Evocative, entertaining, nostalgic, and informative, "Trams" is a fascinating anthology of some of the best stories and descriptive articles written about a vehicle that was once queen of the road. The book covers many aspects of the tramcar, in the days of horse, steam, cable, and electric power. Stories range from amusing incidents to childhood recollections and from trams that put out to sea to those that were bombed in the Blitz. Including extracts by well known writers (such as Arnold Bennett, D.H. Lawrence, and L.A.G. Strong), entertainers (such as Jimmy Saville), poets, journalists, tramway employees, passengers, and enthusiasts, this book presents a comprehensive and multi-faceted view of the tramways. With the addition of more than 200 photographs, most in color, "Trams: An Illustrated Anthology" shows there is much more to trams than wood and steel.

Sunderland Transport takes the reader on a ride back in time on the trams and buses that once plied the city's streets. Put together by local transport enthusiast John Carlson, this book is packed with photos, illustrations and diagrams that depict the growth and change in public transport when Sunderland was still a town, including the many different types of trams and buses that were in the corporation's employ and at the Wheatsheaf, Hylton and Fulwell depots including the repair and maintenance facilities. Also covered are the services of Sunderland and District Tramway Company and its follow-on bus operations and those of the Economic bus company. Along the way there is a good glimpse of some of the local features such as the Wear Bridge, town centre shops and the long tramline up Durham Road that make Sunderland such a unique place in which to live.

This fascinating collection of 200 archive photographs takes the reader on a nostalgic bus and tram ride through the north-west of Birmingham, from the city centre along the A41 to Hockley, taking in the famous Jewellery Quarter and the many Victorian housing developments around Handsworth. Travelling through numerous shopping centres and the important town centre of West Bromwich with its 'golden mile', the route splits at Carter's green. Taking in the well-known steel and tube manufacturing centre Wednesbury, as well as Black Country capital Dudley, this entertaining book is full of detail sure to delight local residents and transport enthusiasts alike.

To mark the 60th anniversary season of the Castle Combe circuit this book has been published telling the story of the Wiltshire race track from 1950 right through to the end of the 2009 season. The title completely updates the story first told in the book "The First 50 years", which was published in 2000 and sold out several years ago. All the photographs are new and the story of the last 10 years covers the circuit's rise to hosting British Formula 3 and British GT racing. It also cover the subsequent noise issues that brought massive change to this incredibly popular venue, as well as the creation of the Castle Combe Racing Club. The two-wheel action, including non-championship British Superbike events, is also detailed. This new edition also takes in personal views on the circuit from drivers like Ian Flux, Mike Jordan, Ilsa Cox, Brian Fisher and Bob Higgins. The updated story of the last decade takes in the development of the hugely popular local championships.

Introduced in 1998, the Smart car has revolutionised our cities. Over one million Smarts have left the factory and the car itself has been a global success. Introduced in the UK in 2000, there are now over 50,000 Smarts in the UK. This book looks at the impact of the Smart car in the UK, and of its history and genesis beforehand.

This is a book about road safety issues, mainly concerned with road accident data collection, analyses, monitoring, and countermeasure evaluations. The statistical and econometric techniques developed by the author and used in this book can also be used to collect data and monitor, analyze, and evaluate many public programs in the social sciences, health, engineering, and humanities fields.

The beginning of the fifties was a really golden age for the Socie'te' Franaise de Mate'riel Agricole et Industriel de Vierzon's. This venerable French company was present everywhere in the rural world with its threshers but especially with its farming tractors, the famous "Vierzons." The company did not miss any opportunity to remind people that its products were 100% French.

Year in year out, farming techniques developed faster and faster and after a prosperous period, the Socie'te' Franaise encountered serious difficulties, both financially and technologically, and alone could no longer face up to the rural world's new demands. This led to SFV's association with Case: after losing its century-old brand image, the young SFV ended up by vanishing.

