E-class Melbourne tram

The E-class trams are three-section, four-bogie articulated trams that were first introduced to the Melbourne tram network in 2013. They are built at the Dandenong works of Bombardier, with the propulsion systems and bogies coming from Bombardier factories in Germany.
The E-class is part of the Tram Procurement Program, a Public Transport Victoria project aimed at increasing capacity and reliability of the tram network through the introduction of new trams, creation of new depot space, and upgrades to existing infrastructure. In September 2010, 50 were ordered with an option to purchase a further 100. In May 2015, a further 20 were ordered, followed by additional orders for 10 in May 2017, September 2018 and May 2019, taking the total to 100.
The first tram was delivered in June 2013 and, after testing, entered service on route 96 on 4 November 2013. , 90 are in service.
History.
In July 2009, the Victorian Government called for expressions of interest for the construction of 50 new trams. The expression of interest stipulated that the trams had to be low floor, to comply with the Disability Discrimination Act, that 40% of the total contract was to be local content, and that the first were to enter service in 2012.
In October 2009, Alstom and Bombardier were shortlisted to bid for the contract. The invitation to tender stated the contract had been declared a strategic project, requiring a minimum 25% local manufacturing content, and 50% local content over the life of the contract, with 150 jobs expected to be created.
In September 2010, Bombardier was awarded a contract for 50 Flexity Swift low-floor trams, including maintenance to 2017. The contract included an option for a further 100 vehicles. They were to be built at Bombardier's Dandenong factory with local design input, including aesthetic design by Bombardier's Brisbane-based Industrial Design team, with propulsion systems and bogies coming from Bombardier’s German factories in Mannheim and Siegen respectively. They were the first trams built in Australia in 12 years, and the first locally built Melbourne trams since the delivery of the last B-class in 1994.
A two-thirds mock up was produced for design input, and was unveiled on 24 August 2011; it was displayed at the 2011 Royal Melbourne Show. A seven-month delay in delivery was announced in August 2012, with Bombardier stating that design complexity had slowed down construction, and the E-class would be operating from July 2013, with the last tram to be delivered in 2018.
The first E-class tram arrived at the Preston Workshops of Yarra Trams on 28 June 2013, to begin final testing, and was publicly unveiled on 1 July 2013. Testing started in mid-July 2013, and by September 2013 there were two E-class trams at Preston Workshops undergoing non-passenger testing in preparation for introduction to service in late 2013. Two E-class trams entered service on route 96 on 4 November 2013 after an unveiling at Southbank Depot, with a further three in service by January 2014.
In July 2014, it was revealed that Yarra Trams would have to build more substations to cope with the large amount of power that the trams require.
In May 2015, the State Government announced it had ordered a further 20. In November 2016, E-class trams were introduced on route 86. In May 2017 a further 10 were ordered.
These were built to an updated design with a focus on improved safety. The E2-class Tram was designed in response to a fivefold increase in injuries relating to passengers mounting and alighting trams, a 50 per cent rise in falls onboard and an eight-year-high for serious injuries.
The redesign implemented measures such as glare reduction to allow improved road visibility for drivers and extra handholds and grab rails for passengers. A total of 30 E2 class trams were ordered at a cost of $274 million, with late model E-class trams also being retrofitted with the new safety features.
In May 2019, a further 10 were ordered. In October 2019, E-class trams were tested on Route 58.
Design.
The E1 and E2 class trams are long, wide with three articulated units and four bogies, and based on the Bombardier Flexity Swift design. One bogie is located under each end unit, and two are located under the centre unit. The swivelling bogies are enclosed by a "wheelbox" under seats in the passenger area, allowing the tram aisle to remain low-floor throughout. They have anti-slip flooring, air-conditioning, automatic audio-visual announcements, and a passenger capacity of 210.
Other models of Bombardier's Flexity Swift tram of comparable length have four motors with each providing between 120 and 150 kW, however the E class has 6 x 85 kW motors powering three bogies with one bogie unpowered.
In service.
E-class trams now operate on routes 11, 86 and 96, but are also used for special events at Melbourne Park, AAMI Park and the Melbourne Cricket Ground on route 70a during and since the 2015 Asian Cup. They are also used to transport spectators to and from Albert Park for the Australian F1 Grand Prix. They run express from Southern Cross Station to the Gates.
Associated works.
A package of works, the Tram Procurement Program was delivered by Public Transport Victoria to increase the capacity and reliability of Melbourne's tram network. This includes: the order of 50 trams; upgrades to route 96; upgrading the power system; improving accessibility on other low-floor routes; and the redevelopment of Preston Workshops and upgrades to Southbank depot to store and maintain E-class trams.
In anticipation of the E-class trams, a $24 million upgrade at Southbank depot was completed and included upgraded the maintenance and office facilities. Route 96 was upgraded for the E-class trams, accessible stops will be constructed, along with further segregation of trams from cars, and increased priority at intersections.


Dongfeng Huashen Tianlai

The Dongfeng Huashen Tianlai (东风华神天来) is a range of full-size vans produced by the Chinese automaker Dongfeng Automobile Company under the Vasol or Huashen (华神) brand. The Tianlai was introduced for the 2017 model year and later listed under the Vasol brand introduced in 2018. The Tianlai was produced as a cargo van, passenger van, minibus and cutaway van chassis.
Overview.
The Dongfeng Huashen Tianlai is powered by a lone 3.0-litre inline-4 diesel engine by Yuchai producing 130hp and 340N·m mated to a 5-speed manual transmission.
The Huashen Tianlai is rear wheel drive and is equipped with two spare tires and leaf spring suspension. The capacity of the Huashen Tianlai panel van reaches 14 cubic meters.
Electric panel van.
The electric panel van version of the Huashen Tianlai is powered by a 95hp electric motor with a range of 305km and a top speed of 90km/h. The panel van has a cargo area dimensions of 2.93 meter by 1.88 meter by 1.8 meter.


Hotel Florence

The Hotel Florence is a former hotel located in the Pullman Historic District on the far south side of Chicago, Illinois. It was built in 1881 to a design by architect Solon Spencer Beman. Since 1991, it has been owned by the Illinois Historic Preservation Agency.
History.
The years following the American Civil War saw the growth of a new profession—that of "drummer" or traveling salesman. The traveling salesman was often assigned a "territory" or quota of sales calls to make that necessitated traveling day and night by train when in the field. In order to meet the needs of traveling salesmen and other nighttime travelers, Chicago inventor George Pullman helped to invent the sleeping car, a railroad passenger car whose seats could be converted into sleeping bunks.
The Pullman sleeping car was enormously successful. Many railroads preferred the Pullman design to other sleeping cars because of the efforts George Pullman and his employees put into standardizing their manufacture. A railroad could be confident that many Pullman cars were interchangeable with each other. This helped railroads borrow and lend sleeping cars to each other, and create sleeping-car trains that used the tracks of two or more railroads.
Starting in 1880, George Pullman led the design of a company town that was to be the climax of his career—Pullman, Illinois. The land by the Illinois Central Railroad tracks near Lake Calumet had not yet been annexed by Chicago, and Pullman could build and run it himself. And he did.
The Pullman factories soon themselves became the focus of attention by salesmen from all over the world. Suppliers of iron, steel, upholstery, and many other commodities needed for the manufacture of sleeping cars descended upon Pullman. The industrial magnate approved the design, by architect Solon Spencer Beman, and the construction of the new 50-room Hotel Florence to rent rooms to these supply representatives. The hotel cost $100,000 (in gold-standard dollars) to build. George Pullman named the hotel after his oldest daughter, Florence Pullman. The most luxurious suite in the hotel, the Pullman Suite, was designed for the personal use of George Pullman and his family. The hotel could also offer first-class accommodations to railroad CEOs who came to Pullman to do business with the firm. The hotel opened to guests on November 1, 1881.
The hotel was off limits to Pullman workers. George Pullman did not want his laborers to drink, and banned the sale of alcohol within town limits. An exception was made for guests of the Hotel Florence, however. A bar served whiskey and other beverages inside the hotel. A hotel restaurant specialized in pork chops, which entered the hotel menu in 1902.
Today.
George Pullman's control over his company town began to come apart in 1889 when the city of Chicago annexed Pullman and its surroundings and began to extend its ordinances over the neighborhood. Another blow was the bitter strike in 1894 led by labor leader Eugene Debs. George Pullman died in 1897.
Under Pullman's successor, Robert T. Lincoln, the sleeping-car business continued to expand into the twentieth century, and the Hotel Florence built a major addition, the "Annex", in the 1910s. This was, however, the decade that marked a peak for the American passenger railroad industry. With the growth of the automobile industry, travelers and salesmen began to drive themselves around. Almost all of the American railroads still offering night train services relinquished them to Amtrak in 1971. The sleeping-car business died.
The Historic Pullman Foundation purchased the hotel in 1975 to save it from demolition; the Illinois Historic Preservation Agency took title in 1991. The Hotel is currently closed for renovations and the State of Illinois hopes to have it open before 2025.


