Seattle Streetcar

The Seattle Streetcar is a system of two modern streetcar lines operating in the city of Seattle, Washington. The South Lake Union line opened first in 2007 and was followed by the First Hill line in 2016. The two lines are unconnected, but share similar characteristics: frequent service, station amenities, and vehicles. Streetcars typically arrive every 10–15 minutes most of the day, except late at night. The streetcar lines are owned by the Seattle Department of Transportation and operated by King County Metro.
Current lines.
South Lake Union Streetcar.
The South Lake Union Streetcar is a , seven-stop line serving the South Lake Union neighborhood of Seattle. Its route goes from the Westlake transit hub to the Fred Hutchinson Cancer Research Center in South Lake Union. The South Lake Union Streetcar connects with Link Light Rail (at the Downtown Seattle Transit Tunnel Westlake Station), the Seattle Center Monorail (at the 3rd floor of Westlake Center) and the RapidRide C Line (at several stops). The line opened to the public in 2007.
First Hill Streetcar.
The First Hill Streetcar is a , 10-stop line that connects Pioneer Square and Capitol Hill via Chinatown, Little Saigon, Yesler Terrace, and First Hill. The First Hill Streetcar connects with Amtrak and Sounder Trains (at King Street Station) and Link Light Rail (at both the International District/Chinatown and Capitol Hill stations). The line opened to the public in January 2016.
Future lines.
Center City Connector.
The Center City Connector project would connect the existing South Lake Union Streetcar at Westlake to the First Hill Streetcar with new tracks along 1st Avenue and Stewart Street in Downtown Seattle. It will serve popular downtown destinations like Pike Place Market, the Seattle Art Museum, Colman Dock and Pioneer Square. The two existing lines would overlap within downtown, increasing frequencies, and the streetcars would operate in an exclusive transit lane. The project is expected to greatly increase ridership on the Seattle Streetcar Network to 20,000–24,000 riders per day (compared to about 5,000 today).
The project is scheduled to begin construction at the beginning 2018 (with utility relocation work starting in mid-2017) and be completed in 2020. In June 2017, the city accepted a $50 million federal grant for the project. In October 2017, members of the Seattle City Council debated cancelling the project and re-appropriating the funds for bus service, but no budget amendments were made.
In March 2018, Mayor Jenny Durkan ordered an investigation of the project and a construction halt for the duration of the review—estimated to take up to three months—in the wake of rising capital costs that were estimated to leave a $23 million shortfall in an overall $200 million budget for building the line. Mayor Durkan announced in January 2019 that the project would be revived if funding is found to cover the entire $286 million cost; it is now estimated to open in 2025 due to new engineering and design work that will be required.
Broadway Streetcar.
The currently halted Broadway Streetcar project would have extended the First Hill Streetcar a half-mile farther north on Capitol Hill into the commercial core of Broadway with two stops near Harrison Street and Roy Street at a cost of $28 million. The project would have also included an extension of the protected bike lanes to Roy Street and improvements to the surrounding streetscape. In December 2016, the project was placed on an indefinite hold after the city had completed design work to the 90% stage at a cost of $3 million. The planned extension was halted due to a lack of support from businesses for the design (particularly a shortage of loading zones for delivery trucks) and the financial plan, which would involve taxing properties located along the alignment.
Other proposals.
The city government approved the study of a larger, citywide streetcar network in December 2008, estimated to cost up to $600 million. Among the lines studied were a central connector between Seattle Center and the Central District; an extension of the South Lake Union line to the University District; a line traveling to Fremont and Ballard; and an extension of the First Hill line via Rainier Avenue.
Rolling stock.
The Seattle Streetcar system uses a fleet of streetcars manufactured by Inekon Trams in the Czech Republic. The original South Lake Union fleet, consisting of three double-ended low-floor Inekon Trio-12 streetcars measuring in length were delivered in 2007 and are numbered 301–303. A decade later, six Trio Model 121 streetcars were manufactured for the First Hill line, along with an additional streetcar for additional service in South Lake Union; these are numbered 401–407. Three of the model-121 streetcars were assembled in the Czech Republic and four were assembled, under contract, by Pacifica Marine in Seattle. The Trio Model 121 streetcars are equipped with electric batteries, which are used for a portion of the First Hill route. The delivery of the cars fell behind schedule, leading to delays in opening the First Hill Streetcar.
The original South Lake Union fleet is planned to be replaced with battery-equipped streetcars when the Center City Connector opens. The Portland Streetcar system has expressed interest in acquiring the older vehicles for use on their system. In October 2017, the Seattle Department of Transportation awarded a contract to Construcciones y Auxiliar de Ferrocarriles (CAF) to supply 10 100-percent-low-floor streetcars of CAF Urbos series for the Seattle Streetcar system. All will be equipped with an on-board energy storage system enabling them to operate away from the overhead wires. Seven of the 10 are for the fleet expansion needed for the opening of the Center City Connector, projected for 2020, and three are being purchased to replace the oldest South Lake Union cars (Nos. 301–303, Inekon model Trio-12), which will be sold after their replacements enter service. Cars 301–303 lack the capability of "off-wire" operation, which means they can only be operated on the South Lake Union line. After the delivery of the new cars and the sale of the three oldest cars, the Seattle Streetcar system will end up with a fleet of 17 streetcars in 2020 or 2021, comprising seven Inekon Trio Model 121 and ten CAF Urbos.


Renault AGK


Trams in Miskolc

Trams in Miskolc is an important part of the public transport network serving Miskolc, Hungary. In operation since 1897, the network presently has one full tramline and two tramlines that run only on weekends.
History.
The need for public transport in Miskolc arose in the second half of the 19th century. The newly built railway line and its station were, at that time, far from the city proper, and even further from the ironworks of the neighbouring town Diósgyőr. The plans for the first tram line were finished in 1895.
The first tram line opened on July 10, 1897 and had eight stops (including the termini) between Tiszai railway station and St. Anne's Church. This route still forms part of both of the current lines. Miskolc was the fourth Hungarian city to have a tram line built, after Budapest (1887), Pozsony (now Bratislava) (1895) and Szombathely (earlier in 1897); it was the second city to have a standard gauge tramway as the ones in Pozsony and Szombathely were narrow gauge.
Due to the success of the east-west line, a north-south line was built before the end of 1897 between "Búza tér" (the main market of the city) and People's Garden (a popular leisure park). This was extended to the neighbouring village of Hejőcsaba in 1910.
It was only in the early 20th century that the east-west line was extended to reach Diósgyőr. Traffic on the line between St. Anne's Church and Diósgyőr started in 1904. Permission was granted for it to operate not as a city railway but as a suburban railway as it went beyond the administrative border of Miskolc. It was also operated by a different company, the Miskolc-Diósgyőr Municipal Railway Company (MDV Rt.) while the Tiszai station–St. Anne's Church line was operated by the Electric Company of Miskolc (MVV Rt.) This arrangement required passengers to change cars at the church; the resulting inconvenience was solved in 1906 when the two lines were united and management of the Diósgyőr line was taken over by MVV.
Until 1947, the tram operator also ensured the supply of electricity to Miskolc.
After World War II, the city boundaries were shifted further out from the centre; Miskolc became the second largest city in the People's Republic of Hungary. Heavy industry became important, and public housing was built, adding patronage to the tram and bus lines, the main task of which was delivering workers to factories.
In 1954, MVV was merged with the company responsible for the bus service, under the name Mass Transport Company of Miskolc (MKV). The north-south line was lifted in 1960, as it could not handle the traffic as effectively as bus routes after new residential areas had been developed. In 1964, the Tiszai station–Diósgyőr line was reconstructed as a double-track line (until then it was single-track).
Network evolution.
During its history the network has had these lines:


