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Books > Sport & Leisure > Transport: general interest > Road & motor vehicles: general interest > General
When bus and coach manufacturers or bodybuilders brought out a new
design, they would usually provide a demonstration vehicle for
would-be purchasers to try out before buying. These vehicles would
later be sold off after a few years and were sometimes snapped up
by small companies that might not have been able to afford the cost
of a new vehicle. Some of the larger companies would buy a small
selection of vehicles by different makers to compare in service
before deciding on which type to standardise on for mass purchase.
Other innovative companies might rebuild existing vehicles in their
own workshops in an attempt to improve their performance or extend
their life, or to try out new ideas. This book looks at a variety
of demonstration vehicles, on display, in use, and after being sold
off; as well as vehicles that were bought experimentally or
modified extensively during their service life.
During the history of Britain's electric tramcar fleets, many
thousands were manufactured of which the vast majority saw out
their operational life with a single owner. However, for several
hundred there was to be a second - if not, in certain cases, a
third - career with a new operator. Almost from the dawn of the
electric era in the late 19th century tramcars were loaned or
bought and sold between operators. The reasons for this were
multifarious. Sometimes the aspirations of the original owners for
traffic proved wildly optimistic and the fleet was downsized to
reflect better the actual passenger levels. War was a further cause
as operators sought to strengthen their fleets to cater for
unexpectedly high level of demand or to replace trams destroyed by
enemy action. For other operators, modernisation represented an
opportunity to sell older cars whilst, certainly from the 1930s, a
number of operators - such as Aberdeen, Leeds and Sunderland - took
advantage of the demise of tramways elsewhere to supplement their
fleet with trams that were being withdrawn but which still had many
years of useful operational life in them. The process was to
continue right through to the mid-1950s when Glasgow took advantage
of the demise of the once-extensive Liverpool system to purchase a
number of the streamlined bogie bogie cars that were built in the
late 1930s. In this book the author provides a pictorial history -
with detailed captions - to the many electric trams that were to
operate with more than one tramway during the period up to the
closure of the closure of the Glasgow system in 1962.
The larger bus operators, whether municipal or company owned, have
traditionally trained their own new drivers. Normally older
vehicles from the fleet were retained and adapted for training,
adorned with 'L' plates. In earlier days they would usually just
retain fleet livery. Sometimes they might receive a separate
livery, to warn other road users. When the National Bus Company
introduced corporate liveries of red or green for its fleets, many
of their constituent companies used yellow for their training and
service vehicles. Then, as recruitment became more difficult from
around the 1980s, colourful liveries with invitational recruitment
slogans tended to appear and this has continued since. Rather
surprisingly, companies often bought in buses for training from
other companies rather than converting their own, and these might
be types not otherwise represented in their fleet. This book looks
at a variety of training vehicles from around the country over the
last fifty years, including examples that have survived into
preservation.
Between the two world wars there was a golden era of industrial
design when the benefits of streamlining were realised, allowing
for reduced wind resistance, faster transportation and a more
efficient economy. The Art Deco-influenced style was also a huge
public relations exercise in the glamour-obsessed 1920s and 1930s.
Its most obvious manifestations were on the railways, with
beautiful streamlined locomotives in daring colour schemes on
prestigious named expresses, especially in Europe and North
America. They included the Fliegender Hamburger diesel train in
Germany, the American Mercury trains and of course Sir Nigel
Gresley's A4 Class, on which the streamlined casing and internal
streamlining allowed Mallard to break the world speed record. The
idea of streamlining made even more sense in the air, where the
great airships were crossing the Atlantic, and aircraft like the
Douglas DC3 cut through the air more easily than anything that came
before. Meanwhile, on the world's roads, buses and cars lost their
perpendicular looks and marques like Cord and Bugatti led the way
with increasingly aerodynamic, wind-tunnel-tested profiles.
Designers like Raymond Loewy, as well as designing streamlined
locomotives, began to apply the same style to products for which
wind resistance was irrelevant, such as buildings, refrigerators
and even pencil sharpeners. This book tells the story of the
streamline era - its designers, its successes and failures, its
inspiration and its legacy.
Crosville is the story of the Crosville Motor Company and the
Leyland Tiger buses they operated during the post-world war II
period. As with many other operators nationwide, Crosville Motor
Services based in Chester faced difficulties in re-establishing
both stage carriage and private hire bus and coach services in the
early years following the second world war. The need to support a
weakened economy by exporting goods meant the supply of new
vehicles was limited while existing fleets had suffered through the
war years because of a lack of spares, skilled personnel to fit
them, and general maintenance. At the same time, the general public
needed to see not only local but long-distance travel
re-established. The latter, in terms of holiday travel, was
particularly important to Crosville, who in pre-war times had built
up a network of services in the Merseyside and North Wales areas,
with a special need to provide transport along the North Wales
coast. The many resorts there were now beginning to re-establish
their status as holiday centers required holidaymakers to be
transported to them. In order to fulfil that need Crosville took
delivery in 1949/50 of 35 single deck buses, classed as
dual-purpose (bus/coach) vehicles. Government intervention had
redirected these 35 Leyland Tiger PS1/1 vehicles (originally
ordered by Midland General) to Crosville to assist with their
vehicle shortage. They were Leyland's first post-war design, but
because of nationalisation which occurred in the transport industry
at the time of their delivery they would eventually become
non-standard in the Crosville fleet. Crosville shows how political
decisions enforced changes to the organisation of public transport
and vehicle design and the book will appeal to anyone interested in
vintage motor vehicles and the history of transport in the United
Kingdom.
