"I don't like omnibuses and I don't like CRs either," McConnell said.
|
|
Recently, Congress has more frequently turned to continuing resolutions or omnibuses to pass spending measures.
|
|
This is, by design, to allow politicians on Capitol Hill to move obnoxious omnibuses through Congress.
|
|
The 160-page omnibuses will be available in hardcover ($22.99, list price) and softcover ($14.99, list price).
|
|
The way continuing resolutions and omnibuses are handled is a symptom of how the appropriations process in Washington is broken.
|
|
When they stop passing omnibuses, and start reducing discretionary spending, that's when we'll know that we're back on track to balance the budget.
|
|
In London in 1900, an estimated 300,000 horses pulled cabs and omnibuses, as well as carts, drays and haywains, leaving a swamp of manure in their wake.
|
|
"If he wants a 5% budget increase annually, if he wants to escape (continuing resolutions) CRs and omnibuses, then he cannot do it by strictly being apolitical," said a Republican congressional aide.
|
|
Most of its resident headliners are somewhere loosely near mid-career, with at least a decade of work they can draw from for shows that are emotional-rollercoaster omnibuses of hits for those who adore them.
|
|
"Massive deals and cliffs and omnibuses that take place right before the holidays end up being very bad for conservatives, the country, the next generation and especially the forgotten man, the one without a lobbyist," Freedom Caucus Rep.
|
|
Over the last four decades, continuing resolutions and omnibuses have dominated the budget process leading White Houses to negotiate with congressional leadership So if the White House can wait and hash things out with leaders, it has no incentive to work with authorizing committees, which have the ability to hold the Executive Branch accountable.
|
|
Cumbernauld, Kilsyth, Kirkintilloch, Milngavie and Stepps) were ceded to a new company Kelvin Scottish Omnibuses Ltd., whilst those in Tayside Region (i.e. Crieff, Perth and Pitlochry) passed to another new company Strathtay Scottish Omnibuses Ltd.. The company's central works adjacent to Larbert depot also passed to another new SBG subsidiary, SBG Engineering Ltd. The remainder of Alexander (Midland) was renamed Midland Scottish Omnibuses Ltd.
|
|
A Scottish Omnibuses express coach preserved in the Scottish Vintage Bus Museum Scottish Omnibuses Ltd. (SOL) was a company set up by the British Transport Commission on 4 April 1949Milne, W.J. (2008), Highland, p. 11. Venture Publications Ltd., Glossop. .
|
|
By September 2009, the 22 bus routes were reallocated to other bus companies, most to Hedingham Omnibuses.
|
|
The system was bought by Scarborough Corporation and closed on 30 September 1931, to be replaced by omnibuses.
|
|
Eastern Scottish Omnibuses Ltd. was a bus and coach operator based in Edinburgh, Scotland and a subsidiary of the Scottish Bus Group (formerly SMT Group). Eastern Scottish was formed in June 1985 from the main part of Scottish Omnibuses Ltd., which had itself traded as 'Eastern Scottish' since the 1960s.
|
|
In 1996, the company, now trading as First SMT, was broken up and merged into neighbouring FirstGroup subsidiaries Midland Bluebird Ltd (formerly Midland Scottish) and Lowland Omnibuses (formerly Lowland Scottish) which later merged to form First Edinburgh, trading simply as First. Eastern Scottish Omnibuses Ltd ceased trading as an independent concern.
|
|
Due to heavy traffic of private omnibuses in Madurai, the Municipal corporation constructed the Integrated Mofussil Omnibus Terminus for private omnibuses in 2014. It was opened by then Chief Minister J. Jayalalithaa on 12 February 2014. The new omnibus terminus spread over 14.5 acres was constructed at a cost of .
|
|
The Scottish Bus Group (SBG) was a state-owned group of bus operators covering the whole of mainland Scotland. The origin of the grouping was the operators owned by and including the Scottish Motor Traction company, which were transferred to Scottish Omnibuses after nationalisation in 1948 under control of the British Transport Commission. Highland Omnibuses was added to the group in 1952. A new holding company, Scottish Omnibuses Group (Holdings) was formed in 1961, and this was renamed Scottish Bus GroupCompanies House extract company no SC13181 Scottish Bus Group Limited in 1963.
|
|
Before long, there were one hundred omnibuses in service, with eighteen different itineraries. A journey cost twenty-five centimes. The omnibuses circulated between seven in the morning and seven in the evening; each omnibus could carry between twelve and eighteen passengers. The busiest line was that along the Grand Boulevards; it ran from eight in the morning until midnight.
|
|
A final round of reorganisation in 1999 saw Lowland Omnibuses absorbed into Midland Bluebird Ltd and a new company, First Edinburgh Ltd.
|
|
A small open wagon with or without a top, but with an arrangement of the seats similar to horse-drawn omnibuses, was called a wagonette.
|
|
When John Davey edited the Tales of the Eternal Champion omnibuses for Orion (in the UK) and White Wolf (in the US) in the 1990s, every effort was made to ensure that the typographical art was perfect in the volume containing The Black Corridor (Sailing to Utopia). These omnibuses (particularly the White Wolf edition) are regarded by Moorcock as being the "most accurate typographically".
|
|
Four tankōbon volumes of Legend of the Golden Witch were released in Japan between June 2008 and December 2009 under Square Enix's Gangan Comics imprint. 53 volumes have been released over the entire series. Yen Press licensed the series and began releasing omnibuses of two or three volumes in December 2012, and continued releasing these omnibuses mostly every three or four months until June 2020.
|
|
A preserved Highland Scottish Albion Lowlander. Highland Scottish Omnibuses Ltd was formed as a bus operating subsidiary of the Scottish Transport Group in June 1985 from Highland Omnibuses Ltd, and operated until October 1995 when the company was split into two - Highland Bus & Coach and Highland Country Buses. The companies have since remerged and operate today as Highland Country Buses. It is now Stagecoach in the Highlands.
|
|
In 1912, the Lane Head route was extended to Harle Syke. In 1924 the company name changed from Burnley Corporation Tramways to Burnley Corporation Tramways & Omnibuses.
|
|
The Times, Thursday, Oct 26, 1922; pg. 10; Issue 43172 A pair of rail-mounted Shefflex omnibuses was delivered to the West Sussex Railway in 1928.
|
|
From the late 1970s, the trading name of the company became 'Central Scottish'. In preparation for deregulation of the bus industry in 1986, and the eventual break up and privatisation of the group, the Scottish Bus Group restructured its subsidiary companies in 1985. As part of this, Central SMT was renamed Central Scottish Omnibuses. The Dunbartonshire and north Glasgow operations became part of a new company, Kelvin Scottish Omnibuses.
|
|
Frank Searle CBE, DSO, MIME (1874 - 4 April 1948) was a British transport entrepreneur, a locomotive engineer who moved from steam to omnibuses, the motor industry and airlines.
|
|
The route was served by omnibuses and traction was provided by horses. The omnibuses, known as "Rippert coaches" ("Cars Rippert"), featured open platforms at each end. The route was extended to the "Fountain of Flora" ("Fontaine de Flore") in 1893. Surviving archives include complaints about the trams being overcrowded, suggesting that in commercial terms this mode of transport enjoyed some success.Jacques Chapuis, « Les tramways électriques de Besançon », Chemins de fer régionaux et urbains, vol.
|
|
Highland Scottish can be traced back to 1952 when Highland Omnibuses was created when Highland Transport, Macrae & Dick and Alexanders Town Services in Inverness were joined together. In the reorganisation of the Scottish Bus Group, in 1985, to prepare for deregulation and privatisation, the company was renamed Highland Scottish Omnibuses Ltd. Unlike many of the original SBG subsidiaries, Highland's operating area remained largely unchanged. No additional territory was gained, but Oban was transferred to Midland Scottish.
|
|
The manga is published in English by Yen Press in North America, who are releasing the series as two-in- one omnibuses. The first omnibus volume was released on December 15, 2015.
|
|
Within a year, the LGOC controlled 600 of London's 810 omnibuses. Under its chairman Sir John Pound, in 1902 it looked at an option to purchase a competitor, the Star Omnibus Company, but it was unable to complete negotiations. LGOC began using motor omnibuses in 1902, and the last LGOC horse-drawn bus ran on 25 October 1911. In 1908 the LGOC bought the Road Car Company, the Vanguard Company, and its other main rivals, thereby gaining a virtual monopoly in London.
|
|
Volvo Ailsa B55 VV773 (CSG 773S), seen here in preservation at the Scottish Vintage Bus Museum in 2013. This front-engined bus, delivered to Eastern in 1978, was part of a batch of 10 that was originally intended for Fife Scottish. In preparation for deregulation in 1986, and eventual privatisation, the Scottish Bus Group was reorganised in 1985. The Scottish Omnibuses operations from Berwick, Dunbar, Galashiels, Hawick, Jedburgh, Kelso, North Berwick and Peebles depots passed to a new company, Lowland Scottish Omnibuses Ltd.
|
|
The STC ordered new omnibuses and trolleybuses from the United Kingdom, which came into service in 1946 and 1947 respectively. The bus chassis were built in the United Kingdom, and the bodies were assembled in Singapore. By 1949, all but 10 of the STC's buses were modern vehicles ordered after the war; the total carrying capacity was higher than the pre-war level by 1950. In 1954, as part of an expansion programme, the STC acquired 24 new omnibuses and Singapore's first buses.
|
|
When the Baxter's business was acquired, adverse public reaction to the repainting of buses into Scottish Omnibuses livery led to a decision to retain the Baxter's identity and blue livery for buses based at Victoria depot and used on town services around Airdrie and Coatbridge. The Stark's livery, a lighter shade of green than that used by Scottish Omnibuses, was retained for buses at Dunbar and North Berwick. Both local identities disappeared in the late 1970s when the SBG's new corporate fleetname style was introduced ("Eastern SCOTTISH", with a saltire logo). SMT and Scottish Omnibuses had long been a major operator of long-distance coach services, usually in cooperation with English operators such as Grey-Green, Midland Red and Ribble, using the Eastern Scottish fleetname and green/cream livery.
|
|
Horse omnibuses and carts connected the station with Oxford itself. The line was extended to the company's own station at Oxford on 20 May 1851. It was a single track west of Claydon Junction.
|
|
Ex-Eastern Scottish Seddon Pennine 7 609 (SSX 609V), pictured at St Andrew's Bus Station, Edinburgh. This bus operated on the company's East Lothian routes. Lowland Scottish Omnibuses Limited was created in 1985 as part of the reorganisation of the state owned Scottish Bus Group (SBG) in preparation for deregulation of the bus industry in 1986, and eventual privatisation. It inherited the south-eastern depots and operations of Scottish Omnibuses Limited (Eastern Scottish), in the Scottish Borders, eastern East Lothian and Berwick-upon-Tweed.
|
|
After the return of Singapore to British rule, the STC found that of their 108 pre-war trolleybus fleet, only 20 trolleybuses were roadworthy. Trolleybus service was reinstated in September 1945, with the passenger capacity on each bus limited to 45. Due to the insufficient number of trolleybuses available, some of the routes previously served by trolleybuses were served by omnibuses until sufficient trolleybuses were delivered. In the years after the war, the transport system provided by the trolleybuses and omnibuses proved to be inadequate.
|
|
A procession of omnibuses and cabs transported them in triumph from the prison to the front door of the Bank of Montreal, on Place d'Armes, where they addressed their partisans and thanked them for their support.
|
|
This was due to increasing competition from motorbuses, particularly those of Highland Omnibuses Ltd. Following a local campaign, the station was reopened in 2002. A new platform, shelter and car park were built in a £250,000 project.
|
|
The Alexander fleetname was not used on vehicles thereafter, although the bluebird logo used on Alexander's coach fleet continued to be used by all three successor companies. As part of a rebranding exercise within the Scottish Transport Group in 1978, fleet names Fife Scottish, Midland Scottish and Northern Scottish were adopted. In preparation for deregulation of bus services, a further reorganisation of the Scottish Bus Group occurred in 1985 in which boundaries were realigned again and the three companies became five: Fife Scottish Omnibuses Ltd., Kelvin Scottish Omnibuses Ltd.
|
|
Though horse-drawn omnibuses were first introduced in Manchester as early as 1824 (arguably the world's first bus service it was run by John Greenwood and ran between Market Street and Piccadilly and Pendleton toll gate in Salford). In the subsequent years other companies joined the rush to provide services culminating by 1850 in 64 omnibuses serving the centre of Manchester from outlying areas. Passenger carrying trams had first began urban operation in Birkenhead in 1860. By 1865 Greenwood merged with the other operators to become the Manchester Carriage Company.
|
|
The vehicle on the show stand had an Alexander body and was an Albion demonstrator in SOL livery, whilst the bus in the demonstration park in Highland Omnibuses livery carried a body by SOL, this is now preserved.
|
|
The GEFA is financing objects especially from the areas transport (e.g. trucks, omnibuses, business jets, riverboats, agricultural machinery), industrial goods (e.g. construction machinery, printing machines, tool machines) and high tech (e.g. hard- and software, office equipment, biomedical engineering).
