torvet-Tangen.
Drammen trolleybuses used the Schiemann system - two wires were located 15 cm apart (voltage: 550V); the vehicles used a single trolley pole. Drammen was the last trolleybus system in the world to use this type of current collection. The first four buses and the infrastructure were delivered by Max Schiemann & Co in Germany. The initial system had a headway of 30 minutes, but this was changed to 20 minutes in 1912. Within a few years the system had reached a ridership of more than one million passenger annually. During World War I the company came into deep economic problems, and the ticket price was increased from 10 øre to 15 øre and the municipality gave the company a 25% discount on electricity. Still, in 1916 the company went bankrupt. A new company, A/S Trikken, was created to continue operations.
The system had since the start had a disadvantage in that only empty buses could cross the City Bridge that connected the two lines. But in 1936 a new bridge was constructed allowing buses to drive in a continual, triangular loop. After World War II the system was again quite petty, and on 1 July 1947 the City Council created a municipal owned company, Drammen Kommunale Trikk (lit: Drammen Municipal Tram), to operate the system. The routes that in the 1930 had been reduced to 12 minutes headway were then reduced to 10 minutes and in 1951 to 9 minutes. In 1960 the company also rebuilt the buses so that they only needed a driver and not a driver and conductor and expanded the western route to Vårveien.
In 1960 the sale of cars in Norway was deregulated, resulting in an enormous fall in passenger numbers for the trolleybus system. On 7 January 1963 the route to Brakerøya was taken over by diesel buses. The rest of the system was closed on 10 July 1967. When the system closed, it was the second oldest operating trolleybus system in the world. The operating company was also responsible for the new diesel bus routes, and in 1981 it was merged to create Drammen og Omegn Busslinjer, now part of Nettbuss.


Central Avenue station (MBTA)

Central Avenue is a light rail station located off Central Avenue near Eliot Street in Milton, Massachusetts. It serves the Ashmont–Mattapan High Speed Line, a branch of the MBTA Red Line. Central Avenue consists of two side platforms which serve the Ashmont–Mattapan High Speed Line's two tracks. The station opened in 1929 along with the rest of the line. It closed on June 24, 2006, for a yearlong renovation of the line, and reopened on December 22, 2007. The station is accessible via wooden ramps on both platforms.


Franklin station (Calgary)

Franklin station is a CTrain light rail station in Calgary, Alberta, Canada. It serves the Northeast Line (Route 202) and opened on April 27, 1985 as part of the original route.
The station is located in the median of Memorial Drive, just west of the intersection with 28 Street SE. The station is 4.7 km (2.92 mi) from the City Hall Interlocking. Pedestrian bridges connect the station to either side of Memorial Drive. Stairs, escalators, as well as an elevator provide access down to the center-loading platform. The station serves residential neighbourhoods to the south (Albert Park/Radisson Heights) and industrial areas to the north. 578 parking spaces are available for commuters.
As part of Calgary Transit's plan to operate 4-car trains by the end of 2014, all 3-car platforms are being extended. Franklin station also had new furnishings installed, in addition to a platform extension. Construction was completed in the late Summer/Fall of 2013.
In 2005, the station registered an average transit of 4,700 boardings per weekday.


Honda TN360

The TN360 and its successors in the long running TN series is a cab over pickup truck from Honda, which replaced the T360 in November 1967.
The TN360 uses an air-cooled two-cylinder 354 cc engine with a single overhead camshaft, and was adapted from the Honda CB450 motorcycle. The preceding T360 had been equipped with a very complex twin-cam four-cylinder unit, whereas this new engine (shared with the N360 sedan) was more fitted for mass production. The engine was redesigned to be mounted horizontally, residing midships beneath the load floor.
TN360.
The TN360 premiered in November 1967 and remained in production unchanged until January 1970. Top speed is , the same as for its predecessor. Thanks to a simpler construction, weight dropped considerably: from for the old T360 to for the 1967 TN360. Output remained unchanged at 30 PS (22 kW) at 8,000 rpm, but torque increased somewhat to at 5,500 rpm and everything occurred in a lower engine speed range. The engine benefited from engineering efforts achieved on the Honda 1300 four cylinder, air-cooled sedan introduced in 1969. The TN also had a considerably tighter turning circle, at 7.6 metres. The only bodywork available was as a drop-side pickup truck.
After only a few months in the market, Honda added a panel van range to the lineup in March 1968, simply a pickup with a permanently covered bed. These were available in four various configurations (with or without sliding side doors, as well as a version with a canvas roof) at a slightly higher price. Due to worse aerodynamics and slightly higher weight, top speed for the panel vans was only , with a max of for the open top version. In 1969, a better equipped DeLuxe version was added to the range.
In November 1969 Honda presented an interesting variation of the TN360: the "Snowler" had removable skis mounted on the front wheels, while the rear wheels were replaced by caterpillar tracks with rubber belts. A similar version of the previous T360 had also been built, and Honda continued to target this very narrow market. The Snowler's top speed was , while weight increased to a sturdy . The price was more than 55% higher than that of a regular TN360, but Honda was alone in offering a vehicle with these sorts of capabilities at such a comparatively low price. The tracks were also removable, so as to make for a useful trucklet in the summer as well.
TNIII.
The lightly facelifted Honda TNIII went on sale at the end of January 1970. The differences were limited to a larger, chromed grille, chromed bumpers, larger rear view mirrors, and a slightly more comfortable interior - the large "H" for "Honda" remained. The gearbox, while remaining a four-speed unit, became fully synchronized: otherwise the TNIII remained unchanged from the TN360. The TNIII was introduced simultaneously with the facelifted NIII360 and LNIII360 Van models. The peculiar Honda Vamos leisure vehicle shared most of its underpinnings with the TNIII.
Aside from the facelift, the biggest news was the addition of a Super DeLuxe version (which came equipped with a radio, a cigarette lighter, and white sidewall tires). Total weight for the base model truck crept up to . The Snowler and Panel Van models continued to be available, making for a total of 28 various models. The range grew further in July 1970, when a pickup version with fixed sides and a rear gate (instead of the three-way fold down beds used so far) was added.
In April 1971, the engine was upgraded so as to make it more quiet.
TN-V.
The TN-V, presented in June 1972, was the next facelift. The TN-V received new sheetmetal in front, with a big toothy grille and twin, vertically stacked headlights. The oversized "H" on the front was replaced by "Honda" lettering. It was a commercial companion to the Honda Life kei truck. It had a lower compression engine, necessary to meet tighter emissions standards, and only had at a considerably less peaky 7,000 rpm. The modified engine was now also able to run on unleaded petrol, thanks to alloy valve guides and seats. Torque figures stayed unchanged and the weight of the base model also remained at . The TN-V also had a standard drivers' seatbelt while the turn signals were now made separate from the rear lights.
In August 1973, the TN-V was again modified to meet new safety standard requirements.
TN7.
In August 1975 the TN7 was presented. The main difference was that the engine could meet the tighter yet 1975 emissions requirements. Visually it was near identical to its predecessor, the changes being limited to bumper rubbing strips and black rather than dark gray plastic trim in places. It was somewhat heavier than the TN-V () due to the emissions equipment. A passenger side seatbelt also became standard fitment, as did a powered window washer. Production came to an end in July 1977, after about 700,000 TN360s had been built, when Honda presented the larger TN Acty. The 545 cc TN Acty belatedly took full advantage of the new larger kei car standards which had taken effect on January 1, 1976. The Acty range retained the "TN" label until being redesigned in 1988. Incidentally, the TN7 was the last air-cooled car to be produced in Japan.


