During the 16-day land portion, travelers take in the landscape of the Canadian Rockies from a luxury motorbus and also tour Denali National Park and Preserve in Alaska.
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The Tramway closed in 1942 after being superseded by the motorbus.
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What had once been a 45-minute trolley ride from Schenectady to Gloversville now took 90 minutes or longer by motorbus.
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The end of the First World War saw economically difficult times began for the Steyr Valley Railway. Motor buses became a serious competitor, with motorbus lines between Steyr and Bad Hall, and Steyr to Grünburg. Particularly badly hit was the Bad Hall branch, where a connection existed to the Krems Valley Railway, and a majority of the passengers moved to the motorbus. All redevelopment efforts failed and in 1931 the railway was taken over by the Austrian Federal Railways (BBÖ).
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151 It was directed by Frank Mottershaw, a pioneer film maker. The services finished on 8 February 1930, a victim of competition from motorbus traffic, and the final closure took place on 1 March 1930.
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The Bern trolleybus system () is part of the public transport network of Bern, the capital city of Switzerland. Opened in 1940, it combines with the Bern S-Bahn, the Bern tramway network and Bern's urban motorbus network to form an integrated all-four style scheme. , the system consists of three lines, 35 stops,and a total route length of . It is operated by Städtische Verkehrsbetriebe Bern (SVB) (better known since 2000 by its trading name, Bernmobil), which also operates the tramway and motorbus networks.
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Brothers Walter and Thomas Wolsey, noticed a gap in the market being the lack of any longer-distance motorbus services, except for one service to Shotley operated by the Great Eastern Railway. They visited Ipswich in order to explore the possibility, having previously been involved in motorbus operations in London and Brighton, and convinced Thomas Tilling Ltd. from Brighton to send four buses, which began operations in June 1919. After two months of experimental operations, the Eastern Counties Road Company (ECRC) was formed and took over all services from the Wolsey Brothers on 1 September 1919.
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The 1913 Nottingham Corporation Bill proposed tramway extensions along Derby Road, via Hucknall Road to Bagthorpe Hospital, along Sneinton Road to Sneinton Dale, and from Bulwell Market to Bulwell Hall Park, together with various motorbus and trolley vehicle routes. The principal motorbus routes were in West Bridgford, i.e., via Trent Boulevard to Adbolton Grove, and a circular route via Musters Road, Chaworth Road and Loughborough Road. Others were between the tramcar terminus at Sherwood, continuing via Daybrook Square to Arnold, and along Carlton Road o Newgate Street, both of these being routes for which tramway powers had been taken over from the Nottinghamshire and Derbyshire Tramways Company.
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Aversa is connected to the A1 Motorway by the SP 335-VI Provincial Road (former SS 265 State Road) and the SS 7 bis. Public bus transport is responsibility of the CTP (Compagnia Trasporti Pubblici Napoli), which serves Aversa with several motorbus routes and one trolleybus route.
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On Sunday 8 April 2018, the Amersham & District Motorbus Society held its annual running day in honour of the depot, with the theme being 'Farewell to Garston garage'. In 2019, the site was sold to Fairview New Homes with the vision to convert it into 165 residential houses.
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In the 1980s several motorbus lines were converted to trolleybuses. The fleet was upgraded in 1985 with the purchase of 54 new vehicles. A new fare system was introduced in 1991, with the network being divided into various zones. In the same year, VBL took delivery of 4 new articulated trolleybuses and 6 articulated motorbuses.
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SALIRIS Resort Travertine Egerszalók is an open-air spa and village (population 2,311) located in Heves County in northeastern Hungary. The springs yield 68 °C. mineral water from an aquifer located under the volcanic Mátra Mountains. The spa is located 8 km west of the county seat of Eger, from which it is served by motorbus.
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On 17 August an additional motorbus service was commenced from Clinton Street to Sneinton Dale. The decision to operate followed an application by a local operator to run a similar service. A 30-minute headway was operated at off-peak periods, increased to 15 minutes at peak periods. In September, an alternative service to Beeston was instituted via University Boulevard.
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The purchase allowed through running of Rochdale trams into Manchester city centre. The corporation began operating motorbus services in 1926, initially in addition to the tram network. 1930 saw the first replacement of trams with buses, and the last tram service ran on 12 November 1932. The borough's bus services expanded as new estates were built on the edge of the town.