|
|
Central Scottish Omnibuses Ltd was a bus operating subsidiary of the Scottish Transport Group formed in June 1985 from Central SMT, and operated until July 1989 when it was merged with Kelvin Scottish to form Kelvin Central Buses.
|
|
The horse-drawn omnibuses which brought shoppers to the area were replaced by cable trams in 1885, which in turn were replaced by an electrified tram service in 1916. Shortly afterwards Cinema Richmond opened in 1919 adjacent to the Town Hall.
|
|
Bricks, stones, lime > and sand from the estate are sold at reduced prices to tenants. Stage > coaches and omnibuses ply regularly between Foxrock station and Kingstown. > Fare 3 pence and 4 pence. There is cheap and excellent shopping at Foxrock > market.
|
|
In 1961 the holding function of SOL was transferred to a new company Scottish Omnibuses Group (Holdings) Ltd, which, following the demise of the British Transport Commission, came under the control of the state-owned Transport Holding Company the following year. It was renamed as Scottish Bus Group Ltd. in 1963, and became part of the Scottish Transport Group in 1969 following the addition of ferry services. SOL itself remained as a bus and coach operator in south-east Scotland, trading as Eastern Scottish, until reorganisation of the group in 1985, when it was split into Eastern Scottish Omnibuses Ltd.
|
|
The webcomic, as well as the initial printed issues, have been collected into printed volumes, and in some cases those volumes have been collected into printed omnibuses. Unless stated in the notes below, the books reprint works first published as the webcomic.
|
|
Two former Hedingham Omnibuses (Bristol VRTs RUA 461W, HJB 455W) masqueraded as London Buses in the 2009 Doctor Who Easter special, Planet of the Dead. The original livery can be seen in the accompanying behind-the-scenes special Doctor Who Confidential: Desert Storm.
|
|
Fife Scottish Omnibuses Ltd, in Scotland, was formed as a bus operating subsidiary of the Scottish Transport Group formed in June 1985 from Walter Alexander & Sons (Fife) Ltd and is now part of the Stagecoach Group, under the control of Stagecoach East Scotland.
|
|
Horse-drawn omnibuses operated along Wilmslow Road from before 1850. In 1877 the Rusholme Board of Health gained Parliamentary approval to lay tramlines. The trams were horse drawn and operated by the Manchester Carriage Company. Rusholme was incorporated into the City of Manchester in 1885.
|
|
The next attempt at public transit arrived in the spring of 1830, when Gilbert Vanderwerken's Omnibuses, horse-drawn wagons, began running from Georgetown to the Navy Yard. The company maintained stables on M Street, NW. These lines were later extended down 11th Street SE to the waterfront and up 7th Street NW to L Street NW. Vanderwerken's success attracted competitors, who added new lines, but by 1854, all omnibuses had come under the control of two companies, "The Union Line" and "The Citizen's Line." In 1860, these two merged under the control of Vanderwerken and continued to operate until they were run out of business by the next new technology: streetcars.
|
|
Early days: London General omnibuses in 1927 The London Transport brand continued on buses until 1986 A post-privatisation London bus bearing private operator branding Buses have been used on the streets of London since 1829, when George Shillibeer started operating his horse-drawn omnibus service from Paddington to the City. In 1850 Thomas Tilling started horse bus services,Thomas Tilling by Peter Gould and in 1855 the London General Omnibus Company (LGOC) was founded to amalgamate and regulate the horse-drawn omnibus services then operating in London. LGOC began using motor omnibuses in 1902, and manufactured them itself from 1909. In 1904 Thomas Tilling started its first motor bus service.
|
|
A railway line passes from Masvingo to Gweru. The nearest airport is at Masvingo. A public bus, commuter omnibuses, bicycle, ox-powered carts, but for distances less than 15 km, most people walk. The National Railways of Zimbabwe (NZR) stopped passing through Chatsworth around the year 2018.
|
|
Pearson made a proposal for a railway connecting the London Termini and presented as evidence the first survey of traffic coming into London which demonstrated the high level of congestion caused by the huge number of carts, cabs and omnibuses filling the roads.Wolmar 2004, p. 22.
|
|
The Schleswig Coldblood was bred for use as a working horse. It was used on farms and for hauling timber from forests, to pull omnibuses and brewery wagons in cities, and for heavy work in the military. It is still used in agriculture and forestry, and for pulling wagons.
|
|
In 1861, Toronto Street Railway horsecars replaced horse-drawn omnibuses as a public transit mode in Toronto. Electric streetcars would later replace the horsecars between 1892 and 1894. The Toronto Street Railway created Toronto's unique broad gauge of . The streets were unpaved, and a step rail was employed.
|
|
A preserved Clydeside Scottish AEC Routemaster Clydeside Scottish Omnibuses Ltd was a bus operating subsidiary of the Scottish Transport Group formed in June 1985 from Western SMT Company Ltd. The company operated until May 1989, when it was remerged with Western Scottish, the successor company to Western SMT.
|
|
The book was originally published in 1978 as an independent novel. However it later appeared published with other novels omnibuses titled Midshipman Bolitho, which included Richard Bolitho, Midshipman, and that omnibus was republished in The Complete Midshipman Bolitho in 2006 with the addition of the 2006 tale Band of Brothers.
|
|
Stratford station's new northern entrance Stratford has significant and historical transport hub, and today is well served by bus routes, and a number of railway stations and cycle lanes, as well by omnibuses and coaches in the 19th century. Stratford overall is served by six stations, covering a large catchment area.
|
|
The Southampton Tramways Company, which was later subsumed into the Southampton Corporation transport department, purchased Highfield Stables in 1888. The company had been stabling their horses (for horse-drawn trams) there for some time previously. The stables could house 31 horses. Several additional buildings were erected to accommodate omnibuses and trams.
|
|
Alexander Dash bodied Dennis Dart in 1993 Western Scottish Omnibuses Ltd, in Scotland, was a bus operating subsidiary of the Scottish Transport Group formed in June 1985 from Western SMT Company Ltd and operated until 1997, when it became Western Buses Ltd. This successor company is now a part of Stagecoach West Scotland.
|
|
Guillermo París Sanz de Santamaría (June 24, 1820 - December 8, 1867) was a prominent Colombian businessman from Bogota. He was the son of Col. Mariano París Ricaurte and María Francisca Sanz de Santamaría Ricaurte. He founded the first serious enterprise of omnibuses in Bogotá which covered mainly the route between Bogotá and Facatativá.
|
|
A former Midland Scottish 1980 Leyland Leopard / Alexander Y-type, at the Scottish Vintage Bus Museum in 2013 Midland Scottish Omnibuses Ltd was a bus operating subsidiary of the Scottish Transport Group formed in June 1985 from part of W. Alexander & Sons (Midland) Ltd, and operated until 1991 when it was renamed Midland Bluebird Ltd.
|
|
In 2009, after a hiatus brought about by Solaris' purchase by Rebellion Books, Kearney was contracted for two additional books set in the world of The Ten Thousand and the Monarchies omnibuses was scheduled for late 2010 publication. In 2009 Kearney was longlisted for the inaugural David Gemmell Legend Award for Best Fantasy Novel.
|
|
LGOC began producing motor omnibuses for its own use in 1909 at works established in premises inherited from Vanguard at Blackhorse Lane, Walthamstow, London. The first model built was the LGOC X-type, which was designed by Frank Searle, LGOC's chief engineer. The X-type was followed by the LGOC B-type, from the same designer.Thackray, Brian (2004).
|
|
Initially, the stagecoach was the primary method of transportation. Omnibuses of the Eclipse and the Morris & Newark Lines serviced Orange. The Morris and Essex Railroad arrived in Orange in November 1836, its first cars drawn by horses. On October 2, 1837, the first steam locomotive appeared, and the horses were, with minor exception, relegated to pasture.
|
|
When the procession reached Marble Arch they were confronted by a line of policemen and the park's gates were chained. 1600 constables, on foot and mounted, guarded Marble Arch alone. Barricades of omnibuses were on every side; the carriages of the wealthy blocked the way. A massive crowd assembled at the Arch and Beales attempted to enter the park.
|
|
Some locals were concerned that the pier's opening on Sundays for swimming would distract people from going to church; the availability of beer was also noted. By 1869, as well as the train service, there were regular omnibuses from the Mound to the Chain Pier and also to the Trinity Baths, a nearby sea bath which had opened prior to 1829.
|
|
At the same time, Blackpool was developing as a resort and for a few years, visitors travelled by rail to Poulton and then on to Blackpool by horse-drawn charabancs or omnibuses. A line between Poulton and Blackpool was completed in 1846. As Fleetwood and Blackpool's own commercial capabilities developed, and Kirkham's prominence in the linen industry continued to grow, Poulton's importance declined.
|
|
In fact this was the first real tram line onthis routewhich, since omnibuses are road transport, rather than rail transport. Therefore, there was no infrastructure before electrifying this line. On May 6, 1902 following the former omnibus route, tracks were laid, from Draakplaats to Nieuwstraat. After that the tracks started to be installed along with the electrification of the horse-drawn line on the boulevard ring (Leien).
|
|
Little's Hotel had a livery service and boasted of an omnibus system drawn by four high-stepping horses. The omnibuses would take travelers between the hotels and the trains arriving and departing from the nearby Union Depot. Close proximity to the Little's Hotel proved beneficial to Vonnegut. By the mid-1800s, Indianapolis' strategic location was seen by many as being the Crossroads of America.
|
|
The last former Luton Lowlanders ran for United Counties by January 1974. In the secondhand market the mechanically fit examples were widely dispersed, including one passing to Highland Omnibuses. Two were in the fleet of Godfrey Abbott Group Coaches of Sale, Greater Manchester when it was purchased by Greater Manchester Passenger Transport Executive, these were the only Lowlanders ever to be owned by a PTE.
|
|
Pound became a director of the London General Omnibus Company, and was its chairman for over 30 years. He oversaw the switch of London's mass public transport from horse-drawn trams to self-propelled omnibuses. On 29 September 1904, it was announced that he would replace Sir James Ritchie as Lord Mayor of London. On 3 August 1905, he was created 1st Baronet Pound, of Stanmore, Middlesex.
|
|
Kim Jong-kwan (born 1975) is a South Korean film director and screenwriter. Kim is an acclaimed and prolific short filmmaker known for his inventive short form narratives. He has helmed the omnibuses Lovers (2008) and Come, Closer (2010). His first feature Worst Woman (2016) which debuted at the 17th Jeonju International Film Festival, won the FIRESCI Award at the 38th Moscow International Film Festival in 2016.
|
|
His technology was licensed in the United States, France, and Japan. In the 1920s, Short Brothers manufactured thousands of lightweight bodies for omnibuses, until Oswald's monocoque and stressed skin methods became more widely acceptable to aircraft customers.Barnes 1967, pp. 9-19 In April 1932, Oswald became the sole survivor of the three founders of Short Brothers, after Eustace Short died of heart failure while landing the Short Mussel seaplane.
|
|
In May 1831, Stephenson started his own business, the John Stephenson Company, on 667 Broadway where he built omnibus cars for Brower until a fire destroyed his shop in March 1832. He immediately moved to a new site on Elizabeth Street near Bleecker where he continued to build omnibuses which proved to be a huge success on the streets of New York.Biographical Dictionary of American Business. From Google Books.
|
|
The final significant takeover was that of Stark's Motor Service of Dunbar in 1964. Stark's had operated some of its services jointly with Scottish Omnibuses for some years, and a proportion of its fleet was already painted in SMT livery. Leyland Fleetline DD65 (OSG 65V), pictured when new at the foot of North Bridge, Edinburgh, in September 1979. It features the recently introduced 'saltire' logo on its near-side cream band.
|
|
The red and grey livery used by Highland Omnibuses was retained for the fleet. Initially, upon deregulation, Highland continued to enjoy the monopoly position across much of its operating area. Competition started around Fort William with the arrival of a new company, Gaelic Bus, owned by Alexander MacConnacher, Brecklet, Ballachulish. However, it was the competition in the biggest town in the Highland Scottish network that was to prove controversial.
|
|
"Country" bus, Belfast In the 19th Century due to suburbanization omnibuses became in to use and in 1869 were recorded running hourly on the Malone Road, Lisburn Road, Antrim Road, County Down Road to Sydenham hourly.Connolly, S.J. (ed) Belfast 400 People, Place and History.Liverpool University Press. Belfast is a now a relatively car- dependent city, by European standards, with an extensive road network including the ten lane M2 motorway.
|
|
The first means of public transport, the omnibus, had been introduced in Paris in January 1828, and it enjoyed great success. It used large horse-drawn coaches, was entered from the rear, and could carry between twelve and eighteen passengers. The fare was 25 centimes. The omnibuses operated between seven in the morning and seven in the evening in most location, but operated until midnight on the Grands Boulevards.
|
|
Aberdeen Ferryhill railway station was the temporary terminus of the Aberdeen Railway and the first railway station to serve the city of Aberdeen. Regular passenger service began on 1 April 1850. As the station is located some distance south of the city centre, omnibuses and luggage vans were employed to complete the journey into the city. In 1853, the Deeside Railway was opened, which also used Ferryhill as a terminus.