Renault TN

The Renault TN is a range of buses produced from 1931 until 1971 for the Paris service. They have been described by "Le Monde" as a "symbol of a Paris era".
History.
In 1931, the first TN model, the TN4, a bus with a length of 9.5 metres, was introduced at the request of Société des transports en commun de la région parisienne (STCRP), the predecessor of the RATP. The TN4 introduced the radiator in front of the engine instead of behind as used on previous Renault buses. The TN4, more powerful and with a larger capacity (up to 50 passengers) that previous Parisian transports, led to the final decline of the Paris tramway that disappeared in 1937.
The first TNs had an open platform. The TN4 introduced versions with various inline-four engines of (TN4A, TN4B, TN4C, TN4F) and received some front-end restyling. In 1932, a TN with an inline-six engine of , the TN6 (also with open platform), was introduced. Its versions (TN6A, TN6C 1 and 2) were used for suburban transport. The TN6C 1 and 2 had a closed platform from 1936 onwards.
In 1935 Renault unveiled a new TN4, the TN4H. This 50-passenger bus adopted a closed platform, a longer wheelbase, a forward control cabin and a new suspension. A significant number of TNs were requisitioned by the French military during World War II. The main rival for the TNs during that era was the similar K 63 bus produced by Panhard.
After the war, all the TNs in service (6A, 6C2, 4B, 4C, 4E, 4H) were refurbished, resulting in standardised interior fitting and decor. By the 1950s, almost all the TNs had adopted a more closed cabin to protect the driver. The TNs were slowly phased out: TN4B in 1959, the TN6 in 1969, the TN4F in 1970 and the TN4H in 1971.
Model.
Solido produced a die-cast model of the TN6C version from the 1960s onward. This model was made of metal and plastic and was to a scale of 1:50.


Nissan Crew

The Nissan Crew is a mid-size sedan manufactured by Nissan Motors, sold only in Japan and mostly used as taxicabs, driver training and by law enforcement agencies. Its FR layout and simple construction created a steady following converting Crews into racing use.
Its main competitor was the Toyota Comfort.
As of 2018, it's known to be sold used between 260,000-980,000 yen.
History.
Production of the Nissan Crew started at Nissan Shatai in July 1993. While the majority of Crews were used as taxis, a civilian model was available between 1994 and 2002 known as "Crew Saloon".
Autech has been involved in modifying Crews for welfare taxi models where the front passenger seat is moved to allow a disabled passenger to sit in front.
Models.
LX.
The LX consists of the LX Saloon and the Saloon Type G.
Galue I.
The Crew forms the basis for the Galue I sedan by Mitsuoka, produced from 1996 to 1999. It shares the same RB20E engine.
Specifications.
Engines.
The Crew was offered with the RB20E inline-six (130 PS) and a 2.8 litre RD28 inline-six diesel engine. It's mated to either a 4-speed automatic transmission or a 5-speed manual transmission.


Trolleybuses in Trieste

Trieste's trolleybus system was operational from 1935 until 1975.
History.
The first trolleybus route in Trieste, “la linea dei colli” (the hills route), was inaugurated in 1935 between the central Goldoni Square and Campo Marzio, a neighborhood in the south of the city near the new commercial port.
Before World War II., two more routes were created. In 1940 these routes were operational:
In the early 1950s, under the Allied Military Government of Free Territory of Trieste (1945-1954), the municipal transportation authority (A.C.E.G.A.T.) decided to replace the tramway with new trolleybus lines. More over, in 1952 the interurban line Trieste-Muggia began operation (Muggia is a little town just in the border with the "B Zone", at that time controlled by Yugoslavia). The line was over 6 miles long, and some of it was in a picturesque scenery next to the meridional shore of the Trieste's Gulf. The service between Trieste and Muggia until this time was operated by steamboats.
The trolleybus network began to shrink in 1958, when the night-time lines were cancelled. Even though route 21 opened in 1960, it was closed only 9 months later. In the late 1960s, the other routes were progressively being replaced by bus lines. The last trolleybus ran in Trieste in 1975 on route 19 (Stazione Centrale - Via Flavia).
Overhead wiring was dismantled between 1975 and 1982. Some vehicles were scrapped, while others were sold to the Salerno transportation authority (A.T.A.C.S.).
Routes.
"Trieste, Goldoni Square in the 1950s. From the left, a Alfa Romeo 800 Garavini (611-620 batch) on route 15, a tram Stanga (401-428 batch) with trailer on route 9, a tram Stanga (429-448 batch) on route 3, two Alfa Romeo 140, probably on routes 5 and 11"


