Cincinnati Airport People Mover

The Cincinnati Airport People Mover or Underground Train consists of an automated people mover that serves travelers of the Cincinnati/Northern Kentucky International Airport. It opened in 1994 to connect Terminal 3, now the Main Terminal, with Concourses A and B. The system was constructed by and was originally under the operation of Delta Air Lines.
Technology.
The Cincinnati Airport People Mover uses the same technology as the ExpressTram at Detroit Metropolitan Wayne County Airport and the HubTram at Minneapolis–Saint Paul International Airport.
History.
In September 1991, Delta Air Lines announced that a people mover system would be installed to connect their terminals as part of a major expansion undertaken in the early to mid 1990s. The system was originally announced as consisting of a pair of passenger trains, consisting of three cars seating a maximum of 71 passengers apiece for a total of 213 passengers per train. Constructed and installed by Otis using its "Hovair" hovertrain technology, at the time of its construction this $16.7 million facility was only the sixth of its kind installed by Otis throughout the world. The train would be inaugurated on following a dedication ceremony on June 9, 1994. In 2010, after Delta cut back on flights, the train skipped Concourse A station, and went between Terminal 3 (now the Main Terminal) and Concourse B. Since Concourse A reopened and Terminal 2 was closed in 2012, the train makes 3 stops: Main Terminal (Terminal 3), Concourse A and Concourse B round-trip. Today, the train handles up to 500 round trips. Trains departs every 90 seconds.


Trolleybuses in Hastings

The Hastings trolleybus system once served the town of Hastings, East Sussex, England. Opened on , it gradually replaced the Hastings tramway network, with the first route to be converted that from the Fishmarket to Hollington, East Sussex and the last, the circular route. Tram replacement cost £1,383 per mile, but increased average speed from 7.5 to over 10 mph and cut costs from 13d to 10d per mile.
By the standards of the various now-defunct trolleybus systems in the United Kingdom, the Hastings system was a moderately sized one, with a total of 10 routes, and a maximum fleet of 58 trolleybuses. However, by May 1929 Hastings had 21 miles of trolleybus routes, then the longest in the world. It was closed relatively early, on .
Maidstone & District Motor Services bought the Tramway Co. in November 1935, but didn't merge it until 1957. The livery changed from brown to green after the takeover, but the 'Hastings Tramways' logo remained until 1957. The power source also changed in 1936, when the tramway power station at Ore was replaced by municipal power.
Four of the former Hastings trolleybuses are now preserved. One is at the Trolleybus Museum at Sandtoft, Lincolnshire, and another at East Anglia Transport Museum, Carlton Colville, Suffolk. The remaining two, one of which was fitted with a diesel engine in 1959–60, are owned by the Hastings Trolleybus Restoration Group, Bexhill-on-Sea, East Sussex. The earliest is 1929 open top No.3, which was stored in 1938, but restored in 1952 to run summer open top services.


The Two Pound Tram

The Two Pound Tram is a novel written by William Newton (a pseudonym of Kenneth Newton, a retired doctor). It was first published in 2003 to great acclaim and won the 2004 Society of Authors Sagittarius Prize (for first novelists over the age of 60). It sold 60,000 copies in Britain and was also successful in America and Germany.
Publication.
In 2003 the author invited his nephew Nigel Newton, founder of Bloomsbury Publishing, to lunch at the Garrick Club in London. His nephew was horrified to hear that Kenneth had written a novel: publishers are swamped with new novels, and being a relative Nigel was put in a difficult position. To avoid direct involvement, he passed the text to his editorial staff, and it was published to great acclaim later that year.
Plot.
The main story begins in 1937 when brothers Wilfred and Duncan Scrutton run away from their home at Ferring near Worthing on the Sussex coast and travel to London. Wilfred, the narrator, recounts how they had seen an advert in the "Daily Mail" which said 'Trams surplus to the requirements of the London Omnibus and Tramcar Company for sale at their depot at Acton, London for £2 each.'
The brothers pool their resources and travel to the depot, where they are told that trams are indeed for sale but have to be collected and cannot be delivered to Sussex. The only candidate is an old horse-drawn tram, for which they manage to secure a horse called Homer from a retired rag and bone man. Unfortunately, the depot has no destination boards for Sussex, but they do have one for Canterbury — for which the brothers set off via the Old Kent Road, accompanied by Homer's companion, a dog called Tiger. They gain fare-paying passengers at Harbledown and begin a regular if slow service between there and Canterbury, and also acquire a conductor called Hattie, but rival companies eventually force them to move on due to the lack of a PSV operator's license. They travel back to Worthing and gain the support of the wealthy resident of Goring Hall, who, inspired by their determination, funds the purchase and transport of an electric tram from Acton; this is renovated and put into service in Worthing town centre.
The second half of the novel concerns events during World War II, the brothers volunteering for both the LDV and ARP and Hattie for the VAD.


Globe station

Globe is an island platformed Sacramento RT light rail station in Sacramento, California, United States. The station was opened on March 12, 1987, and is operated by the Sacramento Regional Transit District and served by the Blue Line. It is located in the median of Del Paso Boulevard at Globe Avenue. The station serves an area of office parks and light industry. It is the first station north of the former fare-free downtown zone, and north of the American River.


Trolleybuses in Bradford

The Bradford trolleybus system served the city of Bradford, Yorkshire, England for much of the 20th century. It was one of the first two trolleybus systems to be opened in the United Kingdom, along with the Leeds system.
Both systems commenced operations on 20 June 1911. However, the public service on the Bradford system did not start until four days later. The Bradford system lasted the longest of all the UK's urban trolleybus systems. Having been one of the first two such systems to open, it was also the last one to close, on 26 March 1972. Just before its closure, it was also the longest-lived surviving trolleybus system in the world, but with the Bradford closure that distinction passed to the Shanghai, China, trolleybus system, opened in 1914.
Many of the former Bradford trolleybuses are now preserved at various locations around the UK, including eleven of them at the Trolleybus Museum at Sandtoft, Lincolnshire.


Hino Profia

The Hino Profia () is a heavy duty cab-over truck produced by Hino Motors, a 50.1% subsidiary of Toyota Motor Corporation. It was introduced in 2003. In most export markets, it is also known as the Hino 700, Hino 700 Splendor. The name "Profia" is officially used in Japan, and was previously known as the Super Dolphin Profia. The Hino F-Series truck's model codes are FN, FP, FR, FS, and FW. The tractor head model codes are SH and SS.
Predecessors.
Super Dolphin (1981–1992).
Introduced in 1981, the was Hino's entry into the heavy duty truck market in Japan, and exported internationally.
Super Dolphin Profia (1992–2003).
Diesel engine availabilities are 7,961 cc J08C, 10,520 cc P11C, 13,267 cc K13D, 19,688 cc F20C, and 20,781 cc F21C.
Profia.
In 2003 it was renamed as Hino Profia and still produced in Japan without Super Dolphin badge. The cabin design is similar to the fourth generation Ranger, but the Profia is bigger. It is based on the "Grand Aerotech Design" technology resulting outstanding aerodynamic performance. The cabin also adopts upgraded "Emergency Guard Impact Safety" (EGIS) to protect occupants. The Hino 700 is also available in Taiwan and made by Kuozui Motors, and is being assembled for other locations.
The model features 10.5-liter P11C, and 12.9-liter E13C diesel engines. Transmission is either 7, 12, or 16 speed manual. The "Pro Shift 12" automated manual transmission is offered for the domestic market.
The 700 are sold in Australia and New Zealand with Eaton Fuller RoadRanger Super18 transmissions, as this is the most common heavy-duty transmission in use Down Under.
In April 2017, this facelifted version was revealed along with the facelifted Ranger. The tractor version followed in 2018. The exterior has been redesigned with a brand's larger trapezoidal shape grille, new headlamps, and a unique stylish bumper. The interior has also completely redesigned with a new dashboard comprising a 4-spoke steering wheel, a 7-inch Multi Information Display (MID) and a selection of options. The MID is also equipped with hands free function and Bluetooth connectivity with On-board failure diagnostic device (J-OBDII). The 10.5-liter P11C engine was discontinued in favor of an improved 8.9-liter A09C engine. Transmissions should continue to with manual (6-speed, 7-speed and 9-speed) and Pro Shift semi automatic (12-speed or 16-speed).
Models.
The Profia Heavy Duty Trucks are available as the following models:


Bristol LH

The Bristol LH was a single-decker bus chassis built by Bristol Commercial Vehicles (BCV) in Bristol, England. Nearly 2,000 were built between 1967 and 1982 in a variety of sizes and body types, including some as goods vehicles.
Models.
The LH designation stood for Lightweight chassis, Horizontal engine. It replaced the Bristol SU and was succeeded by the Leyland National B Series for operators in need of a small or lightweight bus. The Bristol RE was in production at the same time for those in need of larger or more robust vehicles.
The standard Bristol LH model was long. It was also available as the LHS (LH Short) and the LHL (LH Long). The width of the chassis was but bodies as wide as the then maximum width, could be fitted, wide-bodied LHs have the wheels slightly inset in the wheelarches as a result.
The bus was available with a choice of six-cylinder diesel engines, either the Leyland O.400 (later replaced by the Leyland O.401) or the Perkins H6.354. The 5.8 litre H6.354 produced 101 bhp; the 6.54 litre O.400 had a peak output of 125 bhp whilst the 0.401 (from 1971) produced 138 bhp. The usual gearbox was a Turner-Clark synchromesh five-speed model with overdrive top gear. The front and rear axles were sourced from Leyland's Bathgate factory. Some buses were fitted with a Self-Changing Gears semi-automatic transmission and power steering. The engine was positioned in the centre of the chassis but its relatively high position meant that several steps were needed in the entrance. This was arranged in the overhang ahead of the front wheels allowing driver-only operation with the same person taking the fares and issuing tickets as passengers boarded. A small number of LH's, for Lancashire United Transport, Hants & Dorset and the Midland General group were also fitted with a central exit doorway. The radiator was positioned at the front of the chassis. The suspension was by half-elliptical leaf springs, although BCV had offered pneumatic suspension on heavier buses since 1962.
Bodies were fitted by different manufacturers, who adapted them to the needs of different operators. Bodies could be fitted out as buses, coaches or dual purpose buses which could be used for coach services when traffic demanded. Bus bodies usually came from the Eastern Coach Works (ECW), which was owned by the same Transport Holding Company. This was a government-owned company but Leyland had acquired a 25% share in 1965. Plaxton bodies were preferred for coaches. Other manufacturers of bodies for the LH were Walter Alexander, Duple, East Lancashire, Marshall, Northern Counties, Weymann and Willowbrook. The only Weymann body was fitted to the first LHS6L built (LHX003) to the orders of Western Welsh. Weymann had been closed in 1965 and the body was originally mounted on an Albion Nimbus delivered to Western Welsh in 1961; modifications included extending the body wheelbase to match the chassis and fitting a Lodekka style grille to provide cooling for the radiator. WWOC numbered their LHS 1 and registered it MBO1F. It later passed to Thornes of Selby and is currently preserved.
For the standard LH the 41-seat Plaxton coach and 43-seat ECW bus were most widely used; the bus bodies manufactured in Belfast by Alexander for Ulsterbus had 45 seats, East Midland Motor Services' ten 1969 buses were the only ones with Willowbrook bodies, as built they had 45 seats but with a 3+2 seating arrangement in three rows forward of the rear bench, making room for a pram pen, they were also unusual in carrying no grille badge, which puzzled the author of this sentence when he first came across a seemingly unidentifiable bus as a schoolboy in the mid 1970s. The LHS was produced as both buses and coaches with 26 to 35 seats. The LHL had up to 53 seats as a coach or 55 as a bus. Between 1975 and 1982 Vanplan built eight with delivery van bodies.
Altogether nearly 2,000 LHs were built: 1,505 LH, 174 LHL and 308 LHS.
Principal bus operators.
The following lists only include vehicles ordered by the company named, however many took additional vehicles second-hand from other operators. The code following the chassis model 'type' column shows the number of seats. The prefix B represents a bus body, C a coach or DP a dual purpose vehicle. The suffix F shows a single front door, D shows dual front and centre doors.
Alexander Midland.
Alexander Midland operated 41 LHs with Walter Alexander Y-type bodies and Perkins engines in Scotland. All but the last three were coaches.
Bristol Omnibus.
Bristol Omnibus Company received six LH buses in 1971 with semi-automatic gearboxes. A further 110 (with manual gearboxes) were ordered for delivery between 1975 and 1980. A few more buses were acquired second hand including two LHSs from London Country.
NB 351-356 were initially B44F but rebuilt with one less seat to allow a window to be inserted in the rear panel to improve the driver's view when reversing.
Crosville.
Crosville operated services in Wales and north west England. They bought 16 Perkins-engined vehicles in 1969 and 40 Leyland with engines from 1975.
Eastern Counties.
Eastern Counties Omnibus Company took 50 LH and 5 LHS buses between 1968 and 1972, these were all Perkins-engined and the LHS6Ps had been ordered by Luton Corporation and delivered to United Counties Omnibus Company with registrations XXE131-5H, UCOC did not want them so ECOC took them on, re-registering them with Norfolk, rather than Luton marks. Eastern Counties did not take any more new LHs until 1977 when a further 15 were added to the fleet.
Eastern National.
Eastern National bought four LH6Ls in 1977, all with Leyland O.401 engines, 5-speed manual gearboxes, ECW bodies and dual headlight fronts. They were intended for the more lightly loaded rural routes and were operated out of the Colchester depot. All four were sold to Hedingham & District Omnibuses in 1982 and one has been preserved.
Eastern Scottish.
Eastern Scottish was the only Scottish Bus Group company to order LHs apart from Alexander Midland when they took 34 Perkins-engined LHs finished by Walter Alexander as Y-type coaches.
Hants & Dorset.
Hants & Dorset and the associated Wilts & Dorset company were unusual in specifying dual-door configuration for their early LHs. Buses in the 521–530 series were allocated to Wilts & Dorset, the remainder to Hants & Dorset.
Lincolnshire.
Lincolnshire is a largely rural county so Lincolnshire Road Car always had a need for a number of small buses. Their orders amounted to 72 standard buses, 24 dual purpose, and 10 LHS buses.
London Country.
London Country Bus Services 23 standard width LHSs (their BL class) and 44 narrow LHSs (their BN class) as no other suitable narrow vehicles were available at the time.
London Transport.
Several versions of the Bristol LH were used by London Transport. 17 narrow LHSs with five-speed gearboxes were delivered to in 1975 to replace Ford Transit minibuses on narrow roads. Although fitted with five-speed gearboxes the first gear was blocked off to make driving easier in traffic. In 1976 95 full length vehicles with automatic transmissions and narrow bodies were purchased. The 7 ft 6in bodies were not only because of narrow roads on some routes, but also due to the restricted space at Kingston garage in Surrey which prevented the Leyland National being deployed there. LHSs were classified by London Transport as BS; full length LHs were classified BL.
United.
United Automobile Services had five coaches with Plaxton Elite bodies, but the remaining 218 LHs ordered for this fleet were standard ECW bus bodies for services in north-east England. A number of second-hand buses were also acquired.
Western National.
Much of south west England is rural in nature and many narrow roads mean that Western National needed a large fleet of small buses. In 1969 the associated Southern National fleet was merged with Western National. The coach services of both companies were mostly operated under the Royal Blue brand. Neighbouring Devon General was also brought under Western National control in 1971, having just placed their first order for 6 LHs (88–93).
The orders for this large fleet of 209 buses and coaches were spread across ECW, Marshall, Plaxton and even Duple. Second hand vehicles brought the total number of LHs operated up to nearly 300.
Non-passenger use.
Between 1972 and 1982 Lawrence Wilson & Son bought 3 LH and 10 LHL chassis which were fitted with panel van bodies. The first three LHLs were completed by Marsden and the remainder by Vanplan. They were used for delivering Wilson's Silver Cross brand of prams. One further LH (CUT 730K in 1972) was fitted out as a racing car transporter for Wheatcroft of Leicester.
Road-rail bus.
A former Hants & Dorset standard LH (NEL 847M of 1973) was fitted with additional flanged wheels in 1980 to allow it to operate on railway lines. It was owned by the North East London Polytechnic of Dagenham and some work was done by Lucas Aerospace. It was tested on the West Somerset Railway between and in August 1980.


Lancia Jolly

The Lancia Jolly was a light commercial vehicle produced by the Italian vehicle manufacturer Lancia between 1959 and 1963. In four years, 3011 units were produced.
The low-loading Jolly, based on the Appia passenger car, was available with van or pick-up bodywork. An updated version with a bigger engine, called the Super Jolly, replaced it.
The code name of the Jolly was 809.
Technical characteristics.
The Jolly was powered by a four-cylinder, 1,090 cc engine producing 36.5 hp. The maximum speed was .
It was long, wide, with a height of . It weighed .


Deep Ellum station

Deep Ellum station is a DART Light Rail station located in Dallas, Texas. It is located near the Deep Ellum neighborhood and serves the DART . The station opened on September 14, 2009 as one of four original stops on the line.
Traveling Man sculptures.
Deep Ellum station is also home to a three-part stainless steel sculpture series called The Traveling Man created by Brandon Oldenburg of Deep Ellum's own Reel FX Creative Studios and Brad Oldham of Dallas-based Brad Oldham Inc. The three sculptures are located at different intersections in Deep Ellum. The first is at Good Latimer between Swiss Ave. and Miranda, directly across from the station. The second is at the corner of Gaston and Good Latimer. The third is at the corner of Good Latimer and Elm Street.