|
|
Earliest form of public transit serving the Baden area was a line of horse-drawn omnibuses, which ran down Broadway to East Grand Avenue. Fred Kraft and Jacob Bittner started it during the first St. Louis Fair in 1856. A similar line ran on Broadway from Third and Market Street to Breman, beginning in 1845, operated by Erastus Wells and Calvin Case. This line was later extended to Bissell's Point.
|
|
Les Fiançailles de M. Hire has been translated into English twice: once by Daphne Woodward as Mr. Hire's Engagement for Hamish Hamilton in 1956, and a second time by Anna Moschovakis as The Engagement for New York Review Books in 2007. The former version also appeared as The Sacrifice, comprising Mr. Hire's Engagement and Young Cardinaud as well as in one of the Simenon Omnibuses; the latter edition contains an afterword by John N. Gray.
|
|
Hedingham Omnibuses' livery was cream with red relief, until the 1970s being blue and cream. The livery varied between single deckers/ coaches and double deck buses, with red being the main colours on double deckers with cream relief. The GoAhead Group have, more recently, introduced a livery consisting of a red base, with a maroon front section - identical to that now used by Chambers. Many buses are transferred from other Go-Ahead subsidiaries.
|
|
Pegaso (, "Pegasus") was a Spanish manufacturer of trucks, omnibuses, tractors, armored vehicles, and, for a while, sports cars. The parent company, Enasa, was created in 1946 and based in the old Hispano-Suiza factory, under the direction of the renowned automotive engineer Wifredo Ricart. In 1990, Iveco took over Enasa, and the Pegaso name disappeared in 1994. Enasa,a state- owned company, had its main business interest in the truck and bus market.
|
|
The city is crossed in the middle by the Carretera Central (CC), the Cuban principal highway spanning the length of the island. It is also served by the Sancti Spíritus Airport and by the A1 motorway, at the exit "Sancti Spíritus- Yaguajay", located near Guayos. It counts a railway station on Cabaiguán- Sancti Spíritus-Tunas de Zaza line, with express trains from/to Havana, a terminal for interprovincial omnibuses and an urban bus service.
|
|
The Scottish Motor Traction Company Ltd. (trading as "SMT") was formed in 1905, and expanded quickly through a series of takeovers to become the principal bus operator in south east Scotland. By the 1930s SMT was also the parent company of the SMT Group, whose other subsidiaries operated buses elsewhere in Scotland. In 1949 the SMT Group's bus operations were nationalised by transfer to a new British Transport Commission subsidiary, Scottish Omnibuses Ltd.
|
|
Lowland Scottish Omnibuses Ltd was a bus operator in south eastern Scotland and parts of northern England. The company was formed in 1985 and operated under the identities Lowland Scottish, Lowland and First Lowland / First SMT, until 1999 when the company's operations were combined with the operations of Midland Bluebird in a new company, First Edinburgh Ltd. As of 26 March 2017 these operations were transferred to West Coast Motors (trading as Borders Buses).
|
|
Stagecoach Bluebird (also known by its legal operating name Bluebird Buses Ltd, and formerly Northern Scottish Omnibuses Ltd) is a Scottish bus operating company which covers the areas of Aberdeen, Aberdeenshire and Moray. It is a subsidiary of the Stagecoach Group, after their purchase of the company from the Scottish Bus Group in 1991. The company holds a Royal Warrant from HM Queen Elizabeth II for bus and coach services, granted in 1996.
|
|
The omnibus continued to run, with larger cars that could carry forty passengers in 1880, and then, in 1888–89, a lighter vehicle that could carry thirty passengers, called an omnibus à impériale. The horse-drawn tramway gradually replaced the horse-drawn omnibus. In 1906, the first motorized omnibuses began to run on Paris streets. The last horse-drawn omnibus run took place on January 11, 1913 between Saint-Sulpice and La Villette.
|
|
It uses sophisticated signaling systems, and high platform loading. Originally, the term rapid transit was used in the 1800s to describe new forms of quick urban public transportation that had a right-of-way separated from street traffic. This set rapid transit apart from horsecars, trams, streetcars, omnibuses, and other forms of public transport. A variant of the term, mass rapid transit (MRT), is also used for metro systems in Singapore, Taiwan, and Southeast Asia.
|
|
The first Republics to see service with the Board were three model 81s, built on chassis ordered in December 1925 from local supplier, Inglis Brothers. Two of these chassis were delivered later that month. Bodies for these vehicles were constructed in the Board's own workshops with capacity for 23 seats. Initial problems with regulations governing the use of omnibuses saw the maximum loading decreased to 21 seats, but after some modifications the 23-seat capacity was restored.
|
|
After the Williams Omnibus Bus Line had become heavily loaded in 1861, the city of Toronto issued a transit franchise (Resolution 14, By-law 353) for a horse-drawn street railway. The winner was Alexander Easton's Toronto Street Railway which opened the first street railway line in Canada on September 11, 1861, operating from Yorkville Town Hall to the St. Lawrence Market. The second line was on Queen Street. On other routes, the TSR continued to operate omnibuses.
|
|
Unofficial transit map of Kyiv featuring urban rail, metro, tram, bus and trolleybus routes Kyivsmartcard Public transportation includes the Kyiv Metro (underground), buses, trolleybuses, trams and a funicular. All the transport operated by Kyivpastrans, besides metro. The city's first references to public transportation date back to the 1880s, when the city introduced omnibuses and was looking for investment in horse-drawn trams. The most popular means of public transport are the metro and marshrutkas (mini- or midibuses).
|
|
Sir Henry Maybury, Director General of Roads at the Ministry of Transport was called to give evidence on public transport in London. He explained that since the end of the World War I, there had been a problem of traffic congestion in the capital. This had improved somewhat in the last two years, as additional omnibuses, trams and trains had come into service. He recommended the establishment of a London Traffic Committee of not more than 15 members.
|
|
Kelvin Scottish Omnibuses Ltd was a bus operating subsidiary of the Scottish Transport Group based in Bishopbriggs, Strathclyde, Scotland. It was formed in March 1985 from parts of Walter Alexander & Sons (Midland) Ltd and Central SMT, initially with six depots and a varied fleet of 381 vehicles. The company expanded its operations in Glasgow prior to bus deregulation in 1986. New services were introduced in competition with Strathclyde Buses, many using AEC Routemaster double-deckers operated by conductors.
|
|
In 1970 the Oban depot and services had been transferred to Highland Omnibuses Ltd., but the operating area was still large and varied. In preparation for deregulation of the bus industry and eventual privatisation the Scottish Bus Group reorganised its subsidiaries in 1985 to create smaller operating units which more closely corresponded with local government boundaries and which reduced the number of jointly-operated services. To this end, the Alexander (Midland) depots at within Strathclyde Region (i.e.
|
|
In London, special editions of the evening newspapers were issued, with crowds queuing in Fleet Street to buy them, and omnibuses stopped to allow commuters to read the billboards. The adoration the public showed for him was close to that shown for Diana, Princess of Wales over a century later. He was survived by his second child, Nellie, who was brought up by her grandparents in the Newmarket area. She married shipping magnate, Max Tosetti in 1911.
|
|
In 1852, side-bearing rail streetcar tracks were developed in New York City. Beginning in 1858, New York City businessmen began trying to bring streetcar service in Washington, D.C., where transit consisted of horse-drawn wagons (omnibuses) on several lines. On May 17, 1862, the first Washington street car company was incorporated. The Washington and Georgetown Railroad Company was authorized to build three street horsecar lines using the standard track gauge of the Baltimore and Ohio Railroad.
|
|
However, the development of electric transport in the country needed support from the state. On January 19, 1901 Romanov was asked by St. Petersburg City Duma to open 10 routes. This required 80 omnibuses, which need totalling funds of more than 500,000 rubles. To find such huge amounts of money, it was decided to establish a joint stock company, which failed, because its direct competitors (different omnibus and tram companies) were clearly unhappy with the new form of transport.
|
|
The Singapore Traction Company (STC) was a tram, trolleybus and motor bus operator in Singapore from 1925 to 1971. Established as a result of the Traction Ordinance in 1925, it was initially owned by the Shanghai Electric Company. The company took over Singapore's tram network, converting it to a trolleybus network by 1927. It acquired its first omnibuses in 1929, took over "mosquito bus" (seven-passenger buses) service in 1933, and became independent of the electric company in 1935.
|
|
William Birch started running horse-drawn cabs in London in 1837. After his death in 1846 his widow, Elizabeth, took over the business and in 1847 extended it to include the running of omnibuses, operating a service between Pimlico and Mansion House. The company was divided between her two sons on her death in 1874. Four years later the two sons parted company and ran separate businesses, John Manley operating buses and mail vans (having obtained a substantial contract with the Post Office), and William Samuel operating buses and cabs. In 1885 William Samuel's son, William Henry, joined his father, but thirteen years later started his own omnibus business. In 1887, John Manley inaugurated the London–Brighton horse drawn night parcel mail and in 1891 the London–Oxford mail which was operated until 1908. In 1889 the two brothers again joined forces and formed the private company of Birch Bros., Limited. By 1907 the company was operating 16 motor omnibuses, but a series of problems led to the company's withdrawal from the venture.
|
|
The Private Omnibuses stop either at the Sub Collectorate office near Mettukadai, or opposite to Police station in front of L.V. Press. There are daily private omni buses to Chennai, Bangalore, Coimbatore, and Hyderabad. Thuckalay is famous for Noorul Islam Centre for Higher Education, Padmanabhapuram Palace, and Peer Mohamed Oliyullah Dargha. Thuckalay is a hub for travelers around the region as it is in the National Highway and connects all over the district, Tamil Nadu state, Kerala state, and other southern states.
|
|
Publication of the volume followed in June 2014, with the remaining volumes appearing at intervals through the remainder of the year. Volume 52 was published in November 2014. On April 3, 2007, Bladud Books, a division of Mushroom Publishing, began re- releasing the series in print, in both paperback and hardcover, with the intention of publishing omnibus volumes of each cycle of books in the series. The series of omnibuses was completed with the publication of The Spectre Cycle on September 11, 2015.
|
|
Some wheeled vehicles, like the museum's hearse, could be converted from wheels to runners as the seasons changed. The museum's sleighs range from small and simple homemade wooden cutters to elaborate, multi-passenger surreys, caleches, and victorias. The collection also includes a stage sleigh, a school bus sleigh, a butcher's delivery sleigh and a police ambulance and paddy wagon sleigh. Multi-passenger stagecoaches and omnibuses provided public transportation for travelers within and between cities, from train stations to hotels, and on sightseeing trips.
|
|
This most interesting Exhibition, which has been justly called "the greatest novelty in Europe," has been visited by her Majesty the Queen, all the Royal Family, and an immense number of persons, including nearly all the nobility and foreigners of distinction in London. Junk Tickets, including fare and admission, are issued by the Blackwall and Eastern Counties Railways. Omnibuses direct, and conveyance also by Steam-boat from all the Piers between Westminster and Woolwich; fare 4d. Catalogues obtainable only on board, price 6d.
|
|
Historical tram Historical trolleybus At the end of the 19th century, Bratislava (then Pressburg) was still suffering after losing the status as the capital of the Kingdom of Hungary. Now being a provincial city of political and economical mid- importance, its development lagged behind its European neighbours. The main means of transport at this time was horse-driven and later steam-powered railways. In 1868, omnibuses appeared in the city, but they could not meet the demands for transport at their chosen routes.
|
|
The 'Z' in the fleetnumber indicated that the bus was a dual-purpose vehicle. With nationalisation some rationalisation of SMT Group operations took place. The SMT Company's isolated operations in the Dundee area did not pass to Scottish Omnibuses, but instead passed to sister company W. Alexander & Sons Ltd. In the Edinburgh area this history resulted in SMT/Eastern Scottish retaining the right to carry passengers within the city boundary (contrast Glasgow where only pickup outward and set- down inward were permitted).
|
|
Beyond Royston the line, still under construction, was also beset by gradients, one as steep as 1 in 100. The line served a purely agricultural district, but a connecting bus service ran between Royston and Cambridge.Wrottesley, volume I, pages 55, 56 and 61 The extension of 5 miles 4 chains to Shepreth was brought into use on 1 August 1851. A service of five daily omnibuses between Shepreth and Cambridge was laid on, taking 40 minutes for the 9 miles.
|
|
The First Ordinary Congress of the Communist Workers Party of Germany was held in the nearby Zum Prälaten restaurant, 1-4 August 1920. Alexanderplatz's position as a main transport and traffic hub continued to fuel its development. In addition to the three U-Bahn underground lines, long- distance trains and S-Bahn trains ran along the Platz's viaduct arches. Omnibuses, horse-drawn from 1877 and, after 1898, also electric-powered trams,Hans-Joachim Pohl: Chronik des Straßenbahnverkehrs auf dem Alexanderplatz.