Trams in Istanbul

The former capital of the Ottoman Empire was once served, on both its Asian and European sides, by a large network of trams in Istanbul. Its first-generation tram network first operated as a horse tram system, and was eventually converted to electric trams in the early twentieth century. The original tram network finally closed in 1966.
Trams returned in 1990, and a second generation of modern tram service began service in 1992. In this modern era, Istanbul is served by three separate tramway systems. The Asian side has a heritage tramline, whereas the European side has both a heritage tramline and a modern tram system.
History.
Istanbul inaugurated horse trams in 1872 and these served the people of Istanbul until 1912. Following this date, electric trams were put in place and they were the main means for urban public transport until 1966. Many additional tramlines were added over time, and the system reached its greatest extent in 1956 with 108 million passengers carried by 270 tram-cars on 56 tram lines. But starting from the mid-1950s, automobile traffic congestion in Istanbul increased rapidly. Bus and taxi services grew rapidly over the same period of time. The number of private cars also increased greatly, and many narrow streets, which were ideal for trams, now started filling up with motor vehicles. Tramcars were not modernized for many decades, and some of the 1911 electric cars were still running in the 1960s. At that time, modern buses provided faster and smoother journeys, whereas the trams were slower, narrow single-coach cars and had many outdated features like bow collectors. Poor maintenance of tracks caused derailments and bumpy rides. Due to the city's rapid growth, reconstruction of Istanbul's infrastructure became urgent, and many streets were widened. The transport authority thought that slow tram transport sharing road space with fast bus transport would cause many problems in trying to guarantee smoother city transportation. In sum, the tramway had little comfort and was slow because it was caught in the traffic jam caused by the cars, and the tracks were also outdated, noisy and in the middle of the street. Cars had to pass the tramway on the right, causing danger for the pedestrians boarding and alighting the tramway. Comparatively, electric trolleybuses had proved to be a good alternative to trams in many countries. Due to all of these factors, the transport department decide to replace trams with trolleybuses in Istanbul.
Trolleybuses service started well, but due to their needed continuous high investment and maintenance, they were not affordable to transport authority either, and trolleybus service survived only 23 years.
After closing the tram network in mid-1960s, it was believed that by removing the old-fashioned obstacle to smooth city traveling, the city would be able to move faster than before, but this belief was proven to be false in the following years. The uncontrolled increase in petrol-based vehicles like buses, taxis, and private cars began to choke the streets of Istanbul. For being situated mostly in Asia, Turkey suffered by many problems common to developing countries, including pollution, traffic jams, illegal migration, low literacy and increasing population, etc. Increasing population led to the increasing urbanization of Istanbul, which spawned increasing motor vehicles, increasing air and noise pollution, and increasing traffic jams and smog. The city eventually became slower than pre-tram closure era. From 1970 onwards, all this problems grew rapidly, and by the mid-1980s Istanbulians realized that the failure to control motor vehicles, and the closure of tram network, was a great mistake. Many cities around the world like Tunis, Buenos Aires, etc., also realized this error and, like them, Istanbul also planned for the return of the tram.
As an experiment, Istanbul first opened a heritage tramline at European side in 1990. Due to its increasing popularity, a modern tramline was opened in 1992, also at European side. Another heritage tramline opened in 2003, but this time on the Asian side, and another modern tramline opened in 2007.
Tramlines.
Historic tram routes.
There were many tram routes; the European side had more routes than the Asian side. The main routes were as follows:
Beside these, there were some short routes, which were truncated versions of full routes.
Route numbers were also displayed by color combinations, mainly for the illiterate. The colors reflected the termini as follows:
The colors of both termini were used in left and right of destination board.
On the Asian side, services had solid colors:
Alignments.
All tram routes were on unreserved tracks and middle of the roads. Some routes were on narrow streets, some were on broad avenues. Tramcars were caught in the traffic jam caused by the cars. The tracks were also outdated, noisy and in the middle of the street. Cars had to pass the tramway on the right, causing danger for the pedestrians boarding and alighting the tramway. Those were one of the strong reasons of closure of the system.
There are some common alignments with past & present tramway system:
Rolling Stock.
The rolling stock was identical with Istanbul's current European-side heritage tramway. However, the tram was infrequently upgraded, and the 1911 electric cars were still running in the 1960s. These vehicles looked outdated compared to the new cars and buses that were now on the streets, contributing to the tramway's closure. Rolling stocks were different between the European and Asian sides, but after the European network closed, its trams were transferred to the Asian side, where they served along with former trams until the final closure in 1966.
Depots & termini.
The following termini were – Kadıköy, Kısıklı, Bostancı, Fenerbahçe, Tünel, Beyazıt, Harbiye, Fatih, Maçka, Sirkeci, Kurtuluş, Moda, Bebek, Eminönü, Ortaköy, Topkapı, Bahçekapı, Yedikule, Edirnekapı, Kabataş.
The following depots were – Bağlarbaşı, Hasanpaşa, Aksaray, Beşiktaş, Şişli
Tünel, Moda & Kadıköy are the three places where both past system's & today's nostalgic system's termini are present. Although there are no stretch of previous termini, and the current termini were built after complete redesignment of Tünel, Moda, Kadıköy area.


Toyota Coaster

The is a single-decker minibus produced by Toyota Motor Corporation. It was introduced in 1969, with the second generation introduced in 1982, followed by the third generation in 1993 and the fourth generation in late 2016. In Japan, the Coaster is sold exclusively at "Toyota Store" dealerships. Since 1996, the Toyota Coaster is also sold under the name Hino Liesse II.
In Japan, the Coaster was formerly produced by Toyota Auto Body at its Yoshiwara plant. In December 2016, after the launching of a revised Coaster, production was transferred to the Honsha plant of a Toyota Auto Body subsidiary, Gifu Auto Body.
A number of unlicensed clones of third generation Coasters have been (and are still) made in China, including Jiangnan Motors' JNQ5041/JNQ6601, Joylong Motors' HKL6700, Golden Dragon's XML6700 and Sunlong Bus' SLK6770.
History.
The Toyota Coaster was introduced in 1969 as a 17-passenger minibus using the same running gear as the Toyota Dyna of the time. Early models used the 2.0-liter Toyota R engine with a 4-speed manual transmission. With its engine rated at , a RU19 Coaster could attain a top speed of . Subsequent models used a variety of four and six-cylinder diesel and petrol engines, and an option of automatic transmission was later introduced. A smaller alternative was later introduced at "Toyopet Store" locations, based on the Toyota ToyoAce called the Toyota HiAce which had the ability to carry up to 10 passengers but complied with Japanese Government regulations concerning exterior dimensions and engine displacement.
In August 1997, Toyota "Coaster Hybrid EV" minibus was launched, ahead of the Prius. The Coaster Hybrid, according to Toyota, became its first production hybrid vehicle. Production of the Coaster Hybrid continued until 2007.
The LPG Coaster, fueled by liquefied petroleum gas, was developed specifically for the Hong Kong market and its air pollution problems.
The Coaster is widely used in Singapore, Japan, Hong Kong, and Australia, but also in the developing world for minibus operators in Africa, the Middle East, South Asia, the Caribbean, Santa Cruz de la Sierra, Bolivia, Panama, and Peru as public transportation. These buses are imported mainly from Asia and have the steering wheel moved to the left and the passenger door to the other side.
First generation (U10/B10).
The Coaster was introduced in February 1969 in 22 and 26-seat models using the Dyna's U platform. It had the 5R petrol engine and the 2J diesel engine and was sold with the model code of RU18 and JU18. All models had a 4-speed manual gearbox with column shift. Air conditioning was available as an option on the deluxe models.
In February 1972, the 2J engine was replaced by the diesel B engine, which was only available with a 5-speed manual gearbox with column shift. The updated models were sold with the model codes of RU19 and BU19.
In August 1977, the Coaster's model platform code was changed to the B series, although the vehicle itself was mostly unchanged. The RB10 had the same 5R petrol engine as before but RB11 a 20R petrol engine was introduced. The B diesel engine was dropped and the 2B diesel engine was introduced on the B10. 21 and 25-seat models were available in addition to the previous 22 and 26-seat models. A high–roof model was added.
In November 1979, column shift gearbox selection was dropped. All gearboxes were henceforth floor shifted. The 5R petrol engine was also dropped. The front grill received a mild face lift.
In August 1980, the 22R petrol engine was introduced on the RB13 model.
Second generation (B20/B30).
In May 1982 the Coaster received a major update to its body. It now had a wraparound front windscreen and thicker rear pillars. For the high-roof models, the 2-piece folding passenger door was replaced with a single piece door. The 20R petrol engine was dropped and the 2B diesel engine was replaced with the 3B diesel engine for the BB20. The 22R engine continued on the RB20. It was available in 16, 17, 20, 21, 22 and 26-seat models.
Third generation (B40/B50).
In January 1993, the body was made more aerodynamic.
Engines were the 4.2-litre 1HD-T turbocharged diesel, the 4.2-litre 1HZ diesel and the 3.4-litre 3B diesel.
In November 1995, the 4WD BB58 was added. The 4.1-litre 15B-F diesel engine was introduced.
In August 1997, a series hybrid EV model was added using a 1.5-litre engine.
The third generation Coaster received a facelift in 2001, and again in 2007.
Fourth generation (B60/B70).
The fourth generation Toyota Coaster was unveiled on 22 December 2016 and was made available for purchase in Japan on 23 January 2017. It is available with the same engine choices as the outgoing model. The Coaster was the first vehicle to undergo a full redesign under Toyota's newly incorporated Commercial Vehicle (CV) company responsible for the design and development of commercial vehicles. The fourth generation Coaster incorporates many safety features as standard including air-bags for the driver and front passenger, Vehicle Stability Control (VSC), a ringed frame body for increased roll-over protection, pre-tensioners for the seat belts and force limiters which reduce the pressure on the passenger's chest in the event of a collision.
The height was increased by , the width was increased by and the window height was increased by over the outgoing model. The door step were also lengthened by for easier entry and exit. The body was designed in a square shape for a more spacious seating space. The windshield was widened for increased outward visibility. The Coaster is available in three configurations; the standard wheelbase configuration can seat 25 passengers, the long wheelbase configuration can either seat 24 or 29 passengers while a school bus configuration can seat 3 adults and 49 children. The school bus configuration does not have a front passenger seat.
Conversions.
The Toyota Coaster is used for motor home conversions. Retired Coasters are converted for home use by removal of most of the passenger seats, and the addition of beds, kitchens, TV, sink, water tanks, annexes and other fixtures.