Railroad chapel car

As Americans made their way across the country to the West aided by the railroads, some Christian religious denominations saw this as an opportunity to expand their mission services to those living in these areas. The Baptist, Episcopal and Roman Catholic faiths used specially fitted railroad cars called chapel cars, to provide religious services and information via these special cars from the 1890s to the 1930s. The cars were designed to provide both a place for religious services and as living quarters for the missionary pastors. The fronts of the cars were fitted out as churches on wheels with altars, pews, and in some cases, stained glass windows.
The concept.
William David Walker was appointed Episcopal Bishop of North Dakota in 1883 and was faced with overseeing an enormous territory with few settlers and the fact that Western towns often were born or died as a result of the fortunes of those living in them. A discovery of gold could mean that a town would spring up almost overnight as others sought to become part of the newly found riches; merchants established businesses to cater to those connected with the mining. Conversely, the news that the ore vein was spent meant people would move on to the next opportunity, merchants needed to close their doors due to lack of business, and the town was in danger of becoming deserted. With this type of volatile situation, if money could be donated to establish a church in a town, there was no guarantee there would continue to be enough people and donations to sustain it.
After an 1889 tour of Siberia and visiting the chapel cars of the Trans-Siberian Railway, Walker had the idea of building a railroad chapel car that could travel through his diocese which would conduct services and other business of the church. He thought that while most non-mobile churches would not survive if built, a traveling church car would be able to accomplish the same tasks and be sustainable. Walker took his idea to those in the East with a plea for contributions to build this type of railroad car. The Episcopal Church was inspired by Walker's concept and held many fund-raising events for the chapel car throughout their Eastern dioceses. He also received a large donation for this purpose from Cornelius Vanderbilt, himself the president of the New York Central Railroad. When Walker had raised $3,000, he was ready to build his chapel car and ordered it from Chicago's Pullman Company, naming it "The Church of the Advent—The Cathedral Car of North Dakota".
Episcopal chapel cars.
"The Church of the Advent—The Cathedral Car of North Dakota".
The car, measuring 60 feet in length, had two sections, one for worship services, complete with an organ, and the other for living quarters and an office for Walker. It was ready for transport to Fargo, North Dakota, on November 13, 1890, and Walker hosted a number of Chicagoans who toured the car before it made its way to North Dakota. Walker was able to travel his diocese by the local railroads' willingness to pull the chapel car without charge. He would notify locales in advance of his arrival, and the car would be pulled to a siding near the local railroad station, where he would then conduct services.
When the car was retired from service in 1899, Walker and his successor, Bishop Edsell, had traveled 70,000 miles throughout North Dakota with it. The car was permanently based in Carrington, North Dakota, before being sold in 1901; St. Mary's Church in Guelph, North Dakota, received the baptismal font and lectern from the chapel car.
Diocese of Northern Michigan Chapel Cars.
Bishop Mott Williams, head of the diocese of Northern Michigan, faced the same problems as Bishop Walker regarding reaching communicants who were often far from a church. He did not have the same financial opportunities, so his choice was to purchase two retired rail coaches and have them converted into chapel cars, which served this diocese from 1891 to 1898. When a fire destroyed most of the town of Ontonagon, Michigan in 1898, the town's churches were also lost. The "Chapel Car of Northern Michigan" provided a temporary home for services to all faiths whose churches had been destroyed.
Baptist chapel cars.
By 1891, the first of the American Baptist Publication Society chapel cars made its debut. Based on the research regarding children's attendance of Sunday schools and increasing church membership by Boston W. Smith, businessmen Charles L. Colby and Colgate Hoyt donated the funds to build and outfit the Society's first chapel car, "Evangel", built by Barney & Smith. Hoyt, whose brother, Wayland, was the pastor of the First Baptist Church of Minneapolis, was a vice-president and board member of many American railroads. While on a cross-country railroad trip, a discussion between the two brothers became the beginning of the Baptist chapel car project. Hoyt also organized other wealthy businessmen into what was known as the "Baptist Chapel Car Syndicate"; one of these members was John D. Rockefeller.
The Baptist chapel car fleet grew to a total of seven cars, all built by Barney & Smith during the years 1890 to 1913. Thomas Edison, though not a member of the church, donated phonographs for all the chapel cars.
"Evangel".
The "Evangel" was similar to the Episcopal "The Church of the Advent—The Cathedral Car of North Dakota" in size and in layout, with half of the car used as a chapel and the other half for living quarters. The car was dedicated May 23, 1891 at Cincinnati's Grand Central Depot and it made its way to St. Paul, Minnesota, where local church members provided linens, rugs, silver and dishes. The Baptist young peoples' societies raised the money to have the car's windows screened, which sent it back to the shop for a time while they were fitted. The Estey company donated an organ.
Boston Smith, who was initially aboard "Evangel", had been provided with a letter from William Mellen, the general manager of the Northern Pacific Railway, which granted him and the chapel car free passage throughout the railroad's system. However, just as Smith was to set out on his first trip, railroad officials inquired whether the chapel car had been fitted with special wheels designed to prevent accidents. The railway's rules were that all special cars be fitted with them instead of the ordinary iron wheels used by other railroad cars. The "Evangel" was equipped with plain iron wheels but was allowed to travel as far as Livingston, Montana, before the wheels had to be changed.
At Portland, Oregon in December 1891, Smith turned the car over to its first missionaries, the Wheelers. By 1892, the chapel car was called upon to serve the states of Minnesota and Wisconsin. In 1894, "Evangel" was brought to serve the Southern United States. From 1901 until 1924, the chapel car traveled the rails of Oklahoma, Texas, Kansas, Colorado and Nebraska before being retired to Rawlins, Wyoming, where the old car was incorporated into the design of the local Baptist church by 1930. The church, Chapel Car Bible Church has started a remodel project in hopes of uncovering parts of the original train that have been hidden and to highlight the chapel car and its missionary history. The church is open for visitors to view the chapel car upon appointment. The church is located on the corner of 12th and W. Maple Street in Rawlins, Wyoming.
"Emmanuel".
The car was being built during the financial panic of 1893. While Barney & Smith was able to build the "Evangel" at cost, it was now a public corporation and was struggling to stay solvent. The price quoted for the car did not include any of the interior necessities. Many items that went into the building of the "Emmanuel" were donations from corporations: brakes from Westinghouse Air Brake Company, various springs and wheels, along with flatware, blankets and a range for cooking. Still others were donated by the various Baptist organizations; the car's furnishings were a gift from the women of the First Baptist Churches of Oakland and San Francisco. The car, which was ten feet longer than the "Evangel", was dedicated in Denver, Colorado, on May 24, 1893.
The Wheelers, who were the first missionaries aboard the "Evangel" were also the first to travel with "Emmanuel". In 1895, the chapel car was sent into the shop for repainting and repairs, making it necessary for the Wheelers to vacate it while the work was done. While making their way home to Minnesota, the train they were aboard was involved in a wreck and Mr. Wheeler was killed. As a memorial to him, a stained glass window was created and mounted in the door leading to the living quarters section of the car.
The car traveled in the Western and Northwestern states and territories until 1938, where it sat on a spur in South Fork, Colorado. In 1942, a decision was reached to move the aging chapel car to a Baptist camp at Swan Lake, South Dakota, where it sat for thirteen years before being sold for scrap. The old car was then used for storage by an engineering company. While there, a carpenter for the Prairie Village park saw the car and realized its potential to be restored. The "Emmanuel" was added to the National Register of Historic Places in 1976 and was fully restored by 1982. Its permanent home is at Prairie Village.
"Glad Tidings".
A gift of businessman William Hills, the car was dedicated in Saratoga, New York, on May 25, 1894. Hills placed one condition on his gift: that matching funds to build a fourth chapel car be raised before the end of the year. The first missionaries for the car, the Rusts, were newlyweds at the time of their assignment. Two of their five children were born on "Glad Tidings". The car traveled in the Midwestern states and territories served by the Chicago, Burlington and Quincy Railroad. In 1905, the Rusts left chapel car work and "Glad Tidings" was turned over to chapel car missionaries serving in Colorado, Wyoming and Arizona. Various restrictions, including those of World War I, kept the car in Douglas, Wyoming, for the years 1915 through 1919. Because it had been sidelined for a period of years, the car was sent for some needed maintenance in 1920 before being assigned to a new Arizona route.
The chapel car continued its work in Arizona until 1926, when it was brought to its final destination of Flagstaff. There its wheels and trucks were removed and it was placed on a foundation as the "Glad Tidings Baptist Church" until it was dismantled in the early 1930s.
"Good Will".
Dedicated in Saratoga Springs, New York, on June 1, 1895, the car was sent to serve the growing population of Texas and worked in cooperation with the Texas Baptist Convention. At the time of the 1900 Galveston hurricane, the missionaries were in the city, but the chapel car was in the Galveston Santa Fe Railroad shop for work. It was damaged but not destroyed by the storm as a result; the damage made it necessary to ask for special donations from Texas Baptist congregations to pay for the additional repairs. By 1905, its mission service area had been changed to routes in Missouri and Colorado, later continuing on to the West and Pacific Northwest, where it continued to travel for another twenty years. In 1938, it was time to find the car a permanent foundation, and it was parked behind the hotel in Boyes Hot Springs, California. The car was discovered in the same spot in 1998 where it patiently waits for restoration.
"Messenger of Peace".
"Messenger of Peace" was also known as the "Ladies' Car" because it was built with $100 donations from 75 Baptist women. Even though economic times were still difficult for the car's manufacturer, Barney & Smith, the company was able to provide this car at cost. It was dedicated on May 21, 1898, in Rochester, New York. In 1904, it went on display at the Palace of Transportation at the Louisiana Purchase Exposition where it received first prize for a railroad car exhibit.
The chapel car traveled in the Midwestern states until 1910, when it was sent to serve the YMCA for a year. During that time, it also traveled to Boston for a Protestant missionary exposition. By 1913, it was on its way to the Pacific Northwest, where it worked in Washington state through two world wars. The car was retired in 1948 and was turned into a diner after being sold. It was discovered on private property being used for storage in 1997; ten years later, it was donated to the Northwest Railway Museum, where it was under restoration by master craftsman Kevin Palo until December, 2012.
"Herald of Hope".
This car, which was the last made of wood, was called "The Young Men's Car" because the young men of Detroit's Woodward Baptist Church had raised the first $1,000 of its costs. Dedicated in Detroit on May 27, 1900, it served the Midwestern states. In 1911, it was reconditioned at the Barney & Smith factory at Dayton, Ohio, and in 1915, embarked on a new mission to West Virginia, serving there until its last missionary, William Newton, died in 1931. His wife, Fannie, refused to leave the chapel car, as she considered it her home. She remained there until 1935.
After 1935, the fate of the chapel car was unknown until 1947, when a photograph was obtained of the car without wheels, which had been used as an office for an abandoned coal company in the Quinwood, West Virginia, area where the Newtons had last served as missionaries.
"Grace".
This was the last of the Baptist chapel cars built and the only one that was constructed of steel. Donated by the Conaway family in memory of their daughter, Grace, it was also built by the Barney & Smith factory in 1915, at a cost of over five times the price paid for the first chapel car, "Evangel". The car was dedicated in Los Angeles in 1915 and was on display at the Panama–Pacific International Exposition in San Francisco before beginning work in California. "Grace" also served in Nevada, Utah, Wyoming and Colorado before being placed on permanent display at the American Baptist Assembly at Green Lake, Wisconsin, in 1946.
Roman Catholic chapel cars.
Father Francis Kelley became the president of the newly formed Catholic Church Extension Society in 1905. Kelley, who had visited the 1904 Louisiana Purchase Exposition and toured the Baptist chapel car, "Messenger of Peace", while there, was impressed with what the chapel car was able to do for the Baptist faith. Since the mission of the Extension Society was to bring the Catholic faith to those in remote areas, he believed the use of chapel cars would be an effective way to accomplish this.
In an article for "Extension Magazine", he wrote, "If the Baptists can do it, why not the Catholics?", and asked for someone to donate a railroad car for this purpose. From 1907 to 1915, three chapel cars were given to the Extension Society. Two of the cars were built by the Pullman Company while one was built by Dayton's Barney & Smith.
"St. Anthony".
The first of these cars was "St. Anthony", donated by Ambrose Petry and Richmond Dean, who was a Pullman Company vice-president. The car, originally built by Pullman in 1886, was refitted by Dean at the Pullman factory as a chapel car with a living area for its priests. The 72 foot long car was dedicated and blessed in 1907. It served in Kansas, Louisiana, Mississippi and also in the West and Pacific Northwest. By 1909, it made its way to Oregon, where it was credited with creating more than 80 Catholic parishes. The car was taken from railroad service in 1919, when railroads no longer would handle wooden passenger cars.
"St. Peter".
When Dayton businessman Peter Kuntz visited the "St. Anthony" chapel car, he asked the Extension Society why it did not build a fine chapel car instead of the wooden, refitted one. Kuntz then donated $25,000 to fund a Barney & Smith built steel chapel car in 1912 named "St. Peter". At the time it was built, it was one of the longest railroad cars in the world. This car was in service from 1912 into the 1930s and was displayed at the 1915 Panama-Pacific Exposition in San Francisco, coupled with the Baptist chapel car, "Grace".
"St. Paul".
The last and largest of the Catholic chapel cars, the "St. Paul" was also donated by Peter Kuntz. Measuring 86 feet long, it was built by Chicago's Pullman Company. Dedicated in New Orleans on March 14, 1915, it served primarily in Louisiana, Texas, North Carolina and Oklahoma. By 1936, both "St. Peter" and "St. Paul" were in storage, with "St. Paul" being sent to the Bishop of Great Falls, Montana, for use in the diocese. The chapel car was sold to Montana state Senator Charles Bovey for his railroad museum in 1967. In 1996, the chapel car was involved in a trade between the museum and the Escanaba-Lake Superior Railroad.