|
|
A huge selling point were the striking photo-realistic covers of a vibrant, widow-peaked, shredded-shirted Doc painted by James Bama and later Bob Larkin, Boris Vallejo, and others. Bantam reprinted all the stories, concluding in 1990, but not in the original publication order, and a few stories were retitled. They started as single volumes with numbers. As the stories got shorter, Bantam combined double novels with numbers, and finally Doc Savage Omnibuses with four or five stories without numbers.
|
|
The classic VHS titles of the series, released through BBC Video, were nine volumes in all, each amalgamating several episodes to form feature-length omnibuses. Because of time limitations on each cassette, some original episode sequences were cut out. Such scenes removed from the series one VHS titles, for example, included Fox's confrontation with the farmer's dog, and his conversation and 'employment' with the town cat, where he kills several mice. The swimming pool scene from the journey is also excluded.
|
|
Nationalisation of the railway companies in 1948 made the British Transport Commission majority owner of the SMT group, and complete nationalisation took place in 1949. Some minor restructuring of the companies then took place, with the SMT parent company's detached operations in the Dundee area being transferred to Alexander later that year. In 1952 Highland Omnibuses Ltd. was formed by the merger of the group's Inverness-based subsidiaries Highland Transport and MacRae & Dick, and Alexander's Inverness operations were also transferred to the new company.
|
|
George Handyside was born into a poor working family in 1821 at Newton on the Moor near Felton, Northumberland. At age 26, he moved to Berwick with 17 shillings and within a few years he owned a shoe factory employing over 100 people.Thefreelibrary.com During the 1850s, Handyside opened his first store and within 10 years he had 50 stores from Newcastle to Aberdeen. During his lifetime, Handyside became a business magnate within the north east with ventures including running farms, operating omnibuses and property developing.
|
|
The new company developed a fleet of omnibuses to serve the rest of the city and country areas. In 1912 it bought the Clifton Rocks Railway. In 1929 the White family sold its controlling interest in the company to the Great Western Railway, but by 1932 control had passed to the Thomas Tilling Group. William Verdon Smith (nephew of Sir George White) remained as chairman but was replaced in 1935 by J.F. Heaton of Thomas Tilling, so he could concentrate on the Bristol Aeroplane Company.
|
|
In 1833, Caleb Parker, Jr. purchased the farm of Moses White, and laid out the streets of the district and the surrounding area. Land that he sold to builders came with deed restrictions limiting it to residential construction. Public transit from the area to Boston was at first limited to horse-drawn omnibuses, but the train was built through Roxbury in 1835, reducing commute times. Prior to the American Civil War, most of the construction in the district was wood-frame, albeit with increasing density.
|
|
Engine house and cable winding machinery, Melbourne Tramway & Omnibus Company, 1898 The MTOC was started by Francis Boardman Clapp, who had come to Australia from the United States in 1853 to search for gold. In 1869 he set up the Melbourne Omnibus Company which ran horse-drawn trams in the inner suburbs of Melbourne. The company carried five million passengers. Clapp reorganised the horse tram company into the Melbourne Tramway and Omnibus Company. By 1882 the company had over 1,600 horses and 178 omnibuses.
|
|
After the end of World War I there began a process of considerable social change. Motor omnibuses and lorries began to compete with rural railways, and as roads improved they offered ever better services compared to the railways. At the same time, traditional industries transformed, and international competition reduced the demand for iron ore from the more expensive mining locations served by the line. Most of the railways of Great Britain were restructured in 1923 following the Railways Act 1921, and were nationalised in 1948.
|
|
The diesel railcars were an attempt to carry light passenger traffic at lower cost, but since 1918 competition from road transport had severely reduced the line's income; motor lorries abstracted goods traffic and omnibuses reduced passenger carryings. The process continued relentlessly, affecting passenger and goods business. After nationalisation of the railways in 1948, the line was said to be losing £20,000 on its passenger operation, and the decision was taken to stop running passenger trains. The last such train ran on 4 January 1959.
|
|
However, in October 1995, the company was split in two, with Rapson's retaining the eastern services under Highland Bus & Coach Ltd, with the remainder passed to a new company, Highland Country Buses Ltd. Highland Scottish Omnibuses at that time ceased to exist as a whole concern. Highland Scottish remains as the trading name of Inverness bus station. On 16 May 2008, it was finally announced that the long anticipated purchase of Highland Country Buses (and Orkney Coaches Ltd) by Stagecoach Group had been finalised.
|
|
There have been two separate generations of trams in Rouen. The first generation tramway was a tram network built in Rouen, Normandy, northern France, that started service in 1877, and finally closed in 1953. There were no trams at all in Rouen between 1953 and 1994, when the modern Rouen tramway opened. Horse-drawn carriages and omnibuses had started at the end of the 18th century and progressively improved, but were no longer enough to provide urban services in an age of industrial and demographic growth.
|
|
In this guise, the Georgian Military Road technically continues along the right bank of the Kura (Mtkvari) River before reaching nearby Tbilisi.The Times Atlas of the World, 13th ed. (2011) The 1914 edition of Baedeker's Russia describes the Georgian Military Road as 'one of the most beautiful mountain roads in the world', and mentions the fact that, as early as its date of publication, 'motor omnibuses of the Société française des transports automobiles du Caucase ply regularly from April 15 to Oct. 15th, [accomplishing] the journey in 10 hrs.
|
|
The Cochran/Gemstone EC Annuals are sixty-three omnibuses of the RCP/Gemstone EC reprints (see above), usually with four to five, occasionally three or six, issues, complete with individual covers, bound in each Annual with a new cover wrap around the whole. Titles in the series were Tales from the Crypt, The Vault of Horror, The Haunt of Fear, Shock SuspenStories, Crime SuspenStories, Crime Patrol, War Against Crime, Weird Science, Weird Fantasy, Weird Science-Fantasy, Two-Fisted Tales, Frontline Combat, Panic, Piracy, Impact, Valor, Aces High, Extra!, Psychoanalysis and MD.
|
|
From 31 December 1916 the through carriages from Swansea to Birmingham were withdrawn. The transit was very slow and patronage had never been enough to justify the service. After 1918 the effect of passenger road omnibuses was felt by the line; at this period they were slower than the trains, but they ran direct to the centre of Swansea, and often more conveniently through the centre of towns and villages on the route. St Thomas station had been complained of in the past for its lack of proximity to the centre of Swansea.
|
|
Due to its success on Bebo, FIVER picked up the series and started airing episodes every day at 5:25 ever since 17 April 2008. An omnibus would air every 2 weeks on a Sunday. Due to slow ratings the singular episodes moved to 4:00 on a weekday basis, the omnibuses were then dropped. FIVER officially cancelled Sofia's Diary on 12 June 2009, saying they had no broadcast right to new episodes and their contract had expired, they also said they had no intention to renew it.
|
|
Wide median of Commonwealth Avenue in Auburndale, once used by M&B; trolleys, near Norumbega Park The Commonwealth Avenue Street Railway was opened on March 26, 1896. The line ran down the median the entire length of Commonwealth Avenue in Newton from Auburndale to , where it connected with the Commonwealth Avenue line of the Boston Elevated Railway. The latter line did not opened until August 15, 1896; omnibuses were temporarily run between Reservoir and Lake Street. The company opened Norumbega Park on June 17, 1897 as an amusement park to increase traffic on the line.
|
|
The top floor of the basement will be allotted for parking of four wheelers with a maximum capacity of 400 vehicles, while the floor underneath will house a two-wheeler parking facility that would accommodate 1,000 two-wheelers. The first floor will serve as idle parking for STC buses. The omnibus terminus near the vegetable market will be shifted to the ground floor of the new parking lot. In 2013, a multi- level parking terminal for buses and private omnibuses was proposed in an 8.75-acre plot adjoining the omnibus terminal.
|
|
The London General Omnibus Company was featured in the opening ceremony of the 2012 Summer Olympics in London. Isambard Kingdom Brunel, played by actor Kenneth Branagh, was depicted arriving in a green horse-drawn London General Omnibus Company Limited bus at the start of the ceremony. In the video game Assassin's Creed Syndicate published by Ubisoft in 2015, assassins come to the aid of Edward Hodson Bayley and company, who was said to be responsible for the founding of the united London General Omnibus Company in the storyline campaign, supplying omnibuses for the city.
|
|
It was designed to carry more passengers and to replace the horse-drawn double-decker omnibus. Like trams and omnibuses, double-decker motor buses included two classes of travel: first class inside the car and second class outdoors on top. But this type of vehicle was withdrawn in 1911 because one of them overturned at place de l'Étoile; following this incident the P2s lost their upper deck and were renamed as P3s. It was not until 1966 that the RATP retried double-deckers on two lines in Paris.
|
|
This chassis and design came to be regarded as both pioneering and improving the industry standard.The First Well Designed Trolleybus Commercial Motor 11 October 1921 The chassis was manufactured by Straker-Squire, the electrical equipment by British Thomson-Houston of Bath, with Clough arranging the production of the bodies. The completed product was sold to system operators as part of a package deal which included the design, supply and installation of the overhead electrical equipment. Between October 1921 and September 1926, Clough Smith sold 63 solid-tyred trolley omnibuses.
|
|
Liverpool Road railway station, Manchester The railway only carried first and second class passengers, and each class had its own booking hall and waiting room. As the station was some distance from the centre of Manchester, most passengers purchased a handwritten ticket from an agent at an inn or hotel. Several routes of horse omnibuses then conveyed them to the station. A clerk in the booking hall exchanged the ticket for a counterfoil, similar to a modern airline boarding pass, and made up a waybill from the ticket information for the train guard.
|
|
Barnett entered discussions with an Italian publisher about reprinting the books unedited in Italian, this finally occurring with some editing of the original text. In July 2009, he announced on his blog that Dark Quest Books would republish an upgraded version of the series in English beginning in 2010. As of April 2015, two omnibuses, containing the first six novels of the series, have been published, with a third one being listed on the publisher's website. There has long been uncertainty amongst fans as to which version of the series is canon.
|
|
During the early 19th century, as London expanded, the Manor of Stoke Newington was "enfranchised" to be sold in parcels as freehold land for building purposes. Gradually the village became absorbed into the seamless expansion of London. It was no longer a separate village by the mid-to-late 19th century. Being on the outskirts at this time, many expensive and large houses were built to house London's expanding population of nouveau riche whose journey to the commercial heart of the capital was made possible by the birth of the railways and the first omnibuses.
|
|
The new company introduced a new livery similar to the green and cream Eastern Scottish colours, but using a brighter green and a more striking yellow. Upon formation, Lowland initially faced no significant competition, thanks largely to its sparsely populated operating area. Town services within Berwick-upon-Tweed continued to be shared with recently privatised Northumbria Motor Services, with Lowland and Northumbria having adjacent depot buildings fronting a shared bus station. This working relationship had been built up between the companies' predecessors, Scottish Omnibuses (SMT/Eastern Scottish) and United Automobile Services.
|
|
Ex-Southern Vectis Bristol VRT 856 (NDL 656R) was purchased by Lowland in 1991. It is now preserved in the original post-privatisation "Lowland Omnibuses" livery at the Scottish Vintage Bus Museum. On deregulation, the relationship between Lowland and Northumbria in Berwick- upon-Tweed broke down, and fierce competition ensued between the two operators for several years. The 'bus war' eventually ended in the mid-1990s with Lowland pulling out of Berwick as part of an agreement between First and Cowie Group, by that time owners of Lowland and Northumbria respectively.
|
|
The company was formed as Northern Scottish Omnibuses Ltd in June 1985 from the northern operations of W. Alexander & Sons (Northern) Ltd. The southern operations in Arbroath, Montrose, Forfar and Dundee were ceded to a new company, Strathtay Scottish, now Stagecoach Strathtay. From its creation the company retained the traditional yellow and cream livery from its predecessor. On the approach to deregulation of the British bus industry in 1986, Northern had a working relationship with Aberdeen city operator Grampian Regional Transport, and operated some services together under the Grampian Scottish name.
|
|
Stagecoach Strathtay is a Scottish bus operating company which covers the Dundee and Angus areas, and parts of Grampian. It is a subsidiary of the Stagecoach Group, which bought Strathtay Scottish Omnibuses Ltd from Traction Group in 2005. Strathtay Scottish was formed in 1985 as a subsidiary of the Scottish Transport Group, from parts of Walter Alexander & Sons (Midland) Ltd and Walter Alexander & Sons (Northern) Ltd. Stagecoach have retained the right to the operating name Strathtay Scottish; this is reflected in the legal lettering on the company's vehicles.
|
|
Judith is betrothed, and when she does not want to marry, her father beats her, then shames her into the marriage. While William establishes himself, Judith is trapped by what is expected of women. She runs away from home to London, is harassed and laughed at when she tries to become an actor, and is finally made pregnant by an actor-manager who said he would help her. She kills herself and "lies buried at some cross-roads where the omnibuses now stop outside the Elephant and Castle".
|
|
The road would have been open to all kinds of vehicles until nine in the morning, to allow for delivery of coal and merchandise, but only to omnibuses and passenger carriages after that time, At night the railway would carry goods between the various mainline railway termini. They would, however, have no direct link to any existing track. Paxton estimated the total cost at £34,000,000. Income would have been generated from the rental from the shops and houses, and from the railway, with no tolls being charged for pedestrians or vehicle passengers.