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The tramway network consisted of 5 routes covering just over 12 miles and joining neighbouring towns. These routes began in Mansfield's Market Place and went to Berry Hill, Crown Farm, Mansfield Woodhouse, Pleasley and via Sutton-in-Ashfield to Hucknall-under- Huthwaite. The depot was in Sutton Road, Mansfield at . The buildings and site are still in use as a motorbus depot.
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Suggestions were made that powers would probably also be required for other feeder services to tramways, such as from Mansfield Road, via Gregory Boulevard and Alfreton Road to Bentinck Road, along Forest Road, along Hucknall Road to the Bagthorpe Workhouse, via Sneinton Road to Sneinton Dale, between Bulwell Market Place and Bulwell Hall Park, and from the Mapperley tramway terminus to Spout Lane (now Coppice Road). The subsequent Act gave general powers for motorbus operation within the city boundary. Trolleybus powers were sought for a route from the Market Place, via Arkwright Street to Trent Bridge, and thence along the two routes proposed for motorbus operation in West Bridgford. Owing to opposition from the West Bridgford Urban District Council, the latter clause was deleted, but powers for trolleybuses were granted, including the section of route between the Market Place and Trent Bridge.
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With the larger part of their system now operated by Grimsby Corporation, the company decided to sell the rest of it to Cleethorpes Urban District Council in 1935. They had been operating motor buses since 1909, and their motorbus fleet, together with the tramway, the power station, and the depot were included in the price of £50,000. The takeover was completed on 15 June 1936.
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Conklin later returned to the United States, purchasing the vast Rosemary Farm in Lloyd Harbor, New York. He served as president of the Chicago Motorbus Company. In the 1910s, he provided the capital for the Alma Mater at the University of Illinois, designed by classmate Lorado Taft. In 1915, Conklin designed a motorhome and drove it to the Panama–Pacific International Exposition in San Francisco, California.
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Through services were operated over the lines of neighbouring municipalities, reaching Middleton and Swinton and Pendlebury In 1920 Salford commenced motorbus operation, and the first tram routes were withdrawn in 1932. The last tram went out of service on 31 March 1947. By this time the undertaking had been renamed Salford City Transport. On 1 November 1969 SCT was merged into the SELNEC Passenger Transport Executive.
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The operation of a motorbus service to Arnold, which started during the previous September at a fare of 2d., quickly had its effect on the services of Barton Bros., who withdrew on 3 November 1929, and J. Bloomfield, who operated three buses over a similar route. This resulted in the purchase of Bloomfield's business by the Corporation, the through fare immediately being raised to 3d.
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Situated in Greengate Street, West Ham, this tram depot opened in October 1906, then housed trolleybuses from June 1937 until April 1960. Motorbus operation commenced in November 1959 until October 1992 when the garage closed. It has since been demolished. Date stone on the former Tramway offices West Ham Corporation took over the North Metropolitan Tramways horse drawn services in stages starting on 1 July 1903.
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Motor bus by Thorneycroft and Company, ordered by Nottingham Corporation Tramways in 1906 During the previous year inquiries had been made of other municipalities as to their experience in the operation of motor buses, principally with a view to motorbus operation on the Carlton Road service, as Bamford was under no obligation to continue his service of horsebuses. As a result, three Thorneycroft double-deckers were ordered for early delivery following Bamford's withdrawal earlier in the year. Bamford had agreed to take over the tenancy of the Muskham Street stables from 25 March in succession to Common's Nottingham Carriage Company, which had gone into liquidation, but, following the refusal of the West Bridgford Urban District Council to grant licences for operation in their area, Bamford was released from his agreement. On 26 March the motorbus service between the Market Place and the Crown Hotel, Carlton Road commenced operation.
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In April, the Committee accepted the Manager's recommendation that the Mapperley tram service should be converted to motorbus operation, and it was hoped that this would happen before August. However, the matter was delayed on account of an 8d. increase in the tax on fuel oil. Proposals for this conversion were brought before the City Council, who approved, by a small majority, the use of motorbuses instead of trolleybuses.
