|
Showing 1 - 16 of
16 matches in All Departments
Covering the latest breaking news in Google Ads, this sixth edition
introduces revised, expanded and new chapters covering Enhanced
Campaigns, Google Ads Express, Google's Product Listing Ads, and
more. Changes in Big Data advertising are also revealed and
expanded sections and necessary updates have been added throughout.
Updates specific to this edition include: Powerful bidding
strategies using remarketing lists for search ads New ad extension
features Automation capabilities using scripts Bonus Online Content
that includes links to dozens of resources and tutorials covering:
registering a domain name, setting up a website, selecting an email
service, choosing a shopping cart service, finding products to
sell, and starting up an Google Ads account for your business
Readers are given the latest information paired with current
screenshots, fresh examples, and new techniques. Coached by Google
Ads experts Perry Marshall, Mike Rhodes, and Bryan Todd advertisers
learn how to build an aggressive, streamlined campaign proven to
increase search engine visibility, consistently capture clicks,
double website traffic, and increase sales. Whether a current
advertiser or new to AdWords, this guide is a necessary handbook.
The Routemaster is the iconic London bus, recognised around the
world. This pictorial account features previously unseen pictures
of the ubiquitous RM far and wide throughout the network during the
period 1976-83, which included the year of the Queen's Silver
Jubilee, when twenty-five of the type were specially painted in an
all-over silver colour scheme. By the end of this period buses
formerly allocated to the country garages had mainly gravitated
back to the central area, some of which saw further passenger
service while others were converted to driver training buses. It
was also around this time that London Transport began to dispose of
its RMs in significant numbers.
Preston Corporation Tramways began operation of electric trams in
June 1904, and they exclusively served the town until 1922.
Additional tram routes to Frenchwood and Fulwood had been mooted
several times, but the latter had been rejected on a number of
occasions due to the narrowness of some of the highways on the
proposed route. Consequently, the route to Fulwood was inaugurated
on 23 January 1922, using motorbuses. The trams were abandoned
between 1932 and 1935 when the six routes were converted to
motorbus operation. Before the Second World War additional bus
routes were started to serve new housing developments. Post-war
routes were commenced to serve further new housing at Brookfield,
Ingol, Larches, Lea, Moor Nook and Ribbleton. A Joint Operating
Agreement was entered into with Ribble Motors (and Scout Motors) on
1 January 1948. There were initially four routes involved, with
three more being added over the next twenty-five years. This
agreement continued in diminished form until deregulation in 1986,
following which the route network rapidly expanded. In more recent
times, following the brief tenure by Stagecoach, Rotala Preston Bus
has also operated a diverse number of services on behalf of
Lancashire County Council, which over recent years has involved
routes to many of the surrounding Lancashire towns.
The Blackpool Electric Tramway Company commenced operation of a
conduit system of railed vehicles along the Promenade between
Cocker Street and Station Road on 29 September 1885. By the 1930s
the rolling stock was becoming somewhat worn out and, following the
appointment of Walter Luff as General Manager in November 1932, the
fleet was revolutionised. Over the next few years Luff introduced a
fleet of eighty-four streamlined cars and built a new depot at
Rigby Road in which to house them. These formed the backbone of the
fleet for several decades and a considerable number, although
significantly altered, continued in service until the end of
conventional tramway operation on 6 November 2011. Following a
substantial injection of government funding in January 2008 the
failing tramway was revitalised and like a phoenix from the ashes
the whole system was modernised and reopened as a Light Rail
Transit system in April 2012, with a fleet of new LRT articulated
vehicles, which were housed in a new depot at Starr Gate. This book
features a wide cross-section of trams that have operated at the
seaside resort over the past forty years and follows the line from
Starr Gate to Fleetwood, with many comparisons made between the old
and new systems.
Preston Corporation Tramways was formed in 1904, later becoming
Preston Corporation Transport Department. Electric trams, the
majority of which were built in Preston, were operated until1935.
The first buses entered service in January 1922. The department
bought nothing but Leyland chassis until 1976, when three Bristol
LHS midi-buses entered the fleet. The first 'OPO'-equipped buses
were introduced in December 1968 and consisted of fifteen Leyland
Panthers. Preston was a staunch advocate of the Leyland Titan and
operated an assortment of PD1, PD2 and PD3 models over the years.