Single-deck bus

A single-decker bus or single-decker is a bus that has a single deck for passengers. Normally the use of the term "single-decker" refers to a standard two-axled rigid bus, in direct contrast to the use of the term double-decker bus, which is essentially a bus with two passengers decks and a staircase. These types of single-deckers may feature one or more doors, and varying internal combustion engine positions.
In regions where double-deckers are not common, the term "single-decker" may lack common usage, as in one sense, all other main types of bus have a single deck. Also, the term may become synonymous with the name transit bus or related terms, which can correctly be applied to double-deckers too.
With the exception of regions of major double deck or articulated bus operation, usually urban areas, the single decker is the standard mode of public transport bus travel, increasingly with low floor features.
With their origins in van chassis, minibuses are not usually considered "single-deckers", although modern minibus designs blur this distinction. Midibuses can also be regarded as both included with and separate from standard single-deckers, in terms of "full size" length and vehicle weights, although again design developments have seen this distinction blurred. Some coach style buses that do not have underfloor luggage space can also be correctly termed as single-deckers, with some sharing standard bus chassis designs, such as the Volvo B10M, with a different body style applied.


DBAG Class 425

The Classes 425 and 426 EMUs are a class of electric multiple units built by a consortium of Siemens, Bombardier and DWA and operated by DB Regio in Germany. They are essentially the same vehicle, but the class 425 EMU consists of four segments, while the class 426 EMUs only have two parts.
Description.
It is a high-powered, light-weight vehicle with high acceleration for short- and medium-distance services with frequent stops. The aluminium superstructure was built as flat as possible, both to minimize drag and to ease automated cleaning. The acceleration is achieved by distributing traction motors among eight of the train's ten axles including two of the three jacobs bogies.
It is based on the Class 423 design, but lacks a third set of doorways in the centre of each car.


Kimball House (Atlanta)

The Kimball House was the name of two historical hotels in Atlanta, Georgia. United States. Both were constructed on an entire city block at the south-southeast corner of Five Points, bounded by Whitehall Street (now part of Peachtree Street), Decatur Street, Pryor Street, and Wall Street, a block now occupied by a multi-story parking garage.
First Kimball House.
Design and construction.
In 1870 on a recommendation of building contractor John C. Peck, Hannibal Kimball purchased a lot near the Union Depot where the Atlanta Hotel had been before being burned in 1864 during the Civil War. He gathered the financing for the endeavor through a confusing (and later a scandalous) combination of bonds, mortgages and subscriptions. The original estimate for the hotel was $250,000, though it eventually cost $650,000, 1/15th the total assessed value of Atlanta real estate at the time. The unusual funding scheme resulted in Kimball filing for bankruptcy and losing control of the building by the next year.
Kimball hired William Parkins as the architect while Peck served as the construction manager for the project., Construction began immediately on March 28, 1870, the day after Kimball received his lease from King. The lot, primarily owned by Joseph Thompson, was located on Pryor Street between Decatur and Wall. Thompson sold his portion of the land to Kimball through his real estate agent George W. Adair. The rest of the land was leased to Kimball by Richard Peters and John P. King.
Opening.
Kimball began construction, promising to have the hotel complete by October 1870. True to his word, Kimball hosted a dinner to celebrate the opening of the hotel on October 17 that year, although the structure was only two-thirds complete, and parts of the interior work would take the better part of a decade to be finished.
The completed six-story building was built of brick and painted yellow with brown trim. It had a four-story open-air lobby filed with plants, flowers, and a fountain. The house also boasted gas-light chandeliers, a central heating plant, a laundry, billiard hall, and 500 hotel rooms. It also had sixteen stores. It was the first building in Atlanta to have elevators and central heating.
Role in post-Civil War Atlanta.
In many ways, the building was the public face of Reconstruction era Atlanta, housing presidents and railroad executives while hosting political meetings and business meetings. Many important citizens lived their adult bachelorhoods in its rooms. Robert Toombs made the Kimball house his second home in Atlanta. The hotel showcased famous entertainers of the day including General Tom Thumb and Edwin Booth, brother of John Wilkes Booth.
In 1892, the Kimball House was the center of excitement surrounding the first University of Georgia vs. Auburn football game held on February 20, 1892. Both teams arrived in Atlanta via the railroad, the Georgia team riding on the "Georgia Special", and they immediately headed to the Kimball House where tickets were being sold at 50 cents for adults and 25 cents for children.
1883 fire and destruction of the Kimball House.
At 4:30 am on August 12, 1883, a careless cigar-smoking lemon dealer began a fire in the southwest corner of the huge building. The fire spread through the elevator shafts and quickly got out of control. The Atlanta Fire Department was unable to do much because of difficulty in reaching the site and poor water pressure from the city cisterns. By 8:00 a.m., the building was destroyed; no lives were lost.
Second Kimball House.
Design and construction.
Citing a loss of business and prestige to the city, George Adair, Henry W. Grady, Richard Peters and others began fundraising for rebuilding the hotel. They soon called on Kimball to lead the effort, even though he then resided in Chicago and had had no dealings with the property since leaving town ten years before.
Built on the same site, but much larger than its predecessor, it had seven floors with 31 stores, 22 public rooms, and 357 hotel rooms.
The structure was built to be completely fireproof, and officially opened for business on New Year's Day 1885.
Hugh T. Inman.
When owner Hugh T. Inman's daughter Annie married banker John W. Grant in 1893, Inman gave the Kimball House as a wedding gift to the couple.
Later years.
Bill Monroe's first solo recording session, to be released as "The Blue Grass Boys", was recorded in a temporary recording studio in the Kimball House on October 7, 1940.
Destruction.
It was razed in 1959, the first of many historic buildings demolished in Atlanta during the 1960s and '70s, and replaced by a parking deck which still stands.


Hyundai i40

The Hyundai i40 is a large family car designed primarily for the European market by the South Korean manufacturer Hyundai. Sharing its platform with the United States-marketed Hyundai Sonata, the i40 sedan was unveiled at the 2011 Barcelona Motor Show.
In some markets, the Sonata remains on sale as a separate model, such as the United States, where the i40 is unavailable. The estate/wagon variant of the i40 was released in Europe and South Korea in September 2011, followed by the sedan variant in January 2012, and it is also sold in Australia and New Zealand.
For Malaysia, Hyundai launched the i40 at the 2013 Kuala Lumpur International Motor Show, in both sedan and tourer specifications. It is placed above the Hyundai Sonata. The engine is the two litre GDI motor which is linked to a paddle shifted six speed automatic gearbox.
Due to slowing sales of mid-sized cars worldwide, the i40 was discontinued in markets such as Australia and New Zealand in early 2019, leaving the Sonata to cater for the segment. The i40 has since been discontinued in Europe as of 2020.
Design.
The car was designed at Hyundai's European R&D facilities in Rüsselsheim, Germany. It is manufactured at the Ulsan plant in South Korea.
The i40 is described as featuring Hyundai's 'fluidic sculpture' design language, and was launched in Europe initially as an estate/wagon (marketed as the i40 Tourer) with a saloon was due in 2011. The boot space is 553 litres, increasing to 1,719 litres with the rear seats folded down.
Engines.
Depending on market, up to three engines are available from a total of four, a 1.7 L diesel in two states of tune (114 bhp and 134 bhp) and three petrol units 1.6 L (133 bhp) and 2.0 L (175 bhp) "GDI" (or a 2.0L (164 bhp) MPi petrol units. A 'BlueDrive' option includes Intelligent Stop & Go (ISG) start-stop system and 16 inch rolling resistance tyres, resulting in a reduced CO2 of 113g/km for the diesel.
Safety.
Euro NCAP test results for a LHD, five door hatchback variant on a registration from 2011:
Marketing.
Hyundai Motor supplied the i40 estate for use in the 2011 FIFA Beach Soccer World Cup.
Awards.
The Hyundai i40 won the 2011 Eurocarbody Golden Award.


Southeast Holgate Boulevard station

Southeast Holgate Boulevard is a light rail station on the MAX Green Line in Portland, Oregon. It is the 4th stop southbound on the I-205 MAX branch. The station is at the intersection of Interstate 205 and Holgate Boulevard. This station has a center platform, and has a park-and-ride facility on the west side.
Also Lents Park is by the station on 92nd and SE Holgate Blvd.
Bus line connections.
This station in Lents is served by the following bus lines:


Texas Chainsaw House

The Texas Chainsaw House is located in Kingsland, Texas, on the grounds of The Antlers Hotel. This 1900s Victorian house was featured prominently in Tobe Hooper's horror film "The Texas Chain Saw Massacre" as the home of Leatherface and his cannibalistic family, before it was moved to this location from Williamson County in 1998. The then-dilapidated farm house originally sat on Quick Hill Road during the July–August 1973 filming of the movie.The original site is where La Frontera is now located, in Round Rock.
In 1998, the house was cut into six pieces in order to be moved, then reassembled and restored to its original condition by master carpenter Anthony Mayfield on behalf of an investor couple in Austin, Texas. The house was a "pattern book" house, ordered from a catalog and assembled on site from a package of materials brought by wagon from a local lumber company. Research indicates it was likely built between 1908 and 1910.
Two identical twins.
A densely overgrown identical twin of the house was later found at La Frontera as well, and it too was cut into pieces and moved, but to nearby Georgetown and restored. It is known locally as the Burkland-Frisk house as it was built by an early settler in Williamson County, Leonard Frisk, and was later owned by Tony Burkland, a relative of the Frisk family. The house originally set across the street from the Chainsaw house, on Quick Hill Road. But it was later moved to another location within La Frontera and was not originally recognized as a twin because of the dilapidated condition of the house and it being completely overgrown with plants and trees. It was moved in 2006 and restored by the developers of La Frontera, Don Martin and Bill Smalling (1953–2008). It sits on San Gabriel Village Blvd prominently overlooking the South San Gabriel River and is used as an office.
Film sets.
Replicas of the original house were built as sets for "Texas Chainsaw 3D" and the 2017 prequel "Leatherface".