Studienarbeit aus dem Jahr 2008 im Fachbereich VWL - Verkehrsokonomie, Note: 1,0, Leibniz Akademie Hannover - Berufsakademie Hannover, 47 Quellen im Literaturverzeichnis, Sprache: Deutsch, Abstract: Der offentliche Personennahverkehr (OPNV) erfahrt eine immer hohere Bedeutung fur die Mobilitat der Menschen, der Lebensqualitat in Stadten und vor allem auch fur den Klimaschutz. Im Laufe der Zeit hat sich die Nachfrage nach offentlichen Verkehrsleistungen stark verandert. Die Gemeinden und Kommunen sowie die Verkehrsunternehmen mussen als Reaktion darauf das bisherige Angebot des OPNV attraktiver und flexibler gestalten und sich den aktuellen Kundenwunschen anpassen.1 Das entwickelt sich jedoch immer mehr zu einer grossen Herausforderung fur die kommunalen OPNVUnternehmen und dessen Aufgabentrager. Den regionalen Verkehrsunternehmen und Gemeinden, also Anbietern des offentlichen Personennahverkehrs, fehlen die finanziellen Mittel zum Aus- und Neubau sowie zur Substanzerhaltung der Infrastruktur. Daruber hinaus ist schon heute zu erkennen, dass die in Zukunft fur den OPNV zur Verfugung stehenden Fordermittel immer geringer werden.2 Vor dem Hintergrund der standig steigenden Nachfrage an adaquater Verkehrsleistung, ist zu uberdenken, ob die bestehenden verkehrspolitischen Instrumente der Aufgabe des OPNV gewachsen sind und den Anforderungen gerecht werden konnen. In dieser Arbeit soll die konventionelle sowie Moglichkeiten der alternativen Finanzierung von Infrastrukturanlagen des offentlichen Personennahverkehrs in Deutschland gezeigt werden. Es soll ein Uberblick von der Entstehung der staatlichen Forderung bis hin zur zukunftsorientierten Finanzierung der offentlichen Verkehrsleistungen dargestellt werden. ...

Studienarbeit aus dem Jahr 2007 im Fachbereich VWL - Verkehrsokonomie, Note: 1,0, Leibniz Akademie Hannover - Verwaltungs- und Wirtschaftsakademie Hannover, 24 Quellen im Literaturverzeichnis, Sprache: Deutsch, Abstract: Der offentliche Personennahverkehr (OPNV) erfahrt eine immer hohere Bedeutung fur die Mobilitat der Menschen, der Lebensqualitat in Stadten und vor allem auch fur den Klimaschutz. Das Verkehrsangebot soll im Rahmen der Daseinsvorsorge die ausreichende Mobilitat der Bevolkerung sichern.1 Im Laufe der Zeit hat sich die Nachfrage nach offentlichen Verkehrsleistungen stark verandert. Die Gemeinden und Verkehrsunternehmen mussen als Reaktion darauf das bisherige Angebot des OPNV attraktiver und flexibler gestalten und sich den Kundenwunschen anpassen.2 Das entwickelt sich jedoch immer mehr zu einer grossen Herausforderung fur die kommunalen OPNV-Unternehmen. Zum Einen geht das Bundesministerium fur Verkehr, Bau und Wohnungswesen (BMVBW) in einer Verkehrsprognose davon aus, dass das Verkehrsaufkommen im individualen Strassenverkehr in den nachsten Jahren erheblich steigen wird.3 Trotz der Fortschritte in der Emissionsminderung an Fahrzeugen ist damit eine Zunahme der Umweltbelastung verbunden. Diese Umweltbelastung konnte durch einen attraktiveren und leistungsfahigeren OPNV verringert werden, indem ein grosser Teil des Verkehrszuwachses auf den weniger umweltbelastenden OPNV verlagert wird.4 Zum Anderen ist davon auszugehen, dass die Zahl der OPNV-Nutzer, bedingt durch die anhaltenden Benzinpreissteigerungen, weiter zunimmt.5 Den regionalen Verkehrsunternehmen und Gemeinden, also Anbietern des offentlichen Personennahverkehrs, fehlen die finanziellen Mittel zum Aus- und Neubau sowie zur Substanzerhaltung der Infrastruktur. Daruber hinaus ist schon heute zu erkennen, dass die in Zukunft fur den OPNV zur Verfugung stehenden Mittel immer geringer werde