Between 1959 and 1967 eight rear-entrance PD2s were famously
rebuilt as front-entrance PD3s. A large fleet of Atlanteans was
assembled between 1974 and 1983 and these formed the backbone of
the fleet for many years. Following bus deregulation in 1986 the
company fought a bitter battle with United Transport (Zippy) as
both operators went toe-to-toe with large fleets of minibuses.
Preston won the day as United Transport was absorbed by Ribble in
March 1988 and what had been a chaotic couple of years eventually
settled down. In April 1993 the company was sold to a management
and employee consortium. Here, rare and previously unpublished
images document the years surrounding deregulation in Preston.
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, 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 North London.
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.
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.
A visitor to one of the principal cities of the East or West
Midlands during the 1970s would not have failed to notice that all
the incumbent local bus operators were still running buses which
still resembled types which could be seen throughout Britain
between the two World Wars – that is double-deck buses with the
driver seated in his own cab area with an open space over the
adjacent engine shroud. Whilst the vast majority of these also had
an open entrance at the rear, there were some types which the
passengers could board or alight through a doored-entrance at the
front. With a wonderful selection of photographs that will delight
enthusiasts of all ages, Mike Rhodes looks back on the twilight
years of half-cab buses in the Midlands.
A worldwide classification system of comic art, including comic
books, comic strips, animation, caricature, political &
editorial cartoons, and gag cartoons based on John A. Lent's
pioneering bibliographic work. Created in honor of Lent's 80th
birthday.
Edinburgh is reputed to have more buildings designated as of
‘special architectural or historic interest’ than any other
city in the world. These range from rows of Georgian terraced
houses and individual Victorian tenement blocks to such diverse
structures as the diminutive Greyfriars Bobby sculpture and the
Forth Rail Bridge. Many of the buildings were constructed from
sandstone, from a proliferation of local quarries and which could
be found in a variety of different colours. The city’s local
transport system has a similarly rich history, and this book looks
to celebrate these two popular elements in the city’s
contemporary setting. Featuring unique and previously unpublished
images of Lothian Transport buses sharing the scene with some of
these historic buildings, this book will delight anybody who shares
a fondness for Auld Reekie.
As electricity became more widely used to power and light Britain's
towns and cities a number of municipal boroughs built their own
power stations. In the early years these were inevitably fed by
coal, of which the UK had a plentiful supply. In the 1960s and
early 1970s the government embarked on a programme of constructing
new power stations. The majority of these were constructed with
direct rail-connected on-site coal handling facilities and thus was
born the Merry-Go-Round, or MGR, coal train. The book features a UK
panorama of a wide variety of coal trains on the move, with
previously unpublished images from across many years and locations.
Like the railway industry in the nineteenth century, Britain was a
major player in supplying the world with buses, particularly
double-deckers. The principal contributors in the mid-twentieth
century were AEC, Daimler and Leyland Motors. Buses were exported
throughout the world either as complete vehicles or as a chassis
with locally assembled bodywork completing the bus. As early as
1911, Leyland Motors sold five single-deck charabancs to Lisbon
Tramways and three to Cape Town Electric Tramways. It says
something for the endurance of the British-built chassis when
examples of the Daimler CVG in Hong Kong and the AEC Regent III in
Lisbon both managed to attain well over twenty-five years of
service for their respective operators. As London Transport found
itself with a surfeit of serviceable buses in the 1960s, hundreds
of redundant RTs, RTLs and RTWs were snapped up by the Ceylon
Transport Board. Redundant Atlanteans and Daimler Fleetlines found
favour with both KMB and CMB while sixty AEC Swifts saw further
service with the Public Transport Association (PTA) and the
Education Department on the island of Malta. This book features
previously unpublished photographs of British buses in China,
India, South Africa, Portugal and Hong Kong.
In 1959 there were twenty-seven Corporation Transport systems in
the Red Rose County. These were significantly reduced in 1969 with
the creation of the Passenger Transport Executives in Manchester
and Liverpool and further reduced in 1974 following the
reorganisation of local government, when boundaries were changed
and new administrative boroughs created. All but two of the
remaining systems were privatised during the 1990s, following the
deregulation of bus services in 1986. Rossendale clung on to its
own transport organisation until 2018 when it too was bought out by
Transdev, leaving just Blackpool Transport as the only
council-owned operator within the redrawn county boundary. This
book picks up the story following local government reorganisation
in 1974 and uses a comprehensive selection of photographs to depict
the closing years of all of Lancashire's Corporation Transport
systems.
|
You may like...
Ab Wheel
R209
R149
Discovery Miles 1 490
|