Volvo B58

The Volvo B58 was a mid-engined single-decker bus, double-decker bus, single-decker articulated bus and single-decker coach chassis manufactured by Volvo in Sweden from 1966 until early 1982. It was succeeded by the B10M.
Operators.
In the United Kingdom, it was sold to many major operators including Wallace Arnold and Park's of Hamilton from 1972. Many of the Volvo B58s in the UK were built as coaches. One Volvo B58 was rebodied as a double-decker bus with East Lancs Droop Nose double-decker bus body for Skills of Nottingham.
In 1978, Greater Stockholm Transport Authority ordered 250 B58s.
Until November 2009, GO Wellington in New Zealand operated 68 Volvo B58 trolleybuses.
In Brazil, The Volvo B58 (named the B58E) was built in Curitiba from 1979 to 1998. It was used in city buses, including trolleybuses, and road coaches, in cities like São Paulo, Curitiba, Porto Alegre, Campinas, Sorocaba and Belo Horizonte. Also, in 1992, B58E was Brazil's first bi-articulated chassis, and the first 33 operated in Curitiba as "Express Line Buses".
In Australia the B58 was popular with government operators. ACTION, placed 77 in service between 1972 and 1976, the Metropolitan Transport Trust, Tasmania 68 rigid buses and three articulated buses from September 1975,
and the State Transport Authority, Adelaide 65 rigids and 35 articulateds from April 1980.
The chassis also found a market with Australian private operators. Forest Coach Lines purchased 13 between 1972 and 1984, Busways 30 between 1978 and 1981, and Grenda Corporation 18 between 1980 and 1983. All supplemented their fleets with second hand purchases.


Paul Soubry

Paul Soubry, ICD.D, is President and Chief Executive Officer (CEO) of NFI Group Inc.
Soubry has a sales, marketing, business development, and operations background, with experience in business transformation and LEAN manufacturing. Prior to joining New Flyer in 2009, Soubry worked for 24 years with StandardAero (a leading aviation service provider), starting as a Marketing Assistant in 1984 and progressing to President and Chief Executive Officer.
He holds a Bachelor of Commerce (Honours) degree from the University of Manitoba and completed the Executive Development program at the Harvard Business School. He also completed the Canadian Securities Course and is a member of the Institute of Corporate Directors, having graduated from the Directors Education Program at the Rotman School of Management, University of Toronto.
Soubry was the Chair of the University of Manitoba Front and Centre Capital Campaign that raised over $625 million (the largest philanthropic investment in Manitoba's history), is a Director on the Boards of the Winnipeg Jets / True North Sports & Entertainment and The Wawanesa Mutual Insurance Company, and is an active supporter of United Way Winnipeg.
He speaks regularly on leadership, innovation and technology, and business , and frequently speaks with media on behalf of NFI. Soubry was named to “Canada’s Top 40 Under 40” in 2003, was inducted in the Canadian Manufacturers and Exporters Hall of Fame in 2014, and was named Canada's Top CEO of the Year by National Post in 2016. In 2018, he was named recipient of the University of Manitoba's Distinguished Alumni Lifetime Achievement Award, which recognizes significant contributions to profession, community, and the University of Manitoba. In 2020, he received the Canadian Council for the Advancement of Education's (CCAE) Friend of Education Award, recognizing outstanding service to post-secondary or independent school education and leadership to advance education in Canada.


Daihatsu Delta

The Daihatsu Delta is an automotive nameplate that has been used on a variety of Japanese Daihatsu trucks and vans between 1970 and 2010. They have usually been Toyota-based, or otherwise based on models from the Toyota-owned Hino Motors. The trucks have utilized a cab over engine or mid-engine design. Typically fitted with Toyota engines, a few versions, particularly diesels, received Daihatsu's own engines. The Delta badge was retired in Japan in 2003, but continued to be used on models built locally in other markets until 2010.
Medium-duty truck.
Set to replace the old Daihatsu V series cab over medium trucks, between October 1970 and 2003 (2010 outside Japan), Daihatsu retailed the Delta and Delta 1500/2000—a rebadged Toyota Dyna. Five generations were constructed, with new models released in 1977, 1984, 1995 and 1999.
While the third generation Delta finished production for the Japanese market in 1995, it continued in production until 2006 for many markets, including South America, Australia and New Zealand.
Light-duty truck.
Following the medium-duty trucks were the light-duty Delta 750 trucks released in March 1971 (D10 series)—rebadged Toyota LiteAce trucks. Second generation versions arrived in October 1979 (D20 series), surviving until October 1982.
Van.
Daihatsu released a cargo van and passenger wagon model named Delta Wide Van/Wagon in November 1976 (B10 series)—a rebadged Toyota TownAce. The second generation (B20 series) was released in November 1982 and was rebodied for January 1992, maintaining existing mechanicals. Third generation models (R40/R50 series) arrived in October 1996—now badged Delta Van/Wagon and continued on until November 2001.


Microtransit

Microtransit is a form of demand responsive transport. This transit service offers a highly flexible routing and/or highly flexible scheduling of minibus vehicles shared with other passengers. Microtransit providers build routes ad-hoc exclusively so as to only match each demand (trip) and supply (driven vehicle) and extend the efficiency and accessibility of the transit service. Possible pick-up/drop-off stops are restricted (usually within a geofenced area), and transit can be provided either as a stop-to-stop service or curb-to-curb service.
Proponents argue conceptually, microtransit fits somewhere between private individual transportation (cars or taxicabs or ridesharing companies) and public mass transit (bus).
History.
Although the share-taxi kind of transit service has been running for a while in Southern hemisphere countries and Asia, these have involved private provision of some degree of fixed routes or fixed schedules and not always booking ability let alone mobile booking or route optimisation. The development of mobile booking technologies has led to a wave of pilot schemes and adoption in Europe and North America.
Development.
Technologies allow real time exchange of booking information and programmed route optimization of the transit service. The term Microtransit may have emerged into widespread industry discussion around 2015, when this wave of technology-enabled services was starting, and seems specific to the English language.
The current implementations result from public-private partnerships (and subsidized by the government) or are brought by the private sector directly to the customer. It is unsure if microtransit can be profitable (just like public transit).
Success of microtransit systems depends on its configuration. Some experiences in the US resulted in failures.
Application.
The flexibility and intelligence in microtransit can be useful in cases when the demand is either geographically spread or coming at various and/or unpredictable times, i.e. when it is hard to gather demand with a planned transit service. Examples include: low-density areas, night services, and other formats adapted to specific needs.


Couchette car

A couchette car is a railway carriage conveying non or semi-private sleeping accommodation.
Overview.
The car is divided into a number of compartments (typically 8 to 10) accessed from the side corridor of the car, which in daytime are configured with a bench seat along each long side of the compartment. At an appropriate time in the journey, the attendant who travels in the car (or by agreement the passengers booked in the compartment) converts the compartment into its night-time configuration with two (1st class) or three (2nd class) bunks on each long side of the compartment, creating a total of four bunks in first class and six in second class.
Typically, in 2nd class the seat serves as the lowest bunk, and the back of the seat is turned into a horizontal position and serves as the middle bunk. There are two types of couchette car in countries of the former USSR: "coupé" and "platzkart". "Coupé" cars are more expensive and comfortable with 4-bunk compartments fully separated from each other and the corridor. The cheaper "Platzkart" cars, use a somewhat different layout, with no wall between compartment and corridor, only four bunks along the long sides of the compartment, and two more mounted on the corridor wall, the lower bunk folding in the daytime to become two seats.
The attendant provides a sheet, blanket, and pillow for each passenger. Unlike in sleeping cars, couchette compartments are not always segregated by sex, and it is normal not to undress except for removing footwear.
One compartment at the end of the car is reserved for the use of the attendant (who may supervise two adjacent cars), who will sell (if not included in the fare) hot and cold drinks and continental breakfasts in the morning. In western Europe the attendant will take charge of passengers' tickets and passports at the start of the journey, returning them before arrival at the destination, thus ensuring that passengers are not disturbed by ticket and passport inspections. In some former eastern bloc countries this is not done, and it is normal for passengers to be awoken by border police and railway inspectors at each border crossing. Toilets and washrooms are located at the ends of the car.
Couchette cars have not been as popular in Britain (except on the Royal Train, presumably as staff accommodation); as they have been in continental Europe, although a number of sleeper trains can trace their history back to as early as the 1870s. It was normal practice, nevertheless, for British passengers to join long-distance overnight trains at Calais, Boulogne, Ostend or Hook of Holland after crossing the English Channel or North Sea by ferry. There has been a substantial decline in the number of long-distance overnight train services since the mid-1990s, caused by the increase in the number of high-speed daytime services, and competition from low-cost airlines. Environmental organizations are trying to make night trains more attractive again, as a more climate-friendly alternative to short-haul flights.