Trolleybuses in Wolverhampton

·
The Wolverhampton trolleybus system served the city of Wolverhampton, then in Staffordshire, England (and now in West Midlands, England), for much of the twentieth century.
Opened on , the system was one of the most extensive trolleybus systems in the United Kingdom, with a total of 14 routes, and a maximum fleet of 173 trolleybuses. For a brief period in the 1930s, it even had the distinction of being the world's largest trolleybus system. It was closed on .
History.
Prior to 1923, Wolverhampton had run a tramway system and a number of motorbuses. Included in the motorbus fleet were a small number of petrol-electric vehicles, manufactured by Tilling-Stevens of Maidstone. The General Manager of the municipal transport section was Charles Owen Silvers, and he was sufficiently impressed by the performance of the vehicles that he pressed for a system where the petrol engines were replaced by overhead wires. The short, single-track tramway route from Princes Square to Rookery Bridge in Wednesfield was in need of reconstruction, and in April 1923 the town council approved the conversion of the route to their first trolleybus line. Although the Corporation had no powers to run trolleybuses, the Ministry of Transport allowed the scheme to be implemented, providing a clause to permit such operation was included in their next Parliamentary Bill. Rookery Bridge was widened and the route was extended from the original to , terminating at Pinfold Bridge. Tramcars over the route were withdrawn, to be replaced by motor buses while the conversion work took place. The route was hampered by a low railway bridge, and so six single-deck vehicles were obtained from Tilling-Stevens, which were fitted with Dodson centre-entrance bodies. A formal opening ceremony for the service was held on 29 October 1923.
The Corporation next turned their attention to the single-track tramway route from Waterloo Road to Bushbury, which was to be extended by about along Stafford Road. The extension would serve a developing area, but since part of the tramway and all of the extension were outside of the Corporation's area of responsibility, agreement had to be reached with Staffordshire County Council. Trams on the route were withdrawn in August 1924, with motor buses being used while the conversion took place. of new trolleybus route were opened on 9 March 1925, and again, single-deck vehicles from Tilling-Stevens were used. The tramway had used double-deck trams, but there was an arched bridge on the route, with the tram tracks placed centrally in the road. Because trolleybuses were not constrained by tracks, double-deck vehicles would have collided with the bridge if they did not use the centre of the road. At the opening ceremony for the new route, the chairman of the Tramways Committee was able to report that the fortunes of the Wednesfield line had been turned around, and it was now a profitable route, whereas the tramway had made a loss.
The Corporation rectified their lack of formal operating powers for the trolleybuses when they obtained the Wolverhampton Corporation Act (1925), which gave them powers to build and run trolleybus routes within the borough and outside it, as well as giving them powers to take over tram routes which were operated by the Wolverhampton District Electric Tramways Company. The tram routes served Dudley, Bilston and Willenhall, and the intention was to replace the trams with trolleybuses. The conversion work took place in stages, with the first part from Snow Hill to the Fighting Cocks public house on the borough boundary opening on 26 October 1925. This was extended to Sedgley Bull Ring on 10 November 1925, and then to Sedgley Depot on 11 May 1927. Shortly afterwards, the changeover was complete, when the service reached Dudley on 8 July 1927. The initial vehicle, which carried civic officials from Coseley, Dudley, Sedgley, Willenhall and Wolverhampton, was one of a batch of 3-axle double-deck trolleybuses manufactured by Guy Motors of Wolverhampton. They had produced their first such vehicle in 1926, which had 61 seats and a covered top but an open staircase at the rear. Wolverhampton ordered a further 58 similar vehicles from Guy Motors over the next five years, although they all had an enclosed rear staircase.
Expansion of the network continued through 1927, with trolleybuses reaching Neachells Lane, Willenhall on 15 May. This route was extended to Willenhall Market Place on 16 September, as there were plans for through running onto the Walsall system. A route to Penn Fields opened on 11 July, and another to Tettenhall on 29 October. The last trams ran in August 1928, which allowed the route to Bilston to be opened on 19 November 1928, and this was extended on 28 May 1929 to reach Darlaston. It was at this point that the system became the largest in the world, with around of route, and the service being used by 36 million passengers a year. The tramcar route to Bradley was to have been converted, but motor buses replaced the trams instead. In 1930 a circular service to Whitmore Reans began operating, which included a branch specifically to serve the Courtauld's textile works. A new departure was the route from Willenhall to Fighting Cocks, which did not involve the trolleybuses starting at the town centre. In late 1931, through working with the Walsall system began, when the Willenhall line was extended, enabling Walsall trolleybuses to reach Wolverhampton and Wolverhampton trolleybuses to reach Walsall. The joint working began on 16 November 1931, after a low bridge on the Willenhall route was modified to allow the running of double-deck vehicles.
The Corporation were now opening routes well beyond the confines of the old tramway system. Trolleybuses ran to Bushbury Hill from 30 November 1931, and to a number of developing residential areas subsequently. The Amos Lane and Pear Tree routes opened on 21 March 1932, and on 10 April 1933 a service began serving Brickkiln Street, Jeffcock Road and Bradmore. The Penn Fields route had been extended to Penn on 10 October 1932, and a second route to Penn opened on 8 April 1935. The Wednesfield route was extended to Lichfield Road on 10 February 1934, and trolleybuses replaced motor buses on Oxbarn Avenue the following day. By 1936 there were 90 double-deck and 18 single-deck vehicles in operation. Single-deck vehicles were used on the Fordhouses route until 1938, but those on the Wednesfield route continued until 1943, when the roadway beneath a railway bridge was lowered, allowing double-deck vehicles to be used throughout. The single-deck vehicles were then sold.