Designing and building your own motorcaravan gives you the freedom
to create a distinctive holiday home tailored to your needs - and
also enables you to control the cost. Whether you want to fit out a
van, renovate a camper, revive an old model or build one from
scratch, this manual will take you every step of the way. This new
edition includes up-to-date information on electrical systems and
water supplies, as well as sought-after storage options and
weight-saving tips when working with wood. Armed with all the facts
- and many step-by-step instructions - building your own
motorcaravan quickly becomes achievable.
This book tells the complete story of one of the most significant
agricultural inventions of all time - the combine harvester.
Starting with the early straw walkers and rotary models, author
Jonathan Whitlam charts the chronological evolution of these
complex machines which soon became indispensable to the cereal
farmer. The author shows how the combine developed into the huge
modern machine, capable of processing hundreds of acres of wheat in
a day. The story of the combine harvester is meshed with the cereal
harvest, starting with the first mechanisation of the harvest with
the sail reaper, moving through to the binder and then the
threshing drum. The book describes the early arrival of the combine
harvester in the shape of the reaper-thresher in the USA and then
smaller, more compact trailed versions that were also used in
Europe. The self-propelled combine arrived in the 1940s, which is
when the idea really began to take off. The book looks at the
various different makes of combine harvester such as those produced
by Case, New Holland, International Harvester, John Deere and
Massey Ferguson and discusses what the future holds for the combine
harvester, including advanced designs and driverless drones.
Accompanied by a wide variety of new colour photographs, this book
will appeal to farm machinery enthusiasts and those interested in
the development of modern industrial machinery.
What happens to old buses at the end of their career, when they are
replaced by newer vehicles? Some inevitably go to scrap, especially
if they have been cannibalised for spares. Some see further service
with other bus companies. A few lucky ones pass directly into
preservation. But many find further employment with so-called
'Non-PSV' users; some of these may continue to carry passengers,
perhaps as works transport or for a community group. Some may be
used for driver training. However, others will be converted to
fulfil a whole variety of roles - catering or hospitality vehicles;
advertising promotional vehicles; ambulances; mobile homes;
playbuses; horseboxes; vehicle transporters, and more. This book
looks at a variety of old buses and coaches and the varied roles
they have fulfilled over the last fifty years.
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Car Culture
(Paperback)
Frances Basham
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Featuring the custom car cult of hot rods, drag racers and low
riders, classic films like Thunder Road and American Graffiti,
'rebels' such as James Dean and Marlon Brando, and much more, 'Car
Culture' is as exuberant and fascinating as the car craze itself.
With 48 pages of brilliant color photographs.
Bus garages, or depots if that is your preferred nomenclature, come
in all shapes and sizes and have their origins in the tram depots
that were established by the various tramway companies of the
pre-electrification era. Tram depots were originally built for
horse-drawn and steam-hauled tramcars and, in the case of the
former, often had stables attached. Hardly any two bus garages were
the same as they varied in both size and type of construction.
Some, such as London Transport's Stockwell garage (which is still
in use) and Salford Corporation's Frederick Road tram/bus depot,
could be considered architectural gems. The capacity of a garage
could vary enormously; examples of this were Ribble Motor's
outstation at Bowness-on-Solway with space to garage just one bus
and Oldham Corporation's Wallshaw Street garage, which when built
was designed to hold 300 buses under one roof. There are still a
significant number of former tram depots functioning as bus
garages, but they are on the decline. The deregulation of bus
services in 1986 changed the course of the bus industry forever. As
undertakings were privatised and sold off during the 1990s, the new
operators moved out of their inherited garages and set up more
low-cost establishments. These generally consisted of a moderately
sized maintenance building and a large open-air parking area.
The AEC Regal IVs and Regent IIIs, or to give them their class
prefix letters RFs and RTs, are among the most revered buses to
have served London over the years. The RFs were maids of all work
and were tailored for private hire work, Green Line coach work and
ordinary stage bus work in both the central and country areas. The
first of the type were introduced in October 1951 and a total of
700 vehicles were built for the London Transport Executive. They
replaced virtually all the other types of single-deckers then
operating in the metropolis. The RT was first introduced to service
in 1939 and production ran to 151 vehicles before construction
ceased in early 1942. Following the war the Park Royal factory
recommenced building the type in 1947 with the last new chassis
being rolled out in 1954, taking the bonnet number RT4825. Both
types soldiered on throughout the 1970s as LTE encountered severe
problems with their 'OPO' replacements before both finally bowed
out within a week of each other in March/April 1979. This account
charts the last years of operation of both types from the mid-1970s
onward, focusing on South London.
This book shares the valuable collection of the Schlumpf brothers,
whose collection of 427 beautiful classic cars-including 122
Bugatis-made it Europe's most exciting auto collection. Now known
as the National Auto Museum of France, this amazing collection is
presented in this book for all the world to see.
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