Toyota Prius

The Toyota Prius (; Japanese:トヨタ・プリウス, "Toyota Puriusu") is a full hybrid electric automobile developed and manufactured by Toyota since 1997. Initially offered as a 4-door sedan, it has been produced only as a 5-door fastback hatchback
since 2003.
In 2007, the United States Environmental Protection Agency (EPA) and California Air Resources Board (CARB) rated the Prius as among the cleanest vehicles sold in the United States, based on smog-forming emissions. The 2018 model year Prius Eco ranked as the second-most fuel efficient gasoline-powered car without plug-in capability available in the US that year, following the Hyundai Ioniq Blue hybrid.
The Prius first went on sale in Japan and other countries in 1997, and was available at all four Toyota Japan dealership chains, making it the first mass-produced hybrid vehicle. It was subsequently introduced worldwide in 2000. Toyota sells the Prius in over 90 markets, with Japan and the United States being its largest markets. Global cumulative Prius liftback sales reached the milestone 1 million vehicle mark in May 2008, 2 million in September 2010, and passed the 3 million mark in June 2013. Cumulative sales of one million were achieved in the U.S. by early April 2011, and Japan reached the 1 million mark in August 2011. , the Prius liftback was the world's top selling hybrid car with almost 4 million units sold.
In 2011, Toyota expanded the Prius family to include the Prius v, an extended hatchback, and the Prius c, a subcompact hatchback. The production version of the Prius plug-in hybrid was released in 2012. The second generation of the plug-in variant, the Prius Prime, was released in the U.S. in November 2016. The Prime achieved the highest miles per gallon equivalent (MPGe) rating in all-electric mode of any vehicle rated by EPA with an internal combustion engine. Global sales of the Prius c variant passed the one million mark during the first half of 2015. The Prius family totaled global cumulative sales of 6.1 million units in January 2017, representing 61% of the 10 million hybrids sold worldwide by Toyota since 1997.
Etymology and terminology.
Prius is a Latin word meaning "first", "original", "superior" or "to go before".
In February 2011, Toyota USA asked the US public to decide on what the most proper plural form of Prius should be, with choices including Prien, Prii, Prium, Prius, or Priuses. The company announced on 20 February that "Prii" was the most popular choice, and the new official plural designation in the US.
In Latin "prius" is the neuter singular of the comparative form ("prior, prior, prius") of an adjective with only comparative and superlative (the superlative being "primus, prima, primum"). As with all neuter words, the Latin plural is "priora", but that brand name was used by the "Lada Priora" in 2007. Despite the "official" plural form used by Toyota USA, "Priuses" is widely used in English.
Beginning in September 2011, Toyota USA began using the following names to differentiate the original Prius from some newer members of the Prius family: the standard Prius became the Prius Liftback, the Prius v (known as the Prius α in Japan, and Prius + in Europe), the Prius Plug-in Hybrid, and the Prius c (called Toyota Aqua in Japan).
First generation (XW10; 1997).
NHW10 (1997–2000).
In 1995, Toyota debuted a hybrid concept car at the Tokyo Motor Show, with testing following a year later. The first Prius, model NHW10, went on sale on 10 December 1997. The first-generation Prius (NHW10) was available only in Japan, though it has been imported privately to at least the United States, United Kingdom, Australia, and New Zealand.
The first-generation Prius, at its launch, became the world's first mass-produced gasoline-electric hybrid car. At its introduction in 1997, it won the Car of the Year Japan Award, and in 1998, it won the Automotive Researchers' and Journalists' Conference Car of the Year award in Japan.
Production commenced in December 1997 at the Takaoka plant in Toyota, Aichi, ending in February 2000 after cumulative production of 37,425 vehicles.
The NHW10 Prius styling originated from California designers, who were selected over competing designs from other Toyota design studios.
NHW11 (2000–2003).
The Prius NHW11 (sometimes referred to as "Generation II") was the first Prius sold by Toyota outside of Japan, with sales in limited numbers beginning in the year 2000 in Asia, America, Europe and Australia. In the United States, the Prius was marketed between the smaller Corolla and the larger Camry. The published retail price of the car was . European sales began in September 2000. The official launch of the Prius in Australia occurred at the October 2001 Sydney Motor Show, although sales were slow until the NHW20 (XW20) model arrived. Toyota sold about 123,000 first-generation Priuses.
Production of the NHW11 model commenced in May 2000 at the Motomachi plant in the same area, and continued until XW10 manufacture ended in June 2003 after 33,411 NHW11 vehicles had been produced. The vehicle was the second mass-produced hybrid on the American market, after the two-seat Honda Insight.
The NHW11 Prius became more powerful partly to satisfy the higher speeds and longer distances that Americans drive. Air conditioning and electric power steering were standard equipment. While the larger Prius could seat five, its battery pack restricted cargo space. The Prius was offered in the US in three trim packages: Standard, Base, and Touring. The US EPA (CARB) classified the car with an air pollution score of 3 out of 10 as an Ultra Low Emission Vehicle (ULEV). Prius owners were eligible for up to a federal tax deduction from their gross income. Toyota executives stated that with the Prius NHW10 model, the company had been losing money on each Prius sold, and with the NHW11 it was now breaking even.
Second generation (XW20; 2003–2009).
Presented at the April 2003 New York International Auto Show, for the 2004 US model year, the NHW20 Prius was a complete redesign. It became a compact liftback, sized between the Corolla and the Camry, with redistributed mechanical and interior space significantly increasing rear-seat legroom and luggage room. The second-generation Prius is more environmentally friendly than the previous model (according to the EPA), and is longer than the previous version. Its more aerodynamic Kammback body balances length and wind resistance, resulting in a . The development effort, led by chief engineer Shigeyuki Hori, led to 530 patents for the vehicle.
Production commenced in August 2003 at the Tsutsumi plant in Toyota, Aichi, supplemented in October 2004 with the Fujimatsu plant at Kariya, Aichi.
The Prius uses an all-electric A/C compressor for cooling, an industry first. Combined with a smaller and lighter NiMH battery, the XW20 is more powerful and more efficient than the XW10. In the US, the battery pack of 2004 and later models is warranted for or 10 years in states that have adopted the stricter California emissions control standards, and or 8 years elsewhere. The warranty for hybrid components is or 8 years.
It is classified as a SULEV (Super Ultra Low Emissions Vehicle) and is certified by California Air Resources Board as an "Advanced Technology Partial Zero Emission Vehicle" (AT-PZEV).
From 2005 to 2009, the second-generation Prius had been built by FAW-Toyota in the city of Changchun for the Chinese market. It was reported that a total of 2,152 Priuses were sold in 2006 and 414 in 2007. The relatively low sales were blamed on high price, about higher than the equivalent in Japan or the US, caused by high duties on imported parts.
In early March 2008, Toyota cut the price of Prius by up to eight percent or to (). It was thought that the sales dropped as a result of both a lack of acceptance and increased competition. The Toyota Prius Hybrid was exported to China from 2007. Toyota sold about 1,192,000-second-generation Priuses worldwide.
Third generation (XW30; 2009).
Toyota debuted the new Prius (2010 US model year) at the January 2009 North American International Auto Show, and sales began in Japan on May 18, 2009. Toyota cut the price of the Prius from to to better compete with the Honda Insight, leading some to wonder whether increased sales of the Prius might come at the expense of sales of other vehicles with higher margins. Competition from lower priced hybrids, such as the Honda Insight, also made it difficult for Toyota to capitalize on the Prius's success. , Toyota has sold about 1,688,000 third-generation Priuses worldwide.
Among the new standard features of the Prius, Toyota introduced three user-selectable driving modes: EV mode for electric-only low-speed operation, Eco mode for best fuel efficiency, and Power mode for better performance. Optional features included the solar-PV roof panels to help cool the cabin interior in summer heat, Intelligent Parking Assist, Lane Keep Assist, and Dynamic Radar Cruise Control.
Its new body design features a reduced . This figure was disputed by General Motors which found the value for the model with 17-inch wheels to be around 0.30 based on tests in GM, Ford, and Chrysler wind tunnels. "Car & Driver" measured the third-generation Prius at 0.26 in a privately arranged five-way wind-tunnel test of comparable cars. An underbody rear fin helps stabilize the vehicle at higher speeds.
A new front-drive platform underpinned the car, although the wheelbase remained unchanged and overall length grew by a lone centimetre. Aluminium was employed in the hood, rear hatch, front axle and brake calipers (disc brakes were finally assigned to all four wheels).
The Prius uses a range of plant-derived ecological bioplastics, using wood or grass-derived cellulose instead of petroleum. The two principal crops used are kenaf and ramie. Kenaf is a member of the hibiscus family, a relative to cotton and okra; ramie, commonly known as China grass, is a member of the nettle family and one of the strongest natural fibres, with a density and absorbency comparable to flax. Toyota said this was a timely breakthrough for plant-based eco-plastics because 2009 was the United Nations' International Year of Natural Fibres, which spotlights kenaf and ramie among others.
Awards.
At its introduction in 2009, it won the Car of the Year Japan Award for the second time. In December 2013, "Consumer Reports" named the Prius as the "Best Value", for the second year in a row.
A 2019 iSeeCars study ranked the Prius as the second longest-kept vehicle among U.S. drivers.
Fourth generation (XW50; 2015).
The fourth-generation Prius was first shown during September 2015 in Las Vegas, and was released for retail customers in Japan on December 9, 2015. The launch in the North American market occurred in January 2016, and February in Europe.
In August 2013, Toyota Managing Officer Satoshi Ogiso, who was chief engineer for the Prius line, announced some of the improvements and key features of the next generation Prius. This was the first generation of the Prius to use the Toyota New Global Architecture (TNGA) modular platform, which provides a lower center of gravity and increased structural rigidity. Ogiso also explained that the next-generation Prius plug-in hybrid, the Prius Prime, was developed in parallel with the standard Prius model.
2018 facelift.
In late November 2018, for the 2019 model year, the U.S. market Prius lineup introduced an all-wheel drive model featuring Toyota's E-Four system. This has been available for the Japanese market Prius since 2015 and the hybrid versions of the RAV4 and Lexus NX. Also, the Prius received a facelift with redesigned headlights and taillights, which was released in Japan on December 17, 2018.
Prius family.
Prius Plug-in Hybrid.
The Prius Plug-in Hybrid (ZVW35) is based on the conventional third generation (ZVW30) with a 4.4kWh lithium-ion battery that allows an all-electric range of . A global demonstration program involving 600 pre-production test cars began in late 2009 and took place in Japan, Europe, Canada, China, Australia, New Zealand and the United States.
The production version was unveiled at the September 2011 Frankfurt Motor Show. Deliveries began in Japan in late January 2012, followed by a limited roll-out in the U.S. in late February. Deliveries began in Europe in June 2012 and in the UK in August 2012. During its first year in the market, global sales reached 27,181 Prius PHVs, making the Prius PHV the second top selling plug-in electric car in 2012 after the Chevrolet Volt. Production of the first generation Prius Plug-in hybrid ended in June 2015. , cumulative sales of the first generation Prius PHVs totaled 75,400 units delivered worldwide. The United States led sales with 42,345 units delivered through September 2016, followed by Japan with 22,100 units, and Europe with 10,600 units, both through January 2017. , global sales of both Prius plug-in generations totaled 209,000 units since inception, making the Prius PHV the world's all-time second best selling plug-in hybrid after the Mitsubishi Outlander P-HEV.
Prius Prime.
The second generation Prius plug-in, called Toyota Prius Prime in the U.S. and Prius PHV in Japan, was developed in parallel with the standard fourth generation Prius model (XW50) released in December 2015. The model was released to retail customers in the U.S. in November 2016, followed by Japan in February 2017. In the American market, unlike the first generation model, the Prius Prime will be available in all 50 states. Cumulative global sales of both Prius plug-in generations totaled 79,300 units at the end of January 2017. The U.S. is the top selling market, with 46,133 units sold since inception through January 2017, of which, 3,788 units are second generation Prius Prime cars.