Leyland Tiger Cub

The Leyland Tiger Cub (coded as PSUC1) was a lightweight underfloor-engined chassis manufactured by Leyland between 1952 and 1970.
History.
The Leyland Tiger Cub was launched in 1952. Most were built as 44-45 seat buses, with a smaller number as coaches. The standard bodied dimensions were long by wide, the UK maximum at launch in 1952.
It was named when a lighter-weight chassis was introduced in 1952 as a modification to the older Leyland Royal Tiger (type PSU1), which was regarded by certain influential customers, especially in the BET group of privately managed bus companies, as overweight, over-specified and too expensive, those who were operating it were also finding vacuum-servo versions under-braked.
The Tiger Cub was powered initially by a Leyland O350H 91bhp 5.76-litre diesel engine, a horizontal version of the engine fitted to the Comet 90. It had a newly designed lightweight high straight frame with a vertical radiator set just behind the front axle. The launch transmission was the same four-speed constant mesh unit which had been used in the Tiger PS1, Titan PD1 and their export equivalents.
There was a choice of either a single-speed or two-speed rear axle, both of spiral-bevel form and derived from the Comet 90 design, the latter using an electrically actuated Eaton driving head in a Leyland casing. Wheels were of the eight-stud type and diaphragm-type air braking was standard. This was the first time Leyland had offered a bus chassis without another braking option, whilst vacuum or vacuum-hydraulic brakes were still standard across most of the UK bus and coach industry.
Prototypes.
The prototypes were bodied by Saunders-Roe of Anglesey as 44-seat buses working initially for Midland Red while the second was shown on the Leyland stand at the 1952 Commercial Motor Show in the livery of Ribble Motor Services. At the show it was announced that the BET group had placed an order for 500 of the new chassis to be bodied in 1953 and 1954. The bodied Tiger Cub weighed around two tons less than an equivalent Royal Tiger, with commensurate savings in fuel.
After the show the body was removed from the second demonstrator and fitted on a production chassis. It was to be the first of many Ribble Tiger Cubs, whilst Midland Red never purchased new examples of the type. The debodied chassis was updated to production specification and sent to Walter Alexander Coachbuilders, Stirling for bodying as a demonstrator until 1956 when it was sold to Stark's Motor Services, Dunbar. Many later Tiger Cubs were rebodied, generally after accident damage, but occasionally when a coach operator wanted a more up to date appearance. The last such rebodying was done for Western Welsh by Willowbrook in 1971.
Production options.
The initial production model was type PSUC1/1T, with the two-speed axle as standard. Omission of this was a no-cost option, in which case the T-suffix was omitted.
In 1953 two variants emerged. For coaching duties type PSUC1/2T had a dropped-frame extension at the rear for a luggage boot and a higher-ratio rear axle for a higher road speed. Among the first customers were Scout of Preston, an independent coach operator who competed with Ribble on Lancashire to London express services. They had the first five Duple Elizabethan-bodied coaches in early 1954.
In 1952 Leyland had bought into Self-Changing Gears. This company owned the patents for the preselective type of epicyclic gearbox which Leyland had fitted to the RTL and RTW Titans it sold to London Transport. It was working on a new type of direct-acting epicyclic gearbox at the time of the Leyland takeover. Leyland announced this product in 1953 as the Pneumocyclic; the first two demonstrators were a Titan and a Tiger Cub. The Tiger Cub was demonstrated to London Transport during 1953/54 alongside an AEC Monocoach and a Bristol LS6G.
This version of chassis had a four speed transmission with direct-air pedestal shift and entered production as type PSUC1/3 from 1955. Also in that year two versions for wide coachwork were announced; these differed from the previous types in having narrower axles. These were type PSUC1/4 with Pneumocyclic gearbox and PSUC1/5 with constant mesh.
Two revisions to specification which were not accompanied by a change in specification number were from 1957 when an Albion five-speed constant-mesh gearbox became an option for manual-transmission chassis and from 1958 when the 105bhp 6.15 litre O375H engine became optional across the range.
Although conceived for the home market, export versions were soon introduced, these were the OPSUC1, with heavier duty tyres and suspension, and the LOPSUC1, which also had left hand drive, suffixes and options as for home market models.
In 1962 the power unit became the 125 bhp 6.75-litre O400H and the type codes were revised, to PSUC1/11, PSUC1/12T and PSUC1/13. These were respectively manual bus, manual coach and pneumocyclic bus versions. The narrow models were discontinued. At this time the manual transmission options changed to Leyland 4-speed synchromesh or Albion 5-speed constant mesh. Production continued until 1969.
The last Tiger Cub was bodied by Fowler of Leyland as a 44-seat bus and entered service with their parent company John Fishwick & Sons in January 1970. It has been preserved.
Operators.
The BET group were the largest purchasers in England and Wales. Of their subsidiaries, Western Welsh with a fleet of 271 had the most. In Scotland the largest customer was Walter Alexander & Sons who took 200 between 1955 and 1964. The largest municipal fleet was that of Edinburgh Corporation, who took 100 from 1959 to 1961, these were also the largest fleet of pneumocyclic Tiger Cubs. The Ulster Transport Authority in Northern Ireland and JMT on Jersey were the major customers for the narrow manual version, which Jersey initially took with shorter than standard rear overhang, reducing length to around . West Bromwich Corporation took seven of the narrow pneumocyclic version, the only ones built. Independents took Tiger Cubs as buses, coaches and dual-purpose vehicles, but as with the municipal Market, the Tiger Cub was not as strong a seller as the AEC Reliance.
Exports.
Major export markets for the Tiger Cub were Ceylon (Sri Lanka), Denmark, Ghana, the Netherlands, India, Jamaica, New Zealand and Portugal. Leyland often sold export batches with Metro Cammell Weymann bodywork, but bodies were also produced by other UK firms and by local coachbuilders.
In Australia, the Metropolitan Transport Trust, Perth purchased 120 between 1965 and 1967. Some were also purchased by Fearne's Coaches and Melbourne-Brighton Bus Lines.
Some second-hand Tiger Cubs were imported into Australia from Sweden and the United Kingdom in the 1970s and operated by Fearne's Coaches, Ingleburn Bus Service and Oliveri's Bus Service.
In retrospect.
The Tiger Cub was very much the product of its straitened times, and throughout its production life faced stiff competition from the AEC Reliance. This had a larger capacity engine (and a vacuum brake option until 1966). The AEC version of the semi-automatic gearbox (Monocontrol) came as standard with a faster-engaging electro-pneumatic control. From 1961 when longer single decks were allowed domestic sales of the Tiger Cub began to tail off, and by 1969 the model could be considered replaced in the British Leyland catalogue by the similarly powered Bristol LH. BET depreciated buses and coaches on the basis of a 12-year life, so most of its examples were sold quite early, Scottish Bus Group, like many municipals, wrote its vehicles down over 15 years, with the result that most had disappeared from service in the middle 1970s. A number, both buses and coaches, survive into preservation. Overall, global sales were not as great as for the heavier Royal Tiger Worldmaster or later Leopard models but it kept Leyland in contention for home market single deckers during the 1950s.


Dalhousie station (Calgary)

Dalhousie station is a CTrain light rail station in Calgary, Alberta, Canada. Located in the Dalhousie neighbourhood, it serves the Northwest Line (Route 201). It opened on December 15, 2003 as part of a 2.8 km (1.73 miles) extension of the Northwest line, and was the terminal station of the Northwest line until June 14, 2009.
The station is located in the median of Crowchild Trail, just east of 53 Street Northwest and is 9 km northwest of the 7 Avenue & 9 Street SW interlocking. The station opened on December 15, 2003, and was the first CTrain station to open with a four-car platform. Since then, all new extension stations have opened with four-car platforms.
The station has 760 parking spaces. From the stations opening in 2003, the park and ride lot was very crowded and would fill up very early in the morning. Since Crowfoot station opened in 2009 with almost double the spaces as Dalhousie, the situation has eased somewhat.
Pedestrian overpasses connect to the station from both the North and South sides of Crowchild Trail. Two escalators, a set of stairs, and an elevator provide access down to the platform. The station serves the adjacent communities of Dalhousie and Varsity, as well as Dalhousie Station, a regional shopping centre.
In 2008, the station registered an average of 18,300 boardings per weekday.