|
|
His paintings of the early 1900s accurately represent the era in which he lived: a happy, bustling Paris, la Belle Époque, with horse-drawn carriages, trolley cars and its first omnibuses. Galien-Laloue's works are valued not only for their contribution to 20th-century art, but for the actual history, which they document. His work can be seen at the Musée des Beaux-Arts, Louvier; Musée des Beaux-Arts, La Rochelle; Mulhouse, France. A typical Galien-Laloue painting depicts sidewalks and avenues crowded with people or tourists mingling before the capital's monuments.
|
|
Nearby corporations operating buses in this district include TNSTC Vellore region, TNSTC Salem region, TNSTC Tiruvannamalai and region. It has two TNSTC depots, Krishnagiri Nagar and Krishnagiri Puranagar. Apart from this, SETC, Tamil Nadu and KSRTC, Karnataka also ply in this district thereby enhancing the speedy linking of all the towns in the express tracks of national highways. One can see the latest types of omnibuses running in the roads of this district at the night times whether it may be royal Mercedes Benz of KSRTC or giant Volvo buses of private operators.
|
|
However, construction difficulties in the tunnel, including a partial collapse in May 1847, led to the building of a temporary terminus at the Blechynden site. With the tunnel closed, locomotives to be used on the new line were transported by road through the city, and passengers were conveyed across the town by horse-drawn omnibuses. A test run through the tunnel was made by a steam engine on 29 July 1847 and the line was fully open from 6 August. In August 1858, Blechynden station was renamed Southampton West End.
|
|
General Gallieni decided to send all of his reserves from Paris to the front to aid the attack, but lacked enough trains and omnibuses to move the soldiers. On September 5, Gallieni requisitioned a thousand private vehicles, including about six hundred Paris taxicabs and their drivers to carry soldiers to the front at Nanteuil-le- Haudouin, fifty kilometers away. The drivers were assembled on the evening of September 6 on the esplanade of Les Invalides. They were mostly the Renault AG1 Landaulet model, with an average speed of .
|
|
SoapNet in the United States also utilized the omnibus format for weekend re-airings of their major soap operas until its December 2013 demise; however the term used in that case is as a marathon (the more common term for omnibus used by North American broadcasters) as all of the five programmes aired by a soap per week were aired consecutively without editing them together. As all four current American soaps also carry their episodes either via Hulu or through network websites, omnibuses and marathons are no longer maintained.
|
|
This will be a great acquisition, and will > remove much of the complaint that the depot was so far from the centre of > the town. We may observe that the steam-boats, on their passage from > Newcastle, always stop opposite the railway station, in order to allow > passengers to disembark, who may be going to Sunderland. All has gone on > well since the day of opening, not the least accident having occurred to mar > the pleasures of travelling on this important line of railway.Port-of-Tyne > Pilot, reprinted in the Railway Times, 1 July 1839 An omnibus connection was also to be laid on at Sunderland: > Arrangements are now in progress for running Omnibuses from Sunderland to > the station of the Brandling Junction Railway, at Monk-Wearmouth, which will > be a very great accommodation to parties travelling by this line. We > understand Mr. Henderson, the spirited proprietor of the Golden Lion Hotel, > has contracted with the Railway Company for running the Omnibuses, and that > for better public accommodation it is Mr. Henderson’s intention to have an > office at the Golden Lion, for the receiving of parcels intended to be > forwarded by this railway These arrangements will very shortly come into > operation.
|
|
Regional services The company offers direct and reliable out-of-country bus services to Countries such as Malawi, Zambia, Botswana, South Africa. Urban services Urban routes include transport services from the key residential areas to many of the Central business districts in Harare. These include for example the Harare- Chitungwiza route, which travels from a large business district to a large residential area. In line with being a market driven player in the industry, the company has also sought to alleviate the suffering of the urban consumer who has to pay hiked fares during peak hours by commuter omnibuses.
|
|
The neighborhood takes its name from one of its principal developers, Joseph J. Cooke, who in 1843 purchased a large tract of farm land and named the estate "Elmwood". He and other developers sought to build a model suburban community with wide streets and shade-giving elm trees.Providence Neighborhoods: Elmwood As public transportation improved from omnibuses (horse-drawn carriages) to horse-drawn tracked cars, and finally to electrified streetcars, development began to quicken pace. A number of manufacturers moved to Elmwood, while the area near Public St, Elmwood Ave, and Potters Ave began to develop as a middle to upper class residential neighborhood.
|
|
No people were injured, as the hamlet Lerch was uninhabited and at the time of the landslide there was no train in the affected section of track. However, a goods train heading for Zermatt was left standing a few hundred metres north of the incident site, after its traction failed due to damage to the overhead line and the resulting short circuit. Passenger and goods traffic was temporarily moved to the road, which was left undamaged. Between Herbriggen and Randa, omnibuses operated bustitution services, and between Randa and Zermatt the trains ran in a shuttle service.
|
|
After the depot closed to steam the site was generally given over to omnibuses with a LUAS line from central Dublin running past the south front of the station and up the west side then on the old main line towards . The wagon shops to the south of the station have been replaced by the Dublin Bus Phibsborough depot. Bus Éireann occupies the substantial part of the remainder of the site with buildings in the north east of the site and areas to the north and west of the station paved over for parking with the locomotive depot buildings having been demolished.
|
|
A Stagecoach Western Volvo B10M in Ardrossan wearing the corporate livery. Stagecoach arrived in the west of Scotland when it purchased Western Scottish Omnibuses Ltd of Kilmarnock for £6m in July 1994. Western Scottish was, at that time, owned by its management and employees, who had purchased the company from the state-owned Scottish Bus Group in October 1991 on the breakup and privatisation of that concern. Stagecoach wasted no time in expanding its operations in the west of Scotland, and in October 1994 purchased the small Arran Transport business based in Brodick, on the Isle Of Arran.
|
|
The Madhavaram terminus would cover about 8 acres and could handle 200 buses per day. The Velachery terminus, being built at a cost of 480 million, would cover about 12 acres and could handle over 300 buses a day. However, the satellite bus terminus proposal in Velachery has been put on hold in view of monorail project. An integrated multi-storeyed parking facility with two basements and above-ground floors that will house omnibuses and idle parking for buses of various state transport corporations in a 4-acre vacant site opposite the existing omnibus terminus for private buses.
|
|
ACLO (supposed to be the acronym of Associated Company Lorries and Omnibuses) was the brand name used by AEC in Latin American countries, including Brazil, and in Spain (except Portugal) to sell all their products. It seems that there was no clear reason for this badge engineering operation, although a formal request from the German AEG industrial group, which was very active in the Spanish-speaking countries, has been suggested. This is quite likely as the AEC 422 NS type exported to BVOAG Berlin was also badged ACLO. ACLOs were specially pervasive in Argentina, Uruguay and Brazil.
|
|
The London General Omnibus Company (LGOC) was founded in 1855 to amalgamate and regulate the horse-drawn omnibus services then operating in London. The company began producing motor omnibuses for its own use in 1909 with the X-type designed by its chief motor engineer, Frank Searle, at works in Blackhorse Lane, Walthamstow. The X-type was followed by Searle's B-type design, considered to be one of the first mass- produced commercial vehicles. In 1912, LGOC was taken over by the Underground Group of companies, which at that time owned most of the London Underground, and extensive tram operations.
|
|
Modern double-deckers have a main entrance door at the front, and the driver takes fares, thus halving the number of bus workers aboard, but slowing the boarding process. The rear open platform, popular with passengers, was abandoned for safety reasons, as there was a risk of passengers falling when running and jumping onto the bus. Double-deckers are primarily for commuter transport but open-top models are used as sight-seeing buses for tourists. William Gladstone, speaking of London's double-deck horse-drawn omnibuses, once observed that "...the best way to see London is from the top of a bus".
|
|
After three decades of dereliction, the Holywell Railway was purchased by the London and North Western Railway company. Whatever the motivation was for the purchase, nothing was done with the acquired railway for some time, although conversion to an electric tramway in the twentieth century was considered. The LNWR had itself operated road omnibuses between Holywell main line station and the town from 11 October 1905, and the commercial success of that service encouraged the LNWR to redevelop the railway. Authorising Acts of 1906 and 1907 permitted the regeneration, and a connecting spur to the Chester – Holyhead main line.
|
|
Western suffered from heavy competition after deregulation, particularly around Kilmarnock and Ayr, which, as the heavier populated areas of its operating area, provided the firm with the bulk of its income. Keenan of Ayr, Carrick Coaches, Shuttle Buses and various smaller operators appeared, challenging and weakening the dominant operator. In May 1989, Clydeside Scottish was remerged with Western, still under the legal name of Western Scottish Omnibuses Ltd. The aim of the merger was to strengthen the two weakened giants and thus make the company a more attractive proposition for potential buyers on the run up to privatisation.
|
|
The South Wales Railway was planning a trunk main line from near Gloucester to Fishguard. The Llanelly company attempted to sell its line to the South Wales Railway, but that approach did not bear fruit, and in January 1850 a contract was made with Ianson, Fossick and Hackworth to work and maintain the line. They operated a through passenger service between Swansea and Llandilo from May 1850, consisting of omnibuses at each end and railway transit from Pontardulais and Duffryn. The contract had been intended to operate for seven years but it was terminated by mutual consent in August 1853.
|
|
In the main age of horse buses, many of them were double-decker buses. On the upper deck, which was uncovered, the longitudinal benches were arranged back to back. A private omnibus or "station bus" Similar, if smaller, vehicles were often maintained at country houses (and by some hotels and railway companies) to convey servants and luggage to and from the railway station. Especially popular around 1870–1900, these vehicles were known as a 'private omnibuses' or 'station buses'; coachman-driven, they would usually accommodate four to six passengers inside, with room for luggage (and sometimes additional seating) on the roof.
|
|
The Manchester Jewish Museum, Cheetham Hill, a former Spanish and Portuguese Congregation synagogue 1834–1836 were boom years for the cotton industry. The proprietors were driven by carriage from the suburbs, and the foremen and clerks came in by omnibuses on a half-hourly service along Upper Brook Street and Cheetham Hill. The town centre became a district of warehouses, while Newton, Ancoats and Little Ireland housed workers in slum accommodation. Franklin, Simmons, Hyam, the Jacob brothers and Simon Joseph were rich retailers. The three years from 1834 saw an influx of merchants who set up agencies in Manchester.
|
|
The parent company developed a new multi stage turbine pump and turned to motor lawnmowers as well. By the end of 1923 the possibility of manufacture of London omnibuses had arisen. Poppe designed a new car but it was decided against putting it into production. He remained a director of Dennis Brothers until he resigned in 1923 though he continued the link as a consultant to Dennis Brothers. The Rover Company, their Clegg being obsolete, bought Peter Poppe and his completed car design making him their chief engineer and putting his car design into production as their Rover 14/45.
|
|
70 trains a day operated in the peak season and during the Paris expositions. If passengers needed to make a connection, a service of 350 horse-drawn omnibuses operated by the railroad carried passengers to the other stations. The journey from Paris to Orléans, a distance of 121 kilometers, cost 13 francs 55 centimes for a first-class ticket; 10 francs 15 centimes for a second class ticket; and 7 francs 45 centimes for a 3rd class ticket.Du Camp, Maxime, Paris - ses organes, ses fonctions et sa vie dans le seconde moitie du XIXe siècle (1871).
|
|
In 1830, there were ten omnibus companies; by 1840, the number had increased to thirteen operating omnibuses on 23 different lines, though half of the passengers were carried by one company, Stanislas Baudry's Entreprise Générale des Omnibus de Paris (EGO). The other common means of transport was the fiacre, the taxicab of its day. It was a small box-like coach that carried as many as four passengers; it could be hired at designated stations around Paris. A single journey cost 30 sous, regardless of distance; or they could be hired at the rate of 45 sous for an hour.
|
|
Albion Motors had been taken over by Leyland Motors in 1951, after the merger Albion were to concentrate on export models and lightweight chassis for the home market. With this in mind Albion developed the EN219 engine, a horizontal four-cylinder unit sharing design and components with the six-cylinder Leyland O350. It was launched in 1953 for the underfloor-engined Albion Claymore delivery truck. During 1954 Scottish Omnibuses (SOL) used Claymore units in an integrally constructed rubber-suspended 32-seater bus, this was announced in May 1955 and the Nimbus was unveiled in the autumn at the 1955 Scottish Motor Show at Kelvin Hall, Glasgow.
|
|
These were Campbell's remaining two novels of the series, Dracula's Daughter and The Wolfman, together with Harris's Creature from the Black Lagoon. At least one hardcover omnibus was published, presumably prior to the UK paperbacks: The Classic Library of Horror Omnibus—The Mummy & The Werewolf of London (London: Allan Wingate, 1978). Its existence suggests there may have been two companion hardcover omnibuses collecting the balance of the series (if this were the case they would contain the Campbell-authored novels), but their existence/issuance is uncertain. All six of the UK paperbacks and the hardcover omnibus omitted the film stills which appeared in the original US editions.