Erie Canal Harbor station

Erie Canal Harbor (formerly Auditorium until September 1, 2003) is a Buffalo Metro Rail station located in the 100 block of Main Street (just north of Hanover and Scott Streets) next to the South Aud Block of Canalside in the Free Fare Zone, which allows passengers free travel between this station and Fountain Plaza station. Passengers continuing past Fountain Plaza are required to provide proof-of-payment. Unless there are events occurring at KeyBank Center, in which case Special Events station will be utilized, this is the southern terminus of Metro Rail. Since Erie Canal Harbor station serves as a terminal, immediately north is a double crossover. Erie Canal Harbor is one of only two stations that are the closest to the Amtrak Exchange Street station located on Exchange Street between Washington and Oak Streets beneath Interstate 190 (the other being Seneca station, located 1,584 feet north). There is a lit pathway connecting Buffalo-Exchange Street station to Erie Canal Harbor under 190.
Notable places nearby.
Erie Canal Harbor station is located near:


Bristol VR

The Bristol VR is a rear-engined double-decker bus chassis which was manufactured by Bristol Commercial Vehicles as a competitor to the Leyland Atlantean and Daimler Fleetline.
Development.
The Bristol VR was originally designed for single-deck or double-deck bodywork. The design featured a longitudinal mounted engine set behind the rear offside wheels, rather than the more typical transverse layout. A choice of Gardner 6LX or 6LW engines or the Leyland O.600 engine were to be available. The transmission was a semi-automatic unit by Self-Changing Gears. Originally intended to be designated the Bristol N-type, the chassis became known as the Bristol VR, an abbreviation for Vertical Rear, a reference to the layout of the engine. Two lengths were available, and , and these were designated VRS and VRL respectively. A drop-centre rear axle and low frame were employed to keep the height of the vehicle down.
Two prototypes were built in spring 1966, and were shown at the 1966 Earls Court Motor Show. This was the first show at which Bristol could exhibit since 1948, their products being available to the open market again. The prototypes had 80-seat bodies by Eastern Coach Works (ECW) and entered service with Central SMT and Bristol Omnibus Company.
In July 1967 Bristol introduced a new version, the VRT, with a more conventional transverse-engined layout. The chassis was only available as a double-decker. There was also a choice of two frame heights. The longitudinal mounted version remained, and became known as the VRL. However, in July 1968 the British government introduced a grant intended to modernise the British bus fleets, and speed-up the introduction of one-man operation. The standard specification for the grant required a transverse rear-engined vehicle, with the result that few VRLs were produced.
Production.
The first production vehicles entered service with Eastern Scottish, a member of the Scottish Bus Group, in December 1968. Almost immediately, problems were experienced with the transmission and overheating of the engine, problems similar to those experienced by early versions of the Leyland Atlantean and Daimler Fleetline. A large number of the initial production versions entered service with the Scottish Bus Group. Continued reliability issues resulted in 1973 in the exchange, on a one-for-one basis, of 91 Bristol VRTs from Central SMT, Eastern Scottish and Western SMT for front-engined Bristol Lodekka FLF6Gs from the National Bus Company.
A revision of the vehicle, the Series 2, was introduced in 1970, with changes including a replacement of the single-piece wrap-around engine compartment door with a 3 piece version with a lift up rear section and swing out sides. In 1974, the Series 3 was introduced, with the main changes being to the engine compartment, to keep in line with new noise legislation. The most visible change was to move the ventilation grills from alongside the engine to higher up, just below the top deck windows, connected to the engine compartment by trunking, plus the removal of the grilles from the rear engine compartment door. The short, lowheight version became the standard vehicle for the National Bus Company. The VRT remained in production until 1981, by which time 4,531 had been built. The Leyland Olympian, the successor to the VR, shared many similarities to the Series 3 VR, although with updates such as air suspension.
Later versions of the VR proved reliable, and remain in service with many independent bus operators across the United Kingdom. A notable number have been exported to other countries. Some major bus companies continued to operate VRs until recently: Wilts & Dorset only withdrew their last examples in 2007, and some continued operating until 2009 with subsidiary Damory Coaches two of which survive with Go South Coast to this day in the events fleet and are based on the Isle of Wight with Southern Vectis; First Devon & Cornwall withdrew their last conventional VRs in December 2006, but retained a few for open top tourist services until the end of 2007. First Hampshire & Dorset operated one VR on an open-top service between Weymouth and Portland Bill until September 2010, and Arriva Buses Wales own a VR for an open-top tour of Llandudno and Conwy during the summer. Plenty are still in service (2017) in school-run capacities.
Bodies.
Like most Bristol buses, most VRs were bodied by Eastern Coach Works. However, some were bodied by Alexander, East Lancs, Metro Cammell Weymann, Northern Counties and Willowbrook of Loughborough. Willowbrook bodied VRs for various customers like East Kent, Northern and Cardiff. Notable users of the VR outside of the National Bus Company (NBC) included the West Midlands Passenger Transport Executive, who took 200 on MCW bodies in 1970s and Liverpool Corporation Transport/Merseyside Transport, who together took approximately 120 in total all on East Lancs bodies in separate batches in the late 1960s and mid 1970s. Other large users included the Scottish Bus Group, independents such as A Mayne & Son, and municipal bus companies including Burnley & Pendle, Cleveland Transit, City of Cardiff, Lincoln City Transport, Northampton Transport, Reading Transport and Tayside Regional Council.
The ECW body was distinctive for its rounded rear upper deck, a feature carried over from the ECW bodywork on the Bristol Lodekka and having its roots in ECW's styling on the Bristol K-type in the 1940s. The vehicles were typically constructed in the two heights set in the bus grant standards, and , mostly Bristol Omnibus, Ribble, Northern and Maidstone & District. Other versions were built, including for City of Oxford Motor Services and the height allowed under later versions of the grant specification along with the convertible open-toppers for companies such as Hants & Dorset, Southdown and Devon General.
Chassis types.
The chassis code of a Bristol VR is very logical, and reveals a lot of information regarding the vehicle. The format is VRw/xxx/yyy, where w is the engine orientation (T or L: transverse or longitudinal, respectively. The prototype chassis carried an X here, i.e. VRX), xxx reflects the chassis details, and yyy the engine, e.g. VRT/SL3/6LXB is a short, low, Series 3 with a transverse Gardner 6LXB engine. The VRT/SL3/6LXB with ECW bodywork is the most common variant of the VR.
The chassis types are as follows:
Engines:
In popular culture.
The 1997 movie "Spice World", featured a Bristol VR painted in Union Jack livery as the mode of transport around the UK. The bus used for filming was new to East Midland Motor Services (registered VTV172S) and was driven by Dennis the Bus Driver played by Meat Loaf. The interior scenes were filmed separately at the studio - the actual bus interior was gutted with only the driving cab and immediate surroundings used in the production.
The actual bus used in the film has been on permanent display as a visitors' attraction at Island Harbour Marina on the Isle of Wight, England since 18 July 2014.
Three 1980 VRs were used in the making of a 2009 episode of the British science fiction television series "Doctor Who" entitled "Planet of the Dead" - one new to West Riding Automobile Company (registered RUA 461W), and the other two new to Alder Valley (registered GGM 84W and HJB 455W). The first was heavily damaged by a dropped container on its arrival in Dubai for filming there, but was partly repaired and used nonetheless. The second was deliberately smashed to mimic it for filming in Wales; and the third was used for continuity.
Documentaries.
A 2002 VHS/DVD programme release by Second Sight Productions, entitled "Last of the Lowestoft VR's", documents the conception, production and final days of the Bristol VR's that worked in Lowestoft for First Eastern Counties; Lowestoft being the town where the vast majority of them were bodied by ECW.


Marsh Hotel

The Marsh Hotel, often also referred to as The Hotel Marsh is located on East Main Street in downtown Van Wert, Ohio. Though it is no longer in operation it is a historic part of micropolitan Van Wert having seen many owners in its 100+ years in existence.
At one point, the hotel served as the Van Wert station of an interurban railroad.
History.
George Marsh contracted Zook and Wilson of Van Wert to construct a new hotel for a cost of $28,757. Rupright Brothers supplied the brick at a cost of $2,506.79. The hotel opened in 1915. There were fifty guest rooms, each with elegant furnishings, electric call bell, gas and electric light, hot and cold water, with bath and toilet rooms on each floor. Hotel Marsh was noted for its irreproachable culinary and varied menus and was recognized as one of the most inviting hostelries in the state.
The Marsh Hotel, was a control station for the Lincoln Highway.
In 1931 the hotel was extensively remodeled at a cost of $160,000.
Although the upper floors are only used for storage, the main floor of the Hotel including lobby and dining room are used as a private banquet facility, popular for weddings, receptions, and corporate events. The finished basement is also available for rental as a venue for parties and receptions.