The Prime has an EPA-rated all-electric range of , over twice the range of the first generation model, and an EPA rated fuel economy of in all-electric mode (EV mode), the highest MPGe rating in EV mode of any vehicle rated by EPA with an internal combustion engine. Among all-electric cars, only the Hyundai Ioniq Electric has a higher energy efficiency, rated at .
Unlike its predecessor, the Prime runs entirely on electricity in charge-depleting mode (EV mode). Toyota targeted the fuel economy in hybrid mode to be equal or better than standard fourth generation Prius liftbacks. The Prius Prime has an EPA-rated combined fuel economy in hybrid mode of , in city driving, and in highway. Only the Prius Eco has a higher EPA-rated fuel economy rating in hybrid mode. The 2017 model year Prime has a different exterior design than the fourth generation Prius. The interior design is also different. Up until the 2020 model year, the Prime only had four seats as Toyota couldn't meet efficiency targets when seating a fifth person.
Prius v.
At the January 2011 North American International Auto Show, Toyota revealed the 2012 model year Prius "v", an extended hatchback wagon, which is derived from the third-generation Prius and features over 50 per cent more interior cargo space than the original Prius design. US production ended in 2017.
In May 2011 Toyota introduced the Prius α (alpha) in Japan, which is available in a five-seat, two-row model and a seven-seat, three-row model, the latter's third row enabled by a space-saving lithium-ion drive battery in the center console. The five-seat model uses a NiMH battery pack. The Alpha is the basis for the five-seat Prius "v" launched in North America in October 2011 with a nickel-metal hydride battery pack similar to the 2010 model year Prius, and with two rows of seats to accommodate five passengers. The European and Japanese versions are offered with a lithium-ion battery, with three rows of seats with accommodations for seven passengers. However, the seven passenger seating on the Prius v is not available on North American Prius v models. The European version, named Prius+ (plus), began deliveries in June 2012. Global sales totaled 671,200 units . Japan is the leading market with 446,400 units sold, followed by North America with 173,100 units, and Europe with 43,800, all through January 2017.
Prius c.
Toyota unveiled the Prius c concept at the January 2011 North American International Auto Show. The Prius c has a lower list price and is smaller than the previous Prius hatchback. The production version was unveiled at the 2011 Tokyo Motor Show as the Toyota Aqua, and was launched in Japan in December 2011. The Prius c was released in the US and Canada in March 2012, and in April 2012 in Australia and New Zealand. The Prius c is not available in Europe, where instead, Toyota is selling the Toyota Yaris Hybrid since June 2012. The Prius c and the Yaris Hybrid share the same powertrain. The Aqua ranked as the second best selling car in Japan in 2012 after the Prius brand, as Toyota reports together sales of the conventional Prius and the Prius α. When sales of these two Prius models are broken down, the Toyota Aqua ranked as the top selling model in Japan, including kei cars, with the Aqua leading monthly sales since February through December 2012. Thereafter, the Aqua has been the top selling new car in Japan for three years running, from 2013 to 2015, and it is considered the most successful nameplate launch in Japan in the last 20 years.
Global sales of the Aqua/Prius c passed the 500,000 mark in August 2013. and the 1 million milestone during the first half of 2015. , with 1,380,100 units sold worldwide, the Aqua/Prius c is the second top selling TMC hybrid after the regular Prius. The top market is Japan with 1,154,500 Aquas sold, capturing 83.6% of global sales, followed by North America with 192,700 units.
Sales.
Overview.
, the Prius is sold in over 90 countries and regions. Worldwide cumulative sales of the Prius passed the 1 million mark in May 2008, exceeded 2 million units in September 2010, and reached the 3 million milestone in June 2013. , global sales of the Prius family totaled almost 6.115 million units representing 61% of the 10 million hybrids delivered by Toyota Motor Company (TMC) worldwide, including the Lexus brand. Sales of the Prius family are led by the Prius liftback with 3.985 million units, followed by the Aqua/Prius c with 1.38 million, the Prius +/v/α with, 614.7 thousand and the Prius Plug-in Hybrid with 79.3 thousand units.
, the US accounted for almost half of Prius liftback global sales, with 1 million Priuses sold since 2000. However, the Prius experienced two consecutive years of sales decreases from its peak in 2007, falling to 139,682 units in 2009 before rebounding to 140,928 units in 2010. Sales in Japan reached 1 million Priuses in August 2011. , sales of the Prius liftback totaled over 1.8 million units in Japan and 1.75 million in the United States, and ranked as the all-time best-selling hybrid car in both countries.
Cumulative Prius sales in Europe reach 100,000 in 2008 and 200,000 units by mid-2010, after 10 years on that market. The UK is one of the leading European markets for Prius, accounting more than 20 percent of all Priuses sold in Europe. Toyota Prius became Japan's best selling vehicle in 2009 for the first time since its debut in 1997 as its sales almost tripled to 208,876 in 2009. In that year it overtook the Honda Fit, which was Japan's best-selling car in 2008 excluding Kei cars.
Rising oil prices caused by the Arab Spring led to increased sales of the Prius in the first quarter of 2011, but the 2011 Tōhoku earthquake and tsunami led to a production stoppage. Production restarted several days later, but output was hindered due to shortages from parts suppliers. Nevertheless, during the 2011 Japanese fiscal year (1 April 2011 through 31 March 2012), the Prius family sold 310,484 units, including sales of the Prius α, launched in May 2011, and the Toyota Aqua, launched in December, allowing the Prius brand to become the best-selling vehicle in Japan for the third consecutive year.
Until September 2012, The Prius liftback was the top selling new car in Japan for 16 months in a row, until it was surpassed by the Toyota Aqua in October, which kept the lead through December 2012. The Prius liftback, with 317,675 units sold in 2012 (including sales of the Prius α), was the best selling car in Japan during the 2012 calendar year for the fourth consecutive year. The Aqua ranked as the second best selling car with 266,567 units sold in 2012. Nevertheless, when sales of the two Prius models are broken down, the Toyota Aqua ranked as the top selling model in Japan in 2012, including kei cars, leading sales since February through December 2012. The Aqua was the top selling new car in Japan in 2013, and again in 2014. Global Prius sales peaked in 2010 with over 500 thousand units sold, and since 2011 sales of the liftback version have declined in most markets through December 2015, and in the US and Canada since 2013.
High gasoline prices in the US, approaching a gallon by March 2012, contributed to record monthly sales of the Prius family vehicles. A total of 28,711 units were sold in the United States during March 2012, becoming the one-month record for Prius sales ever. The third-generation Prius liftback accounted for 18,008 units (62.7%); the Prius v accounted for 4,937 units (17.2%); the Prius c, for 4,875 units (17.0%); and the Prius Plug-in Hybrid, for 891 units (3.1%). Another record was set during the first-quarter of 2012, with Prius family sales of 60,859 units, it became the best selling quarter ever. Sales of Toyota Prius family vehicles in California represented 26% of all Prius purchases in the US during 2012. With 60,688 units sold during this year, the Prius became the best selling vehicle in California, ahead of the previous leader, the Honda Civic (57,124 units) and the third ranked, the Toyota Camry (50,250 units). The Prius nameplate was again in 2013 the best selling vehicle in California with 69,728 units sold in the state, ahead of the Honda Civic (66,982) and the Honda Accord (63,194).
Toyota sold 223,905 Priuses among the various HEV family members in the US in 2012, representing together a market share of 51.5% of all hybrid sold in the country that year. In addition, a total of 12,750 Prius PHVs were sold in 2012, allowing the plug-in hybrid to rank as the second top selling plug-in electric car in the US after the Chevrolet Volt, and surpassing the Nissan Leaf. The Toyota Prius liftback, with 147,503 units sold, was the best selling hybrid in 2012, the Prius v ranked third with 40,669 units, and the Prius c was fourth with 35,733 units. Toyota USA estimated that sales of its hybrids models in 2012 would represent 14% of total Toyota sales in the country. Since their inception in 1999, a total of 1.5 million Prius family members have been sold in the US by mid October 2013, representing a 50.1% market share of total hybrid sales in the country. Of these, 1,356,318 are conventional Prius liftbacks sold through September 2013.
Prius family sales also set a record in Japan in March 2012. Accounting for the conventional Prius and Prius α sales, a total of 45,496 units were sold in March 2012, becoming the highest monthly sales ever for any model in Japan since 1997, and representing a market share of 9% of all new car registrations excluding kei cars. The Toyota Aqua sold 29,156 units, ranking as the third top selling car that month. Together, all Prius family vehicles sold 74,652 units, representing 15% of monthly new car sales in March 2012. With a total of 247,230 vehicles sold during the first quarter of 2012, the Toyota Prius family became the third top selling nameplate in the world in terms of total global sales, after the Toyota Corolla (300,800 units) and the Ford Focus (277,000 units).
US Prius sales have declined every year since their peak in 2012, due to more competition from other manufacturers.
Sales of non-liftback.
The following table presents retail sales of the other vehicles of the Prius family by year since deliveries began in 2011 through December 2016.
Design and technology.
The Prius is a power-split or series-parallel (full) hybrid, sometimes referred to as a combined hybrid, a vehicle that can be propelled by gasoline or electric power or both. Wind resistance is reduced by a (0.29 for 2000 model) with a Kammback design to reduce air resistance. Lower rolling-resistance tires are used to reduce road friction. An electric water pump eliminates serpentine belts. In the US and Canada, a vacuum flask is used to store hot coolant when the vehicle is powered off for reuse so as to reduce warm-up time. The Prius engine makes use of the Atkinson cycle.
EV mode.
When the vehicle is turned on with the "Power" button, it is ready to drive immediately with the electric motor. In the North American second generation Prius, electric pumps warm the engine by pumping previously saved hot engine coolant from a coolant thermos before the internal combustion engine is started. The delay between powering the car on and starting the internal combustion engine is a few seconds. The third generation Prius does not have a coolant thermos. Instead, the engine is heated by recapturing exhaust heat. A button labelled "EV" maintains Electric Vehicle mode after being powered on and under most low-load conditions at less than . This permits driving with low noise and no fuel consumption for journeys under , Longer journeys are possible as long as the speed is kept below , acceleration is kept low and the battery has enough charge. The engine starts automatically when the battery starts to run low. Prior to the 2010 model, the North American model did not have the "EV" button, although one can be added to enable the "EV" mode supported internally by the Prius Hybrid Vehicle management computer. For the North American market, the third generation can remain in EV mode until depending on throttle and road gradient.
Batteries.
There are two batteries: the high voltage (HV) battery pack, also known as the traction battery, and a 12-volt battery known as the low voltage (LV) battery. The traction battery of the first generation Prius update (2000 onwards) was a sealed 38-module nickel metal hydride (NiMH) battery pack with a capacity of 1.78kWh at a voltage of 273.6V, and weighing and is supplied by Japan's Panasonic EV Energy Co. They are normally charged between 40–60% of maximum capacity to prolong battery life as well as allow headroom for regenerative braking. Each battery pack uses of lanthanum, and each Prius electric motor contains of neodymium; production of the car is described as "the biggest user of rare earths of any object in the world." The LV battery is essential to starting the car and providing initial power to the computer.