|
|
It may be derived from the phrase "Public opinion ... is the opinion of the bald-headed man at the back of the omnibus", a description by the 19th-century journalist Walter Bagehot of a normal London man. Clapham, in South London, was at the time a nondescript commuter suburb seen to represent "ordinary" London, and in the 19th century would have been served by horse-drawn omnibuses. Omnibus is now an archaic term for a public bus, but was in common use by the judiciary at the beginning of the 20th century. The concept was used by Lord Justice Greer, in the case of Hall v.
|
|
The British lower middle-class primarily consists of office workers. In the nineteenth century, the middle and lower middle classes were able to live in suburbs due to the development of horse-drawn omnibuses and railways. One radical Liberal politician (Charles Masterman), writing in 1909 used "the Middle Classes" and "the suburbans" synonymously. In the early twenty-first century, there were no Mosaic 2010 geodemographic groups where the proportion of residents in NRS social grade C1 was rated as "high" or "low" in the 2010 Index; it was rated as "average" in all Mosaic groups,Mosaic 2010 Grand Index whether these were of a suburban, rural, city or small-town nature.
|
|
Highland Scottish Omnibuses at that time ceased to exist as a whole concern and in October 1995, the company was split in two and Highland Country Buses was bought by National Express for £1.8m. The two companies continued to exist under separate ownership until August 1998 when Rapsons bought Highland Country Buses back from National Express for £4m – £2.2m. After a brief interval, the assets and services of Inverness Traction were purchased by the Stagecoach Group. Highland, perhaps aware it could not sustain competition against a national operator with a reputation for swift and successful competition, scaled down the level of service against the new operator.
|
|
Many private companies operated horse trams in Adelaide from 1878 until 1907 on routes that eventually ran for more than 100 kilometres within a 16 km (10 mi) radius of the Adelaide General Post Office. The trams were extremely popular, since they were more comfortable than the horse-drawn jaunting cars, carriages and omnibuses that operated on the poorly formed roads of the time. The majority of people in the Adelaide suburban area, as it was then, were within walking distance of a horse tram route. The companies laid tracks and ran trams wherever demand was apparent, and most remained in business for up to three decades.
|
|
The existing iron guards fitted to 32 cars were replaced by Tideswell's patent life guards. Representations were made for the carriage of parcels on the cars, but this was not agreed to, nor was the request by various church authorities that tram services on Sunday mornings should be suspended. In November, agreement was given for the replacement of existing ticket punches by a type that would register more accurately. The Nottingham Corporation Act 1905 repealed the 1902 Act relating to the running of motor omnibuses, but gave generally similar powers in its place, including the use of animal or mechanical power, the latter including battery-driven vehicles.
|
|
In May 1903 a Chelmsford steam bus demonstration resulted in the formation of the Torquay & District Motor Omnibus Co Ltd on 23 July 1903. The company's prospectus said, "The Chelmsford motor omnibuses are steam propelled, and, what is of importance in a town of the character of Torquay, are entirely free from smell, noise, and vibration." 3 single deck 14 seat (12 inside and 2 with the driver) Chelmsford steam buses were ordered in May, built in August, but got stuck in mud between Salisbury and Exeter and didn't start a Strand to Chelston service until 2 November. There were 2,828 passengers in the first week.
|
|
The cessation of tramway operation in Edinburgh (which at one time extended through Musselburgh to Port Seton) was accompanied by service reallocations, making Musselburgh exclusive to SMT/Eastern Scottish, and takeover of Gilmerton services by the corporation buses, albeit with competition from Eastern Scottish's Birkenside and some Rosewell services. In 1958 Lowland Motorways of Glasgow was taken over, with various local services in the east side of the city. Another acquisition in the west of Scottish Omnibuses' territory was Baxter's Bus Service of Airdrie in 1962, with local services in the Airdrie and Coatbridge areas. These purchases significantly increased the company's presence in the Lanarkshire and Glasgow area.
|
|
Some early development took place to accommodate the popularity of the nearby Sadler's Wells, which became a resort in the 16th century, but the 19th century saw the greatest expansion in housing, soon to cover the whole parish. In 1801, the population was 10,212, but by 1891 this had increased to 319,143. This rapid expansion was partly due to the introduction of horse-drawn omnibuses in 1830. Large well-built houses and fashionable squares drew clerks, artisans and professionals to the district. However, from the middle of the 19th century the poor were being displaced by clearances in inner London to build the new railway stations and goods yards.
|
|
According to Mapleson, Giuglini had a childlike and sometimes mischievous nature. He was often prey to unscrupulous young women who used their charms to play on his sensitive nature to bring him under their influence. In this he was protected by his manager Mme Puzzi ('Mamma Puzzi' as he called her), who was frequently summoned by letter or telegraph to rescue him at a moment's notice, and never failed to do so. Giuglini was very fond of flying kites, which he often did in the Brompton Road at the risk of being crushed to death by passing omnibuses, and became known to the drivers who indulgently avoided him.Mapleson 1888, I, 51.
|
|
In 1895 a Jewish cemetery was established adjacent to Hoop Lane, with the first burial in 1897. Golders Green Crematorium was opened in 1902 (although much of it was built after 1905). A significant moment in Temple Fortune's development into a suburban area occurred in 1907, when transport links were vastly improved by the opening of Golders Green Underground station. Although the area had been served by horse-drawn omnibuses (since at least the 1880s) and later motor buses (from 1907), the tram line of 1910, connecting Finchley Church End with Golders Green Station, led to the development of the area west of Finchley Road.
|
|
He also had the idea to decorate all the London omnibuses with cocoa pods and every lady passenger was presented with a sample of the cocoa. Over the next 10 years he acquired many other accounts and moved to larger premises in 1899. S H Benson Ltd registered as a limited liability company in 1906, the first advertising company to do so. In 1909 Bensons moved to Kingsway Hall, the first office building in the newly built Kingsway. 1914 onwards In 1914 the company was taken over by the founder's son, Philip who had visited America to study new methods of psychological marketing and scientific advertising.
|
|
The suburb of Hazel Grove lies south-east of Stockport and in 1932 a new greyhound track was proposed and the Building Committee of the Hazel Grove and Bramhall Urban District Council passed the plans in January 1932. The track was constructed just south of the London, Midland and Scottish Railway viaduct and north of the Stockport and Buxton line. The stadium was accessed off the east side of the Macclesfield Road. The surroundings at the time were sparsely populated but the track was able to include the town of Stockport within its catchment area and with sixty omnibuses passing the stadium every hour on a variety of routes it was expected to be a success.
|
|
In the early twentieth century there were some 50,000 brood mares producing between 18,000 and 20,000 mules per year. As colts had no role in mule production, many were sold as two-year- olds, sometimes at the summer fair in the Vendée and the winter fair in Saint- Maixent, or to horse merchants in Berry, Beauce, the Perche and the Midi; in these areas, they were used for agriculture. In Paris, they were used for pulling omnibuses, while the French military used them for pulling artillery. In the twenty-first century there is still demand for Poitevin mules, but under the recovery plan for the breed, preference is given to mating mares with Poitevin stallions until numbers have recovered.
|
|
Spencer Road halt is not shown on this 1908 Railway Clearing House map but it was () between and on the joint London, Brighton and South Coast and South Eastern and Chatham Railways. The site is hidden in an alleyway between Spencer Road and Birdhurst Rise in South Croydon. The railway had hoped that passengers would change to the Brighton Line by making the ten-minute walk to South Croydon station but very few did. Spencer Road was among several new stations and halts opened in the suburbs, including Reedham and Bandon, to compete with the convenience of electric trams and to a lesser extent omnibuses, whose effect was being felt on railway income particularly with regard to shorter journeys.
|
|
Trinity Harbour was never built: the northern terminal was set back from the shoreline and at a high level, but was near the Chain Pier. This had been in use as a ferry pier for some time and was apparently preferred for the railway passengers, who made their way on foot from the railway station to the ferry. On 31 August 1842 the line opened from Trinity to Scotland Street, in the Canonmills district some way from the intended Princes Street terminus: the tunnel to Canal Street was not yet complete, and the Leith branch not started. Horse traction was used, and competition from horse omnibuses, which reached more convenient locations in the city, was serious.
|
|
The station opened on 10 August 1847 as the temporary terminus of the line from Church Fenton, because engineering works between Spofforth and Harrogate, which included the Prospect Tunnel and the Crimple Valley Viaduct, had not been finished at this date. Horse-drawn omnibuses provided onward transport to Harrogate until the remainder of the line to Harrogate Brunswick station was opened to traffic on 20 July 1848, and Spofforth became a through station. In the early 20th century, barley was the main freight handled at the station. In the 1950s, general goods and livestock (including horses and prize cattle) were handled here, and the station offered the carriage of motor cars by train.
|
|
The new version does not repeat the verse however, using instead a repetitive technique applied to the # That's when good neighbours become good friends # line and an additional instrumental piece to make up the theme's length which remains unchanged at 55 seconds. For the 2008 season onwards, Australian TEN episodes were followed by a shorter 18 second instrumental arrangement of the new theme tune, accompanying shortened closing credits on Monday-Thursday episodes. Friday episodes transmit with the full closing sequence. In the UK, the 18-second closing credits were adopted as of episode of 5331 for all episodes broadcast, including Fridays and omnibuses, whilst New Zealand and Ireland currently follows the arrangement used by Australia.
|
|
Stagecoach Fife can be traced back to 1909 and after buyout and mergers become part of Walter Alexander & Sons.Fifes Trams And Buses' by Allan Brotchie: In 1961 Walter Alexander & Sons was split into three separate companies with the Fife operations becoming Alexanders (Fife) with the colour red to be used as the main fleet colour. Scottish Bus Group was prepared for deregulation of the bus industry in 1986, and eventual privatisation, which resulted in Fife Scottish Omnibuses Ltd being created. Of the seven original SBG subsidiaries, Alexanders (Fife) was the only company to survive the reorganisation intact; it lost none of its operating area to any of the new companies formed and nor did it gain.
|
|
A circular passenger service was operated from Glasgow St Enoch via Paisley, Potterhill, Barrhead Central and Nitshill; the anti-clockwise service was described as the inner circle and the other direction was the outer circle. Barrhead Central was a terminus, and the circular service involved a reversal there. While the more frequent service found some success in the Glasgow and Paisley urban areas, competing against omnibuses and street tramways, patronage on the more rural area between Barrhead and Paisley was disappointing. On 1 October 1907 the circular passenger service was discontinued, and trains worked from St Enoch to Barrhead Central via Paisley and Potterhill, and separately from St Enoch to Barrhead Central via Nitshill.
|
|
From the 1850s horse-drawn omnibuses provided transport from Rathmines to the city centre. Portobello Bridge, which had a steep incline, was often a problem for the horses, which led to the fatal accident of 1861. On 6 October 1871 work was commenced on the Dublin tram system on Rathmines Road, just before Portobello Bridge, and a horse-drawn tram service was in place the following year. The following year also the long-awaited (since the 1861 accident) improvements to Portobello Bridge were carried out, the Tramway Company paying one third of the total cost of £300. Rathmines and Ranelagh railway station opened on 16 July 1896 and finally closed on 1 January 1959.
|
|
As soon as the news reached Atlantic City it spread rapidly, and thousands of people came to the scene. The road leading to the collision was a constant scene of hackney carriages, omnibuses, bicycles, and all kinds of vehicles, while thousands of pedestrians hurried along the path to render what assistance they could or to satisfy their curiosity. After darkness, the work of rescuing the injured and recovering the bodies of the dead was performed by the glare of huge bonfires. As onlookers watched through the night, the mangled and burned bodies of the dead were carried from the wreckage that trapped them and laid side by side on the gravel bank near the track, with no covering other than the few newspapers gathered from the passengers.
|
|
Cagno was apprenticed at 'Storero' in Turin, a builder of carriages, omnibuses and bicycles, that had started to build Phoenix motorised tricycles under license to the German Daimler company (Daimler-Motoren-Gesellschaft). His skill and passion for mechanics lead to him becoming the riding mechanic for Luigi Storero who drove both a De Dion-Bouton tricycle and then his own design of 1.75HP Daimler engined Phoenix tricycle at early cyclecar competitions. They competed at the Piacenza Trotting track (Pista del Trotto) and in the Piacenza-Cremona-Borgo-Piacenza road race.Targa Florio info - Profile of Alessandro Cagno Giovanni Agnelli, who used a Storero racing tricycle, recruited Cagno as the 3rd worker hired by F.I.A.T. (known as Fiat after 1906) and asked Luigi Storero to create a racing department.
|
|
LDX002), originally fleet number 822 but renumbered DX1 under the April 1954 renumbering scheme, registered JWT 712, which operated in the Harrogate area and lacked the distinctively stylish fairing of the production models. This was displayed at the Festival of Britain (South Bank Exhibition) in 1951. Lodekka users in the UK included: Brighton Hove & District, Bristol, Crosville, Cumberland, Eastern Counties, Eastern National, Hants & Dorset, Lincolnshire Road Car, Red & White Services, Scottish Omnibuses, Southern Vectis, South Wales, Luton & District, Thames Valley & Aldershot, United, United Counties, United Welsh, West Yorkshire Roadcar Co, Western National, Western Welsh, Central SMT and Wilts & Dorset. Whilst no Lodekkas were bought by any London based companies, they often worked into the capital on services operated by Thames Valley and Eastern National.