The situation during and immediately after the Second World War appears a little confused. Joyce et. al. state that 38 extra vehicles were obtained to meet wartime traffic levels. Lockwood states that wartime needs were met by borrowing 12 Sunbeams from Bournemouth, and the purchase of 38 Sunbeams with utility bodywork between 1943 and 1946. The fleet list published in Joyce et. al. shows 18 Sunbeams entering service between 1940 and 1942, and 38 Sunbeams with utility bodywork arriving between 1943 and 1946, so the earlier reference to 38 vehicles appears to cover the utility vehicles, some of which did not enter service until the war was over. Between the end of the war and 1950, a further 50 Guys and 71 Sunbeams were obtained, enabling the replacement of many of the older vehicles in the fleet. Some of the earlier 2-axle Sunbeams were sold to Southend in 1950, with a further batch going to Belfast in 1952.
Demise.
Wolverhampton Corporation began a process of fitting new bodies to the utility vehicles in 1952, when 16 vehicles were refurbished by Park Royal Vehicles. Charles H. Roe of Leeds built new bodies for a further 16 in 1958/59, and a final batch of 22 were rebodied in 1961/62. Although the future of the trolleybus system was considered in 1957, no action was taken at the time. On 22 January 1961, motor buses replaced the trolleybuses on the Penn Road routes, because major roadworks were under way at the in-town end of the service, and although some of the routes were reinstated on 21 May, that along Oxbarn Avenue was not, with motor buses continuing in service. In 1961 there were some 150 vehicles operational, but the Transport Committee decided that the trolleybuses should be withdrawn, and the routes were progressively closed. Those to Penn and Penn Fields were the first to go, on 9 June 1963, followed by the Tettenhall route on 30 June. Major closures took place on 3 November, when services to Finchfield and Low Hill, Merry Hill and Low Hill, Amos Lane and Jeffcock Road, and Wednesfield were all withdrawn.
Next to go was the Fordhouses to Bushbury Hill service, on 26 January 1964, and on 26 October, the route from Willenhall to Bilston and Fighting Cocks ceased to operate. This was partly as a result of the rebuilding of a railway bridge at Willenhall. More closures followed in 1965, with services from Whitmore Reans to Bilston and Darlaston ending on 8 August, while the Willenhall service and the jointly-worked route between Walsall and Wolverhampton ceased on 31 October. Since Walsall had been extending their routes fairly recently, there were hopes that the joint service would last somewhat longer, but it was not to be. This left just the Dudley route, which continued until it closed without ceremony on 5 March 1967. The final working was by Sunbeam No. 446.
Depots.
Initially, the trolleybuses were stabled in depots which were formerly used for tramcars. The main depot was on Cleveland Road, at the centre of the system, but it was not an ideal location, as it had no yard, and trolleybuses generally reversed out straight onto a main road. Following the acquisition of the Wolverhampton District Electric Tramways Company, two of their depots were used for the trolleybuses, one at Sedgley and the other at Bilston. On 6 October 1938 a new depot providing stabling for 56 trolleybuses was opened on Park Lane, Fallings Park, on the opposite side of the road to the Guy Motors works. From the Cleveland Road depot there were tracks to the Snow Hill terminus, for the route to Fighting Cocks, Sedgley and Dudley, and to the route out to Bilston, which provided access to all of the routes that radiated out from central Wolverhampton. These tracks were only used for vehicle movements, and there were no public services over them.
Preservation.
Four Wolverhampton trolleybuses are known to have survived. No. 433, a Sunbeam W4 supplied with BTH electrical equipment and Park Royal utility bodywork in 1946, was one of the batch rebodied in 1958/59 by Roe. It remained in service until the system closed, and now operates at the Black Country Living Museum in Dudley. They also have No. 78, an early Guy BTX 3-axle vehicle. This was supplied in 1931 with Rees-Stevens electrical equipment, and was one of the first batch where Guy also built the bodywork, rather than Dodson building it. It was awaiting restoration in 2020.
No. 616 was one of the final batch of Sunbeam F4 trolleybuses and was bought in 1949. It came with BTH electrical equipment, and bodywork by Park Royal, which was wide, following a change in legislation. It was withdrawn from service in 1963 or 1965, and was given to the Railway Preservation Society, then based at Hednesford, but was stored at Alton in Hampshire. In order to safeguard it, they donated it to the predecessor of The Transport Museum, Wythall, who in turn stored it in the north west of England until 2004, when it was moved to Wythall. Some bodywork repairs were carried out in 2006, and it was repainted in 2007. It is now on static display at the museum.
The final vehicle is No. 654, the last vehicle numerically in the fleet at Wolverhampton, and one of the final batch of Guy BT vehicles, with BTH electrical equipment and Park Royal bodywork. It was withdrawn in 1965, and given to the National Trolleybus Association (NTA). It returned to the system for tours on the final day of operation, and then moved to a Ministry of Defence site, where it was severely vandalised in 1968. It was then moved to more secure storage in Ashton, Northamptonshire, and although the bodywork is in poor condition, it is structurally sound. The NTA is intending to return it to operational condition, once they have completed restoration of Belfast No. 168, which should be in late 2020 or early 2021. It was listed as preserved at Ashton, Northamptonshire in 2017.
Trolleybus No. 274 existed until at least 2014 as part of a cottage at Coven. It was built in 1938, but was withdrawn from service in 1949, after it was involved in an accident. Mr S B Church, who lived near the Park Lane depot, bought it and took it to Coven, where it became a summer house. In 1968 the top deck was removed, and the lower deck was incorporated into a bungalow. The bungalow was auctioned in May 2014, but information on the subsequent fate of the lower deck has not been published.