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The network is operated by Tatra KT4 and KTNF6 types (the latter being former KT4s that have been extended with the addition of a low-floor middle section) and, since 2014, CAF Urbos AXLs. The trams, trolleybuses and motorbuses in Tallinn are operated by the transport operator Tallinna Linnatranspordi AS. This enterprise emerged on 19 July 2012 when Tallinna Autobussikoondis, the motorbus company was merged with Tallinna Trammi- ja Trollibussikoondis.
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PSMS glories eras occurred since 1954. At that time PSMS often invited and were invited by teams from overseas such as Grazer AK, Kowloon Motorbus (Hong Kong), Grasshopper, Star Soccerites (Singapore) and others. Thanks to the victories often tasted by PSMS against foreign teams, PSMS earned the nicknames the "Killers" or "Executioners" of the teams from abroad. The existence of PSMS in the early days of their appearance were no doubt.
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It is claimed that once this was controlled by the corporation, they were more interested in supporting the motorbus service, now number 45\. The Grimsby Light Railway opened in 1881 using horse-drawn trams. In 1901, these were replaced with electric tramways. In 1925 the Grimsby Transport Company bought the tramway company and in 1927 moved the depot to the Victoria Street Depot, an old sea plane hangar.
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By 1927 there was not enough funding for the refurbishment and replacement of trams. The Colchester Corporation Act of 1927 allowed for the replacement of trams with motorbuses. The first motorbus commenced operation on 21 May 1928, to replace the trams between North Station and East Street. On 9 December 1929, the final tram service between North Station and Recreational Ground closed, and was replaced the next day by a bus service.
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The only trolleybus depot available to the ANM network is the Stella Polare depot. However, some ANM trolleybuses are stored at the Via Ferraris and Carlo III bus depots, which they use their diesel engines to enter and exit. CTP has several depots for its mostly motorbus fleet, but the only one equipped for trolleybuses is the Teverola depot, which was built in 1994 and since 2001 has been the outer terminus of route M13.
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The opening of the Arnold and West Bridgford motorbus services resulted in a reduction in the frequency of the tram service between Arnold and Trent Bridge, while the frequent Sherwood to Trent Bridge service was altered to run between Arnold and Wollaton Park. The rebuilding of the Council House and alterations to the Market Square resulted in the tram lines being moved to give more road space on the north side. During this year the Notts. & Derbys.
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The Thun–Steffisburg tram line closed in 1958, and since then the STI network has been covered exclusively by buses. Trolleybuses, powered by electricity drawn from overhead wires, were used on the main line, Thun–Beatenbucht, connecting at Beatenbucht with the Thunersee–Beatenberg funicular and with a motorbus route covering the section to Interlaken. In 1982, the trolleybuses were replaced with conventional, diesel-powered buses. STI introduced its first night service in 1993, between Thun and Bern.
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In 1901, the Newport Corporation took over the town's horse-drawn bus service, establishing a municipal bus operation. Motorbus services began in April 1924, although the corporation was prohibited from running services beyond Rogerstone and Langstone without the assent of local councils by the Newport Corporation Act 1925. This prohibition was removed in 1981, allowing then- Newport Borough Council to operate more extensive services. By 1985, the Borough Transport Department held responsibility for the town's bus services.
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Southampton Citybus was formed in 1898 as Southampton Corporation Transport when the town council took over the Southampton Tramways Company. The company initially operated a fleet of horse-drawn trams and buses, replacing them with electric trams in 1901. A motorbus service was launched in 1901 but proved unsuccessful, and was withdrawn until 1919, when it was reintroduced. The tram network was expanded during the 1920s, but by 1929 it was decided that no new tram services would be introduced.
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The Ann Arbor Bus Depot was an intercity bus station located at 116 W. Huron in Ann Arbor, Michigan. It was built in 1940 as the Eastern Michigan Motorbus Terminal, and operated as a bus station until its demolition in 2014. It was designed by the Cleveland-based architects Banfield and Cumming, in partnership with Ann Arbor architect Douglas Loree, in an Art Deco style. Between 1988 and 2001, it was listed as an Individual Historic Property on the Ann Arbor Register of Historic Places.
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One lesson had been learned in the formation of the second company (initially Charles H. Roe (1923) Limited) in that share capital was one third larger (£8,500 rather than £5,850). At this time motorbus, rather than trolleybus or charabanc bodies began to assume a greater prominence. Like trolleybuses however a lot of the coachbuilding work on motorbuses was subcontracted either from the chassis manufacturer or from a dealership company. Thus many early Roe bus bodies on Karrier chassis were sold by the Huddersfield company as complete products.