|
|
Strand in the late 19th century, (Somerset House is on the left) With the great railway termini developing to connect London with its suburbs and beyond, mass transport was becoming ever more important within the city as its population increased. The first horse-drawn omnibuses entered service in London in 1829. By 1854 there were 3,000 of them in service, painted in bright reds, greens, and blues, and each carrying an average of 300 passengers per day. The two-wheeled hansom cab, first seen in 1834, was the most common type of cab on London's roads throughout the Victorian era, but there were many types, like the four-wheeled Hackney carriage, in addition to the coaches, private carriages, coal-wagons, and tradesman's vehicles which crowded the roads.
|
|
The reason for the delay was a fierce battle between the French railway companies and national government, which wanted a metropolitan system based on the existing railroad stations that would bring passengers in from the suburbs (like the modern RER). The Municipal Council of Paris, in contrast, wanted an independent underground metro only in the twenty arrondissements of the city that would support the tramways and omnibuses on the streets. The plan of the municipality won and was approved on 30 March 1898; it called for six lines totaling sixty-five kilometers of track. They chose the Belgian method of construction, with the lines just under the surface of the street, rather than the deep tunnels of the London system.
|
|
Tensions escalated: Internationalists elected a new committee and put forth a more radical programme, the authorities imprisoned their leaders, and a more revolutionary perspective was taken to the International's 1868 Brussels Congress. The International had considerable influence even among unaffiliated French workers, particularly in Paris and the large cities. The killing of journalist Victor Noir incensed Parisians, and the arrests of journalists critical of the Emperor did nothing to quiet the city. The German military attaché, Waldersee, wrote in his diary in February: "Every night isolated barricades were thrown up, constructed for the most part out of disused conveyances, especially omnibuses, a few shots were fired at random, and scenes of disorder were taken part in by a few hundreds of persons, mostly quite young".
|
|
The origins of local transport in Manchester and Salford can be traced back to John Greenwood (I) (1788–1851), who, in 1824, began what is believed to be the first omnibus service in the country, running between Pendleton, in Salford, to Manchester. It was such a success that within 25 years there were over 60 similar omnibuses vying for passengers on the main road into Manchester. Greenwood's son, John Greenwood (II) (1818–1886), inherited the business on his father's death in 1851, by which time the business owned almost 200 horses. Mounting competition, led to negotiations between the main rivals and on 1 March 1865, the Manchester Carriage Company was formed, with John Greenwood (II) as its first managing director.
|
|
Section 7 of the Act gave the Minister the power to make an order declaring any thoroughfare in the City of London or the Metropolitan Police District a "restricted street", in which no additional omnibuses other than those already operating there could "ply for hire". The first such order was made on 12 January 1925, but with retrospective effect to the beginning of the year, and listed most of the streets in central London.London Gazette 13 January 1925 The effect of this was that once a street became restricted, the existing operators enjoyed a monopoly of supply. This was soon exploited by the London "pool" operators who bought out many of the small undertakings, with the number of independent buses reduced to an estimated 145 by 1927.
|
|
They were replaced by auto trains about 1921; in this type of train, a conventional locomotive operated with a coach, specially adapted for the driver to control the train when being propelled from the coach. The auto trains and the halts west of Bicester were finally withdrawn during the General Strike on 25 October 1926; competition from road omnibuses had led to seriously declining usage. Further east, the system continued: in 1959, the auto-trains were replaced by diesel multiple units, and at this time the remaining stopping points were given raised platforms.Simpson, volume 2, pages 33 to 35 The railmotor halts were, from Oxford to Islip: Summertown Halt, soon to be renamed Port Meadow; Wolvercote; Oxford Road, and between Islip and Bicester: Oddington, Charlton and Wendlebury Halt near Bicester.
|
|
The Fifth Avenue Transportation Company was a transportation company based in New York which was founded in 1885 and operated of horse-and-omninbus transit along Fifth Avenue, with a route running from 89th Street to Bleecker Street using horse-drawn omnibuses. Fifth Avenue was unusual in that its residents opposed the installation of railway track for streetcars and was the only avenue in Manhattan to never see streetcar service. The company was declared bankrupt of the earlier operator in 1896, and was succeeded by the Fifth Avenue Coach Company From 1888 until his death in 1893, lawyer Elliott Fitch Shepard was the company's controlling stockholder. He acted on his religious beliefs of the holiness of the Christian Sabbath, forcing the company to halt its operations on Sunday, the Sabbath.
|
|
The history of the tram network starts with the opening of a horse tram on 22 May 1892, following two years of construction by the "Company for city and suburb horse-railways in Minsk". This came in the wake of massive population growth, from 5,500 in the 1860s to 91,000 by the end of the century, and after several decades during which horse-drawn omnibus services had proliferated across the booming city. Horse trams were already well established in other major Russian cities, and were considered safer and more comfortable than the horse omnibuses at a time when city streets were generally unpaved. By 1900 a horse-tram line connected two of the principal main-line rail stations, and a slow process now began creating a wider network centred on this.
|
|
More recently East Yorkshire have also added to their President fleet with mid-life second hand examples from Go-Ahead London some of which was converted for open top operation and Training. From early 2018 EYMS have started to withdraw their older examples of the President along with Ex London examples, mostly being sold to other companies. Smaller orders include Arriva which purchased 20 on Volvo B7TL chassis for its Arriva Yorkshire subsidiary, the Blazefield Group who took 19, 16 for Burnley & Pendle and three for Yorkshire Coastliner, and independent based operators like Pete's Travel, Mayne Coaches, Blue Bus & Coach Services, Hedingham Omnibuses, North Birmingham Busways and Liverpool Motor Services. All of these companies have either ceased operations or been taken over by larger groups within the British bus industry.
|
|
Transport writer Christian Wolmar considers Pearson to have "by far the best claim" to be the first to propose the idea of an underground railway to deal with London's congestion problem.Wolmar 2004, pp. 8-9. Michael Robbins considers that "without Pearson's constant advocacy–his gadfly conduct, which he managed to combine with holding high office in the City of London–the Metropolitan Railway, the first of its kind in the world, and the nucleus of London's underground system, could not have come into existence when it did." When it opened, the Metropolitan Railway had a significant impact on street traffic, particularly cabs and omnibuses but these quickly recovered to near their former levels, despite the Metropolitan Railway also carrying over 9 million passengers in its first year of operation.
|
|
The first internal combustion omnibus of 1895 (Siegen to Netphen) George William Joy's depiction of the interior of a late 19th Century omnibus In Siegerland, Germany, two passenger bus lines ran briefly, but unprofitably, in 1895 using a six-passenger motor carriage developed from the 1893 Benz Viktoria. Another commercial bus line using the same model Benz omnibuses ran for a short time in 1898 in the rural area around Llandudno, Wales. Daimler also produced one of the earliest motor- bus models in 1898, selling a double-decker bus to the Motor Traction Company which was first used on the streets of London on 23 April 1898. The vehicle had a maximum speed of and accommodated up to 20 passengers, in an enclosed area below and on an open-air platform above.
|
|
Guy had its Seal and Dennis its Stork around the same time but they sold even worse than the Claymore; although Atkinson had a reliable UFE truck, as did Büssing in West Germany. It's undeniable though that the idea of a small OMO bus with the amenity of a full size UFE single deck was appealing to certain customers. Notably Scottish Bus Group who used Claymore units and Metalastic rubber suspension in an integral prototype built by Scottish Omnibuses in 1954. It was in the demonstration park of the 1955 Kelvin Hall show that the Nimbus was unveiled and Buses Illustrated's Scottish Columnist wondered why a firm whose motto was "Sure as the Sunrise" had named a vehicle after a raincloud, going on to say that given its emission of black smoke on starting that perhaps it was a cumulo-nimbus.
|
|
The following is the discography of hide, a Japanese rock musician who first gained fame in the late 1980s as lead guitarist of the heavy metal band X Japan before starting his solo career in 1993. Prior to X Japan, hide was leader and guitarist of the heavy metal band Saber Tiger (later known as Saver Tiger), who released one self-titled EP in July 1985 and contributed to two omnibuses before ending activities. Although two compilation albums of demos and live recordings and one concert VHS would later be released in 2001, with the band credited as Yokosuka Saver Tiger. hide made his solo debut in August 1993 on MCA Victor with the simultaneously released singles "Eyes Love You" and "50% & 50%", which were both certified gold by the Recording Industry Association of Japan (RIAJ).
|
|
Fowler's Ghost was an experimental fireless steam locomotive designed by John Fowler to prevent smoke and steam underground. It was not considered a success, and condensing steam locomotives were used. In the first half of the 19th century, London had grown greatly and the development of a commuting population arriving by train each day led to traffic congestion with carts, cabs and omnibuses filling the roads. By 1850 there were seven railway termini located around the urban centre of London and the concept of an underground railway linking the City of London with these stations was first proposed in the 1830s. Charles Pearson, Solicitor to the City of London, was a leading promoter of several schemes, and he contributed to the creation of the City Terminus Company to build such a railway from Farringdon to King's Cross in 1852 .
|
|
Highland, perhaps aware it could not sustain competition against a national operator with a reputation for swift and successful competition, scaled down the level of service against the new operator. Soon after, Stagecoach would purchase the Inverness and Tain operations of Highland Scottish and become the dominant operator of Inverness area services. In August 1991, Highland Scottish was sold to a consortium made up of Rapson's Coaches, a coach operator based near Inverness, and recently privatised Scottish Citylink, for £800k. In March 1993, ownership of Highland Scottish passed wholly to Rapson's and a more modern deep red and cream livery, with a dark red wedge and yellow coachlines, was introduced for the fleet The golden eagle emblem, once used by Highland Omnibuses, was reintroduced in a larger size toward the rear of the vehicle and the company traded simply as Highland.
|
|
Section of 1832 map of Roxbury showing Jamaica Plain written as "Jamaica Plains" The early years of the 19th century continued the trends of the post-Independence years. An aqueduct was built to Boston and inner Roxbury by the Jamaica Pond Aqueduct Corporation, which provided water to Boston, Roxbury and later the Town of West Roxbury, from 1795 to 1886. Carriages carried people to Roxbury and Boston on Centre Street (then, the Highway to Dedham), and in 1806 on the new Norfolk and Bristol Turnpike toll road (present day Washington Street). In 1826, "hourlies" ran from Jamaica Plain to Roxbury and Boston on a regular schedule, and the 1830s brought larger "omnibuses" to carry the growing passenger base. The first train line reached Jamaica Plain in 1834 when the Boston and Providence Rail Road began service, with special low "commuter" fares offered residents in 1839.
|
|
In August 1991, Highland Scottish was sold to a consortium made up of Rapsons Coaches that recently privatised Scottish Citylink, for £800k. In March 1993, ownership of Highland Scottish passed wholly to Rapsons and a more modern deep red and cream livery, with a dark red wedge and yellow coachlines, was introduced for the fleet The golden eagle emblem, once used by Highland Omnibuses, was reintroduced in a larger size toward the rear of the vehicle and the company traded simply as Highland. Highland Country buses adopted a starkly different livery to the traditional red by going for a two-tone blue livery, with a large St Andrew's Cross in the centre of its 'Highland Country' logo. However, in October 1995, the company was split in two, with Rapsons retaining the eastern services under Highland Bus & Coach Ltd, with the remainder passed to a new company, Highland Country Buses Ltd.
|
|
The Nottingham Corporation Act 1902 gave powers for the Forest Road line and for a number of short lengths of tramway, principally in the Market Place, to link up constructed or authorised tramways. It also gave powers for the Corporation to operate motor omnibuses in connection with any tramway either during a period when it was impracticable to operate tramcars or as extensions. The layout in the Market Place caused much argument, and one suggestion was for a gyratory system, single line, that every car would have to negotiate when passing through the Market Place. Owing to a decrease in the number of passengers carried, it was found necessary at this time to curtail the Sherwood Rise horse bus service to operate between Basford and Mansfield Road, and, in October, vehicles were transferred from this service to operate on services to Sneinton and Carlton Road.
|
|
Chesterfield Corporation was nearly an early pioneer in the use os trolleybuses, in that the Chesterfield Corporation Railless Traction Act of 1913 allowed them to build five routes, which would have acted as extensions to the tramway. The routes radiated out from the town centre, and would have served Newbold to the north-west, Unstone to the north, Brimington to the north-east, Temple Normanton to the south-east and Clay Cross to the south. However, they did not proceed with the scheme, and it was not until the 1920s, when the tramway tracks needed serious maintenance, that consideration was again given to a trolleybus system. In 1926 an order for 14 vehicles was placed with Straker-Squire, whose products were marketed as Straker-Clough trolley omnibuses, and the bodywork was built by Reeve and Kenning, who were based in the nearby village of Pilsley.