Nissan U-R

The Nissan U-R was a full-sized single-decker bus made by Nissan Motors/Datsun in the 1960s, available in two models: the UR-690 and NUR-690. The range was only available in a public bus configuration, can be either built as an integral bus or a bus chassis.
Specifications.
Engines.
The UR-690 and NUR-690 buses were rear engine models, powered by a UD3 3-cylinder diesel unit with 3706cc, giving 125 bhp at 2200rpm, and 45.5 kg-m torque at 1400rpm.
Capacity.
The UR-690 is a 69-passenger vehicle, while the NUR-690 carries 64.
Suspension.
Suspension on both models is by leaf springs front and rear, with shock absorbers on the front only.


UIC passenger coach types

The UIC type X, Y and Z coaches are passenger coaches for international railway services that have been standardised in certain respects by the International Union of Railways ("Union internationale des chemins de fer" or UIC).
In 1961 types X and Y were defined in UIC Leaflet 567, the type Z followed subsequently. This standardisation was intended to give rail passengers on international services a standard level of comfort; in addition it was intended to simplify the maintenance of coaches when abroad. One of the standards introduced was the use of rubber corridor connectors on gangways instead of bellows.
UIC type X.
The UIC type X was based on the express coaches developed after the Second World War by the Deutsche Bundesbahn (DB). These coaches were 26.4 m long and had doors at each end as well as compartments opening off a corridor as follows:
Composite coaches usually had six 2nd class compartments and five 1st class compartments
Type X coaches went into service in many countries, the largest numbers being deployed by the DB and the Italian state railways.
UIC type Y.
The UIC type Y was based on French proposals for an international express coach ("Schnellzugwagen"). Important differences from the type X were its shorter length and greater number of seats in 2nd class compartments. The coaches were long, the doors were also at the ends and a corridor coach configuration was standard:
The French state railway, SNCF, had composite coaches, sleepers, dining cars and coaches with a luggage section built as part of the same series.
UIC type Z.
With the development of Eurofima coaches a new level of comfort was achieved; the number of compartments was reduced whilst keeping to the same overall length, the coaches were also air-conditioned. These coaches were designated from 1976 as type Z. But because various railways still did not want to procure air-conditioned coaches or wanted to reduce the number of compartments compared with the type X (the SBB on all its acquisitions since 1969), the class was eventually divided into Z1 and Z2:
namely:
Composite coaches usually had 6 2nd class compartments and 4 1st class compartments
On the Eurofima coach the gangway was changed from the folding doors characteristic of type X and Y to pneumatically-operated swinging-sliding doors.


Milwaukee County Transit System

The Milwaukee County Transit System (MCTS) is the largest transit agency in Wisconsin, and is the primary transit provider for Milwaukee County. It ranks among the top 50 transit agencies in the United States for total passenger trips. Milwaukee Transport Services, Inc. is a quasi-governmental agency responsible for the management and operation of the Milwaukee County Transit System. Its bus fleet consists of 368 buses.
History.
Public transit operations began in Milwaukee during 1860. The service consisted of two horse drawn cars. On June 1, 1975, Milwaukee County took over the bus system and established the Milwaukee County Transit System after taking over the assets of the Milwaukee & Suburban Transport Company, a private operator.
In 2009, then-Wisconsin Governor Jim Doyle proposed a three-county Regional Transit Authority that would incorporate MCTS. The proposal faced opposition from some lawmakers and the Regional Transit Authority was never created.
Response to COVID-19.
Because of the COVID-19 pandemic, to maintain social distancing, each bus is allowed to carry only 20 passengers. Once the bus has 20 passengers, the bus will drive pass stops and those waiting must wait for the next bus. Face masks have been required on all MCTS buses since August 1, 2020. Passengers are also encouraged to limit interaction with the bus driver, exit through the back door, and to use contactless fare forms, such as the M•CARD or Ride MCTS app. Freeway Flyers (routes 40, 43, 44, 46, 48, 49, 79, 137 & 143) and routes RR1, RR2 and RR3 are temporarily suspended until further notice.
Accolades.
MCTS is known for its bus drivers doing good deeds around the city of Milwaukee, such as rescuing lost children, helping people with disabilities cross busy streets, and much more. Videos of such acts have gone viral, placing MCTS in the national spotlight. This recognition has resulted in MCTS receiving honors from organizations such as PETA to an Innovators Award from the American Public Transportation Association in July 2019.
Bus fleet.
MCTS operates a fleet of about 180 New Flyer D40LFRs, 163 Xcelsior XD40s, and 51 Gillig Low Floor BRTs. Almost all buses are long, with the exception of the 5800 series XD40s being 41 feet long. 28 of the new Gillig Low Floor Advantage BRT 40 ft coaches (5900-5927) were delivered in 2019 and were all in active revenue service as of July 11, 2019, marking Gillig's first return to the MCTS fleet in years. The 4700 series and 4800 series 2003 & 2004 New Flyer D40LFs were taken out of service by July 11, 2019, while the 4900 & 5000 series 2005 and 2006 New Flyer D40LFs were retired by July 23, 2019. As a result, all New Flyer D40LFs were officially taken out of service as of July 23, 2019, ending a 23-year run of original low floor buses on the streets of Milwaukee. Between June and July 2020, the second set of Gillig BRTs (6000-6022) were delivered, accounting for 23 more buses. As of July 2020, all 23 are in service. 15 NovaBus LFSe+ (6100-6114) series of battery electric buses are planned for the new East-West BRT Bus Rapid Transit project, are expected to arrive in Milwaukee County in Summer 2022.
Routes.
In 2020, MCTS operated 48 routes with 4,591 bus stops. In 2018, the system operated 59 routes with 5,190 bus stops.
Other transit services.
MCTS is a partner in the Southeast Wisconsin Transit System, a joint-venture transit partnership that also includes Waukesha Metro Transit and Wisconsin Coach Lines in Waukesha, Washington County Commuter Express operated by Riteway Bus Service in Richfield, Belle Urban System (THE BUS) in Racine and Kenosha Area Transit (KAT) in Kenosha.
Other projects.
East-West BRT (Bus Rapid Transit).
The East-West BRT is a 9-mile upcoming route that will serve the region's most traveled corridor. The BRT route will run primarily along Wisconsin Avenue in Milwaukee and Bluemound Road in Wauwatosa, connecting riders from Downtown Milwaukee and Marquette University to the west side of the city to the Milwaukee Regional Medical Center (MRMC). Its goal is to connect thousands of people to and from work, universities and recreational centers. It will feature battery-electric buses which will receive traffic signal priority, off-board fare collection, special bus shelters with ramps for accessibility, and dedicated travel lanes along portions of the route. In late 2018, the project design was finalized, and subsequently received federal approval. As of December 2020, MCTS is expecting to utilize a Small Starts Grant Agreement from the Federal Transit Administration, which accounts for $40.9 million of the $55 million project. Soon, MCTS is expected to select a construction contractor, with construction beginning in Spring 2021. On March 11, 2021, MCTS announced they selected Nova Bus as the manufacturer of 15 LFSE+ battery-electric buses, 11 of which will be used for the new BRT line. MCTS is the first transit system in the United States to be awarded a contract for Nova LFSE+ buses. The buses are expected to arrive in Summer 2022, with revenue service on the route beginning in Fall 2022. It is estimated that by 2035, the East-West BRT route would average more than 9,500 weekday riders, with overall transit ridership in the corridor increasing by 17%.
North-South Transit Enhancement Project.
Currently, Milwaukee County and the Southeastern Wisconsin Regional Planning Commission (SEWRPC) are engaged in a study of the 27th Street Corridor with regard to along and in a half-mile radius of the PurpleLine. Similar to the East-West BRT project, there are a considerable amount of jobs, shopping centers and medical facilities along the PurpleLine. As a result, there are potential plans to improve transit along this corridor, which could mean expanding the PurpleLine as a BRT line, or offering commuter rail or streetcar service. This project, which began in late 2020, intends to build off of the East-West BRT Project, possibly offering another high-frequency service route. While the current PurpleLine is already an pseudo-express route, it does not truly offer authentic express service for the majority of the route, as on average, stops are 0.2 miles apart. This is one of the aspects of transit in this corridor that this project will address.The preliminary project plan has the feasibility study ending in 2021, with a concept being presented to the Federal Transit Administration in 2022. From there, funding will be considered and from 2023 to 2025, construction of the new service will begin. Early on, it is estimated that whatever form this service takes, whether it be bus rapid transit, streetcar or commuter rail, service would start around 2026 or 2027.