Hyundai Aero City

The Hyundai Aero City (hangul:현대 에어로시티) is a heavy-duty single-decker bus manufactured by the truck & bus division of Hyundai. It was introduced in 1991. It primarily used as a city bus and an intercity bus as either a complete bus or a bus chassis. It is distinguishable by a front 'Aero City' badge, but the common Hyundai badge is usually on the rear. The model's principal competitors is the Daewoo BS106 Royal City, but it also competed against the now-discontinued Kia AM bus series (originally Asia AM).
First Generation (CY) 1991–2000.
The Aero City was launched as the successor to Hyundai RB, it is built on the Mitsubishi Fuso Aero Star chassis until 1994.
Aero City 520L
It was produced from 1991 to 1994 with the wheelbase of 20cm shorter than the Aero City 540.
Aero City 520SL
The 520SL is produced from 1991 until 1995 with low ground clearance than the 520 and 520L.
Aero City 540
The 540 became available from 1991 to 2000 as a Intercity/City bus, in late 1997 the 280 horsepower D6AB was available.
Aero City 540L
The 540L is the same as the 540 with D6AB engine and an 8-pin Front and Rear wheel design.
Aero City 540SL
The 540SL is Low Ground Clearance than the 540 and 540L.
Super Aero City (2000-2004).
The Super Aero City was launched in 2000 as successor to the Aero City 540/540L/540SL with three engine options, the diesel version is powered by D6AB still producing 280 horsepower and the Naturally Aspirated D6AV producing 235 horsepower, while the CNG version is powered by C6AB producing 290 horsepower
Super Aero City L
The Super Aero City L has the interior elements from the Aero City 540L
Super Aero City SL
Like the Super Aero City L, the Super Aero City SL has the interior elements from the Aero City 540SL, the Super Aero City SL is only offered in Diesel powertrain.
New Super Aero City (November 2004-January 2008)
The New Super Aero City was launched in 2005 and it is offered in Diesel or CNG
New Super Aero City L
The New Super Aero City L has integrated rear lamps and protective partitions installed in the driver's seat.
New Super Aero City SL
The Super Aero City SL is produced between December 2004 to early 2006 with a lot of interior and exterior changes such as integrated rear lamps, fixed driver's side view mirror.
New Super Aero City Low Floor
The Low Floor version of the Super Aero City was launched in 2005, CNG and automatic transmission is standard.
New Super Aero City Facelift (February 2008-Present).
The New Super Aero City was launched in 2005 with its facelift similar to the Hyundai Universe. The CD type audio system and MP3 player was added in 2010, the air suspension is now added as an option in 2012, in 2015 the Inline-six H310 Euro 6 Diesel engine is introduced.
Models.
The Aero City was built on the Mitsubishi Fuso bus chassis until 1994, when Hyundai created its own bus chassis. The Aero City has been produced under many different names. The current models include:
Past models include:


Austin FX3

The Austin FX3 is a taxicab that was sold in the United Kingdom by Austin from 1948 to 1958. It was designed to comply with the Metropolitan Police Conditions of Fitness for London taxicabs, but was used in other towns and cities in the UK. It was commissioned from Austin by taxi dealers Mann & Overton and built by Carbodies of Coventry on a chassis supplied by Austin.
Prototype.
The first prototype, the FX had a 1.8-litre sidevalve engine that proved inadequate for the job. The second prototype, the FX2 had a 1.8-litre petrol engine, but this was replaced by the third version, the FX3, which had a 2.2-litre ohv petrol engine. Fitted with an all-steel body from Carbodies the FX3 was registered as JXN 842, and it and the FX2 (registered as JXN 841) went on test in the summer of 1948. It was announced at the Commercial Motor Exhibition in the following November and went into full production in 1949.
Following on from previous designs of London taxi, the FX3 had a traditional 3-door body, with an open luggage platform rather than a front passenger seat beside the driver. The FX3 was fitted with mechanical brakes, with rod operation, beam axles on leaf springs and a built-in Jackall hydraulic jacking system. Like all London taxis, it has a tight turning circle of 25 ft (7.6m) diameter, as required by the Conditions of Fitness.
The petrol engine proved too expensive to run and a conversion to a Standard diesel engine was offered by taxi and bus proprietors Birch Brothers of Kentish Town. A 3-litre Perkins engine was also offered and these, as well as pressure for Mann & Overton prompted the Austin Motor Company to develop their own diesel engine. This appeared in 1956 and quickly became the most popular choice in the FX3. The FX3's manual transmission has four forward speeds plus reverse, with synchromesh on all but first gear. In 1957-1958 a series of automatic transmission test vehicles were manufactured, of which only two are known to survive.
Outside London, cab operators in major UK cities like Manchester, Birmingham, Glasgow and Liverpool ran FX3s, either bought new or when they were retired from service in the capital. Examples of four-door FX3s were known to run in Manchester, where, in common with every other UK local authority outside London different taxi licensing regulations were enforced. Several FX3s were exported to Madrid, Spain and proved successful. Attempts to sell them to the United States were a failure.
A Hire Car version, the FL1 was also made, which had four full doors, a bench front seat, column gear-change and an umbrella-type handbrake handle. The two occasional seats faced forward. A 'driveaway' chassis-cab was also supplied to outside coachbuilders. Several shooting brake ('woodie' ) bodies were made, as well as newspaper vans for the three London evening papers, the Star, News and Standard. A number of hearse bodies were also mounted on FL1 chassis by such coachbuilders as Simpson and Slater, Alpe and Saunders, Arthur Mulliner and Woodall Nicholson. Undoubtedly the most remarkable body built on an FX3 chassis belonged to Armenian oil magnate Nubar Gulbenkian. Built by London coachbuilders FLM Panelcraft, it was an open-drive town car, with carriage lamps and wickerwork decoration on the body sides. It was powered by a Ford six cylinder engine.
The FX3 was a popular model. Out of a combined production total of 12,435 FX3 and FL1 models, 7,267 were licensed in London between 1948 and the end of production in 1958.
The FX3 was replaced in 1958 by the Austin FX4, but continued in use in London until 1968. Many other examples ran for longer outside London. In turn, the FX4 ceased production in 1997 and was replaced by the TX series.
The Austin FX3 is still sought after by collectors and enthusiasts of vintage London Transport. Several Austin FX3s have been shipped to the United States of America and to continental Europe by collectors, hobbyists and for use as advertisement icons.
Carbodies became part of LTI (London Taxis International) and from 2010 is known as The London Taxi Company.


National Express (song)

"National Express" is a song by the Divine Comedy. It was released as the third single from the album "Fin de Siècle" and reached number eight on the UK Singles Chart and number 18 in Ireland. The song is based on Neil Hannon's observations of life from the window of a National Express coach.
Music video.
The official video for the song, directed by Matthew Kirkby, examines with some irony the UK National Health Service from the viewpoint of a mental health patient (portrayed by Hannon) in a psychiatric hospital filmed at the now demolished Joyce Green Hospital in Dartford, Kent. The video begins with a doctor and a woman (the patient's wife), with faces hidden and only their hands shown, talking about the patient's problems. As the music starts, it then cuts to Hannon as the patient, being pushed in a wheelchair by a porter to the wards and then taking his medication, The patient gets out of his hospital bed and starts dancing around.
The porter is not pleased and returns the patient back to the wheelchair and takes him for electroconvulsive therapy. On the way the patient starts to behave erratically and the porter tries to control him to no avail. The video ends with the patient shown being unconscious from his treatment and the porter pushing him back to the ward in the wheelchair. The patient eventually starts to wake up, with two shots of his feet dancing, before the final shot of the patient smiling fades to a long stretch of road.
Reception.
The music press took aim at Hannon for "sneering" at the working classes on the track. Steven Wells of "NME" wrote: "What a filthy, disgusting, revolting, nauseating little record... This is mock-pop. This is the work of an 'artist' who thinks himself superior to his art form and despises his audience." Hannon responded: "'National Express'... is pure observation, nothing made up – I'm on this bus, this is what I see. 'The family man/manhandling the pram/with paternal pride' is me having a dig at my brother for having a kid and being Nineties Man, you know, and he's not exactly working class."
In a retrospective AllMusic review, critic Tim DiGravina said that the song has a "baroque, grandiose styling" and "might not be a fan favorite, but it helps to solidify Neil Hannon's status as a musical renaissance man."
Track listing.
All tracks written by Neil Hannon, except where indicated.
CD1
CD2
Cassette