As trams and light transit systems make a comeback in many British cities, this volume, the first of three, looks at the tramways and light railways that have operated in Britain's towns and cities. From the 1880s to the 1950s, trams were a common sight in many British towns. From Cornwall's Camborne & Redruth Tramway to the up-to-the-minute rapid transit system in Croydon, this will prove to be the definitive history of the tram networks of Britain. Volume One covers southern England and Greater London, with tramway systems as far apart as Penzance and Ipswich.

Diplomarbeit aus dem Jahr 2005 im Fachbereich VWL - Verkehrsokonomie, Note: 2,0, Helmut-Schmidt-Universitat - Universitat der Bundeswehr Hamburg, 92 Quellen im Literaturverzeichnis, Sprache: Deutsch, Abstract: Der diskriminierungsfreie Netzzugang wird bei der DB Netz AG taglich und konsequent gelebt. Beleg fur den fairen Wettbewerb auf der Schiene ist nicht zuletzt die Zahl der mehr als 290 externen Kunden, die auf unserem Netz unterwegs sind - Tendenz steigend." Diese Aussage von Dagmar Haase Vorstand Marketing/Vertrieb der Deutschen Bahn AG zeigt, wie sich die Deutsche Bahn selbst in der Rolle des Infrastrukturanbieters sieht. Seit der Bahnreform im Jahr 1994 muss die Deutsche Bahn AG Wettbewerbern einen Netzzugang zu ihren Trassen gegen Entgeltzahlung, dem Trassenpreis, gewahren. Seitdem ist es auf dem Netz zu einer steigenden Anzahl von Transportunternehmen im Bereich des Guter- und Personenverkehrs gekommen, welche neben der Deutschen Bahn AG Verkehrsleistungen auf deren Trassennetz anbieten. Doch kann allein die Anzahl der Wettbewerber kein Beleg fur einen fairen Wettbewerb auf der Schiene sein. Ein fairer Wettbewerb auf der Schiene kann namlich nur entstehen, wenn das Zugangsentgelt, also der Trassenpreis, in angemessener Hohe erhoben wird. Dies wird deutlich, da der Trassenpreis seit Jahren im Blickpunkt der Betrachtung von Seiten der Marktakteure, den Regulierungsbehorden, der Europaischen Union und letztlich auch der Wissenschaft steht. So gab es vor dem Eisenbahnbundesamt und dem Kartellamt immer wieder Beschwerden durch die Nachfrager uber die Hohe der Trassenpreise, die darauf mit Auflagen und Vorgaben der Trassenpreisgestaltung reagierten. Im Rahmen der Europaischen Kommission und besonders der Verkehrsministerkonferenzen gab und gibt es Treffen, bei denen nach Gestaltungsvorgaben und Losungen gesucht wird, einen Trassenpreis zu gestalten, der einen Wettbewerb auf der Schiene fordert und die Problematik der Diskriminierung losen kann. In der Forsch

A compilation of magazine road tests, along the lines of the Brooklands Books Road Test Books. A compilation of period road tests and servicing information on Bristol Cars from Unique Motor Books

Featuring over 150 photographs, this book is a social history of what was a very important part of Coventry. It leads us on a nostalgic pictorial journey through the Second World War, where the infamous Luftwaffe air raid wrecked the city's tram system, modelled on the local Daimler chassis.