The Second Generation Prius contains a 1.310kWh battery, composed of 28 modules. Each battery module is made of six individual 1.2V 6.5Ah Prismatic NiMH cells in series forming a 7.2V 6.5Ah module with 46Wh/kg energy density and 1.3kW/kg output power density. Each module contains an integrated charge controller and relay. These modules are connected 28 in series to form a 201.6V 6.5Ah battery (traction battery), also known as the energy storage system. The computer-controlled charge controller and battery management computer systems keep this battery between 38% and 82% state of charge, with a tendency to keep the average state of charge around 60%. By shallow cycling the battery, only a small portion of its net available energy storage capacity is available for use (approximately 400Wh) by the hybrid drive system, but the shallow computer-controlled cycling dramatically improves the cycle life, thermal management control, and net long term calendar life of the battery. Active cooling of this battery is achieved by a blower motor and air ducting, while passive thermal management was accomplished through the metal case design.
Battery life cycle.
As the Prius reached ten years of being available in the US market, in February 2011 "Consumer Reports" examined the lifetime and replacement cost of the Prius battery. The magazine tested a 2002 Toyota Prius with over on it and compared the results to the nearly identical 2001 Prius with tested by "Consumer Reports" 10 years before. The comparison showed little difference in performance when tested for fuel economy and acceleration. Overall fuel economy of the 2001 model was while the 2002 Prius with high mileage delivered . The magazine concluded that the effectiveness of the battery has not degraded over the long run. The cost of replacing the first generation battery varies between and from a Toyota dealer, but low-use units from salvage yards are available for around . One study indicates it may be worthwhile to rebuild batteries using good blades from defective used batteries.
Air conditioning (HVAC).
The HVAC system uses an AC induction motor to drive a sealed-system scroll compressor, a design principle not usually used in automotive applications. Using a scroll compressor increases the efficiency of the system while driving it with an AC induction motor makes the system more flexible, so the AC can run while the engine is off. Because the oil used with the refrigerant gas also flows in the area of the high-voltage motor-windings, the fluid must be electrically insulating to avoid transmitting electric current to exposed metal parts of the system. Therefore, Toyota specifies a polyolester (POE) oil (designated ND11) is required for repairs. The system cannot be serviced with equipment normally employed for regular cars, which typically use polyalkylene glycol (PAG) oil, as the equipment would contaminate the ND11 oil with PAG oil. According to SAE J2843, the oil provided from maintenance equipment must contain less than 0.1% PAG when filling. One percent PAG oil may result in an electrical resistance drop by a factor of about 10.
Environmental impact.
Fuel economy and emissions.
Since its introduction, the Toyota Prius has been among the best fuel economy vehicles available in the United States, and for the model year 2012, the Prius family has three models among the 10 most fuel-efficient cars sold in the country as rated by US Environmental Protection Agency (EPA). After the Honda Insight first generation was discontinued in September 2006, the Prius liftback became the most fuel-efficient car sold in the American market,
 until it was topped by the Chevrolet Volt in December 2010, as the plug-in hybrid was rated by EPA with an overall combined city/highway gasoline-electricity fuel economy of . According to the EPA, for the model year 2012, and when only gasoline-powered vehicles are considered (excluding all-electric cars), the Prius c ranks as the most fuel-efficient compact car, the Prius liftback as the most fuel-efficient midsize car, and the Prius v as the most fuel-efficient midsize station wagon.
More fossil fuel is needed to build hybrid vehicles than conventional cars but reduced emissions when running the vehicle more than outweigh this.
 Economic and environmental performance comparison among Prius family models sold in the US (model year 2001–2012)
The following table presents fuel economy performance and carbon emissions for all Prius family models sold in Japan since 1997. The ratings are presented for both, the older official 10-15 mode cycle test and the new JC08 test designed for Japan's new standards that went into effect in 2015, but was already being used by several car manufacturers for new cars. The Prius 2nd generation became the first car to meet Japan's new 2015 Fuel Economy Standards measured under the JC08 test.
 Fuel economy and emissions comparison among Prius family models sold in the Japan (years 1997–2012)
Lifetime energy usage.
In 2008, the British government and British media requested that Toyota release detailed figures for the energy use and emissions resulting from the building and disposal of the Prius. Toyota has not supplied the requested data to address statements that the lifetime energy usage of the Prius (including the increased environmental cost of manufacture and disposal of the nickel-metal hydride battery) is outweighed by lower lifetime fuel consumption.
Toyota states that lifetime saving is 43 percent. , the UK Government Car Service operated over 100 Priuses (the largest part of its fleet) and lists the Prius as having the lowest emissions among its fleet.
CNW Marketing Research initially published a study in which they estimated that the total lifetime energy cost of a 2005 Prius was greater than that of a Hummer H2. The study has been widely debunked: see for example, "Hummer versus Prius: 'Dust to Dust' Report Misleads the Media and Public with Bad Science".
Electromagnetic field levels.
The Prius uses electric motors in the hybrid propulsion systems, powered by a high voltage battery in the rear of the car. There has been some public concern over whether the levels of electromagnetic field exposure within the cabin are higher than comparable cars, and what health effects those fields may present, popularized by a 2008 "The New York Times" article. However, Toyota and several independent studies<ref name="Radiation Protection Dosimetry doi: 10.1093/rpd/ncq168"></ref>
have indicated that aside from a brief spike when accelerating, the electromagnetic fields within the Prius are no different from those of a conventional car and do not exceed the ICNIRP exposure guidelines.
A 2013 study by the Mayo Clinic found that patients with implanted cardiac devices such as pacemakers and defibrillators can safely drive or ride in hybrids or plug-in electric cars without risk of electromagnetic interference (EMI). The research was conducted using implantable devices from the three major manufacturers and a 2012 Toyota Prius hybrid. The study used 30 participants with implanted devices and measured electric and magnetic fields in six positions inside and outside the Prius, and each position was evaluated at different speeds.
Quietness.
"The Wall Street Journal" reported in February 2007 on concerns that quiet cars like the Prius may pose a safety risk to those who rely on engine noise to sense the presence or location of moving vehicles. Blind pedestrians are a primary concern, and the National Federation of the Blind advocates audio emitters on hybrid vehicles, but it has been argued that increased risks may also affect sighted pedestrians or bicyclists who are accustomed to aural cues from vehicles. However, silent vehicles are already relatively common, and there is also a lack of aural cues from vehicles that have a conventional internal combustion engine where engine noise has been reduced by noise-absorbing materials in the engine bay and noise-cancelling muffler systems. In July 2007, a spokesman for Toyota said the company is aware of the issue and is studying options.
In 2010, Toyota released a device for the third-generation Prius meant to alert pedestrians of its proximity. Japan issued guidelines for such warning devices in January 2010 and the US approved legislation on December 2010. Models equipped with automatically activated systems include all 2012 and later model year Prius family vehicles that have been introduced in the United States, including the standard Prius, the Prius v, the Prius c and the Toyota Prius Plug-in Hybrid. The warning sound is activated when the car is traveling at less than and cannot be manually turned off.
Marketing and culture.
advertising.
In the UK, the Advertising Standards Authority, an independent body charged with policing the rules of the advertising industry, ruled that a television advert for the Toyota Prius should not be broadcast again in the same form, having breached rules concerning misleading advertising. The advertisement stated that the Prius "emits up to one tonne less per year", while on-screen text included "1 tonne of less than an equivalent family vehicle with a diesel engine. Average calculated on 20,000 km a year." Points of contention were the vehicles chosen for comparison, whether "up to' one tonne less" adequately communicated that reductions could be lower, and whether the distance used was appropriate: 20,000 km per year is around a US car's average annual driving distance, while a UK car's is 13,440 km.
Political symbolism.
The large number of Prius-owning progressive celebrities in 2002 prompted "The Washington Post" to dub hybrids "Hollywood's latest politically correct status symbol". Conservatives called "Prius Patriots" also drive the cars because they want to contribute to reducing US dependence on foreign oil. A 2007 "San Francisco Chronicle" article said "Prius Progressives" were becoming an archetype, with American conservative commentator Rush Limbaugh opining that "these liberals think they're ahead of the game on these things, and they're just suckers".
In July 2007 "The New York Times" published an article using data from CNW Marketing Research finding that 57% of Prius buyers said their main reason for buying was that "it makes a statement about me", while just 37% cited fuel economy as a prime motivator. Shortly afterwards "Washington Post" columnist Robert Samuelson coined the term "Prius politics" to describe a situation where the driver's desire to "show off" is a stronger motivator than the desire to curb greenhouse gas emissions. Some conservatives promote the use of the Toyota Prius and other hybrid cars. For example, Jim Road from "What Would Jesus Drive?" encouraged people to drive hybrid cars because of the damage that large SUVs and faster cars can do to others.
Former Central Intelligence Agency (CIA) chief R. James Woolsey, Jr. drives a Prius because of its low fuel consumption. Woolsey noted the volatility of the Middle East, coupled with anti-US sentiment in much of the region. Noting that the high percentage of oil drilled in the Middle East gives vast profits to Middle Eastern regimes, Woolsey believes that it is a patriotic obligation to drive more efficient vehicles. In a "Motor Trend" magazine article, Woolsey stated that those oil profits find their way to terrorist groups like al-Qaeda, meaning that Americans who buy inefficient vehicles would, in effect, be indirectly funding terrorism. "We're paying for both sides in this war, and that's not a good long-term strategy," said Woolsey. "I have a bumper sticker on the back of my Prius that reads, 'Bin Laden hates this car.'"
DARPA driverless edition.
A driverless version of the Prius was one of six cars to finish the 2007 DARPA Urban Challenge.
Motorsports.
A racing version of the Prius was unveiled by Toyota in 2013. This racing Prius replaces the 1.8-litre Atkinson-cycle engine with a 3.4-litre V8 RV8KLM engine which is mid-mounted in the car (the engine was later moved to the front in 2019 due to GT300 regulation changes). The hybrid drive train of the car's production Hybrid Synergy Drive is retained but with a larger lithium ion battery. The RV8KLM is in fact the same engine featured in multiple Le Mans Prototypes such as the Lola B12/60 and Rebellion R-One. The car took class pole position and finished sixth at the 2012 Fuji GT 500km.
Government and corporate incentives.
There have been a number of governments with incentives intended to encourage hybrid car sales. In some countries, including the US and Canada, some rebate incentives have been exhausted, while other countries such as the United Kingdom, Sweden, Belgium, and the Netherlands have various or alternative incentives to purchasing a hybrid vehicle.
Several US companies offer employees incentives. Bank of America will reimburse on the purchase of new hybrid vehicles to full- and part-time associates working more than 20 hours per week. Google, software company Hyperion Solutions, and
organic food and drink producer Clif Bar & Co offer employees a credit toward their purchase of certain hybrid vehicles including the Prius. Integrated Archive Systems, a Palo Alto IT company, offers a subsidy toward the purchase of hybrid vehicles to full-time employees employed more than one year.
Travelers Companies, a large insurance company, offers hybrid owners a 10% discount on auto insurance in most US states. The Farmers Insurance Group offers a similar discount of up to 10% in most US states.
In June 2015, the Prius started use as a general purpose patrol car of the National Police of Ukraine. In return for Ukrainian emissions permits under the Kyoto Protocol, 1,568 cars were supplied by Japan.