|
|
The first Brak story, "Devils in the Walls", originally published in Fantastic Stories in 1963 The individual pieces were originally published in various magazines and anthologies. The collection as a whole was first published in paperback by Dell Books in January 1980, and reprinted in 1985. Its first two stories were later gathered together with Brak the Barbarian and The Mark of the Demons into the omnibus collection Brak the Barbarian / Mark of the Demons,Brak the Barbarian / Mark of the Demons ebook, 2012 while its last two stories were combined with Witch of the Four Winds and When the Idols Walked into the omnibus collection Witch of the Four Winds / When the Idols Walked, both published as ebooks by Open Road Integrated Media in July 2012.Witch of the Four Winds / When the Idols Walked ebook, 2012 The third story was left out of both omnibuses.
|
|
Wynne, > the Inspector-General of Railways... The whole length of the line is 20¼ > miles from Tweedmouth to the village of Sprouston, which is the Kelso > terminus of the railway, though at a distance of between two and three miles > from the town of Kelso. There are stations at Velvet Hall, Norham, Cornhill, > Carham and Sprouston, from whence omnibuses are to run to Kelso in > connection with each train... Goods trains have for several weeks been > running between Tweedmouth and Sprouston, but the line is to be opened > tomorrow [27 July 1849].Edinburgh Evening Post and Scottish Standard, 28 > July 1849, reprinting an article from the Berwick Warder, 26 July 1849 At this stage the Royal Border Bridge crossing the River Tweed and connecting Berwick and Tweedmouth had not yet opened; it did so on 29 July 1850, to goods trains only at first.
|
|
The trams ran around a belt line of William, East, Archer and Canning Street with routes extending out to the Rockhampton Showgrounds in Wandal, the South Rockhampton Cemetery in Allenstown and up to the Rockhampton Botanic Gardens on The Range. The gauge of the track was 1067mm (3 ft 6in). Throughout the three decades in which the trams ran, the service struggled to be financially viable particularly when it faced competition from a new bus service in the 1920s. In 1937, Rockhampton City Council made a unanimous decision to replace the tramway system with new diesel buses.City Council Decides To Scrap Trams, The Evening News, 6 August 1937. Retrieved from National Library of Australia 2 April 2018.Diesel Omnibuses Pass Through Armidale, Going To Rockhampton, The Armidale Express and New England General Advertiser, 17 April 1939. Retrieved from National Library of Australia 2 April 2018.
|
|
Stretford's growth was fuelled by the transport revolutions of the 18th and especially the 19th century: the Bridgewater Canal reached Stretford in 1761, and the railway in 1849. The completion of the Manchester South Junction and Altrincham Railway (MSJAR) in 1849, passing through Stretford, led to the population of the town nearly doubling in a decade, from 4,998 in 1851 to 8,757 by 1861. Because Stretford is situated on the main A56 road between Chester and Manchester many travellers passed through the village, and as this traffic increased, more inns were built to provide travellers with stopping places. One of the earliest forms of public transport through Stretford was the stagecoach; the Angel Hotel, on the present day site of what used to be the Bass Drum public house, was one of the main stopping places for stagecoaches in Stretford, and the Trafford Arms was another. Horse-drawn omnibuses replaced the stagecoach service through Stretford in 1845.
|
|
Motorized omnibuses on the Avenue de Clichy (1914) The horse-drawn tramway, running on a track flush with the street, had been introduced in New York in 1832. A French engineer living in New York, Loubat, brought the idea to Paris and opened the first tramway line in Paris, between the Place de la Concorde and the Barrière de Passy in November 1853. He extended the line, known as the Chemin de fer américain ("American rail line"), all the way across Paris from Boulogne to Vincennes in 1856. But then it was purchased by the CGO, the main omnibus line, and remained simply a curiosity. Only in 1873 did the tramway begin to gain importance, when the CGO lost its monopoly on city transport and two new companies, Tramways Nord and Tramways Sud, one financed by Belgian banks and the other by British banks, began operating from the center of Paris to the suburbs.
|
|
During the mid-nineteenth century several pockets of industry, focused on manufacturing, were established in and around Moulsham Street. This included Marconi’s and Crompton’s – two of Chelmsford’s ‘big three’ manufacturers responsible for giving the town an international reputation. In 1878 Colonel REB Crompton established the country’s first electrical engineering works at his Arc Works in Anchor Street, a site that had been in industrial use principally as an iron works since 1833. Crompton was a pioneer of electric lighting schemes, ‘Devon House’ in Anchor Street was constructed in 1890 as a power station to provide electric lighting for Chelmsford’s main streets. In 1895 Crompton’s relocated to Writtle Road after a fire. The vacant factory was occupied in 1902 by Clarkson’s, who made steam omnibuses at the site until 1917 and branched out into bus operating as ‘National’ converting to petrol buses in 1920 – the name surviving in the town and beyond until the 1990s.
|
|
Amongst its designated tasks included the promotion of industrial protection, accident prevention on the journey to and from work and accident prevention in the home and leisure activities, the encouragement of training and advanced training in the area of industrial protection, and to promote and coordinate accident research. A regulation was issued in 1972 which permitted for the first time the employment of women as drivers of trams, omnibuses and lorries, while further regulations laid down new provisions for lifts and work with compressed air. The Factory Constitution Law (1971) strengthened the rights of individual employees "to be informed and to be heard on matters concerning their place of work". The Works Council was provided with greater authority while trade unions were given the right of entry into the factory "provided they informed the employer of their intention to do so", while a law was passed to encourage wider share ownership by workers and other rank-and-file employees.
|
|
The LSWR suburban area system at the end of 1850Early in the life of the new railway, Richmond was the heart of a lucrative residential area for developers generating significant travel to and from London: 98 omnibuses made the journey each way daily in 1844. Local promoters developed a scheme for a railway from Richmond to join the LSWR at Wandsworth and to extend the LSWR line north-eastward from near Nine Elms to Hungerford and Waterloo Bridges. Responsibility for the eastward extension passed to the LSWR, but the Richmond Railway Act received the Royal Assent on 21 July 1845. Three LSWR directors were on the board of the new company raising its nominal capital of £260,000 ().E F Carter, An Historical Geography of the Railways of the British Isles, Cassell, London, 1959 A few road bridges were built, the viaduct/bridge at Wandsworth over the Wandle (and the Surrey Iron Railway) and a deep cutting through about of Putney but via a flattish route, rural at the time, minimal other bridges, embankments or cuttings.
|
|
Pearson's commentary on this was that: > the overcrowding of the city is caused, first by the natural increase in the > population and area of the surrounding district; secondly, by the influx of > provincial passengers by the great railways North of London, and the > obstruction experienced in the streets by omnibuses and cabs coming from > their distant stations, to bring the provincial travellers to and from the > heart of the city. I point next to the vast increase of what I may term the > migratory population, the population of the city who now oscillate between > the country and the city, who leave the City of London every afternoon and > return every morning.Commons Select Committee on Metropolitan > Communications, 1854-5 – quoted in Wolmar 2004, p. 22. Construction of the Metropolitan Railway close to King's Cross station in 1861 Many of the proposed schemes were rejected, but the Commission did recommend that a railway be constructed linking the termini with the docks and the General Post Office at St. Martin's Le Grand.
|
|
In 1801, the civil parishes that form the modern borough had a total population of 6,404; and the area was characterised by farming and woodland -- with settlement principally around the Great North Road. By 1830, a new turnpike, the Finchley Road was constructed and horse-drawn omnibuses introduced. The population rose dramatically with the arrival of the trams and railways in the middle of 19th century, and new estates were built to house commuters. As industry relocated away from London during the 1960s, the population entered a decline, that has begun to reverse with new housing developments on brownfield sites. According to the 2001 census the borough then had a population of 314,564 though the most recent ONS projection for 2008 is 331,500. 67% of householders are owner-occupiers. 47.3% of people described themselves as Christian, with the second largest group being Jewish at 14.8%, the highest percentage in any local government area in the United Kingdom. The third largest was people who said they had no religion at 12.8%.
|
|
Further lines on Osmaston Road and Friar Gate lines had a total length of about two and a half miles. The lines were laid by Messrs. Mousley & Co.The builder. 1880 The Ashbourne road extension was opened on 1 October 1880, and the Osmaston extension was opened on 8 October 1880. At their General Meeting in 1881, the company reported that total receipts from 6 March to 31 December 1880 were £4,924 12s 1d (), with expenditure of £3,575 2s 11d (), leaving a profit of £1,349 9s 2d (). They had carried 470,547 passengers, on tramway along 3 miles, 1 furlong, 5 chains of streets. There were two depots, one adjoining the arches of the Great Northern Railway which accommodated 87 horses and 21 cars, and the other near the Midland Railway station which accommodated 20 horses and 5 cars. The total fleet was 69 horses, 12 cars, and 8 omnibuses. The directors considered a petition from 6,000 residents of Derby objecting to running on Sunday, but decided not to suspend Sunday services.
|
|
The Times, 2 May 1871, p. 12 Sothern continued to act mostly in London until 1876, but also toured extensively in the British provinces, North America and Europe. Sothern became popular with Robertson's crowd, including with the Haymarket's manager, John Baldwin Buckstone, actor J. L. Toole, and dramatists Byron and W. S. Gilbert, who later wrote three plays for him, Dan'l Druce, Blacksmith (1876),Ainger, pp. 119–20; 123–24 The Ne'er-do-Weel (1878),Information about The Ne'er do Weel at the G&S; Archive, accessed 23 February 2013Ainger, pp. 124 and 134–35 and Foggerty's Fairy (1881)."Foggerty's Failure: A few background notes on Foggerty’s Fairy", The Gilbert and Sullivan Archive, 2007, accessed 23 February 2013 He was known as a sportsman and bon vivant and became famous for his magic tricks, conversation and, especially, his practical jokes (he was born on April fool's day). Sothern and his friends demanded that clerks sell them goods not carried by the store in question, staged mock arguments on public omnibuses, ran fake advertisements in newspapers, paid street urchins to annoy passers-by and so forth.
|
|
The CGO responded by opening two new lines, one from the Louvre to Vincennes, the other following the line of fortifications around the city. By 1878, forty different lines were operating, half by the CGO. The companies tried a brief experiment with steam-powered tramways in 1876, but abandoned them in 1878. The electric-powered tramway, in service in Berlin since 1881, did not arrive in Paris until 1898, with a line from Saint-Denis to the Madeleine. When the 1900 Universal Exposition was announced in 1898 in anticipation of millions of visitors coming to Paris, most of the public transport in Paris was still horse-drawn; forty-eight lines of omnibuses and thirty-four tramway lines still used horses, while there were just thirty-six lines of electric tramways. The last horse-drawn tramways were replaced with electric trams in 1914. Hector Guimard's original Art Nouveau entrance to the Paris Métro station Abbesses The Paris Métro under construction (between 1902 and 1910) Other cities were well ahead of Paris in introducing underground or elevated metropolitan railways: London (1863), New York (1868), Berlin (1878), Chicago (1892), Budapest (1896) and Vienna (1898) all had them before Paris.
|
|
In the event the North British Railway was authorised in 1844 followed by the Caledonian Railway in 1845.C J A Robertson, The Origins of the Scottish Railway System, 1722 - 1844, John Donald Publishers Ltd, Edinburgh, 1983, David Ross, The North British Railway: A History, Stenlake Publishing Limited, Catrine, 2014, John Thomas, The North British Railway, volume 1, David & Charles, Newton Abbot, 1969, At the west end of the line, a through route between London and Scotland was being formed too; the Lancaster and Carlisle Railway opened in December 1846 connecting ultimately to London, and the Caledonian Railway reached Carlisle from Edinburgh and Glasgow in February 1848. Those two railways formed a joint station in Carlisle, named "Citadel Station", but although the use of the station by the N&CR; was obviously in the public interest, the owners demanded an excessively high price and the N&CR; stayed outside throughout its independent existence. However the Glasgow and South Western Railway had managed to obtain entry to Citadel station, and omnibuses were provided to carry through passengers between London Road and Citadel stations; the through tickets included the omnibus connection between the stations.
|
|
In a directive of 10 November 1970, the Minister of Labour and Social Affairs recommended to the higher authorities for work protection of the "Lander" to bring in the directive published, in agreement with the Ministry of Labour, by the German Engineers' Association on the evaluation of work station noise in relation to loss of hearing, in order to improve safeguards for workers against the noises in question. In September 1971, an ordinance was published concerning dangerous working materials; safeguarding persons using these materials against the dangers involved. By a decree of the Federal Minister for Labour and Social Order, the Federal Institute for Industrial Protection became the Federal Agency for Industrial Protection and Accident Research. Amongst its designated tasks included the promotion of industrial protection, accident prevention on the journey to and from work and accident prevention in the home and leisure activities, the encouragement of training and advanced training in the area of industrial protection, and to promote and coordinate accident research. A regulation was issued in 1972 which permitted for the first time the employment of women as drivers of trams, omnibuses and lorries, while further regulations laid down new provisions for lifts and work with compressed air.
|
|