Taxi


Leyland Royal Tiger Worldmaster

The Leyland Royal Tiger Worldmaster, sometimes simply known as the Leyland Worldmaster, was a mid-underfloor-engined single-decker bus or single-decker coach chassis manufactured by Leyland between 1954 and 1979.
Description.
Succeeding the Leyland Royal Tiger underfloor-engined heavyweight single-decker bus or single-decker coach chassis which sold more than 6,000 from 1950 to 1956 was a difficult call, but Leyland answered it with the Royal Tiger Worldmaster, it retained a substantial steel ladder-frame chassis dropped in the wheelbase and overhangs and arched over the axles to which operators could fit a body of their choice. A Leyland O680H horizontal engine (the smaller-volume 0.600H was optional but rarely chosen) was mounted at the middle of the chassis frame, driving back through a pneumocyclic semi-automatic gearbox to an overhead-worm rear axle, steering was via a worm and nut mechanism.
Sales ran from 1954 to 1979 by which time more than 20,000 had been built making it Leyland's most successful bus. In comparison, by 1985 approximately 17,000 Leyland Atlanteans had been built, Leyland Leopard sales terminated in 1983 after deliveries totalled over 12,000.
In global terms only the Ikarus 260 and 280, Bedford SB (45,000 over thirty-eight years) ‘Old Look’ and "fishbowl" GMC single-deckers (around 40,000 each), and the Mercedes-Benz O303 (38,018 over 18 years) beat the Worldmaster for overall sales. The Worldmaster was an unequivocal success for Leyland and an aptly named model.
The range.
Leyland coded the Worldmaster RT, export versions were prefixed E, unless they had the low ground-clearance frame, prefixed C, designed for paved-road markets which required lower step heights, this had a different method of spring attachment to give the lower height. Left-hand drive Worldmasters were either LERT or LCRT, to tabulate the basic range:
Operators in every inhabited continent bought Worldmasters, big markets were western and southern Africa, Australia, South and Central America, the Middle East (notably Israel), the Caribbean and Continental Europe, both Eastern and Western bloc.
Home market.
Very few Worldmasters were sold in the United Kingdom. Glasgow Corporation took 30 RT3/1 from 1956 with Weymann body frames finished by the corporation's skilled tram-builders over the next two years. Halifax Corporation took ten with complete Weymann bodies in the same year.
Other than these two batches, the only home-market orders for Worldmasters were for the RT3/2 coach version, which attracted a small band of devoted followers comprising Gliderways of Smethwick, Smith’s Tours of Wigan and Ellen Smith Coaches of Rochdale. Gliderways used Harrington coach bodies whilst the Lancashire operators had Plaxton body theirs. Between these three fewer than ten coaches were sold, at the time the Leyland Tiger Cub and AEC Reliance dominated the underfloor-engined single-deck coach market. The arrival of the L1/2 Leyland Leopard in 1959 followed by the PSU3 version in 1961 confined UK-registered Worldmasters to a trickle of undelivered export chassis, one of which (an ERT2/2) went to Happiways of Manchester in 1963, bodied by Duple (Northern) in the former HV Burlingham factory. Like Smith of Wigan, Happiways became part of today's Shearings coach operation.
The RT3/2 was withdrawn from home market sale in 1961 and the RT3/1 in 1964.
Export.
North America and the UK were the only areas in the world in the 1960s and 1970s where a passenger was unlikely to find a Worldmaster. Israel was the largest market with more than 5,000 in service, most of them had locally built bodies. More than 3,600 chassis were built at the Leyland Ashdod plant in Israel. They served as interurban, urban, coaches and even as trucks. Many were re-bodied during the 1980s. In India, Portugal and Spain examples even had double-deck bodies fitted. Almost all markets produced their own styles and makes of coachwork, for example Casaro of Italy produced a Ghia-styled coach on LERT2 with a flamboyant grille, ribbed anodised-aluminium skirt panels and large tail fins. This was reproduced as Matchbox Toys number 40, "Leyland Royal Tiger Coach". Ayats in Spain produced an LERT1 whose frontal aspect resembled the Edsel car, and many other coachbuilders made pan-continental names bodying the Worldmaster, DAB in particular, able to respond in 1959 to a short-notice order from Poland's state tourism authority, became favoured by and eventually taken over by Leyland. Other globally notable coachbuilders to body Worldmasters include Ha'argaz and Merkavim in Israel, Jonckheere, Van Hool, Marcopolo, Custom Coaches and New Zealand Motor Bodies. One noteworthy customer of the Israeli-bodied variants (both Ha'argaz and Merkavim) was the ITB of Bucharest, SR Romania, which took delivery of multiple buses in 1968-1969; this was seen symbolical of Romanian defiance against Soviet policies at the time.
Rhodesian Railways specified a 6x2 version of the Worldmaster with Leyland-Albion non-reactive suspension for the rear bogie. By 1960 Leyland South Africa developed a version of the Worldmaster with front-vertical engine, but this was discontinued after the 1962 merger with AEC in favour of the stronger-selling AEC Kudu. Later the Guy Victory J and the Albion Clydesdale were available for this market sector. A notable use of Worldmaster units was in two BUT 9641T trolleybus chassis, formerly London Transport Q1 class vehicles, that the Santander Trolleybus company rebuilt to length with extended front overhang.
Eventually the PSU3 and 5 Leopards relegated the Worldmaster to markets requiring very heavy-duty chassis. Australia and New Zealand gradually converted to the Leopard from the first half of the 1960s whilst Worldmasters continued to dominate sales in the Nordic areas of Europe until at least 1971 but thereafter even Norway and Finland took to the Leopard (Sweden preferring its own Scania and Volvo chassis). From the mid-1970s West Africa was the last stronghold of substantial Worldmaster orders, Lagos Municipality in particular favouring the type, using Marshall and Willowbrook dual-door bodies to an outline resembling British Electric Traction standard Leyland Leopards but with bigger tyres, greater ground clearance and an inherent toughness of character no Leopard ever possessed.
Rebodies.
Ellen Smith found its two Worldmaster RT3/2s too good to scrap after a decade of high-mileage use, instead they were fitted with new Plaxton bodies in 1968 and 1970, the latter coach is preserved. CIÉ did the same with its 17 WT class ERT2 touring coaches in 1970-71, removing the seven-year-old CIÉ/Ogle Associates bodies and sending the refitted chassis to Belgium where they received new Van Hool Vistadome bodies, as the WVH class they continued to serve CIÉ well, the last examples being retired in 2002, examples of the WVH class are also preserved. Some former Glasgow Worldmasters were sold to Australia in the early 1970s, extended to , and rebodied.
Egged in Israel rebodied 40 buses in the early 1980s,and named them "MOLEDET".
MTT (Metropolitan Transport Trust) in Perth, Western Australia rebodied their 1957 Worldmaster, fleet number 21, in 1967, the bus stayed in service until 1982.
MTT 21 is now preserved in original livery as a travelling museum , Shark in a Bus containing a preserved Great White Shark.
Many former Australian Public Transport Commission and State Transport Authority Worldmasters upon withdrawal, were rebodied by private operators including Brisbane Bus Lines, Deanes Coaches, Delwood Coaches, Fearne's Coaches, Menai Bus Service, Toongabbie Transport, Ventura Bus Lines and Westbus up until the mid-1980s. Many operated into the 2000s and a few were still in service in 2014.
Firemaster.
A wheelbase version of the Worldmaster with 0.680H engine, five-speed gearbox and two-speed rear-axle with the radiator relocated to the UK nearside just ahead of the rear-axle was sold from 1958 to fire-appliance builders as the Leyland Firemaster, the unique selling-point being that a water pump with power take-off from the transmission could be fitted at the extreme front of the chassis allowing the Firemaster to nose-in to incidents and be ready to deploy water hoses in half the time of conventional front-engined fire engines. Only Manchester and Glasgow Fire Brigades really took to the idea and the project was dropped by 1962-3 as it had proved unprofitable.
Royal Tiger Cub.
For many markets in Western Europe the LOPSUC1 Tiger Cub was underpowered and the LCRT3 Worldmaster too heavy, thus in 1960 the wheelbase Royal Tiger Cub LRTC was launched for bodies with 0.600H engine and option of either synchromesh or Pneumocyclic transmission. Worldmaster-type axles and ten-stud wheels were used in a frame derived from the export Tiger Cub. A right-hand-drive version went to New Zealand, Australia and to Doncaster Corporation who took ten manual RTC1/1 in 1965 and ten semi-automatic RTC1/2 in 1967/8 in both cases with dual door Charles H Roe 45-seat bodies, the PSU3 Leopard was more closely related to this model than the preceding L1/L2. The PSU4 Leopard replaced both the Royal Tiger Cub and the L1/L2 Leopard by 1968.
The end.
By the mid-1970s Leyland were losing global bus and truck sales, particularly to Mercedes-Benz, Scania and Volvo, and tied-down by the dead weight of the British Leyland car division, no cash was available for an updated replacement for the Worldmaster. It was replaced by the Leyland Leopard in 1979, the last Worldmasters were bodied in the early 1980s and some are still in service.
Later export-only Leyland single deckers were to find much less success, the B21 and B52s not proving strong sellers, the rear-engined Leyland Tiger amounting to one demonstrator, and the B82 Ranger comprised 34 chassis, one long and the rest , all of which were sold to CUTCSA of Montevideo, Uruguay (a major Olympic and Worldmaster customer) who built their own bodies for them.


Convention Center station (DART)

Dallas Convention Center is a DART Light Rail station located in Dallas, Texas. It is located at Memorial Drive and Lamar Street, underneath the Dallas Convention Center in the Convention Center District. It opened on June 14, 1996, and is a station on the and lines, serving the Dallas Convention Center, the J. Erik Jonsson Central Library, Dallas City Hall and Pioneer Park.


Leyland Swift

The Leyland Swift was a midibus chassis manufactured by Leyland between 1987 and 1990 as a successor to the Leyland Cub. It shared many components with the Roadrunner light truck but with the engine relocated to behind the front axle which was itself set back to permit a passenger entrance in the front overhang. Mechanically a 6-cylinder Cummins B turbo-diesel powerplant was standard with the choice of synchromesh or Allison automatic gearboxes. It was available in a choice of short wheelbase (3.6 m) or long wheelbase (4.4 m). The first entered service in November 1987.
A number of coachbuilders produced bodies on the Swift with Wadham Stringer enjoying healthy sales with a very tidy adaptation of its Vanguard II body. The Reeve Burgess Harrier was also popular, while Wright of Northern Ireland produced two distinct designs and Elme 2001 of Portugal supplied a number to Orion coach specification and also to Welfare CareCoach specification with a centrally mounted underfloor wheelchair lift.
Welfare and Bus versions were also constructed by Potteries Motor Traction to the Knype outline, mainly for their own use, although a demonstrator was built. Several Swifts were built as mobile libraries. Sales declined markedly once production of the lower-floor Dennis Dart was in full swing.
The Elme Orion and Vanguard II proved particularly popular with operators on the Channel Island of Jersey and Elme on Guernsey owing to its close fit to the maximum vehicle size regulations, seating up to 43 and allowing the replacement of elderly Bedford SB coaches. Otherwise, the Swift was only a moderate success in an uncertain UK marketplace and was disadvantaged by the relatively high floor necessary to clear the mid-mounted powertrain.
After Leyland Bus was purchased by Volvo, the Swift was phased out and in some respects replaced by the rear-engined Volvo B6.


Alfa Romeo Romeo

The Alfa Romeo Romeo was a light commercial, cabover van and pickup truck that was introduced by the Italian automaker Alfa Romeo in 1954 as the Alfa Romeo Autotutto ("all purpose"). The line of vans continued to be built until 1983, when it was replaced by relabelled Fiat and Iveco commercials.
Romeo.
The first Alfa Romeo T10 "Autotutto" ("all purpose") was presented in 1954 Turin Motor Show as panel and minibus version. Later more versions came available as Alfa Romeo made themselves with very many body versions: van, high roof van, "Promiscuo" (van with additional side windows and rear seating), minibus, school bus, ambulance, pick-up, drop-side truck and double cab truck. In addition to this many coachbuilding companies made their own versions. The van used the 1,290 cc Alfa Romeo Twin Cam straight-four engine detuned to and it had top speed of . This engine was later used on Giulietta Berlina. The optional two-cylinder supercharged diesel engine had .
Romeo 2.
The updated Romeo 2 version was introduced in 1954, it was assembled in Italy and also built under license in Spain by FADISA (Fabricacion de Automoviles Diesel S.A.), this Spanish version had a 1.6 liter Perkins
4/99 diesel engine and a gearbox with synchro on all forward gears.
Romeo 3.
The final version Romeo 3 was introduced in 1966. The Romeo 3 had some improvements like
hydraulic clutch and adjustable driver's seat. The Romeo 3 had a production run of only some 6 months or so before being replaced by the Giulia 1300 engined F12 and A12 models. In all, some 23,000 Romeos had been produced between 1954 and 1966.
F12/A12 and F11/A11.
The Autotutto was replaced with Giulia engined Alfa Romeo F12 and A12 vans in 1967.
The front of the car was updated with wider chrome and mesh grill, also the 1,290 cc Alfa Romeo Twin Cam engine was updated now having a . The front-engined van had four-speed gearbox and front-wheel drive. In 1973 an inline-four 1,760 cc Perkins diesel (4.108) was also offered, it had . This same engine was also available to Giulia sedan from 1976. The van had top speed of around . The front brakes were discs and rear ones drums. Abandoning the use of a model name, "F" depicted a furgone, or van, "A" depicted an autocarro or light truck, while "12" indicated the carrying capacity of 12 quintali (1 quintale = ).
Motor Ibérica took over of FADISA in 1967, this company made Ebro trucks and these FADISA trucks were merged to this same division. As a result, the Alfa Romeo F12 was named as Ebro F-100 in Spain and after the facelift it was sold as the F-108. In 1987 Nissan Motors took control of Motor Ibérica and Ebro trucks were renamed "Nissan Trade". They continued to be made until the beginning of the 2000s at the Ávila plant in Spain.
Between 1967 and 1971 a "light" A11 or F11 version was also available. This has a lighter payload and a lower horsepower rating. All Alfa Romeo vans were facelifted in 1977 with a new black plastic radiator grill, and chrome badging was replaced with black adhesive stickers. Production stopped in 1983. The total production of all A11, A12, F11, and F12 was around 17,300 units.
AR6 and AR8.
Some Fiat and Iveco models were also marketed as Alfa Romeos. The AR8 was based on the first generation Iveco Daily, and the AR6 was a rebadged first generation Fiat Ducato. They both received Alfa Romeo's traditional shield-shaped grille.