Green Line Coaches

Green Line is a commuter coach brand in the Home counties of England. It is owned by Arriva.
Green Line had its origin in the network of coach services established by the London General Omnibus Company (LGOC) in the 1920s and 1930s. After World War II, the network was part of London Transport Executive/London Transport Board, and from 1970 to 1986 was operated by London Country Bus Services.
History.
Early history.
Green Line Coaches Limited was formed on 9 July 1930 by the LGOC, which from 1927 had built up a network of coach services from London to towns up to 30 miles away, comprising 60 vehicles on eight routes. These services were largely started in response to the emergence of numerous small independent operators, often running single routes. As well as express services operated by LGOC, some were run by subsidiary companies such as East Surrey Traction & Autocar Services and some on LGOC's behalf by the National Omnibus & Transport Company. The Green Line livery and fleetname was rolled out across the existing express services.
New services quickly followed, with the number of routes increasing to 27 by October 1931 and the number of coaches to 275. Green Line also began to acquire some of its independent competitors. The laying over of coaches in central London began to create congestion, so, to relieve this, some routes were linked to form cross-London services, and a short-lived coach station was opened in Poland Street, Soho at the end of 1930.
On 1 July 1933, Green Line passed to the new London Passenger Transport Board and competing services within the London Passenger Transport Area were absorbed into the network. Various vehicles of numerous different types were inherited, and much effort was made in replacing these with a standardised fleet of vehicles from late 1936. Poland Street coach station was closed, and almost all routes were linked to run across London.
Post-war era.
Services were suspended during World War II, resuming in February 1946. More services were added, and the routes were given numbers in the 700 series. Ridership increased to a peak of 36 million passenger journeys a year between 1957 and 1960. In 1962, AEC Routemaster double-deck coaches were introduced on some routes, notably route 721 which ran every 12 minutes at peak times, and route 704 conveying tourists to Windsor and Royal Tunbridge Wells. Orbital coach routes commenced:
In 1970, London Transport became the responsibility of the Greater London Council, so control of Green Line was passed from London Transport to London Country Bus Services, part of the state-owned National Bus Company. Patronage was declining, partly as a result of increasing car use and quicker parallel rail services, and the last cross-London routes ceased in 1979.
The Transport Act 1980 deregulated coach services, and Green Line expanded services beyond its traditional area, to Cambridge (route 797), Oxford (routes 290 and 790, in conjunction with the Oxford Bus Company), Northampton and Brighton. New airport services also commenced:
By this time, the orbital services 724 and 726 (a variant of the 725) had been revised to serve Heathrow. Green Line also became a National Express operator.
Privatisation.
In 1986, London Country was divided into four operating companies to prepare for privatisation. They were sold separately, and ownership of the Green Line network became fragmented, with only a few routes surviving. The airport services passed to Jetlink and are now operated by National Express.
The orbital route 726 was taken over by London Regional Transport in a reduced form and in April 2005 was renumbered London Buses route X26. By the mid-1990s, Arriva had become the owner of most of the London Country successor companies and became the owner of the Green Line brand. It licensed the brand to other operators: First Berkshire & The Thames Valley (700, 701 and 702), New Enterprise Coaches (routes 781 and 784 from 2005 to 2009) and Stephensons of Essex (routes X1 and X10 from 2002 until 2008).
Following closure of its Bracknell depot in 2015, First Berkshire services were revised and routes 700 and 701 were discontinued. Reading Buses took over operation of route 702 on 24 December 2017. On 8 May 2018, the 702 was withdrawn between Legoland Windsor and Bracknell. On the same day, route 703 was introduced under the Green Line brand, running between Heathrow Terminal 5 and Bracknell, replacing the withdrawn section.
In April 2020, Arriva Shires & Essex was scheduled to commence operating a new Green Line route 720 from Stansted Airport to Liverpool Street, but was delayed due to the COVID-19 pandemic.
Current services.
Reading Buses
Arriva Shires & Essex:


Golden Tours

Golden Tours is an English open top bus operator and coach tour operator based in London.
History.
Golden Tours was established in 1984, initially operating airport transfers and coach tours to UK spots such as Stonehenge and the Roman Baths for the London tourist market. In 2001, the business of Frames Rickards was acquired, which included the London franchise for Gray Line.
In June 2011, Golden Tours began operating open top bus services within Central London. The Golden Tours open-top bus tour is now included in the London Pass. In early 2012, Golden Tours became the preferred partners of Warner Bros. Studio Tour London - The Making of Harry Potter and run an hourly bus service to the studios in Abbots Langley.
Services.
Golden Tours operate five hop-on, hop-off services in Central London.
Fleet.
As at November 2019, the fleet consisted of 67 buses and coaches. 39 Open Top Double-decker vehicles, 19 Executive coaches and 9 Double-decker themes vehicles. To commence the open top services, a fleet of former Stagecoach London Alexander ALX400 bodied Dennis Trident 2s were acquired. These have since been supplemented by Optare Visionaire and MCV DD103 bodied Volvo B9TLs.
Depot.
In May 2014, Golden Tours opened a new depot in Alperton.