Willoughby Bus Depot

Willoughby Bus Depot is a bus depot in the Sydney suburb of Willoughby operated by State Transit.
History.
Willoughby Bus Depot opened on 1 July 1958 on the site of a former tannery. It operated routes, which were a combination of tram replacement routes and existing services operated by North Sydney Bus Depot.
As of December 2020, it has an allocation of 159 buses.


Bedford Y series

The Bedford Y series was a family of single-decker bus and single-decker coach chassis manufactured by Bedford from 1970 to 1986, when Bedford ceased bus and truck production.
History.
Announced in September 1970, the Bedford YRQ was a 10-metre (33 ft) coach chassis intended to replace the Bedford VAM. The engine was mounted centrally under the floor.
In 1972 an 11-metre (36 ft) version, the YRT, entered production as a replacement for the twin-steer Bedford VAL.
New more powerful engines were introduced in 1975 with the YLQ (10m) and YMT (11m).
The 1980 YNT was a development of the YMT with a turbocharged engine, while the YLQ became the YMQ and then the YMP.
The 12-metre YNV Venturer with air suspension was the final development of the Y series, announced in 1984.
Bus and truck production by Bedford ceased in 1986.
Chassis summary.
The Y series was produced in four different lengths; 8m, 10m, 11m and 12m. The majority were bodied as coaches, though the 8m, 10m and 11m versions were also built as single-decker buses and midibuses. Seating capacities varied, but were typically 45 for a 10m bus or coach and 53 for an 11m. The 12m version was built almost exclusively as a coach, with one exception where a Plaxton Paramount coach body shell was fitted out with bus seats in a high-capacity layout.
The Bedford Y series was sold extensively in the United Kingdom, mainly to independent operators, as well as in export markets. It was fitted with a wide variety of bodies by different manufacturers, chiefly Duple and Plaxton.


Superbus (transport)

The Superbus is a prototype high speed electric coach-like limo car that is capable of carrying 23 passengers at speeds of up to on specially designed segregated highway lanes. The Superbus project, led by Dutch astronaut professor Wubbo Ockels of the Delft University of Technology until his death in 2014 envisages a comfortable, demand-dependent door-to-door transportation rivaling the car and the train. The project, which encompasses infrastructure, logistics, safety, reliability and economic viability, in addition to the design of the vehicle itself, has received funding of €10 million, largely provided by the Dutch State.
The vehicle.
The vehicle is a 15-meter-long electric vehicle with seating for 23 passengers accessible from 16 doors with a cruising speed of and a range of .
Super lanes.
It is envisaged that the vehicle will run on special 'Super Lanes' which will be geothermically heated in order to prevent icing in the winter season.
Logistics.
Rather than following a timetable the vehicle will be routed in response to the needs of the particular passengers offering a complete journey without changes based on central routing optimization system.


Trolleybuses in Mingachevir

The Mingachevir trolleybus system was a system of trolleybuses forming part of the public transport arrangements in Mingachevir, the fourth most populous city in Azerbaijan, for about 15 years at the turn of the 21st century.
History.
The system was opened on 15 April 1989. At its height, it consisted of three lines. The only remaining line was closed on 31 March 2006.
Services.
The three lines operating at the height of the system were as follows:
Fleet.
The Mingachevir trolleybus fleet comprised 17 vehicles of type ZiU-9. , part of the fleet was still in the depot.


Isuzu Reach

The Isuzu Reach is a walk-through van built atop an Isuzu NPR chassis, with a body developed by Utilimaster. It was first presented in March 2011 at the National Truck Equipment Association's "Work Truck Show". The van is only sold in North America, where it is also assembled.
Design.
The Reach uses the Isuzu NPR's ladder chassis and also the three-litre 4JJ1-TC diesel engine used in the NPR Eco-Max. The body is a full walk-through design developed by Utilimaster, and offers the buyer the choice of swing-out rear doors or a roll-up unit. Both UPS and FedEx use the Reach for city delivery work. Two lengths are available on a single wheelbase, offering cargo volumes of either .
Aftermarket power-train company XL Hybrids announced a hybrid-electric version of the Reach in March 2015 for the Work Truck Show in Indianapolis, using their XL3 Hybrid Electric Drive System.