Tramway track

Tramway track is used on tramways or light rail operations. Grooved rails (or girder rails) are often used to provide a protective flangeway in the trackwork in city streets. Like standard rail tracks, tram tracks consist of two parallel steel rails.
Tram rails can be placed on several surfaces, such as with standard rails on sleepers like railway tracks, or with grooved rails on concrete sleepers into street surfaces (pavement) for street running. Tram rails in street have the disadvantage that they pose a risk to cyclists.
An environmentally friendly or ecologically friendly alternative is to lay tracks into grass turf surfaces; this is known as "grassed track" (or "track in a lawn"), introduced in Liverpool in 1924 - although grassed track is common in rural tramways.
History.
Tramway tracks have been in existence since the mid-16th century. They were previously made of wood, but during the late 18th century iron and later steel came into use prominently.
The first street tramways were laid in 1832 in New York by John Stephenson to assist horses pulling buses on dirt roads, especially when the roads were muddy from wet weather. The rails enabled a horse to easily pull a load of 10 tonnes compared to 1 tonne on a dirt road. The evolution of street tramway tracks paralleled the transition from horse power to mechanical and electric power. In a dirt road, the rails needed a foundation, usually a mass concrete raft. Highway authorities often made tramway companies pave the rest of the road, usually with granite or similar stone blocks, at extra cost.
The first tramways had a rail projecting above the road surface, or a step set into the road, both of which were apt to catch the narrow tyres of horse-drawn carriages. The invention by Alphonse Loubat in 1852 of grooved rail enabled tramways to be laid without causing a nuisance to other road users, except unsuspecting cyclists, who could get their wheels caught in the groove.
Grooved rail.
A grooved rail, groove rail, or girder rail is a special rail with a groove designed for tramway or railway track in pavement or grassed surfaces (grassed track or track in a lawn). The rail has the railhead on one side and the guard on the other. The guard provides accommodation for the flange. The guard carries no weight, but may act as a checkrail.
Grooved rail was invented in 1852 by Alphonse Loubat, a French inventor who developed improvements in tram and rail equipment, and helped develop tram lines in New York City and Paris. The invention of grooved rail enabled tramways to be laid without causing a nuisance to other road users, except unsuspecting cyclists, who could get their wheels caught in the groove. The grooves may become filled with gravel and dirt (particularly if infrequently used or after a period of idleness) and need clearing from time to time, this being done by a "scrubber" tram. Failure to clear the grooves can lead to a bumpy ride for the passengers, damage to either wheel or rail and possibly derailing.
Girder guard rail.
The traditional form of grooved rail is the girder guard section illustrated below. This rail is a modified form of flanged rail and requires a special mounting for weight transfer and gauge stabilisation. If the weight is carried by the roadway subsurface, steel ties are needed at regular intervals to maintain the gauge. Installing these means that the whole surface needs to be excavated and reinstated.
Block rail.
Block rail is a lower profile form of girder guard rail, where the web is eliminated. In profile it is more like a solid form of bridge rail with a flangeway and guard added. Simply removing the web and combining the head section directly with the foot section would result in a weak rail, so additional thickness is required in the combined section.
Prefabricated grooved rail.
A modern version of the grooved block rail has a lower mass and is inserted into a prefabricated spanning concrete girder such as the LR55 without web but fully supported by noise reducing polyurethane grout or a girder rail such as P-CAT City Metro is embedded. The prefabricated units if used with ultra light trams can be embedded into existing road base with possibly a reduced requirement for underground services diversions.
Electrification.
Electrification needed other developments, most notably heavier rails to cope with electric tramcars weighing 12 tonnes rather than the 4 tonne horse-drawn variety; switching points, as electric trams could not be pulled onto the correct track by horses; and the need for electrical connections, to provide the return path for the electric current, which was usually supplied through an overhead wire.
Conduit and stud systems.
In some cities where overhead electric cables were deemed intrusive, underground conduits with electrical conductors were used. Examples of this were New York, Washington DC, Paris, London, Brussels and Budapest. The conduit system of electrical power was very expensive to install and maintain, although Washington did not close until 1962. Attempts were made with alternative systems not needing overhead wires. There were many systems of “surface” contact, where studs were set in the road surface, and energised by a passing tram, either mechanically or magnetically, to supply power through a skate carried under the tram. Unfortunately these systems all failed due to the problem of reliability and not always turning off after the tram had passed, resulting in the occasional electrocution of horses and dogs. In the last five years a new system of surface contact has been installed in the Bordeaux tramway by Alstom.
Cable haulage.
Prior to the universal introduction of electric power, many tramways were cable hauled, with a continuous cable carried in a conduit under the road, and with a slot in the road surface through which the tram could clasp the cable for motion. This system can still be seen in San Francisco in California as well as the system of the Great Orme in Wales. These needed a rather more substantial track formation.


Goliath GV800

The Goliath GV800 was a light freight truck built in the early 1950s in Bremen, Germany. It also was available as panel van and reached up to 37 mph (60 km/h). It was announced in March 1951.
The starter battery and electric was 6 volts only. Due performance the 16 hp engine was upgraded to 21 hp and the improved vehicle was sold as modell GV800A.
It was a four wheeler in parallel production of the three-wheeler freight carts, at this time the Goliath GD750, increasing those maximum freight load 750 kg to 800 kg.
The Goliath GV800A was the engine improved successor of the GV800, now reaching a top speed of 47 mph (75 km/h).
This version had a weak construction of the frame and that adequate reliably mirrored in Bordward's reputation. The frame was not reworked or redesigned, but the production was stopped and the produced vehicles were sold off.
The sales price per vehicle was 5425 to 6425 DM per body variation.
Including the predecessor, a total of 4016 vehicles were built.
Competitors.
Very similar looking competitors were:


White Road Commander

The White Road Commander was a series of heavy-duty cab over trucks built by the White Motor Company from 1972 until 1983. After Volvo's takeover the Road Commander received a light facelift and continued to be sold as the White High Cabover.
Design.
In 1975 the modernized Road Commander 2 was introduced, with a redesigned cabin using the new "tapered" doors seen across the White lineup and also on many Autocar with the "2" version and other classic Autocar and Western Star trucks kept the White classic cab, both brands also owned by White. The windshield remained split. Originally fitted with single round headlights, in the 1980s twin rectangular units also became available. The later White High Cabover was available as a WHS and WHL cab, these acronyms standing for "White High-cab Short" and "White High-cab Long". There were also WHE and WHM ("Extended" and "Medium"). After the White nameplate was combined with that of GMC in 1988 the design continued to be built as a White GMC.
Road Commander 2.
The Road Commander 2 has a bolted frame made of high tensile steel, while the all-aluminum cabin is hydraulically tilted. This allows access to a wide range of available diesel engines from Cummins, Caterpillar, and other manufacturers. The available range in 1977 was from . An unusual feature for the time was the RC2's pull-out drawer containing all electrical fuses and connections, located inside the cab. The RC2 was also marketed in many export markets and such models met all period EEC and ECE regulations. It was sold in several European markets such as Switzerland and the United Kingdom.
Western Star.
Western Star had originally been created by White in 1967, specifically to target the west coast trucking markets. After White was purchased by Volvo in 1980, Western Star went its separate way — but the White-built cabovers continued to be available in Canada and in some western states with Western Star badging. The Western Star model never received the diagonal crossbar that other Volvo-built White trucks had. The Western Star Cabover also has a riveted on shield beneath the front windshield, helping to alter its appearance.


Sazgar

Sazgar Engineering Works Limited () is a Pakistani automotive manufacturer headquartered in Lahore, Pakistan. The company is currently manufacturing Auto rickshaws and have intend to spread the manufacturing capacity.
Recently The Company announced teaming up with a Chinese automobile firm and Assemble cars in Pakistan. It has halted its expansion project, and decided to assemble cars in Pakistan. The New Automotive Policy in Pakistan has attracted many companies like Hyundai, Volkswagen, Kia.
The company is spread on about 32 acres and is located on Raiwind Road in Lahore, Pakistan.
Products.
The company made agreement with BAIC Group to launch of three vehicles in Pakistan which includes:


Garrison station (RTD)

Garrison station is an RTD light rail station in Lakewood, Colorado, United States. The station is part of the new W Line which was built as part of the FasTracks expansion. It opened in April, 2013 and is operated by the Regional Transportation District.


List of trolleybus systems in Spain

This is a list of trolleybus systems in Spain by autonomous community. It includes all trolleybus systems, past and present.