Studienarbeit aus dem Jahr 2004 im Fachbereich VWL - Verkehrsokonomie, Note: 1,3, Westfalische Wilhelms-Universitat Munster (Institut fur Verkehrswissenschaft), Veranstaltung: Seminar zur Wirtschafts- und Finanzpolitik WS04/05, 20 Quellen im Literaturverzeichnis, Sprache: Deutsch, Anmerkungen: Ausarbeitung im Rahmen eines Ski-Hauptseminars zur Wirtschafts- und Finanzpolitik, anrechenbar als Hauptseminar im Wirtschaftsinformatik-Wahlpflichtfach "VWL fur WI." Bei dem Seminar handelte es sich um ein Fallstudien-Blockseminar am Institut fur Verkehrswissenschaft. Abgabedatum: 21. Oktober 2004, Abstract: Schon Adam Smith erkannte einerseits die allgemeine Notwendigkeit zur staatlichen Bereitstellung von Kollektivgutern. Andererseits deutete er bereits an, dass es fur den Bau und Betrieb von Verkehrsinfrastrukturen privatwirtschaftliche Alternativen gibt, beispielsweise durch die Erhebung einer nutzerindividuellen Abgabe, so dass die allgemeinen Staatseinnahmen nicht beruhrt werden mussen. Dieser Gedanke besitzt heute wieder eine besondere Aktualitat. In Deutschland ist die Bereitstellung von Verkehrsinfrastrukturen seit Jahrzehnten in staatlicher Hand und eine dementsprechende Verpflichtung kann teilweise aus dem Grundgesetz abgeleitet werden. Doch angesichts der Mittelknappheit der Gebietskorperschaften wird auch hierzulande uber alternative Wege der Bereit- und Herstellung von Verkehrsinfrastrukturen nachgedacht. Dies sollte jedoch nicht allein als Mittel zum Zweck der Sanierung leerer offentlicher Kassen gesehen werden, sondern auch okonomisch sinnvoll sein. Diese Wege aus okonomischer Sicht zu analysieren und eine Bereit- und Herstellungsempfehlung zu geben, ist das Thema dieser Arbeit. Hierfur werden zunachst kurz die Begriffe Infrastruktur im Allgemeinen und Verkehrsinfrastruktur im Speziellen definiert und abgegrenzt. Im dritten Kapitel wird die okonomische Natur von Verkehrsinfrastruktur vor dem Hintergrund der Kollektivgutertheorie untersucht. Aufgrund

Although they were operational for little more than sixty years, the Royal Mail Coaches left behind an indelible romantic memory. But, journeys on the coaches were probably seldom the happy-go-lucky events depicted on the cards. The seating inside the coach was hardly luxurious. This work talks about these coaches.

Beyond the traditional purposes of moving people, goods, raw materials, and mail from place to place lies a world of unconventional uses of motor vehicles. Rolling grocery stores, churches, classrooms and health clinics have taken traditionally stationary services directly to those who need them. Companies have built vehicles in the shapes of their products (the Oscar Mayer Wienermobile being just one famous example) from the early years of automobiles. This lively history gives a fascinating overview of the many special purposes vehicles have served. The unconventional uses of motor vehicles stretch one's imagination. The author here divides them into eight types based on their purposes and uses. Sales vehicles support a successful sales volume; advertising vehicles retain present customers and attract new ones; education and training vehicles provide skills updates for employees; charity vehicles are used to serve various populations of the needy, suffering, and distressed; religious vehicles promote a particular faith; functional vehicles perform an on-the-spot function normally done by a fixed-base facility; multimodal vehicles have the ability to traverse land, water, and air; and government vehicles provide a host of services to constituencies. Examples are provided for each type of vehicle and examples from other nations besides the United States are included as well.

What happens to a bus when it reaches the end of its life? It is a simple question and most people would assume that the bus would end up in a scrapyard, broken up for its valuable scrap metal content, but many buses have had long and fruitful lives after their retirement from passenger duties. Douglas MacDonald looks at the changing bus scene in Scotland since the 1930s and the myriad of different uses buses have undertaken. They have been used as polling booths, circus vehicles, recovery trucks, car transporters, mobile canteens, mobile homes and many other uses. Just a flick inside the covers will see some unusual conversions and uses. The book is also written in the authors inimitable and humorous style.