Trolleybuses in Walsall

The Walsall trolleybus system once served the town of Walsall, then in Staffordshire, but now in West Midlands, England. Opened on , it gradually replaced the Walsall Corporation Tramways network.
By the standards of the various now defunct trolleybus systems in the United Kingdom, the Walsall system was a medium-sized one, with a total of 6 routes, and a maximum fleet of 60 trolleybuses. It was also one of the last to be closed, on .
In its final years, the Walsall system had a very diverse fleet of trolleybuses, many of which had been acquired secondhand from already closed trolleybus systems elsewhere in England.
Three of the former Walsall system trolleybuses are now preserved in their pale blue Walsall livery. Two of them are at the Trolleybus Museum at Sandtoft, Lincolnshire, and one is at the Black Country Living Museum in Dudley. One of the vehicles bought from Cleethorpes is also preserved at Sandtoft, where it will revert to its Grimsby-Cleethorpes livery.
History.
Walsall Corporation had run an electric tramway system since 1901, when it took over of electric tramway which had been constructed within its boundaries by the South Staffordshire Tramways Company. In 1911, when the first two trolleybus systems in Britain were opened, at Leeds and Bradford, they looked at the possibilities of using trolleybuses to feed traffic into the tramway network, and in 1914 obtained the powers necessary to do so, but no routes were constructed. The next significant move was enshrined in the Walsall Corporation Act (1925), which allowed them to run trolleybuses on any of the existing tramway routes, on some other roads within the borough, and to run services outside of their area to Willenhall, Shireoaks and Brownhills. Again, nothing was done immediately, but the tramway to Willenhall met the Wolverhampton tramway at that point until 1926, when Wolverhampton replaced their trams on the route with motorbuses. On 15 May 1927, they replaced the motorbus service with trolleybuses.
Walsall continued to run trams to Willenhall until 1928, when they were withdrawn and a joint motorbus service was introduced between the towns. However, they soon decided to extend the trolleybus wiring from Willenhall into the town centre, and on 22 July 1931 began operating their first trolleybuses, though only as far as Willenhall. To run the service they bought two three-axle double-deck vehicles from Associated Equipment Company (AEC) and two from Guy Motors. Wolverhampton had used singe-deck vehicles on the route, because there was a low bridge at Horseley Fields, but this was reconstructed to allow a through service to run from 16 November 1932. Conversion of the tram route to Walsall Wood, to the north east of the town, had been considered in 1927, but because the roads were affected by mining subsidence, the trams were replaced by motorbuses when they ceased in 1928.
That left just the tramway northwards from the town to Bloxwich, which already had trolleybus wiring along half of its length, since the depot for both the trams and trolleybuses was at Birchills. The final trams ran on 30 September 1933, with the trolleybus service starting the following day. A batch of 15 three-axle double-deck vehicles were ordered from Sunbeam Commercial Vehicles for the start of the service, and were supplemented by another six similar vehicles between 1938 and 1940. The possibility of creating a circular route running through Wednesbury and Darlaston was considered, but because it would have involved a number of sharp turns and running along narrow streets, it was deemed to be unsuitable. During the Second World War, traffic levels rose, and to meet the demands, the Corporation managed to obtain 12 utility-bodied Sunbeams between 1943 and 1946. Bournemouth saw reduced traffic levels at this time, and loaned 30 of their vehicles to six other operators, two of which operated in Walsall between 1943 and 1945.
In 1947, the trolley booms on existing vehicles were modified, with the trolley wheels being replaced by carbon-insert trolley heads. Another ten Sunbeams were purchased in 1950, enabling some of the early pre-war vehicles to be withdrawn. The employment of a new General Manager, R Edgley Cox, in 1952 was the start of a new phase for the network, as he had his mind set on upgrading and extending the system. An experimental three-axle Sunbeam S7 was acquired in 1953, with a rear entrance, a central exit, electrically operated doors and a desk at which the conductor sat, collecting the fares as passengers boarded. This was not liked by the crews, and it was later altered, losing its central exit and the conductor's desk. The next batch of new vehicles were 15 Sunbeam F4As obtained in 1954-1955. These were long, and were the first vehicles of this length to be built with only two axles for use in Britain. When the first of these entered service, the legislation had not been changed to allow them to operated, and a special dispensation had to be obtained from the Ministry of Transport. New vehicle purchases came to an end when another seven Sunbeams were obtained in 1956.
In the early 1930s, the country had been hit by depression, resulting in large scale unemployment, which had been relieved by the Government assisting in the construction of new council housing estates. Walsall had benefitted in this way, and had provided new or extended bus services to the estates, but realised that a proper bus station was required. The Blue Coat School had recently constructed a new school building in Springhill Road, leaving their former site on St Paul's Road vacant, and this was chosen as the site for the central Bus Station. It included new offices for the Corporation Transport department, and although it was not officially opened until 23 September 1937, buses had been using it for over two years by that time. However, there was no access for trolleybuses, until in 1950 some housing on lower Stafford Street were demolished, allowing the trolleybuses to run along St Paul's Street, use a turning circle opposite St Paul's Church, and run into one of the bays in the bus station. Walsall was one of a very small number of towns where trolleybuses departed from a bus station.
Development.
Faced with the construction of new housing to the north of the town, and the need to provide a public transport service for the residents, the Walsall Corporation Act (1954) was obtained, to authorise extensions to the system. The first route to be constructed using its powers was from the town centre to Blakenall, to the east of the route to Bloxwich, which opened on 6 June 1955. It replaced a motorbus service, which was overstretched, as in peak periods there were two buses every five minutes, and the larger capacity of the trolleybuses relieved the situation. Another service to the west of the Bloxwich route opened on 12 September 1955, terminating at the Gypsy Lane Estate, which was later known as Beechdale. Less than a month later, the Blakenall route was extended northwards to meet the Bloxwich route on 10 October, creating a circular service. The Bloxwich service was itself extended on 3 June 1957, to service the Mossley Estate, and this was extended again from Abbey Square to the Eagle Hotel on 20 September 1959.
A second circular route was created on 13 November 1961, when the Beechdale route was extended northwards to meet the Mossley Estate line, and the northern extensions were completed on 31 December 1962 when trolleybuses began to serve Lower Farm Estate. The next route to open was a short branch from the Beechdale route to Cavendish Road, which opened on 2 September 1963. It was planned to open this earlier, but the likely line of the new M6 motorway was not finalised in time, and plans to turn it into a circular route returning to the town centre via Bentley and the Wolverhampton Road were cancelled because the route was obstructed by construction of the motorway.
Edgley Cox's next plan was for a new generation of trolleybuses, for which he prepared the drawings. It would be long, have three doorways, two staircases, and would be a two-axle design. It was designed to carry 100 passengers, and would be suitable for one man operation, with users paying as the entered through the front entrance. It did not however go into production, and instead the Corporation bought a number of second-hand vehicles from systems which were closing down. They came from Pontypridd, Hastings, Grimsby and Cleethorpes, and Ipswich. The M6 motorway was also the cause of the first contraction of the system. Although Wolverhampton had already decided to abandon trolleybuses, an agreement was reached where the joint service between the towns would continue until at least 1967, but the motorway severed the route, and it closed on 31 October 1965.
Demise.
In common with other operators, the Corporation was facing rising costs for electricity, and difficulty in obtaining spare parts to maintain the trolleybuses. In 1967, a new one-way system was introduced in the town centre, but the trolleybuses continued to run against the flow of traffic. Optimism was still high within the Corporation, and they planned to obtain another Act of Parliament in 1969 to allow them to construct five short extensions to the system, mainly links to run between existing routes. There was also hope that a number of Sunbeams could be obtained from the Bournemouth system. To try out new ideas, No.866 was rebuilt with a forward entrance instead of a rear platform, so that one-man operation would be possible.
The plans came to nothing when the Walsall transport system became part of the newly-formed West Midlands Passenger Transport Executive in October 1969. It became the only trolleybus system ever to be run by a Passenger Transport Executive, but the decision was taken to close it down as soon as possible. Parts of the system were closed in February 1970, using motorbuses dating from the early 1950s, which were moved to Walsall from Birmingham. The last day of public operation was 2 October 1970, but a special service ran on the following day between the bus station and Bloxwich. After a formal closing ceremony, Edgley Cox drove the final trolleybus into the depot.
Fleet.
When Walsall started operating trolleybuses in 1931, they bought four vehicles, two from Associated Equipment Company (AEC) with English Electric electrical equipment and bodywork, and two from Guy Motors, with Ress-Stevens equipment and bodywork by Brush Traction. For the opening of the route to Bloxwich, they standardised on vehicles from Sunbeam Commercial Vehicles with electrical equipment from British Thomson-Houston, but the 15 vehicles had bodywork by three different manufacturers. Many of these early vehicles had artificial radiators at the front, making them look a little like motorbuses, but subsequent vehicles had a flat front. Further batches of Sunbeams were acquired in 1938 and 1940, with bodywork by a fourth manufacturer, Park Royal Vehicles of west London, although they seemed to have standardised on British Thomson-Houston electrical equipment by this time, and all of the early vehicles had three axles.
During the Second World War, options for buying more vehicles were severely limited, as most manufacturers were engaged in war work, and there was only one model available. This was the Karrier or Sunbeam W4, all of which were built at Wolverhampton in the Sunbeam factory. The model included the best features of the Karrier E4 and the Sunbeam MF2 two-axle designs, and was badged with a Sunbeam logo if the order was placed through Sunbeam's Wolverhampton office, and a Karrier logo if it was placed through Karrier's Luton office. All came with simple utility bodywork, but again, an eclectic mix of bodywork builders were used, with five batches of vehicles having bodywork from three manufacturers.
When replacement of the pre-war vehicles became necessary, Walsall stayed with their local manufacturer, buying a batch of ten Sunbeam F4 models in 1950-51, Nos.334 to 343, but the arrival of Edgley Cox as General Manager in 1952 signalled the start of a period of innovation. The next vehicle ordered, initially No.850 but renumbered as No.350 in 1961, was a three-axle Sunbeam S7, designed to test the concept of pay-as-you-enter. The entrance was at the rear, where there was a desk for the conductor who collected the fares as passengers boarded. There was also a central exit, with a straight staircase opposite it, but the design was not well-received, resulting in the vehicle being rebuilt with just a rear entrance, after which it was renumbered. Innovation continued when a batch of 15 Sunbeam F4A models were obtained in 1954 and 1955. These were of a special lightweight construction, and had 70 seats for passengers. They were long with only two axles, and were built in advance of legislation allowing this length of two-axle vehicle, resulting in No.851 requiring a special dispensation from the Ministry of Transport when it entered service, until the legislation could be amended. One of this batch, No.866, was rebuilt with a forward entrance, in anticipation of the introduction of one-man operation.
Cox's next design for a 100-seat two-axle vehicle which was long reached the drawing board, but no vehicles were actually built. Instead, second-hand vehicles were acquired from other systems which were contracting or closing. Two came from Pontypridd, eight from Hastings, six from Cleethorpes, and eight from Ipswich. Most of these vehicles entered service as they were bought, but three of the Cleethorpes vehicles originally built by British United Traction in 1950 were rebuilt, with longer bodies and higher seating capacity before being put to use. All had been built with H28/26R rear-entrance bodywork, but they were redesigned with front entrances, Nos.60 and 61 having seating for 69, and No.62 having seating for 67.
In 1965, one of the ten Sunbeam F4 models acquired in 1951, No.342, was rebuilt. The chassis was extended using parts from a motorbus, and the bodywork was adapted accordingly. The extra length meant that the seating capacity could be increased from 56 to 65, although this was the only vehicle in the batch which was altered in this way. The Sunbeam F4A models were ordered in two batches, 15 in the first and a subsequent batch of seven vehicles. Most entered service between November 1954 and June 1955, but delivery of the final new vehicle that the Corporation bought was delayed, as No.872 was exhibited at the 1956 Commercial Motor Show, and did not arrive until 14 October 1956. The batch were fitted with automatic acceleration equipment, while the bodywork was designed to give a streamlined appearance, with the weight and cost reduced as much as possible. No.872 was decorated for the closure of the system, and became Walsall's official last trolleybus.
Preservation.
In 2019 there were four former Walsall trolleybuses which had been preserved.


Coffee Plant/Second Ward station

Coffee Plant/Second Ward is a light rail station in Houston, Texas on the METRORail system. It is served by the Green Line and is located on Harrisburg Boulevard between York and Hutcheson streets. The station is named for the Second Ward neighborhood as well as a former Maxwell House coffee manufacturing plant. In 2006, Maxwell House sold the plant to Maximus Coffee Group which currently operates the plant under the Atlantic Coffee Solutions brand.
Coffee Plant/Second Ward station opened on May 23, 2015 as part of the Green Line's first phase.