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Aerial shot of London's first international airport at Croydon, in the 1930s The rapid growth of London during this period was facilitated by a rapid expansion and modernisation of transport networks. A large tram network was constructed by the London County Council, through the LCC Tramways. And the first motorbus service began in the 1900s (decade). Large scale electrification of London's commuter railways took place during the interwar period, mostly by the Southern Railway, and the London Underground system was expanded to London's northern outer suburbs.
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Post the Second World War, and with the greater use of the motorbus and private cars, traffic on the line fell considerably. Unstaffed as a station from September 1949, the line closed to regular passenger services on 15 September 1952. On 26 April 1958 a special train organised by the Stephenson Locomotive Society ran from Worcester via Bromyard to Leominster, calling in at Rowden Mill, and . The 50 society members/passengers rode on the last train that would run on the complete track before it was removed.
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After the Second World War, and with the greater use of the motorbus and private cars, traffic on the line fell considerably. Unstaffed as a station from September 1949, the line closed to regular passenger services on 15 September 1952. On 26 April 1958 a special train organised by the Stephenson Locomotive Society ran from Worcester via Bromyard to Leominster, calling at , Fencote and . The 50 society members and passengers rode on the last train that would run on the complete track before it was removed.
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Bogan (along with Swan Sundstrom, another early driver in Hibbing, Minnesota, and elsewhere) had (in 1923) used the brand name, trade name, or service name of the Blue Goose Lines, as he had previously used the same brand name for one other bus company (the Gray Motor Stage Line, running in Wisconsin, between Janesville and Watertown) and later (in 1925) used it again for a third firm (running in Indiana, from Indianapolis southward to Evansville and northward to Kokomo and soon onward to Fort Wayne). The DUR Company extended the name of the Blue Goose Lines (and the image of a blue goose) to its entire intercity system. Eventually all three of those Bogan routes became segments of the growing Greyhound route network; Bogan himself continued as a key player at Greyhound, serving eventually as the vice president during the presidency of Orville Swan Caesar (1946–56) of The Greyhound Corporation, after the retirement of Carl Eric Wickman, the principal founder of Greyhound. [Sundstrom later became the president of the Pennsylvania GL.] Other acquired firms included the White Star Motorbus Company, the Wolverine Transit Company, the Star Motor Coach Line, and the Highway Motorbus Company.
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Originally, it was owned by the Eastern Michigan Motorbus Company, and was used by the Blue Goose, Greyhound, and Short Way bus lines. By 1952, Blue Goose service had ended and had been replaced by the Bee Line bus company. Prior to the creation of the Bus Depot, the site was home to an Ann Arbor and Ypsilanti Street Railway depot and transformer tower that were built in 1898. The interurban system served the location until its demise in 1929, at which point it was succeeded by a replacement bus service.
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' (English: Neapolitan Mobility Company, or Mobility Company of Naples), more commonly known simply as ANM', is a municipally controlled public company that is the primary provider of urban public transportation in the city of Naples, Italy, and also provides a portion of the surface transit service in surrounding municipalities. In addition to a network of tram, trolleybus and motorbus routes, ANM operates the Naples Metro system and four urban funiculars. The metro system and funiculars were operated by a different company from 2001Webb, Mary (ed.) (2009). Jane's Urban Transport Systems 2009-2010, pp. 190–191.
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Doble made two further steam engines, designated models G and H. These were larger units and used experimentally in several buses. The first were tested in 1926 by International Harvester, using a Doble Model G engine, and the Detroit Motorbus Co, in a double-decker, with a Doble Model H engine. A second Detroit bus had a Doble steam engine added in 1927, and at least one of them covered some 32,000 miles. In 1929 a Doble Model H was installed in a Yellow Coach for General Motors.
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The Montreux/Vevey trolleybus system (), also known as the Vevey–Villeneuve trolleybus line, forms part of the public transport network in Montreux and Vevey, in the canton of Vaud, Switzerland. It comprises a single long trolleybus route along the length of the (Vaud Riviera) on the north shore of Lake Geneva. Opened in 1957, the line is designated as line 201 (prior to 11 December 2010, line 1) of the local bus network, operated by Transports publics Vevey-Montreux-Chillon-Villeneuve (VMCV). In addition to line 201, the VMCV runs eight motorbus lines.