With energy consumption rising and with it our dependence on crude oil from politically uncertain regions, and faced with the threat to the environment from polluting emissions, it is becoming ever more evident that fuels from renewable resources are an increasingly attractive option to fossil fuels. Edinger and Kaul, like a growing number of other experts, hold the mobility of populations--transportation, in other words--responsposible for the rise in the rate of greenhouse gas emissions, a condition that can only get worse as less developed regions of the world emerge with their own needs and demands for mobility. What to do? Edinger and Kaul outline in sharp detail the shortcomings of current vehicular technologies and dominant fossil fuels. They present a careful, authoritative examination of innovative technologies that in their opinion have the best chance of combating dangerous reliance on conventional means of power, not only for transportation but other purposes as well. And they focus on special forms of fuel cell drive systems, with their high efficiencies and reduced consumptions, and on other emerging renewable technologies and their innovative, sustainable power sources--such as fuels from biomass and renewable electricity, a particularly promising source of energy for newly growing economies. Wide ranging in coverage, forthright in style, the book is an important review of how things are today, why they could get worse, but perhaps most importantly, what we can do about it.

A hundred years ago a trip by automobile was as much a test of manpower as of horsepower, 'Men had to be men'. In those days, 'Get out and get under' (the song was not composed then) had a direct meaning to the adventuresome, soiled and grease-stained motorist chauffeurs. Happily, these crude, cumbersome, horseless carriages are no more. Here and there a restored one may be found, hidden among the array of glistening new vehicles of modern achievement. Those pioneer vehicles were in fact as na?ve as the ancient chariots of Egypt and Rome. The early horseless carriages were big, heavy, uncomfortable, noisy, and smelly wagons or carriages, powered by engines having huge cylinders that were gluttons for fuel. Or they were small, fragile, uncomfortable, noisy and smelly buggies, powered by small engines, hardly big enough to propel the buggy. Clanking chains rotated the rear wheels, while noisy engines dripped oil like a sieve. They emitted billowing clouds of smoke, as the drab vehicles trembled on wobbly wheels that seemed ready to collapse. Although the average asking price for one of these 'headaches on wheels' was USD1,000 or more, the greatest expense came later for maintenance and repairs. These vehicles were plagued with engine, clutch, transmission, steering, brake, wheel, and fuel troubles, let alone problems from the weather. The cost of broken and worn-out parts greatly exceeded the cost of operation. Axle shafts fractured, universal joints failed, crankshafts broke or scored, pistons cracked, cylinders scored or wore rapidly, connecting rods broke, bearings burned out, clutches slipped, transmission gears stripped and chattered. Adjustments and overhaul procedures were common operating procedure. The cost of replacement parts was high because of the lack of standardization and volume. These strange and crude-looking vehicles spit, coughed, belched, groaned, backfired, and stalled unexpectedly. They were the source of distrust, despair, doubt, ridicule, and embarrassment to their owners. It was soon quite obvious that the smelly, noisy, imperfect, and expensive automobile needed much refinement and performance proof to convince a skeptical public that it was a viable alternative to travel by horse. Fortunately, the novelty, rarity, or scarcity attracted enough buyers to keep some manufacturers in business, while the brilliant minds of these stalwart men worked to solve the problems, and to regain the publicAs confidence, despite the negatives. These vehicles were the direct ancestors of our modern-day cars, and from their trials, failures, and successes, came knowledge and improvements. It is the purpose of this publication to acknowledge the accomplishments, give credit to, and honor those various selfless individuals who risked all their possessions and toiled to acquire a better means of transportation, which has led to a better and fuller life for all Americans. Contents Include: Introduction Charles and Frank Duryea Studebaker The Pratt Family and the Elcar Motor Car Company Joseph Moon Russell Gardner Louis Clarke George Pierce and Charles Clifton Packard/Joy/Macauley and the Packard Motor Car Company Edwin Thomas; Ransom Olds Peerless; Fred and August Duesenberg Kissel Brothers Hupp/Drake/Hastings/Young and the Hupp Motor Car Corporation Walter Flanders Chapin/Coffin/Bezner/Jackson/Hudson/McAneeny and the Hudson Motor Car Company Harry Stutz Harry Ford; Graham Brothers Charles Nash Index.