San Dimas Hotel

The San Dimas Hotel, also known as Walker House, the Carruthers Home, and the San Dimas Mansion, is a historic structure in San Dimas, California, built by the San Jose Ranch Company in 1887. Originally built as a hotel, the structure had 33 rooms and 14 fireplaces. The hotel was built in anticipation of a land boom that never happened, and it never had a paying guest. In 1889, the property was sold to James W. and Sue Walker for $25,000. After being occupied by seven generations of Walkers, the property was turned into a restaurant in 1979. The building became vacant in 1997 and was later acquired and renovated by the City of San Dimas. It was listed on the National Register of Historic Places in 1972.
Architecture and history.
Construction as a railroad hotel.
The San Dimas Hotel was built as a "railroad hotel" on land that was part of the San Jose Rancho. In 1885, the transcontinental Santa Fe Railway completed its tracks between Los Angeles and San Bernardino, and there were expectations that a land boom would develop along the path of the railroad. In anticipation of the boom, the San Jose Ranch Co., a company operated by Moses Wicks and other investors, built the San Dimas Hotel. It was one of many hotels built in each town along the railroad between Pasadena and San Bernardino. It was only the second building in San Dimas, and is reported to be the only surviving 1880s era railroad hotel in Southern California.
The owners hired one of the state's most prestigious architects, Joseph Cather Newsom, to design the structure. Newsom and his brother, Samuel, created the firm Newsom & Newsom and built many prestigious buildings throughout California in the late 19th century, including the Carson Mansion in Eureka, California. The lumber used to build the hotel was floated down the coast from Oregon and Northern California on large lumber rafts, and hauled from San Pedro to San Dimas. The Victorian architecture Queen Anne style structure had and was completed in 1887. It was designed with a variety of surface materials, including diamond patterned shingles. Ten tons of shingles were used on the gable roof. It also had a sunburst medallion, an ornamental cupola, balconies, corner towers, seven chimneys for 14 fireplaces, a large front porch, of veranda, ceilings, 18 bedrooms (33 rooms in all), and colored glass windows.
However, by the time the hotel was completed, an economic depression had hit Southern California, and the hotel never had any paying guests. Its original occupants were Moses Wicks and his partners in the San Jose Ranch Co. In April 1889, the "Los Angeles Times" described the hotel as "one of the boom enterprises that never paid as an investment, because there was no need of a hotel there." At that time, the owner, Mr. Wicks, was in negotiations to sell the property to the Odd Fellows for use as "an eleemosynary institution."
Ninety years as the Walker and Carruthers family home.
James W. Walker, a prosperous merchant from Kentucky, purchased the hotel and surrounding for use as his family home in 1889. Walker became a successful citrus grower, and the house became a center of community life in San Dimas and the East San Gabriel Valley. Many of the area's clubs and social groups met at the home, and it was also the site of the first school and the first church services in San Dimas. For 90 years from 1889 to 1978, six generations of the Walker family lived at the converted hotel. From the 1910s through the 1960s, the home was occupied by Mrs. Raymond I. Carruthers, the granddaughter of James M. Walker. During this time, the house was commonly known as the "Carruthers Home." In 1961, Mrs. Carruthers noted that the cost of upkeep was enormous: "Anytime I have a repair bill, I feel as if it is a hotel." She died in August 1967.
Even in the mid-1970s, the Walker-Carruthers-Brunner family preserved the old structure. In 1975, residents of the house included Jim Carruthers, his sister, Sue Brunner, her husband, Fred Brunner, and their children. The old hotel desk, decorated with wood turnings, still sat at the base of the large staircase. In 2005, an old resident of San Dimas recalled that a butler wearing a tuxedo and white gloves would greet guests at the mansion.
Conversion to restaurant.
In 1979, the house was leased to Don Wilcott, who renamed the property the "San Dimas Mansion" and opened an elegant dining restaurant called the Mansion Inn. Extensive changes were made to the structure to accommodate the restaurant. The restaurant was a success for a time, serving meals to John Wayne and Richard Nixon, though it closed in the late-1980s. The Carruthers family remained the owners and leased the old mansion for private functions for several years.
Vacancy and restoration.
The building was vacant starting in 1997. In 1998, the San Dimas Festival of Western Arts acquired a lease-option on the property, which was later assigned to the City of San Dimas. The City eventually purchased the house in 2000. During the decade that the house was left vacant, area residents and preservationists complained that "the single most historical building in the city" was being left to rot. The City of San Dimas purchased the property and undertook an extensive plan to renovate the structure as a community asset for use by the San Dimas Festival of Arts and other community organizations. The renovation and construction work got under way in 2007 and was expected to be completed by the end of 2008. The cost of the renovation was $6.5 million, with a portion being funded by a preservation grant from the J. Paul Getty Trust.
Historic recognition.
In 1967, Los Angeles County gave the building the status of a historical landmark. It has also been recognized by the State of California as a point of historical interest. And in 1972, it was also added to the National Register of Historic Places. The house has been recognized as having historical significance because of both its architecture and its role in the history of San Dimas and the East San Gabriel Valley. The University of California, Berkeley School of Architecture chose the structure to depict the Victorian Era in its permanent exhibit on "The California House."
Museum and community use.
The restored Walker House is now the home of the San Dimas Historical Society and Museum, a community art gallery on the second floor, and office space for the San Dimas Festival of the Arts.
The museum is open on a limited basis, as is the art gallery. The San Dimas Historical Society provides guided tours of the Walker House on the third Saturday of each month. Space is limited and reservations are required.


Volvo B6

The Volvo B6 was a 5.5-litre engined midibus chassis manufactured by Volvo between 1991 and 1999. It was also available as the low-entry Volvo B6LE.
History.
In the United Kingdom, the B6 competed in the midibus market with the Dennis Dart, and with the MAN 10.xxx HOCL and 12.xxx HOCL/12.xxx HOCL-NL throughout Europe. When launched in 1991, it was presented as being available in several different lengths; 8.5 metres ("B6-36"), 9.0 metres ("B6-41"), 9.9 metres ("B6-50") and a 9.1-metre coach version ("B6-45"). For LHD markets it was available with a 350 mm low-entry floor, while the RHD markets had to wait until 1995 before this option became available.
Most B6s were built for the UK market, but 61 were exported to Hong Kong and some to Australia. They were also sold in mainland Europe, both in bus and in coach versions. When launched in the UK, it was marketed as the B6R, but this name would later only be used in the Asia-Pacific region.
Volvo B6.
The initial pre-production series of around 30 (or more) chassis were manufactured by Volvo subsidiary Steyr Bus GmbH in Vienna, Austria. This would however not be the case with the production series, as Volvo moved it to Scotland. Most of the pre-production units were built as coaches. Only nine of these units were delivered in the United Kingdom.
In March 1993, serial production of the B6 started up at Volvo's brand new bus chassis plant in Irvine, Scotland. The "B6-50" length was instantly popular. The short-wheelbase "B6-36" sold a few from the start, but customers soon chose the "B6-41" instead.
The "B6-45" midicoach suffered from disappointingly low sales in the UK - by 1995, when the RHD version was withdrawn from sale, only fourteen had been built. The last one being delivered to the Russian embassy in 1998, being unsold since 1995. No further RHD B6-45s were ever built. For the RHD markets also the entire step-entrance B6 lineup was discontinued in 1997, while the LHD version was available until the introduction of the B6BLE in 1999. The step-entrance B6 never received a proper successor. Between 1993 and 1997 a total of 627 B6s were delivered in the UK.
The B6 were labeled as the Volvo B6R in the Asia-Pacific region. In Australia, Blue Ribbon purchased five, Southtrans four and Whyalla City Transport two. Citybus (Hong Kong) took delivery of one Alexander bodied B6R.
Volvo B6LE.
The B6LE was initially only available as left-hand drive, but in 1995 it also became available as right-hand drive, to compete with the Dennis Dart SLF. However, after sales proved promising, the B6LE completely replaced the B6 in some markets in 1997 before it was itself replaced by the B6BLE in 1999.
A total of 394 B6LEs were produced for the UK between 1995 and 1999; this includes two modified vehicles used as the testbed for the then-upcoming B6BLE.
The B6LE were labeled as the Volvo B6RLE in the Asia-Pacific region. In Australia, Brisbane Transport purchased two B6RLE. Three were purchased by National Bus Company in Brisbane. Citybus (Hong Kong) took delivery of 10 Plaxton Pointer bodied B6LEs.
Engines.
TD63, 5478 cc, in-line 6 cyl. turbodiesel (1991-1995)
D6A, 5478 cc, in-line 6 cyl. turbodiesel (1995-1999)