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The DDOT began its life as the Department of Street Railways (DSR) in 1922 after the acquisition of the privately owned Detroit United Railway (DUR), which had controlled much of Detroit's mass transit operations since its incorporation in 1901. The DSR added bus service when it created the Motorbus Division in 1925. At the height of its operation in 1941, the DSR operated 20 streetcar lines with 910 streetcars. By 1952, only four streetcar lines remained: Woodward, Gratiot, Michigan and Jefferson. Streetcar services was discontinued in April 1956 with the decommissioning of the Woodward line.
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Cheapside pictured in 1909, with the church of St Mary-le-Bow in the background. London entered the 20th century at the height of its influence as the capital of one of the largest empires in history, but the new century was to bring many challenges. London's population continued to grow rapidly in the early decades of the century, and public transport was greatly expanded. A large tram network was constructed by the London County Council, through the LCC Tramways; the first motorbus service began in the 1900s.
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The former interurban station at 116 W. Huron, served by Greyhound buses, circa 1939 Located at 116 W. Huron, the Ann Arbor Bus Depot was designed by the Cleveland-based architects Banfield and Cumming, in partnership with local architect Douglas Loree, and was built in 1940 as the Eastern Michigan Motorbus Terminal. It cost $60,000 to build, and was at the time considered one of the most modern bus stations in the United States. It was dedicated by Ann Arbor mayor Walter C. Sadler on September 5, 1940. The building operated as a bus station from 1940 until its demolition in 2014.
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Looking around the site today, whilst there is no trace of the signal box, it is still possible to gain a clear picture of what the complex looked like in its heyday, with not only the main station building on the platform, but also the goods loading platform and two of the sheds remain as shown by the attached photos. It is perhaps ironic that the main part of the site is now used by a bus company, since - as we shall see - it was to be the motorbus which led to the eventual withdrawal of passenger services from the town.
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As the rolling stock was showing signs of age, the Corporation purchased sixteen Brush balcony tramcars from Sunderland District Electric Tramways. Much of the track was also in need of replacement, and the Corporation decided to run trolleybuses on the Freeman Street branch, as the conversion of the overhead wiring was cheaper than relaying the trackwork. The last trams ran on this route on 1 October 1926, with trolleybuses taking over the following day. From 27 November 1927, the Corporation also began running motorbus services, and these replaced the tramway between Old Market and the People's Park on 3 June 1928.
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"The Menace of the Hour": the Populist view of transit (1899). John D. Hertz, better remembered for his car rental business, was also an early motorbus manufacturer and operator. In 1917 he founded the Chicago Motor Coach Company, which operated buses in Chicago, and in 1923, he founded the Yellow Coach Manufacturing Company, a manufacturer of buses. He then formed The Omnibus Corporation in 1926 with "plans embracing the extension of motor coach operation to urban and rural communities in every part of the United States" that then purchased the Fifth Avenue Coach Company in New York.
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To compete with the ECRC's services, small operators appeared, most notably Beestons and Partridges, the former of which operates bus services around Ipswich to this day. Except for the take over of the Shotley service, in 1925, the ECRC took over R. A. Moore of Aldeburgh and by the end of 1926, had a fleet of 70 vehicles. In 1928 more take overs continued: A. Quantrill of Kesgrave and Felixstowe Motor Services with W. V. Edmonds of Shotley and Swiftsure Bus Company of Ipswich in 1929. A further two motorbus operators were taken over in 1930.
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Daimler Motor-Lastwagen from 1898 In 1895 Karl Benz designed and built the first truck in history using the internal combustion engine. Later that year some of Benz's trucks were modified to become the first bus by the Netphener, the first motorbus company in history. A year later, in 1896, another internal combustion engine truck was built by Gottlieb Daimler. Other companies, such as Peugeot, Renault and Büssing, also built their own versions. The first truck in the United States was built by Autocar in 1899 and was available with optional 5 or 8 horsepower motors.