Volvo Ailsa B55

The Volvo Ailsa B55 was a front-engined double-decker bus chassis manufactured in Scotland by Ailsa, Volvo's British subsidiary in which it owned 75%, from 1974 until 1985.
Versions.
The B55 was designed with a front-mounted engine that still allowed a front entrance position suitable for one-person operation. In this sense there was a common goal with the earlier, unsuccessful, Guy Wulfrunian. It was fitted with the Volvo TD70 engine, a compact turbocharged unit of 6.7-litres. The rest of the design was relatively simple, with beam axles and leaf springs. A Self-Changing Gears semi-automatic gearbox was used. It first appeared at the 1973 Scottish Motor Show.
The most popular bodywork was the Alexander AV type, replaced by the R type from the earlier 1980s. The Falkirk based Alexander factory thus meant that the Alexander bodied Ailsa B55s were entirely built in Scotland, a significant factor in securing Scottish orders (notably from the Scottish Bus Group, Strathclyde Passenger Transport Executive and Tayside Regional Council) especially given the ease in securing locally sourced spare parts and repairs.
A prototype lowheight Ailsa, designated B55-20 (instead of the standard B55-10), was built for Derby Borough Transport in 1975.
In 1977, an improved Mark II version appeared, with two transmission options offered, a Self-Changing Gears pneumocyclic unit and a Voith D851 with retarder. It was followed in 1980 by a Mark III version, for which the Ailsa name was dropped. This continued to use the Volvo TD70H turbocharged engine, and utilised a Volvo truck rear axle in place of the previous troublesome axle. Air suspension was also an available option. In 1981, a 3-axle version was developed to meet the demand for 3-axle buses in Asia.
Following the end of production in 1985, the Ailsa B55 was effectively replaced by the mid-engined Volvo B10M Citybus.
Operators.
The Ailsa B55 type was particularly popular with the Scottish Bus Group: of all the constituent divisions, Northern and Lowland were the only ones never to adopt the Ailsa into their fleets. Strathclyde PTE was a significant buyer of the Ailsa, but not until the introduction of the Mk III. By far the most enthusiastic supporter of the Ailsa was Tayside Regional Council who bought 161 examples for use on their Dundee city services between 1976 and 1984, with four different body types, Alexander AV and RV, Northern Counties and East Lancs.
The B55 was popular with the passenger transport executives, with significant purchases made by West Midlands and South Yorkshire and to a lesser degree Merseyside and Tyne & Wear. Other customers included Cardiff Bus, and the National Bus Company subsidiary Maidstone & District Motor Services.
Ayrshire independent operator A1 Service, whose operating area included the Ailsa plant in Irvine, also purchased several of the vehicles new, increasing its fleet, where it could, through the purchase of used vehicles.
As part of its Alternative Vehicle Evaluation programme, London Transport took delivery of three Mark III vehicles in 1984. The programme was intended to evaluate alternative vehicle types for future fleet replacement in London, which, at that time, was purchasing Leyland Titans and MCW Metrobuses.
The most interesting of the three vehicles was fleet number V3. This vehicle maintained the usual front entrance door, but had an additional exit behind the rear axle and a second staircase adjacent. This had the advantage of improving passenger flow during loading and off-loading at peak times. But the second staircase created a blind spot for the driver and the vehicle was restricted to crew operation. The vehicle remained unique, although London Buses rebuilt the rear, removing the doors, but leaving the staircase in place. After a fatal crash on a stormy night in which V3 crashed into a Mini and turned over on its side, the bus was sold for scrap. V3 was rescued from a scrap dealer by Black Prince Buses and extensively rebuilt, retaining both staircases. In March 2006, it was purchased by Roger Wright's London Bus Company and can now be seen restored to London condition at rallies and running days across Southern England.
No further orders for new B55s were placed by London Transport, but numerous second-hand examples were purchased from the South Yorkshire and West Midlands PTEs in the late 1980s.
A solitary Ailsa chassis was bodied as a single-deck bus by Marshall for Strathclyde PTE. Later, the same operator created a second single-decker, by converting an Alexander-bodied double-decker, the upper deck of which had been damaged.
A number of 2-axle Ailsa B55 were sold overseas. Indonesia received 320 buses between 1981 and 1985. China Motor Bus in Hong Kong received eight between 1975 and 1978 (six out of these eight buses were destroyed by fire). One B55 was exported to Singapore as a demonstrator for Singapore Bus Services and another to Bangkok.
A total of three 3-axle Ailsa B55s were built for export, two were sold to China Motor Bus as demonstrators, and the third was exported to Indonesia.
In all, just over 1,000 B55s were built, 890 of them being bodied by Alexander. Of the remainder, 64 Ailsas received unusual Van Hool McArdle bodies built in Dublin - 62 buses for the South Yorkshire PTE and two for A1 Service, Ayrshire. Northern Counties bodied some for Derby Corporation. and Cardiff Bus, a total of 35 were also bodied by East Lancs Coachbuilders for Tayside and a small number were also bodied by Marshall for Strathclyde and Derby Corporation.
The last significant number of Ailsas in service in the UK were operated by Cardiff Bus, who had 18 in regular service in 2007. They were withdrawn at the end of 2007. However, as at February 2014, ten Ailsas remain in service for school work, school contracts and rail replacement with Edwards Coaches of South Wales.
Preservation.
There are now around 30 Volvo Ailsas in preservation, with the Glasgow Vintage Vehicle Trust having six. The Sheffield based 388 Group have 1 Van Hool bodied example.The other, A1 Service PSJ 824R now resides at the Glasgow Vintage Vehicle Trust, previously being based in Sheffield. With Tayside being the most prolific buyer of the Ailsa, there are also a significant number in various stages of restoration with Tayside Vintage Vehicle Society, and two preserved examples regularly visit rallies and events throughout the country, WTS 273T and the open top WTS 272T.
A number of Cardiff Bus Volvo Ailsas have been preserved, one such example being NDW412X, owned by the 302 Group.