Yellow cab

There are many yellow cab taxicab operators around the world (some with common heritage, some without). The original Yellow Cab Company, based in Chicago, Illinois, was one of the largest taxicab companies in the United States.
History.
Yellow cabs date back to at least 1798, when the musical comedy, "Cabriolet Jaune" ("Yellow Cab"), debuted at Paris' Theatre de l’Opera Comique National. Yellow cabs were known in Paris and London throughout most of the 1800s. A yellow cab company shook up the New York Cab system in the mid-1880s, offering cheaper, more predictable fares than competitors. One of the first automobile cabs in London, in the 1890s, was a yellow electric automobile.
The Yellow Cab Company of Chicago was founded by John D. Hertz in 1907. Their specially designed taxicabs were powered by a 4-cylinder Continental engine equipped with a purpose-built taxicab body supplied by the Racine Body Co., of Racine, Wisconsin. According to Yellow Cab Co. tradition, the color (and name) yellow was selected by John Hertz as the result of a survey he commissioned at a "local university", which indicated it was the easiest color to spot. However, "he was certainly not the first taxicab operator to use that color and the university study to which B. C. Forbes refers has yet to be discovered."
In 1908, Albert Rockwell, founder and General Manager of the New Departure Manufacturing Co. of Bristol, Connecticut, travelled to Europe to evaluate their taxi systems, hoping to develop a similar one in Washington, D.C. Ernest Wyckoff, Alfred Church and Clarence Partridge, well-known automobile dealers in New York, had a number of orange-yellow colored Rockwell taxicabs operating on Manhattan streets in 1909. By March 1910, the Connecticut Cab Co. (essentially the directors of New Departure Manufacturing Co.) assumed operating control of Wyckoff, Church and Partridge's taxis.
The Yellow Taxicab Co. was incorporated in New York on April 4, 1912. Its fares that year started at 50¢/mile (roughly equivalent to $12.12 in 2016 adjusted for inflation). Among its directors and major stockholders were Albert Rockwell and the Connecticut Cab Co. Shortly after incorporation the Yellow Taxicab Co. merged with the Cab and Taxi Co., and with the strength of Connecticut Cab Co. behind them, the young business assumed a large share of the New York market. Its independent corporate life was fairly short, however, as fare wars and regulations forced a merger with the Mason-Seaman Transportation Co. on March 3, 1914. Shortly after, an injunction was filed by the company, seeking to restrain the city from enforcing the Public Hack ordinances, but it was rejected on appeal. By 1916, the company was being held in receivership, due to suits by numerous creditors.
The [[Yellow Cab Manufacturing Company]] was formed in 1920.
In 2017, a study showed that the color yellow, for taxis, was more noticeable, resulting in 9% fewer accidents.
External links.
[[Category:Taxicabs of the United States]]
[[Category:Taxicabs]]


Volvo B9S

The Volvo B9S was an articulated bus chassis constructed by Volvo Buses between 2002 and 2011. It was available as a low-entry bus (the B9SALE), a wholly low-floor bus (the B9SALF), and an integral bus bodied by Volvo (the 7500 or 8500).
The B9S was successful in few countries. It has been commercialized in Sweden, where it has been in use in the urban systems of Stockholm, Östergötland, Umeå and Gothenburg, being used there as a rapid transit buses; in Chile where it was a part of the biggest purchase order for Volvo buses: 1,159 articulated units entrusted for the urban system of Santiago; and in Brazil to be used in urban system of Sao Paulo by rapid transit corridors, in articulated and bi-articulated versions. Production of the B9S ceased in Europe in 2011 due to poor profitability, with Volvo offering the existing Volvo B9LA as a successor, which is rear-engined and used the same engine as in final generation of B9S.
History and Evolution of the Platform.
The B9S was launched in 2002 to replace the Volvo B7L, although production of the latter continued nonetheless. It was intended to replicate the success of the Volvo B10MA and Volvo B12MA in the past. So in this way, the new chassis was conceived initially as a mid-engined articulated bus, with low floor at least in 40 percent of his length and using an engine of less than 10 liters of displacement, taking advantage of the fact that Volvo had launched at that time a new 9,4 liter engine used in the FM truck series, appearing as alternative against models such as the Van-Hool AG300 and AGG300 that were using 12 liter engines. Placing a vertical engine in the centre of the front-most section of the articulated bus allows to avoid a wider useless space and to free up space in the back and create an even weight distribution throughout the bus favoring better on-road capabilities. Unlike the B10MA/B12MA that came before it, however, the B9S has a step-free entrance and is fully accessible to wheelchairs.
Initially made on the plant of Volvo Buses in Borås, Sweden, it was offering in two versions: as Low Entry named B9SLEA, and as entirely Low Floor called B9SALF, offering in a front-most section wheelbase of 6.4 meters and bodied by Säffle, as a complete Volvo 7500 bus. The units made up to 2005 used the Volvo D9A engine with 340 bhp, later to that year they used the Volvo D9B engine with 360 bhp in order to achieve the Euro 4 and Euro 5 emissions rules. In year 2005 the production of this platform was extended to Volvo Buses' factory in Curitiba, Brazil, with external bodyworks to answer to the order of purchase of 1,159 B9SALF articulated units to be part of the urban system of Santiago of Chile, which involved to a modification of the front-most section to 5 meters, in order to avoid problems of maneuverability in narrow streets. From this year this platform is offered for the South American market, being entrusted later near 100 additional articulated units for Chile and 100 bi-articulated units for Brazil, between the year 2007 and 2010.


Cityplace/Uptown station

Cityplace/Uptown station (formerly Cityplace station) is a DART Light Rail station located in Dallas, Texas. It is located beneath North Central Expressway (US 75) at Haskell Avenue in the Cityplace district. As an infill DART station, it opened on December 18, 2000 as the first public subway station in the Southwest (the Tandy Center Subway in Fort Worth was a privately owned light rail).
The station is tri-level in design, reaching depths of beneath North Central Expressway. The south end of the platforms are reached from the surface via stairs, three pairs of escalators, or elevators (3 traditional and 2 inclined elevators). The station is shared between the , , and lines. The east entrance is located at the base of Tower at Cityplace, serving that tower and surrounding retail. The west entrance serves West Village, the M-line Trolley and Uptown area. Original station plans allowed for another set of entrances at the north end of the platforms, which could serve future development north of Haskell Boulevard.
Cityplace remains the only underground station on the DART rail system (the nearby Knox-Henderson station was deferred after community opposition, and subway stations built under the D2 Subway project are still in the planning stage). The other two remaining stations for the tunnel are Pearl/Arts District and Mockingbird. Both of these stations are outside the tunnel.
On July 30, 2012, Cityplace station was renamed as Cityplace/Uptown station as part of the service changes effective for that date to better reflect new identities created by their evolving neighborhoods or surrounding developments.


List of trolleybus systems in Russia

This is a list of trolleybus systems in Russia. It includes all trolleybus systems, past and present.


Parlor car

A parlor car (or parlour car outside the United States of America) is a type of passenger coach that provides superior comforts and amenities when compared to a standard coach.
History.
Parlor cars came about on United States railroads to address the absence of separate class accommodations. In the United Kingdom and Europe, passenger trains carried first-, second- and third-class coaches, with the first-class coaches offering the best seating and costing the most money. In contrast, American trains offered a flat rate and standard accommodations. For 19th-century writers this represented a difference between class-bound Europe and the democratic United States.
Parlor accommodations were appreciated by those who used them because of their exclusivity. H. L. Mencken called the parlor car "the best investment open to an American":
Most parlor cars were found on daytime trains in the Northeast United States. In comparison to a standard coach, a parlor car offered more comfortable seating and surroundings, as well as food and beverages, but it was far inferior to a sleeping car for an overnight trip.
Today.
United States.
Elevated service survives on Amtrak although the term "parlor car" has fallen into disuse. One recently discontinued example was the "Pacific Parlour Car" on the "Coast Starlight", converted Hi-Level lounges which featured a mixture of 1x1 swivel-chair seating and cafe-style seating. In contrast to past usage this car was provided as a sleeping car passenger-only lounge and was not itself bookable. Amtrak discontinued the Pacific Parlour in February 2018. The "Acela Express" offers First Class service, including at-seat service and improved seating. Other Amtrak trains offer a "Business Class", which includes roomier seating and, on some routes, a complimentary beverage and newspaper.


Volvo B7L

The Volvo B7L is a fully low floor single-decker bus, double-decker bus and articulated bus chassis with a rear engine mounted vertically on the left of the rear overhang. It was built as a replacement for the Volvo B10L, and the Volvo Olympian. It was used as both a single-decker bus and a double-decker bus chassis largely in Continental Europe.
The B7L was also available as an integrally-constructed Volvo bus - the Volvo 5000 (later replaced by 7500, with aluminium structure) and Volvo 7000 (later renumbered 7700, with stainless steel structure).
Whilst similar to the B10L in design, both featuring a side-mounted engine, the B7L's engine was a Volvo D7C unit mounted vertically, as opposed to the horizontally mounted Volvo DH10/GH10 engine of the B10L; the radiator was mounted above the engine instead of the right-hand side, allowing the floor to be lower behind the rear axle. As with the B10L, B7L was also available in its articulated form named the B7LA. Unlike B10L, the B7L was available only with diesel engines. Integrally constructed Volvo 7000 bus was bodied, with CNG engines, on B10L chassis only. CNG engines were reintroduced in B9L chassis.
Outside Continental Europe, the B7L was introduced in the United Kingdom in 2000, as a replacement for the Volvo B10BLE, and the Volvo Olympian. It could be fitted with Wright Eclipse body (and Eclipse Fusion body for B7LA), but proved unpopular due to the arrangement of engine and radiator limiting seating capacity, with FirstGroup being the only major customer. Volvo responded by introducing the B7RLE and the B7TL for the UK market, fitted with more conventional Transverse engines. In Ireland, Bus Éireann purchased 25 B7L's between 2001 & 2003. The double-decker version of B7L was also sold in UK, used as public bus (East Lancs Nordic body) or sightseeing bus (Ayats Bravo City open-top body).
Volvo B7L and B7LA-based buses are used in Greece. In Athens, Volvo B7LAs constructed by Saracakis have been used since 1999. In Thessaloniki, the local operator OASTH introduced 22 B7LAs in 2004 with more coming in 2005 and 2006, while 54 B7Ls were introduced in 2004 and 2005 together with 15 11m B7Ls also in 2005 all constructed by ELVO.
Volvo B7L used in Israel as well, but the bodyworks were Mercury by Merkavim and Hispano Habit. Mercury had Voith D864.3E transmission while Hispano had ZF Ecomat 5HP502 transmission. Metrodan, Israeli bus company served in Beersheba had Volvo B7L (Mercury bodywork by Merkavim) and Hispano Habit. Kavim had only Mercury Merkavim B7L (except one Hispano Habit), Metropoline had Volvo B7L with Mercury bodywork and Egged had B7L as well.
In 2005, Wrightbus unveiled the Wright StreetCar which is a tram-like articulated bus built with modified B7LA chassis. The chassis has a shorter front overhang, the driver's cab relocated to above the front axle and the radiator relocated to the roof, giving a full-width rear window.
The Volvo B7L was superseded by the Volvo B9L in 2006.