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In 1990 twelve low-floor articulated tram trains entered service, and this made it possible to withdraw the old Zürich tramcars. Just three years later, and despite the withdrawal of these vehicles, the SVB bought other used trailers in Basel, and these were later onsold to Baselland Transport. Due to the bus replacement operations during the renovation of the additional buses from Baden-Wettingen and Lucerne also helped out. At the end of the 1990s, a network optimization study suggested that the existing motorbus and trolleybus to Bümpliz, Bethlehem, Ostermundigen and Wyler be converted to tram operation by 2020.
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The bridge stood next to an ancient hump backed bridge, which was only used by pedestrians. At the Cilfynydd terminus, a turning circle was provided, to prepare the trolleybuses for the return journey, but at Treforest they just reversed into a side street. Although consideration was given to extending the system in 1939/40, no action was taken, and by the 1950s the system was barely viable. The economics of running such a small system were considered in 1950, and again in 1954, when running a trolleybus cost around three pence per mile more than running a motorbus.
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A commuter train with the SL logotype at Stockholm Central station Stockholm Public Transport (), formerly Stockholm Transport and commonly referred to as SL, is the organisation running all of the land based public transport systems in Stockholm County. SL has its origins in AB Stockholms Spårvägar (SS), a city-owned public transit company which started in 1915 by the City of Stockholm with the aim to deprivatize the two separate private tramway networks into one more efficient company. SS would in the late 1920s also acquire private motorbus companies. The first part of the Stockholm Metro was opened in 1950.
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Prior to 1923, Wolverhampton had run a tramway system and a number of motorbuses. Included in the motorbus fleet were a small number of petrol-electric vehicles, manufactured by Tilling-Stevens of Maidstone. The General Manager of the municipal transport section was Charles Owen Silvers, and he was sufficiently impressed by the performance of the vehicles that he pressed for a system where the petrol engines were replaced by overhead wires. The short, single-track tramway route from Princes Square to Rookery Bridge in Wednesfield was in need of reconstruction, and in April 1923 the town council approved the conversion of the route to their first trolleybus line.
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Today's route 29 traces its history back to a daily route between Victoria and Wood Green via Whitehall, Charing Cross Road, Camden Town, Seven Sisters Road and Green Lanes, Harringay, which began operation on 20 November 1911. By 1949, the route had been extended northwards to serve South Mimms, travelling on from Wood Green via Palmers Green, Southgate, Cockfosters, Hadley Wood and Potters Bar.The Motorbus in Central London (Ian Allan, 1986; ) At peak hours on weekdays the route extended further to Borehamwood. This was changed in 1951 so the route terminated at the Elstree Way Hotel instead of Borehamwood. Additional journeys on Tuesdays, Thursdays and weekends were introduced in 1953, serving Clare Hall Hospital.
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Post World War II, and with the greater use of the motorbus and private cars, traffic on the line fell considerably. The stations all became unstaffed as a station from September 1949, and the line between Bromyard and Leominster closed to regular passenger services on 15 September 1952 but remained open from Bromyard to Worcester. On 26 April 1958 a special train organised by the Stephenson Locomotive Society ran from Worcester via Bromyard to Leominster, calling at Rowden Mill, Fencote and Steens Bridge. Headed by ex-GWR 4500 Class 2-6-2T No.4571, the 50 society members/passengers rode on the last train that would run on the complete track before it was removed.
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Hexthorpe is very close to Doncaster town centre. It is easily accessible, and the bus route 71 covers the route to Doncaster Frenchgate. The village used to contain a trolleybus route into town, but in 1963 this was taken out and replaced with a single decker motorbus service. There were three railway stations in the area of Hexthorpe: Hexthorpe railway platform, the scene of a major rail accident in 1887 and closed for a long time, in the west of the village, Cherrytree, the original terminus of the South Yorkshire Railway, open from 1849 to 1852, in the east, and St. James' Bridge, somewhat closer to Doncaster than Cherrytree, but only used for excursion trains and closed by 1946.
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Declining sales in the early 1980s saw the two leading Swiss truck makers, Saurer and FBW (Franz Brozincevic & Cie of Wetzikon, Switzerland), forming a joint organization called Nutzfahrzeuggesellschaft Arbon & Wetzikon, proceeding with motorbus and trolleybus production under the NAW brand, while the last Saurer- badged truck sold in the open market was delivered in 1983. Four years later, in 1987, a model 10DM supplied to the Swiss Army meant the very last Saurer truck produced in history. In 1982 Daimler-Benz had acquired a major shareholding in NAW and soon took full control; and in a short time dropped Saurer, Berna and FBW brands, while using NAW premises to assemble heavy haulage versions of Mercedes-Benz trucks. Eventually NAW went into liquidation in early 2003.