Centennial Garage

The Centennial Garage is part of the Edmonton Transit Service (ETS) and is a targeted LEED Silver project. The bus garage was designed for the storage and maintenance of 250 regular and articulated buses as well as administration offices, dispatch and support spaces for staff. It is located at 15520 Ellerslie Road on the east side 156 Street SW in Edmonton, Alberta. This garage provides bus services to neighbourhoods in west, southwest, and downtown Edmonton. It is the first new garage to open in the City in 25 years.
Construction.
Construction of the garage began in spring of 2008 and was completed on April 10, 2010, with its first day of operation being April 26, 2010. This project budget was an estimated $99 million with $89.3 million coming from the provincial government's Municipal Sustainability Initiative. The building is approximately in size.
A large portion of the materials used in this green building have recycled content. According to ETS, 90% of the structural steel, 27.5% of the concrete, and 68% of the steel decking is recycled material. The Centennial Garage includes of in slab heating pipe, 3,300 sprinkler heads, of foundation grade beam, 11,800 cubic metres of concrete, 43 roof top units, of roof, 1,325 imperial tons of steel and of electrical conduit.
Firms involved in this project were Croy D. Yee Architect Limited who provided the architectural work. Morrison Hershfield Limited provided civil, structural, mechanical, code, fire protection and building envelope engineering and project management related services. Other firms involved were Earthscape Consultants for landscape design, Suncord Engineering who also provided mechanical engineering services and Clark Builders for construction management services.
Energy usage.
Some unique features of the building include but are not limited to reduction of heat islands which can impact the local microclimate, highly reflective roofing reducing the cooling energy required, indoor bus storage to provide inherent energy savings and water efficiency technologies to reduce the amount of water consumption on both the administration and bus maintenance sides of the building. Energy modeling test results indicated that the Centennial Garage is approximately 33% more energy efficient than a typical Canadian building of its size and type.
LEED goals.
Some LEED goals established and upheld during the construction phase and continued after the completion of the garage are as follows:


Busscar

Busscar Ônibus S.A. was a Brazilian bus manufacturer that built coaches, trolleybuses, charter and tour buses, founded on 17 September 1946. The company was based in Joinville in the south of Brazil, where it had industrial premises that cover , including a building of The Busscar Ônibus S.A. was defunct on 27 September 2012.
History.
The business had its origins in a firm created on September 17, 1946, when two brothers of Swedish descent, Augusto Bruno Nielson and Eugênio Nielson, opened a carpentry shop in Joinville, where they made wooden furniture, window frames and desks. One year later, Nielson & Brother remodeled the first bus body. In 1949 they built a bus body entirely in wood, attached to a large Chevrolet chassis.
This was the starting point of a business that in a few decades would turn into an important bus manufacturing company in the American market.
When Harold Nielson (Augusto's elder son) joined the company in 1956 it was en route to becoming the segment leader in Brazil, with innovative and revolutionary products, such as the Diplomata model in 1961, the Urbanuss in 1987, the Panorâmico DD in 1998, and many others.
In 1990, the business, by then called Carrocerias Nielson, launched a new family of vehicles and changed its name to Busscar Ônibus, creating a mark that is still known today in international and Brazilian markets, despite the company's later demise.
On 27 September 2012, the Brazilian Judiciary of Santa Catarina declared the bankruptcy of Busscar due to the effects from economic crisis of 2008.
The judge of the 5th Civil Court of Joinville, Walter Santin Júnior, approved in a final ruling on 21 March 2017, the purchase of Joinville factory. For the business is to be deposited R$9.4 million in cash and another R$57.74 million to be paid in 52 installments with monetary correction. None of the new projects and new company name are known, however since May 2017, new contracts employment could be signed after End of the Justice process.
On June 12, 2017 Maurício Lourenço da Cunha represented by Sergio Souza assumes the factories and gave a name Carbuss - Indústria de Carrocerias Catarinense Ltda.
Former models.
Transit buses:
Coaches:


Bus Stop (song)

"Bus Stop" is a song recorded and released as a single by the British rock band The Hollies in 1966. It reached No. 5 in the UK Singles Chart. It was the Hollies' first US top ten hit, reaching No. 5 on the "Billboard" charts in September 1966.
Background.
"Bus Stop" was written by UK songwriter and future 10cc member Graham Gouldman, who also penned major hits for The Yardbirds ("For Your Love") and Herman's Hermits ("No Milk Today"), as well as the Hollies' first venture into the US top 40 with "Look Through Any Window". With the release of "Bus Stop" as a single in June 1966, the Hollies joined the trend known as raga rock, a subgenre first popularised by the Beatles, the Byrds and the Kinks. Musicologist William Echard highlights the guitar solo and its sitar-like sound as an indicator of the Indian musical element evident in the song. "Billboard" said of the single that there was a "good group vocal on this teen-aimed, easy-rocker with more commercial potential than their [earlier single] "I Can't Let Go."
In a 1976 interview Gouldman said the idea for "Bus Stop" had come while he was riding home from work on a bus. The opening lines were written by his father, playwright Hyme Gouldman. Graham Gouldman continued with the rest of the song in his bedroom, apart from the middle-eight, which he finished while riding to work – a men's outfitters – on the bus the next day.
Thirty years later he elaborated on the song's beginnings: "'Bus Stop', I had the title and I came home one day and he (Hyme) said 'I've started something on that Bus Stop idea you had, and I'm going to play it for you. He'd written "Bus stop, wet day, she's there, I say please share my umbrella" and it's like when you get a really great part of a lyric or, I also had this nice riff as well, and when you have such a great start to a song it's kind of like the rest is easy. It's like finding your way onto a road and when you get onto the right route, you just follow it.
"My late father was a writer. He was great to have around. I would write something and always show him the lyric and he would fix it for me. You know, he'd say 'There's a better word than this' – he was kind of like a walking thesaurus as well and quite often, sometimes, he came up with titles for songs as well. 'No Milk Today' is one of his titles, and also the 10cc song 'Art for Art's Sake'."
Cover versions.
The B-side "Don't Run and Hide", written by The Hollies' Graham Nash, Allan Clarke and Tony Hicks, was also recorded by the Everly Brothers, released in 1966 on the "Two Yanks in England" album.


Hampton Springs, Florida

Hampton Springs is located four miles from the town of Perry in Taylor County, Florida, United States. It was once the site of the famous Hampton Springs Hotel which burned down in 1954.
History.
Once labeled "Dixie's Famous Spa", the Hampton Springs Hotel was very popular in the early 1900s, when Taylor County boomed due to the intersection of several railroads. The hotel was visited by Theodore Roosevelt, and even royalty from the far east. They came to swim in the sulphur swimming pool that fed from a spring adjacent to the creek (created by the junction of Spring Creek and Rocky Creek) which fed into the Fenholloway River downstream.
The ruins of the hotel, including the swimming pool, pathways, and a goldfish pond still remain. Taylor County renovated the site as a state park. Picnic tables, a walking bridge over the river, parking, and fencing have been added. In 2018, the historic pool was filled in citing liability and vandalism as reasons
After the article was seen by local residents that still used these pools to swim and spent time keeping them maintained for use the county was ordered to reverse the fill and return them to the original condition so they may continue to be used for swimming and site- seeing.