UD Quon

The UD Quon (kana:UD・クオン) is a heavy-duty commercial vehicle produced by the Japanese manufacturer UD Trucks, a division of AB Volvo.
In Japan, Asia, Middle East, Africa, and South America, its principal competitors are the Mitsubishi Fuso Super Great, Isuzu Giga and Hino Profia (known as Hino 700).
The Quon has received a new facelift on April 11, 2017. Also, it is a new 11-litre GH11 (based on Volvo D11) and 8-litre GH8 (based on Volvo D8) diesel engine.
Engine.
Quon engines using AdBlue Urea Selective Catalytic Reduction technology.


Third Canyon Hotel


Church station (Buffalo Metro Rail)

Church is a Buffalo Metro Rail station located in the 300 block of Main Street (just north of Church Street) in the Free Fare Zone, which allows passengers free travel between Erie Canal Harbor and Fountain Plaza. Passengers continuing northbound past Fountain Plaza are required to have proof-of-payment. Church is the closest to the Buffalo Metropolitan Transportation Center, located two blocks east at Ellicott and North Division Streets.
Notable places nearby.
Church station is located near:


Cross Country Cruise

Cross Country Cruise is a 1934 American Pre-Code romance film directed by Edward Buzzell and written by Elmer Blaney Harris. The film stars Lew Ayres, June Knight, Alice White, Alan Dinehart, Minna Gombell and Eugene Pallette. The film was released on January 15, 1934, by Universal Pictures.
Parts of the film were shot in Salt Lake City, Utah.
Plot.
Sue Fleming's suitcase opens by accident, dropping her clothes from a double-decker bus onto Norman Winthrop. She retrieves her belongings and enters the New York City bus terminal. Intrigued, he follows her and returns a garter belt she overlooked. Steve Borden, the man she is involved with, calls her on the phone (though he is also in the terminal) and tells her to buy a ticket to San Francisco. Afterward, she sees him with another woman. They board the bus too. Norman, who is supposed to go to San Francisco by train, decides to travel by bus instead. Murphy has orders from Norman's father to keep him away from women. To Murphy's satisfaction, Sue rebuffs Norman's initial attempts to become better acquainted.
May gives all her money to a friend, but manages to charm the bus driver, various relief drivers and Willy, a talkative, know-it-all passenger, into letting her ride for free.
When the bus stops in Poughkeepsie, Steve and Nita Borden prove to be con artists, selling bibles at inflated prices to those who have lost loved ones recently, claiming they were specially ordered by the deceased. Nita, suspecting what is going on, later chats with Sue and introduces her husband, Steve. A disgusted Sue breaks up with Steve.
She then makes a date with the persistent Norman at Niagara Falls. While Norman is getting ready, Murphy steals his clothes, but Norman goes with Sue to see the Falls wearing a raincoat provided by the tour company. When a tour employee demands the raincoat, Norman is shown to have only a bath towel on underneath. Norman arranges a candle-lit dinner for two in Chicago, but Murphy invites all the other passengers. When the bus later has engine trouble, the passengers go to a nearby carnival, where Norman challenges Sue to a bow and arrow contest; the prize, if he wins, is a kiss, but she proves to be a much better shot. Later, though, Sue finally lets him kiss her.
In Denver, Sue goes shopping in a department store. Steve takes her into a tent in the sporting goods department and tries to get her back, but she turns him down. Nita finds them together. Sue tells her that she is through with Steve, but Nita does not believe her. After Sue leaves, Nita informs Steve that she is going to tell the police all about his scams, so he kills her with a bow and arrow. It is nearly closing time, so he is able to conceal the corpse in a window display as a mannequin.
Back on the bus, Steve claims his wife is visiting friends in Denver. Then he tells Norman that Sue broke off their engagement. Norman believes him.
When Nita's body is discovered, the police stop the bus and question Steve. Sue states she left after Nita found the two of them in the store, but Steve claims that it was he who left. When Sue's archery skills are revealed, she is taken into custody. However, Norman is able to cast suspicion on Steve too. The police decide to take everyone to Reno, but as they start to board the bus, Steve suddenly forces the driver at gunpoint to speed away, with Sue as the only other passenger. Then Steve takes the wheel and makes the driver jump off. Norman and the police land an airplane on the road ahead of the bus. Steve dies after crashing into it, but Sue is all right.
When the bus reaches San Francisco, May and Willy prepare to get married, but he is arrested for bigamy. Norman and Murphy head to a lumber camp in Washington state, where Norman and Sue (and Murphy and May) pair off.
Reception.
"The New York Times" critic wrote that " the drama lacks conviction. It looks, acts and sounds like patchwork. ... the only inspired traveler is Alan Dinehart".


Dennis Jubilant

The Dennis Jubilant was a front engined double decker bus chassis manufactured by Dennis between 1977 and 1981. It was specifically designed for contemporary operating environment (hilly roads and "one-man-operation" with a farebox) in Hong Kong.
The chassis design featured a set-back front axle, which enabled the front door to be located in front of the front axle, and a strengthened chassis frame. It could be fitted with Gardner 6LXB engine and Voith DIWA 851 automatic gearbox.
The orders.
Kowloon Motor Bus (KMB) received four Dennis Jubilant prototypes for evaluation, they were fitted with KMB's own bodywork (utilising parts from British Aluminium Company) and entered service in 1977/78. After the trial of the prototypes, KMB introduced 209 Jubilants with Alexander KB bodywork between 1979 and 1981, and 150 Jubilants with Duple Metsec bodywork between 1981 and 1982.
China Motor Bus (CMB) in Hong Kong ordered 30 Dennis Jubilants with Alexander CB bodywork, they entered service in 1980.
One Jubilant chassis was delivered to Cape Town, South Africa and was fitted with bodywork supplied by Bus Bodies (South Africa) Limited.
Air-conditioned Jubilant.
Kowloon Motor Bus also received one air-conditioned Jubilant coach with Alexander KB bodywork and put it into service in 1980. The air-conditioner was driven by a separate engine mounted at the rear. However, the air conditioning proved unreliable and was removed in 1983. The coach was downgraded to a bus few years later.
Withdrawal.
China Motor Bus wrote off one of its Dennis Jubilants after a fire in 1993. The other 29 buses were transferred to New World First Bus on 1 September 1998 after the franchise of CMB was terminated, they were replaced by new buses by September 1999.
Kowloon Motor Bus also had two of its Jubilants prematurely withdrawn, and in 1994 started to withdraw the rest of its Jubilants. During the process of withdrawal, some of the Jubilants took over the role of the Leyland Victory Mark 2 (the competitor of Dennis Jubilant) in the fleet. The last bus was withdrawn in January 2000.


Dryden/TMC station

Dryden/TMC Station is an island platformed METRORail light rail station in Houston, Texas, United States. The station was opened on January 1, 2004, and is operated by the Metropolitan Transit Authority of Harris County, Texas (METRO). The station is located within the Texas Medical Center and is located at the intersection of Fannin Street and Dryden Road. Currently, this is the busiest station in the system.


Compartment coach

A compartment coach is a railway passenger coach (US: passenger car) divided into separate areas or compartments, with no means of moving between compartments. A compartment train with a corridor is a corridor coach.
English origins.
Originally compartment coaches were passenger coaches with several separate compartments in the same coach body, each compartment having its own doors on the side of the coach to enable passengers to board and alight. The compartment coach was developed at the very beginning of the railway era in England simply by placing a post coach body on a railway undercarriage. Compartment coaches were used across almost the whole of Europe and were built right up to the 1930s. On the European continent they were sometimes referred to as "English coaches" or coaches built to the "English system".
American corridor coach.
The compartment coach should not be confused with the classic express train coach of the first part of the twentieth century; the corridor coach which also has separate compartments and is still known as a compartment coach in other languages (e.g. German: "Abteilwagen"). A corridor coach has covered gangways, side entrances and partitioned compartments with a corridor down one side. (This should not be confused with the first class sleeper accommodation, the "compartment.")
Early compartment coaches.
The first compartment coaches in the 19th century comprised several cabins on one undercarriage, similar to the post coaches. Compartment coaches with doors for each compartment, without any connexion between compartments, were built up to the end of the 20th century. The disadvantages of this design were that passengers could not use the toilet or visit the dining car and that train staff had to climb along the outside of the coach on running boards in order to check tickets. Countless four-, six- and eight-wheeled vehicles of this type were used in Germany and especially by the Prussian state railways.
Development in Prussia.
Until about 1880, four-wheeled compartment coaches were typical. After the end of the wave of nationalisations the Prussian state railways, around 1895, acquired the quieter-running six-wheelers. For this, so-called norms were established for four-, six- and, later, eight-wheeled classes of coach. For the six-wheelers, both fixed axle and sliding axle designs were envisaged. Those coaches designed specifically for suburban traffic (Berlin, Hamburg) had no toilets. On the other coaches, a gangway was specified in order to keep the number of toilets to a minimum for economic reasons. Numerous coaches had therefore to be converted. After the end of the 19th century, fourth class compartment coaches were also procured.
Four- and six-wheeled compartment coaches were initially used in all train categories on main lines. With the advent of the "D-Zug" express coaches in 1892, compartment coaches were deployed in passenger trains on main lines and in built-up areas. Here it became abundantly clear that, in addition a faster turn round of passengers, access to station platforms on main lines could only be permitted if passengers had valid tickets and trains could not be boarded until shortly before their departure. So ticket checking by the guard became a function of station staff. By contrast, open coaches were common on branch lines, because there were often no platform barriers on branch line stations and so tickets had to be checked in the train itself.
From 1895, especially in Prussia and Saxony (but also to a lesser extent in Baden, Bavaria and Alsace-Lorraine), eight-wheeled compartment coaches were built. They were predominantly used in the semi-fast trains or "Eilzüge" introduced in 1907 and in the so-called fast passenger trains. Over 3,500 coaches were built in several batches starting in 1898. The compartments in the coaches were sometimes linked to provide access to the toilets. In third class coaches the privies lacked flushing facilities until some time later.
Initially the window frames on compartment coaches - like the coach bodies themselves - were made of wood, which very quickly warped. After 1900 they were made of a brass alloy based on a patent by the Julius Pintsch AG firm. The upper part of the window frame on these coaches was rounded.
From 1910 the paraffin lighting was replaced by more efficient gas lighting. After 1900, rising wood prices forced a switch to steel construction and then to lower value materials during the First World War.
Prussian state railways coaches were equipped with standard bogies with two and later three spring systems. Most coaches were 18.55 m long. Initially "Westinghouse brakes" were used, but after 1900 they were fitted with standard Knorr brakes. The hand brake was housed in a separate brakeman's cabin at one end of the coach. These were removed in 1930.
Of the 21,000 compartment coaches of all types that were built, 14,000 were handed to other countries after the First World War as reparations. Of these, 5,000 went to the re-emergent Poland.
Development by the Deutsche Reichsbahn.
In order to rationalise wagon maintenance the centre axle was removed from 1920 on many of the six-wheeled compartment coaches, because it had been established that this had no negative impact on the riding qualities. In addition, in order to overcome the pressing shortage of coaches following the ceasefire reparations of 1918/19, another 500 four-wheeled compartment coaches of Prussian design were ordered (50 seconds and 450 Wagen third class coaches). In addition, due to the great shortage of wagons, many former Prussian coaches were reallocated to the south German railway divisions so that they could now be seen across the entire German Empire.
In the mid-1920s the brakeman's cabin was removed on those coaches that now ran on electrified routes. With the demise of the fourth passenger class in 1928, many compartment coaches were converted to coaches with heavy luggage sections ("Traglastenwagen") by combining of compartments. After the DRG had introduced new four-door Typs E 30 "Eilzugwagen" (semi-fast coaches) in 1930, still more coaches had passenger compartments knocked into larger compartments which were classed as heavy luggage compartments ("Traglastenabteil").
Several of these compartment coaches were used for express services along the Ruhr ("Ruhrschnellverkehr"). They were given the DRG's red and beige livery used for multiple-unit trains. The window sections of second class coaches were painted in Stadtbahn blue-green (RAL 6004) as on the Berlin S-Bahn. Even 18 new compartment coaches were bought for this purpose.
Post-war development.
Most of the compartment coaches were rebuilt by the Deutsche Bundesbahn (DB) in the 1950s into "Umbauwagen" (rebuild coaches). The compartment coaches that remained in the East German Reichsbahn (DR) had several compartments combined and, as on the six-wheeled coaches, every second door was removed. In the 1960s the compartment coaches were converted to the so-called "Rekowagen" (rebuilds).
Since the Second World War compartment coaches have largely died out in Germany, as in other European countries, and have been largely replaced by corridor coaches and, increasingly nowadays, open coaches.