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In April, the Committee were informed that considerable expenditure was needed to keep these vehicles in service and that it was not possible to maintain them satisfactorily, whereupon it was decided to ask Seldon Brothers, Wentworth's, and W. Bamford if any of them would be willing to provide horsebuses for the service, pending construction of the tramway. Bamford agreed to the proposal that he should operate between the top of King Street and the Crown Inn on Carlton Road, via Coalpit Lane (later Cranbrook Street), on a 20-minute frequency at a fixed charge of 9d. per mile; receipts were collected by a Corporation conductor, but the driver was provided by Bamford's. The last day of motorbus operation was 15 June.
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Faced with the construction of new housing to the north of the town, and the need to provide a public transport service for the residents, the Walsall Corporation Act (1954) was obtained, to authorise extensions to the system. The first route to be constructed using its powers was from the town centre to Blakenall, to the east of the route to Bloxwich, which opened on 6 June 1955. It replaced a motorbus service, which was overstretched, as in peak periods there were two buses every five minutes, and the larger capacity of the trolleybuses relieved the situation. Another service to the west of the Bloxwich route opened on 12 September 1955, terminating at the Gypsy Lane Estate, which was later known as Beechdale.
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A New Routemaster double-decker bus, operating for Arriva London on London Buses route 73 A Toronto Transit Commission bus system trolleybus in Toronto A bus in Utrecht, Netherlands Vikinglinebuss Volvo 9500, Vilja, in Norra Esplanadgatan, Mariehamn, Åland A bus (contracted from omnibus, with variants multibus, motorbus, autobus, etc.) is a road vehicle designed to carry many passengers. Buses can have a capacity as high as 300 passengers. The most common type is the single-deck rigid bus, with larger loads carried by double-decker and articulated buses, and smaller loads carried by midibuses and minibuses while coaches are used for longer-distance services. Many types of buses, such as city transit buses and inter-city coaches, charge a fare.
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Conversion of several more streetcar and motorbus routes quickly followed, and by 1953, the trolley bus system had 16 routes. Three more trolley bus lines were created in 1955, when the last streetcar line, Hastings, closed and was replaced by the 14 Hastings trolley bus route and two branches, routes 16 Renfrew and 24 Nanaimo. This brought the network to what was, for several years, its maximum extent, with 19 routes. CCF-Brill T44 No. 2040 The service was provided by CCF-Brill trolley buses, with 82 of model T44 acquired in 1947 and 1948, and 245 of the larger model T48 (and variants T48A and T48SP) acquired between 1949 and 1954. With the delivery of the last new Brill trolley bus, in January 1954, Vancouver had the largest trolley bus fleet in Canada, 327 units.
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A promise had been made to Carlton Urban District Council that the Carlton tramway service would be the first to be converted to trolleybus operation. It was intended to connect this service with the Wollaton Park section by introducing trolleybuses in place of motorbuses via Ilkeston Road, continuing round Middleton Boulevard to Derby Road and returning via the Derby Road tram route to the city. In June, the tramway along Derby Road was cut back to the city side of the railway bridge while the bridge was rebuilt and widened, the motorbus service via Ilkeston Road to Wollaton Park being extended in August to Wollaton Park gates on Derby Road to cover the curtailment. The tram service was not reinstated for, on 29 November a circular trolleybus service was opened, the city terminus being at the Central Market.
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Rock Ferry railway station is on the Wirral Line of the Merseyrail commuter rail network. Regular underground services (6 trains per hour) operate northbound cross-river to Liverpool via Birkenhead and surface services southbound to Chester (every 15 minutes) and Ellesmere Port (every 30 minutes). Until 1985, when electrification was extended to Hooton, the station was a terminus for Wirral Line services. There are also several scheduled bus routes that run along New Chester Road into Birkenhead and central Liverpool The first municipal motorbus transport started at from Rock Ferry Pier on 12 July 1919, it had been planned to commence a bus service from here in 1914 when the Tramways Committee hired a London bus and spent a day touring the Wirral and in particular Moreton Shore, this however was not possible because of the out break of World War One.