No other American car carries the mystique of the Corvette, and early in 1997, General Motors unveiled the stunning fifth-generation Corvette to universal acclaim. But GM's triumph was hard-won -- the legendary sports car had nearly fallen victim to internal company politics and a squeeze on profits. In this candid and compelling book, journalist James Schefter reveals the inside story of the people who saved and reinvented the Corvette, from the drawing board to the assembly line.

For eight years, Schefter enjoyed unprecedented access to every part of GM, including areas off-limits to many company vice presidents. A true insider, he observed the new Corvette's odyssey from sketch to clay model to prototype to production vehicle. He accompanied test drivers across scorching deserts and snow-packed mountains. And he came to know the fiercely dedicated team of designers, engineers, and executives who fought and achieved their dream: a new Corvette that is better conceived, better built, and less expensive than its predecessors. The Corvette's odyssey to reclaim its glory is a thrilling testament to the endurance of American spirit.

This photographic record celebrates a 100-year history of Renault cars, drawing on Renault's long history of innovative engineering, dominating characters, flair for business and organization. The title also looks at Renault in the Nazi era. By World War II, the Renault firm was one of France's major industrial concerns and Louis Renault was among the richest and most powerful French industrialists of his day. Later, the Renault company prospered without him, and has continued to design and mass produce a succession of practical and sometimes ground-breaking vehicles. This title is aimed at readers with an interest in Renault, and European automobiles.

Although the Barracuda was introduced a few weeks before the Mustang in 1964 the earlier models lacked muscle. The 273 helped sales but not for long and in 1967 Plymouth redesigned the car and the engine options included the 383. The 1967 sales figures, however, would never be equaled. For 1969 buyers could have the 440 V8 and body styling was again changed. Despite this and a limited incursion into racing the sales slide could not be halted. As with all other muscle cars the early 1970s emissions and safety regulations killed them off. This is a book of contemporary road and comparison tests, specification and technical data, driver's impressions, new model introductions, history.

An introductory manual covering choosing the right RV, operating its systems, planning trips, preparing for travel, handling an RV on the road, using campground sites, and more.

Blazefield commenced operations in 1991, having bought the final shares in the former AJS Holdings group. From the beginning it was clear that Blazefield had a strong approach to passengers and the growth of the business. With over 300 vehicles, most of the operations were in Yorkshire with a base in London for its Sovereign unit along with a smaller operation based in and around Cambridge. Route branding and a simple livery was a combination that worked well for increasing passengers and vehicle renewal. The Volvo chassis range and Wrightbus bodywork were the standard for the group. Growth came in the shape of the former Stagecoach operations in East Lancashire. In late 2006 Transdev were successful in acquiring Blazefield. Transdev continued to form a strong brand. Today expansion in local identities along with colourful brands see Transdev taking the lead in modern-day bus operation.

As head of Pierce-Arrow in its formative years, Colonel Charles Clifton played a significant role in the development of a venerated automobile manufacturer. Roundly respected in his time, Clifton was a force in automobile trade associations for nearly a quarter century but slipped into undeserved obscurity after his death in 1928. This biography covers Charles Clifton's role in the earliest conflicts and achievements of the American automobile industry and the growth of the Pierce-Arrow company, using industry publications and periodicals of the time as well as recollections of his associates and contemporaries. It details his wider importance in shaping the industry itself, especially his role in the controversies surrounding the Selden patent and the patent cross-licensing agreement between auto manufacturers. The impact of World War I on the industry and Clifton's activities responding to the vast operational changes the war brought about conclude the book.