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As this highway construction site nears completion, heavy equipment is being trucked out on a congested exit road.
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On our first day visiting Glacier National Park, we opted to take the famous Going to the Sun Road up to Logan Pass. We knew that the area gets very congested with visitors, cars, and tour buses, so we set out early. We arrived and easily found a parking spot and as we readied for our photo journey, we noticed an abrupt change in the weather approaching the area. We waited for a few minutes, then we were glad that we did.
The winds picked up to probably 40+ mph, the clouds shortly then became thick, numerous and very low. Pouring down rain turned into heavy corn snow and the visibility in the area was nil to none. They always say that in the mountains the weather can change without much warning and this was no different. Let's re-think the situation..... so after it slowed down a bit, on went the foul weather gear and off we went - we weren't about to let the weather interfere with our plans.
The low clouds would come and go, so wildlife photography had to be done with a great deal of patience. One of the first wildlife that we saw on the Hidden Lake Trail was this hoary marmot. It would run around on the grassy landscape, which by the way was covered in the most amazing wildflowers of various types, as it would run into it's burrows, then re-appear. Actually, it was quite cooperative for us, checking out what was going on around it, using it's senses to watch for signs of impending trouble. Must have been "all clear" for it wasn't issuing any alert calls.
One of my favorite things about this image is the direct stare of the marmot, but also the amazing bokeh - the result of all of those yellow flowers. The winter was a long one this year, so though most wildflowers were expected to be long gone, they were in fact, just arriving. What a special and totally unexpected treat!
Thanks for stopping by and a special thanks for all of your comments.
Happy Hump Day!
Bonhams : The Autumn Sale 2020
Estimated : € 25.000 - 30.000
Sold for € 14.375
Autoworld
Brussels - Belgium
September 2020
Immensely popular during the 1950s and 1960s, the diminutive 'bubble car' or 'cabin scooter' is currently enjoying a revival of interest - not surprisingly given the congested state of today's urban roads. Nowadays though, the Bubble's attraction has just as much to do with fashion as practicality. One of the more successful designs of the cabin scooter's heyday was the BMW Isetta, a design the German firm manufactured under license from its Italian originator, Iso. (The name means 'little Iso'.) Faced with competition from the FIAT 500 and 600, both of which were seen as 'proper'; motor cars, albeit small, Renzo Rivolta's Iso was not selling well in its native Italy and it would be left to BMW to fully exploit the design's potential.
Although at first glance a three-wheeler, the Isetta built for the German market used a pair of closely spaced wheels at the rear and was powered by a BMW single-cylinder four-stroke motorcycle engine of 247cc, replacing the original's noisy two-stroke power unit. Isettas destined for overseas markets had a single rear wheel. The coachwork of early examples featured a single side-hinged door at the front, a roll-top sunroof and fixed side windows, while the steering wheel and dashboard were attached to the door to facilitate entry. The two-seater Isetta's most popular accessory, understandably so given the limited interior space, was a small luggage rack mounted at the rear. Later (1957-onwards) models incorporated sliding side windows for better ventilation. These improved models displaced 297cc, and the 'big' Isetta 300 was reckoned capable of 65mph (105km/h) and 55mpg (5.1 litres/100km). Approximately 162,000 Isettas had been made by the time production ceased in 1962.
Delivered new to Belgium, this BMW Isetta 300 still carries the plaque of the supplying dealer, 'J Dumont, Poperinge'. The car is most unusual in never having been restored and remains highly original, retaining matching numbers. Reported as in very good working order and said to drive very well, this charming little microcar is offered with its original Belgian registration document.
Date: Between 1906 and 1914
This photograph is part of the Congested Districts Board Photographic Collection.
NLI Ref.: CDB55
More photographs of Shere, can be viewed by visiting my photography website - Beautiful England
Shere is a small picturesque village situated below the North Downs, six miles south-east of Guildford and approximately twenty miles from London. It is regarded by many as the prettiest village in Surrey and is certainly the most photographed. The village is much sought after as a residential location, being within commuting distance of London and accessible to the M25 motorway. It does mean, however, that at weekends Shere becomes congested with visitors enjoying the scenery and facilities offered by this attractive village.
Set in the Tillingbourne Valley, Shere has everything a village should contain. There is a ford, ducks to feed, two pubs, shops, a teashop, blacksmith and an ancient church. It is no wonder that Shere has been chosen as a location for a number of film productions. 'Bridget Jones: The Edge of Reason', starring Renee Zellweger and the 2006 film, 'The Holiday', starring Kate Winslet, Jude Law and Cameron Diaz, both feature Shere.
Shere is mentioned in the Domesday Book in 1087, as 'Essira' and notes the church, which probably existed long before the Norman invasion. The cottages in Shere present a mixture of styles from the 15th to 20th centuries, but the central part of the village is still fundamentally 16th and 17th century, with many timber-framed houses. The names of the cottages in Lower Street, indicate the growth of population and increased prosperity during this period, produced by the woollen industry. Lower Street runs alongside the River Tillingbourne to the Ford. Here you can see The Old Forge, The Old Prison, Weavers House and Wheelright Cottage.