Stadium station

Stadium station may refer to:


The Hotel Carver

The Hotel Carver is a three-story Victorian Building with full basement at 107 S. Fair Oaks Avenue in Pasadena, California. It was built in the late 1880s as part of the Doty Block in the Old Pasadena district. According to sources at the Pasadena Museum of History, it originally was a showroom for a stage coach or carriage company. In later years it was a freight depot for the Pasadena and Los Angeles Railroad, which became part of the Pacific Electric Railway, and which is indicated by the faded "Pasadena and Los Angeles" sign on the South wall. In the early 1900s the building was converted to the Hotel Mikado and served the Japanese American community.
In the 1940s it was purchased by Percy Carter and his family, and became Pasadena's first black-owned hotel. The name was changed to "The Hotel Carver," after George Washington Carver. It was directly across the street from the Hotel Green. The Green catered to prominent white clientele, while the Carver served African American clientele. It was similar to the Dunbar Hotel in Los Angeles. The Blue Room was the dining room on the second floor and the basement held the nightclub called at one time The Onyx Club and later The Club Cobra where many famous, but unconfirmed musicians were reported to have played. In the 1950s, as part of a widening of Fair Oaks Avenue, the Victorian bay windows and turret on the southeast corner were removed from the building and similar structures were removed from other buildings to the north. In its later years, The Hotel Carver was operated by Percy Carter's sons, Percy Jr., Robert, and Littleton.
In 1970 the hotel was sold to an owner who changed the building into art studios on the upper floors and the Pasadena Repertory Theatre under artist director Duane Waddell in a large space on the ground floor. In 1973, the Pasadena Repertory Theatre won the Los Angeles Drama Critics Circle Award for Best Director, Gill Dennis, and Best Screenplay, David Storey, for their production of "In Celebration". Later productions included the world premiere of Academy Award nominated ("Coal Miner's Daughter") screenwriter Tom Rickman's play "Balaam" starring Academy Award nominee Elizabeth Hartman ("A Patch of Blue"), Peter Brandon {"Altered States", "Another World", "Dallas", "The Waltons"), Howard Whalen, and was the theatrical debut of Ed Harris ("The Right Stuff", "Jackson Pollock"). The Pasadena Repertory Theatre also hosted the west coast premiere of Tennessee Williams' "Kingdom of Earth", which was the retitled Broadway play "The Seven Descents of Myrtle". It was directed by Elizabeth Hartman's husband, Gill Dennis and starred Ed Harris, Marie Peckinpah (née Selland), and Duane Waddell. The resident acting teacher for the Pasadena Repertory Theatre was Florence MacMichael ("Woman Obsessed", "Gunsmoke", "Twilight Zone", "Mr. Ed", "Alfred Hitchcock Presents", "Bonanza").
During the years from 1970 until the building was sold in 1985, The Hotel Carver, as it was still called by its residents, held the studios of well over 100 artists, writers, musicians, directors, dancers, tapestry weavers, and other artists. Tenants during parts of that time included notables such as the Latino soul band El Chicano, performance artist Paul McCarthy, "Howard the Duck" comic book creator Steve Gerber, the writer-director Gill Dennis, who later wrote the Oscar-winning (best actress Reese Witherspoon) biopic of Johnny Cash, "Walk the Line", the painter-muralist Betty Dore, the painter and long-time preparator of the Norton Simon Museum James Mayner, the director-writer-cinematographer J. Robert Wagoner ("Disco Godfather", "Black Fantasy"), the prominent jazz bass player Herbie Lewis, artist-weavers Margo Farrin and Gail Stephenson, artists Jack McIntosh, Hap Tivey, Paul Waszink, Ron Benom, Milan Tomovich, and dancers Helga deKansky, Pat Turnbull, Collie Valadez, and many other artists.
From the 1970s through the late 1980s a controversial mural adorned the north facade of The Hotel Carver. It was a simple quotation, painted in tall, dark green letters on a cool gray background. It said,
"My people are the people of the dessert," said T.E. Lawrence, picking up his fork. It was partially destroyed in the 1987 Whittier Narrows earthquake, and later painted over after the building was repaired. It had been painted by Paul Waszink, and was the subject of much speculation thereafter. In the early 1980s The Hotel Carver changed owners twice. Then in mid-April, 1985, all tenants entering the building encountered 30-day eviction notices nailed into every entrance door. The remaining tenants immediately organized a final art exhibit titled "The End of the Hotel Carver," that filled the ballroom, the old Blue Room, and most of the vacant spaces throughout the building. It included works by over 40 artists who had worked in the building over the years. By June, 1985 The Hotel Carver was empty. The building was later remodeled and earthquake retrofitted. The interior was gutted of its redwood framing to install an elevator and more modern steel framework. The massive ornate wooden staircase with turned wood balustrade was removed. The original lath and plaster was replaced with plaster board. The steel fire escapes on three sides of the building were all removed. Eleven years later, as part of a large art festival in Old Pasadena sponsored by Newtown Pasadena, a group of artists from the Carver came together for a one-evening reunion art show on the sidewalk in front of the building called "A Brief Re-birth of The Hotel Carver."


Clerestory carriage