Erlton/Stampede station

Erlton/Stampede station (formerly named Erlton until 1995) is a CTrain light rail station in Calgary, Alberta. It is a stop on the South Line (Route 201). It is located on the exclusive LRT right of way, 1.7 km south of the City Hall interlocking, beside Macleod Trail at 25 Avenue SE. The station opened on May 25, 1981 as part of the original South line. The station consists of a center-loading platform with mezzanine access on the North end of the platform and grade-level access at the South end of the platform.
The station serves industrial areas and is at the south entrance of Stampede Park, the site of the Calgary Stampede. It serves as an alternate access to the park and is often favored by riders wishing to avoid the crowds at Victoria Park/Stampede.
In 2005, the station registered an average of 1,700 boardings per weekday.
As part of Calgary Transit's plan to introduce four-car trains, Erlton/Stampede has had its platform extended to the south and can now handle four-car trains. Construction took place and the south grade-level access was temporarily closed from July 29 – December 7, 2011.


Kia Bongo

The Kia Bongo (Hangul:기아 봉고), also known as the Kia K-Series or Kia Besta, is a cabover pickup truck and van produced by the South Korean automobile manufacturer Kia since 1980.
The Bongo was first launched in 1980 under the name "Bongo". In 1997, the third generation Bongo Frontier was launched. As of 2004, the Kia Bongo was in its fourth version, confusingly sold as the Kia Bongo III. "Frontier" was dropped from the name with this revision.
Background.
Kia has produced small and large trucks for the South Korean market for at least 25 years. Rear-wheel-drive Bongo trucks have been on the market in Korea since at least the late 1980s, and these were equipped with a four-cylinder diesel engine. The Kia Bongo Frontier was originally available in RV or pickup trucks. It was replaced by the Kia Bongo III in 2004. The Bongo Frontier was one of the first Kia cars to be exported to Europe and South America.
In some markets, such as Europe, Australia and South America, the Bongo is branded as the Kia K-Series or the Kia Frontier, which includes the K2400 and K2700. In Taiwan, it is known as the Kia Kaon, while in Vietnam, it is manufactured under license by THACO and sold as the THACO Kia New Frontier.
First generation (1980–1994).
Production of the truck started in 1980 and the van started in 1981. Early Bongos had round headlights, although these were changed for square units in 1981. The first Bongos also used "Kiamaster" logos rather than simply "Kia". The Bongo originally came with the 2.2 liter "S2" engine with , although the 1.4 liter "UC" petrol engine was added in 1985. 'Wide Bongo' production started in 1987. Between 1987 and 1990 the Bongo was sold as the "Power Bongo", to reflect an upgrade to the 2.4 litre "SF" diesel engine. The Power Bongo also has wide rectangular headlights, rather than the smaller units used previously. The first generation Bongo was removed from production in December 1994, although the tougher Ceres version continued for another seven years.
Kia Ceres.
The Kia Ceres was a special agricultural version, a one-ton truck. It shared a slightly longer front end with the Kia Titan. From 1987 this was also available with four-wheel drive; eventually the rear-wheel drive models were cancelled in the domestic market. The Ceres model was sold instead of the Bongo in some export markets where conditions are tough, such as the Philippines, Latin America, Australia and Turkey. The Ceres utilized the original BA2 cabin but with a unique front clip. It was facelifted in 1995 when it received a new front clip with round headlights and new Kia logo.
Second generation (1990–1997).
In January 1990 the second generation Bongo Wide (sold as plain "Bongo" in most export markets) appeared. It was largely a rebadged SR-series Mazda Bongo Brawny. In 1993, a 2.7-litre engine was introduced. In October 1994, Kia's new logo replaced the old "chimney" design. In 1995 a reengined and lightly facelifted version called the "Bongo J2" appeared; this reflected the name of the new engine. The second generation Bongo model for passengers (coach) is named the Kia "BestA", usually referred to as 'Besta'—a word that means "beast" (or "HiBesta") in Brazil. This did not stop the Besta from immediately becoming the highest selling minivan in the Brazilian market. The Besta name was also used for cargo van versions in many countries. The Besta originally had the 2.2 liter diesel engine with , but at the end of 1994 the 2.7 liter J2 unit was placed in the Besta as well. This version can reach .
The Bongo J2 also formed the basis for the new Kia Pregio, which replaced the Kia Besta (the coach version of the Bongo). The Besta 2.7 did continue in production alongside the Pregio until at least the summer of 1997 for markets where this lower priced model retained some popularity. Export models of the second generation Bongo often used the K2400 or K2700 labels.
Third generation (1997–2004).
The third generation Bongo appeared in April 1997, now with the "Bongo Frontier" name. The related van version, Pregio, was introduced in November 1995 and continued in production until 2006. A four-wheel drive version ("Bongo Frontier All Terrain") appeared in December 1999, this meant the final end of the Ceres trucks (with origins dating back to the 1977 Mazda Bongo BA2). The third Bongo had the same JS series 2.7 litre engine with as used in the previous model, although an optional 3 litre JT engine with was also made available from the beginning. In August 2001 this engine received an additional four horsepower.
Facelift.
A facelifted Bongo was introduced in 2000. The truck was discontinued in late 2003, while the Van and Coach models continued to be built until May 2005. With stricter emissions controls, the 4x4 dump truck model was discontinued at the same time.
Fourth generation (2005–present).
The fourth generation, known as the Kia ;;;Bongo III, was introduced in 2005, engines were modernized, featuring a common rail option, which is gradually becoming more environmentally friendly.
Due to tighter emissions rules, the 1.2-ton and 1.4-ton variants were discontinued in November 2006. The coachvan, van and trucks except the 1-ton and 1.3-ton models were ceased in production in December 31, 2007 due to low demand. The Bongo III went on hiatus between October 2011 and January 201
2, due to tighter emissions rules, but reemerged with a Euro V compliant engine.
The Bongo III was exclusively available in the Philippines as the K2700, from May 2005 to August 2018. It was later replaced by the K2500 in September 2018, which it gained a driver airbag. The K2700 Panoramic was replaced in 2019 by the K2500 Karga, "karga" is the Filipino word for "carry".
In Thailand, the Bongo III is known as the Kia Jumbo since 2005.
In Indonesia, the Bongo III is known as the Kia Big-Up since 2004. It was also available as a coachvan variant, known as the Kia Travello. The Travello was discontinued since 2019, resulting the coachvan variant is limited as a custom built from the bodybuilders only.
European sales of the Kia K-Series (with an exception of Russia and Turkey) has been discontinued in late 2007.
Facelift.
Kia Bongo was updated 2014, with new gearbox 6-speed engine and much more efficient Euro IV standards, new body design that includes different front and added grille, and new tires ring size 15 in. The K2500, K2700 and K3000S have either a 2.5 litre turbocharged engine that delivers 130 hp, or an optional 2.7 litre engine that pushes out just 80 hp and another 3.0 liter that adds five more horsepower from the 2.7 litre. It provides all the sufficient loading capabilities, also they have three cab options: standard, super and double cabin. There is another model that is called the K400S and K4000G, which is the bigger van version of the K2500, the K2700 and the K3000II.
In January 2020, EV version was launched in South Korea. It can go up to 211km when charged.


Fruitridge station

Fruitridge is an island platformed Sacramento RT light rail station in Sacramento, California, United States. The station was opened on September 26, 2003, and is operated by the Sacramento Regional Transit District. It is served by the Blue Line.
This station is located north of Fruitridge Road and serves the commercial areas along Fruitridge Road and the residential city neighborhoods of Hollywood Park and South City Farms. It provides bus service, landscaped islands, walkways, and passenger shelters.