Middle Street contains a working forge and village shops and leads to the bridge across the River Tillingbourne, where the wooden Old Fire Station, dated 1885, can be seen. This was the Shere and Albury Volunteer Fire Brigade Station. In 1977, it was converted to public toilets.
The White Horse Inn, opposite Church Square, is an attractive black and white timbered building, which in 1450, was a house called, "Cripps". About 1600, a chimney with stone back-to-back fireplaces, was added. It became an inn in the late 17th century. From 1866 – 1945, it was managed by the Askew family and the inn became frequented by literary and artistic figures.
The other pub, The William Bray, was once known as the Prince of Wales and formerly Cook's Beer House. It was built in the late 18th century, the frontage being an early 20th century addition.
The Church of St. James has been a place of worship since 1190. The spire, built between 1213 and 1300, is an excellent example of a brooch spire. It was covered with cedar shingles, but in 2000, these had to be replaced and handmade oak shakes were used. There are several brass plaques in the chancel dating from 1412, excellent for those who seek to take brass rubbings.
An intriguing aspect of St. James' Church, is The Anchoress of Shere. Christine Carpenter, in 1329 made a solemn promise to devote her life to God and live in a holy place. On 14th August 1329, the Bishop of Winchester gave permission for her to be enclosed in a cell which was built in the North wall of the chancel. Food and drink was given to her through a grating on the outside wall. On the inside of the church can be seen the Quatrefoil through which she received the bread and wine of communion. Through the squint window, she could see the altar. Not surprisingly, after three years, she decided to leave her cell, but for reasons unknown, it is recorded that on 10th November 1332, the Bishop of Winchester agreed to her request to be returned to the cell so "she may be enabled to achieve her salvation". William Carpenter, her father, it is believed, lived where the Willow and Ash Cottages now stand in Lower Street. These were built about 1475.
The Lych Gate was designed in 1902 by the architect, Edwin Lutyens, who later became Sir Edwin Lutyens and designed the Cenotaph in Whitehall, London. He designed various buildings in Shere for the Bray family, who have been Lords of the Manor of Shere since 1487. These include The Manor House Lodge and Western Cottages in Upper Street and the building in Middle Street, now used as the Tea Room, "The Lucky Duck", which was formerly known as Asters Tea Shop.
Next year, visitors to Shere will be able to view what is predicted to be one of the most exciting events of the 2012 Olympic Games. On 28th July 2012, the first day of the Games, the Olympic 2012 Mens’ Cycling Road Race will start from The Mall in Central London. The competitors will race for 240 kilometres through Surrey and return to The Mall in London. The route takes in Shere, Gomshall and 9 laps of Box Hill.
The following day, the Womens’ Olympic Cycling Road Race follows the same, but a shorter route of 140 kilometres, again including Shere, Gomshall and Box Hill.
The Inverurie Connect branding which was until recently on the 57 reg batch of Enviro300, is now being applied on to some of their replacements, the 14 batch.
27108 seen here in a congested Market Street showing the branding.
The last glint catches on the flanks of another inbound deadhead move as it crosses (perpetually congested at rush hour) Westminster Ave.
Wincheser Cathedral's Outer Close, with the ridiculously long queue for the Christmas Market in the background!
Its Chaos again!
At the beginning of October Winchester Cathedral had already started to put up their ice-rink and Christmas market, this was the lead up to what will be almost four months of total chaos for the local residents of Kingsgate Village (A term that seems to have been originally revived/invented by the organisers of the Christmas market a few years ago) who need to get through the Cathedral's Inner Close. So far we have had to dodge a herd of vans and fork-lifts carrying the parts of the garden sheds they use as stalls to market the same expensive tat (Does it really need 23 stalls selling scarves hats and gloves?) and over-priced food each year.
Now the thing is open it is frequently almost impossible to get through from the High Street carrying a load of heavy shopping without making a long diversion round it and the narrow pavement in Peter Symonds Street gets congested with people from the Market or trying to avoid it, at the weekends every local pub in the immediate area will be full of it's customers with no seats available.
Even in the section of street between the Square and the Buttercross gets very congested at peak periods during the weekends (Not helped by Café Monde extending their outer row of tables into the ‘roadway’ part of the pedestrian precinct area) this is something that really is starting to become unacceptable! It is also very notable that the removal of the raised curbs some years ago in the section of the top end Square means that people just tend to wander out into the road without any regard to traffic driving into the Square or delivery vehicles struggling to turn round.
The number of vehicles ignoring the one way signs is also very noticeable, cyclists especially seem to totally ignore them, despite the fact that the corners into Great Minster Street and from Peter Symonds Street are blind corners for car drivers (The police and the P.C.O.S seem to totally ignore this breach of traffic regulations even when it happens right in front of them!), although this is not just down to the Christmas market it does exacerbate the situation and is something that needs to be addressed before the inevitable serious accident happens!