Bombardier Innovia Monorail

Innovia Monorail (stylized as INNOVIA Monorail) is the name given to fully automated and driverless monorail system manufactured by Bombardier Transportation. Its straddle-beam design is based on the ALWEG monorail, which was first developed in the 1950s and later popularized by Disney at their theme parks.
History.
In 1989, Walt Disney World got a new fleet of Mark VI monorail trains built by Bombardier Transportation. Bombardier later supplied its first turnkey monorail system in 1991 to Tampa International Airport in Florida; followed by a contract for JTA Skyway Monorail system in Jacksonville, Florida in 1994. Shortly after, in 1996, Newark Liberty International Airport opened a Von Roll monorail system to connect all its terminals. Von Roll technology was sold to Adtranz and later acquired by Bombardier. These early systems are now grouped under the name Innovia Monorail 100.
In July 2004, Las Vegas opened its 6-mile long Mark IV Las Vegas Monorail monorail system (technology now known Innovia Monorail 200 system). The system suffered from repeated technical difficulties, including parts falling from a moving vehicle, in the first few months of service. The system was temporarily closed for 4 months and reopened in December 2004. Since then, the monorail carries 30,000 passengers daily, despite this it is still not meeting the original ridership estimates.
In 2010, the cities of Riyadh, Saudi Arabia and São Paulo, Brazil placed orders from Bombardier for its latest Innovia Monorail 300 system. As of 2015, both systems are still in delivery. The Riyadh system is for the new King Abdullah Financial District, which will be a car-free economic hub in the Middle East. The São Paulo system will be part of the city's mass transit network and serve 17 stations between the residential districts of Vila Prudente and Cidade Tiradentes. The line started its operations in August 2014 and currently includes ten stations.
In November 2014, Bombardier signed a joint venture (JV) agreement with CSR Puzhen in China to develop and manufacture Innovia Monorail vehicles (as well as Innovia APM vehicles) for the Chinese market.
In August 2019, a consortium including Bombardier signed an agreement with the National Authority for Tunnels in Cairo, Egypt which included the development and build of 70 4-car monorail trains for $2.85 billion for two new lines, between East Cairo and the New Administrative Capital, and between Giza and 6th October City.
Technical Characteristics.
Innovia Monorails systems have several defining features:
Driverless Operation.
Innovia Monorails are all fully automated and use a variety of train control technologies. However, the Riyadh and São Paulo monorails are both equipped with CITYFLO 650 communications-based train control. Driverless operation offers many advantages including improved safety, high reliability, shorter headways between trains and lower maintenance costs.
Guidebeams.
These monorails operate on a narrow, elevated guidebeam. Pre-cast, post-tensioned guidebeams are constructed at an off-site location and later installed on the system. The guidebeams are 690 mm (27 in) wide. The Innovia Monorail 300 was designed to navigate curves as tight as 46 m and a maximum grade of 6%. Monorail switches are either beam replacement or multi-position pivot switches.
Safety.
Innovia Monorail systems have evacuation walkways down the entire length of the guidebeam. These walkways allow passengers to escape any onboard hazard. The maintenance crew also uses these walkways for repairs and general maintenance to the system.
Production.
The three generations of Innovia Monorails have been assembled in different plants. Today, there are multiple production facilities which have produced the trains including Kingston, Canada; Wuhu and Liuzhou, China; Hortolândia, Brazil and Derby, United Kingdom.
System Implementations.
Innovia Monorail 100 systems:
Innovia Monorail 200 systems:
Innovia Monorail 300 systems:
Under construction.
Innovia Monorail 300 systems:
Awards.
The Chicago Athenaeum organizes the Good Design Award competition every year. In 2014, the Innovia Monorail 300 was a winner of the Good Design Award in the Transportation 2014 category.
Accidents and incidents.
The only city in the world to have an Innovia 300 monorail in operation, São Paulo has had its system break-down on multiple occasions, due to problems in implementation and on the train project itself, ever since it started operating commercially. In 2016, a train departed from the Oratório (São Paulo Metro) station with its doors open, which luckily caused no accidents, due to an error in the programming made by Bombardier on the train's computers. It's worth noting that those trains operate on unprotected 15-meter (45-feet) high tracks. In January 2019, two trains collided on the to-be-opened Jardim Planalto (São Paulo Metro) station, causing both to become unusable for the remainder of the year. According to the metro workers' union, this accident was caused because there's a gap in the system: if one train is shut down, it disappears from the control system and is not seen by others, which could (and supposedly did) cause crashes. In January 2020, due to poor constructing, screws fell from one of the line's track-switches, causing the line to operate precariously for five days. The section in which this took place (in the vicinity of the São Lucas (São Paulo Metro) station) had been opened only two years prior. In February 2020, the worst accident so far happened: a tire from the train M20 exploded, causing the system to completely shut down while Bombardier technicians looked into what happened, partially reopening ninety-four days later (on June 1st) and fully reopening 111 days after the incident, on June 18th. According to a preliminary report by the São Paulo State's Research Institute, what caused the incident were hundreds of imperfections on the concrete rails, which caused strong vibrations that, in turn, made the tire's runflat mechanism touch the rubber from inside the wheel, causing premature wear and consequent rupture. After investigating, it was found out that all 23 operational trains from the line's fleet had been affected by this issue.


Trams in Sarajevo

The Sarajevo tram network is one of Europe's oldest, having originally served as the test line for Vienna's trams. Despite the claims on several websites, it was not the first network to operate full-time (from dawn to dusk). As of 2010, the Sarajevo tram system consists of seven lines, running along a single route with a -long branch to the city's main railway station "(Željeznička Stanica)". It primarily serves as an east-west link from the city centre (Baščaršija) to the western suburb of Ilidža.
The system is run by KJKP GRAS Sarajevo, which also operates trolleybus and bus routes in the city.
History.
Opened on New Year's Day in 1885, the Sarajevo tramway was the testing line for the tram in Vienna and the Austro-Hungarian Empire, and operated by horses. Originally built to , the present system was upgraded to in 1960. The trams played a pivotal role in the growth of the city in the 20th century.
During the Siege of Sarajevo of 1992-1995, trackwork and numerous vehicles were badly damaged. The tram operation stopped on April 15 1992, 9 days after the siege started, and resumed despite the dangers of the ongoing siege on April 15, 1994. The vehicles are once again operational though marks remain on some vehicles.
System.
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The route lies on the main boulevard of Sarajevo, which is named (from west to east) first Bulevar Meše Selimovića (formerly "6 Proleterske Brigade"), from Vila Čengić then Zmaj od Bosne (formerly "Vojvode Radomira Putnika"). From the district Marijin Dvor it runs a loop in a counter-clockwise direction along the Miljacka river on the street called Obala Kulina bana (formerly: Obala Vojvode Stepe Stepanovića). It proceeds to the terminus Baščaršija. The route then turns back towards Marijin Dvor on the northern parallel road Maršala Tita.
Six routes are presently in operation on the system, often only a specific section of the track. Only route 3 operates the entire length.
In the early 1990s, construction work started to expand the tram network from Nedžarići to Dobrinja, which was at the time served by a trolleybus system. Work stopped in 1992 when the siege started, which was also when most of the vehicles and infrastructure was damaged. At Nedžarići, it is possible to see tracks leading towards a planned, but never finished boulevard that would link towards Dobrinja. No work has been done in the said neighborhood to prepare access of trams there due to the start of the war, so these are the only traces of the planned extension.
Rolling stock.
In 1958, Sarajevo bought 50 relatively modern PCC-cars from Washington, renumbered in the 1-50 series. 21 more PCC-cars from Washington followed in 1962, numbered 51-71. These 71 PCC-cars were built between 1941 and 1944 by the St. Louis Car Company. Between 1967 and 1969, 20 of these streetcars were transformed into 10 articulated cars series 100-109.
The fleet in use on the network are Tatra K2 articulated trams from the Czech Republic, delivered in the 1970s and early 1980s. Later these trams have been joined by more modern vehicles in recent times. In 2008, Amsterdam donated 16 old trams to Sarajevo.


Taxicab Confessions

Taxicab Confessions was a television series of hidden camera documentaries that aired on HBO from 1995 through 2006.
When passengers enter the cab, they are recorded with several small cameras hidden in the taxi. The producer prompts passengers into discussing their past and/or present circumstances. This has led some participants to reflect on their life, recalling extreme tragedies or triumphs. Much is verbally or visually graphic, including explicit sex talk and sex acts performed in the back seat. At the end of the taxi ride, passengers are asked to sign waivers allowing the hidden camera footage to be used on the program, and footage of this revelation is sometimes seen during the closing credits.
Separating the segments are short video montages showing life in the city, incorporating quick cuts of club interiors, flashing neon signage, strippers and the homeless, along with the series theme music, "Over the Rainbow" by Me First and the Gimme Gimmes.
The series originated in New York, moved to Las Vegas, and then returned to New York.
Awards and nominations.
The first episode won the Primetime Emmy Award for Outstanding Informational Series or Special in 1995. The show was also nominated for the Primetime Emmy Award for Outstanding Non-Fiction Program (Reality) in 2001 and 2002.