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The invention of see-through graphics, most commonly applied as a self-adhesive perforated window film, allowed the creation of more elaborate designs that could be applied over windows (although for safety reasons not the front window), moving away from the traditional square box design approach to adverts. With the advent of partially transparent window coverage techniques, all over adverts have been applied as a full vehicle advertising wrap windows and all. The transition from screen printing to digital printing has seen an increase in the color range and complexity of advert designs. The latest bus advertising campaign by Adidas for the Brazil World Cup 2014 made use of full wrap and window coverage techniques. Transport for London launched the new formats as part of its ‘year of the bus’ celebrations, which commemorates the 60th anniversary of the Routemaster bus and the 100th anniversary of the first mass-produced motorbus.
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Walsall continued to run trams to Willenhall until 1928, when they were withdrawn and a joint motorbus service was introduced between the towns. However, they soon decided to extend the trolleybus wiring from Willenhall into the town centre, and on 22 July 1931 began operating their first trolleybuses, though only as far as Willenhall. To run the service they bought two three-axle double-deck vehicles from Associated Equipment Company (AEC) and two from Guy Motors. Wolverhampton had used singe-deck vehicles on the route, because there was a low bridge at Horseley Fields, but this was reconstructed to allow a through service to run from 16 November 1932. Conversion of the tram route to Walsall Wood, to the north east of the town, had been considered in 1927, but because the roads were affected by mining subsidence, the trams were replaced by motorbuses when they ceased in 1928.
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Walsall Corporation had run an electric tramway system since 1901, when it took over of electric tramway which had been constructed within its boundaries by the South Staffordshire Tramways Company. In 1911, when the first two trolleybus systems in Britain were opened, at Leeds and Bradford, they looked at the possibilities of using trolleybuses to feed traffic into the tramway network, and in 1914 obtained the powers necessary to do so, but no routes were constructed. The next significant move was enshrined in the Walsall Corporation Act (1925), which allowed them to run trolleybuses on any of the existing tramway routes, on some other roads within the borough, and to run services outside of their area to Willenhall, Shireoaks and Brownhills. Again, nothing was done immediately, but the tramway to Willenhall met the Wolverhampton tramway at that point until 1926, when Wolverhampton replaced their trams on the route with motorbuses. On 15 May 1927, they replaced the motorbus service with trolleybuses.
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In addition to the usual slipper brake, hand brake and rheostatic brake, they had a magnetic runback brake. All had with wooden block slipper brakes, as were several of the earlier cars, and a fitter had to be kept in the Market Place fitting new blocks every two or three journeys for they quickly wore out, particularly on the Mapperley service. The drivers liked these wooden brake blocks, saying that they gave a good purchase on the rail, but this class of car on the whole was greatly disliked and, shortly afterwards, the wooden blocks were replaced by cast-iron ones. The Hockley portion of the motorbus route had been causing some difficulty and in March the service was altered to operate between Milton Street - Parliament Street junction and Thorneywood Lane junction on Carlton Road, via Parliament Street and Bath Street. In April 1907, barely a month after it had started, the Station Street to Colwick Road service was discontinued, and the cars from the Sherwood to Station Street route continued via London Road to Trent Bridge.
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No more new trams were ordered. Pilcher organised the UK's first major conversion of an intensively used tram route to buses in the United Kingdom when on 6 April 1930 the service from Cheetham Hill to Stretford Road was abandoned to the motorbus. Manchester's bus fleet then numbered over 100, and with lower overheads and profits increasing after conversion, Pilcher was seen as the man who persuaded some cynics that trams were outdated for British cities and that buses were the future. Thirty years after their initial opening, the old tram routes were showing the need for capital expenditure on new infrastructure – Pilcher used this as one of the main reasons to push ahead with conversion to buses. Major investment was needed for bridge widening on the long route to Altrincham, therefore in June 1931 the trams were replaced by buses. It was followed a month later by the line to Sale Moor and in 1932 the long run up to Middleton got the chop. 12 November 1932 saw the Rochdale to Manchester trams being pulled out of service by Rochdale Corporation. In 1936 the council decided to replace the old trams on Ashton Old Road with new trolleybuses.
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