The whole thing is the wrong size and in the wrong place, when it is packed with people it is difficult to move towards the limited exits, the front one of which is very narrow (Not helped by the number of people who do not seem to know which side is left!. A ‘Keep left sign at the market entrance to this passage might remind them!) In the event of an emergency or panic, such as a hut catching fire near the top corner, the resulting crush and risk of people getting trampled would be downright dangerous. (This is in direct contrast to Salisbury's version which has wider aisles and an open surrounding area and also sells reasonably priced items that people actually do want to buy). I also really do not understand the number of people that will happily take their small dogs into this lot, no-one can see them till the poor things get trodden on! A case for the R.S.P.C.A. perhaps?
Despite having been told about it in the past the paths leading to the Cathedral’s Outer Close from the High Street are still in an unsafe condition, the one leading from St. Maurice’s Culvert between the Hotel and Magdalene Collage has had paving stones missing for well over a year now, leaving water filled holes which are not immediately obvious in the dark. The paved part of path from the gate opposite the William Walker is still very uneven in places, with a huge trip hazard by the tree where the paths join and it is becoming very notable that the paved path from the front of the Cathedral to the Square in front of the museum is also starting to break up, with more and more slabs coming loose, a small section of this has been closed off with barriers (Creating a further obstruction very close to one of the ‘Costermongers’ barrows which protrudes into the path anyway) but all that has done is caused more slabs to come loose further along.
At the entrance by the bollards to the passage under the buttresses also has some bad dips and very badly worn steps in it, in the close packed crowd trying to get into the market at peak times and weekends these are not easily seen and I would hate to think what could happen if someone trips over one of these, probably bringing down others around them.
At night the part surrounding the market's food area will attract its usual compliment of rats. The goods on sale in the stalls does not seem to have changed much in ten years and most of it seems to be the same expensive tat, but I suppose if you want pre-rusted garden ornaments or a festive paella pan then maybe you get what you deserve.
Sitting outside the Slug and Lettuce on Saturday (I was lucky enough to find a seat!) it was very noticeable that a very high percentage of the people exiting from the Cathedral’s Outer Close were not carrying anything and therefore had not actually found anything that they wanted there!
Although the organisers have made some improvements from the first few years the amount of litter and rubbish overflowing from the bins in the Cathedral grounds and in the immediate surrounding area is unsightly to say the least, the refuse and food scraps from the stalls in the food area (Which is sold at rip-off prices, compare with the prices on the stalls in the High Street) attract rats and vermin at night when it goes quiet, in the past the Cathedral authorities have denied this but having seen them myself on quite a few occasions I get the impression that they are just covering up.
Parking in Winchester is limited at the best of times and the park and ride schemes outside the city are unable to deal with the extra load, the buses put on to service park and rides cannot cope at peak periods and also contribute to the jammed up traffic in the city's narrow streets. At weekends it gets worse with long queues waiting to get in (Last Sunday the queue extended back into Market Street!) and the coach loads of people it brings into the city also jams up the Broadway and High Street, to the detriment of a lot of the shops and regular stalls that are in it and causes frustration to the local inhabitants who are unable to do their normal shopping.
This will be the 12th year it we have had to put up with this thing, and the whole shebang seems to go on for ages as they start putting up the market and ice rink in October, originally running for just a fortnight it now opens just after the middle of November, the market closing a few days before Christmas and the rink a few days after New Year, it then takes till almost the end of January to dismantle it all again after which we are left with a mess that resembles a First World War battlefield which ruins the whole appearance of what is normally a very peaceful and beautiful place, it takes until around mid July to recover. I really think that they should start to think of the effect their market has on their neighbours!
A Cathay Pacific 747 in the old livery taxies through the traffic at the old airport in Hong Kong, which had one short runway and a location on the harbourfront. Large hills surrounding the airport made take-off and landings quite exciting as the planes had to bank to the side, in order to arrive or depart from the airport safely.
Kai Tak Airport, located in Kowloon, Hong Kong, has a rich and storied history that reflects the development of aviation in the region. Established in 1925, it began as a modest grass airstrip. Its importance grew over the decades, and by the 1950s and 1960s, it had evolved into a significant international gateway. During this period, the runway was extended, and terminal facilities were modernised to accommodate increasing traffic.
The airport became renowned for its challenging landing approach. Surrounded by hills and situated in a densely populated area, pilots had to navigate a distinctive and difficult manoeuvre to align with the runway. The "Checkerboard" approach, which involved a sharp turn to line up with the runway, became infamous among aviation enthusiasts and was a defining feature of Kai Tak. This approach was both a technical challenge and a spectacle, adding to the airport's legendary status.
By the 1980s and 1990s, Kai Tak was a major hub in international aviation, handling a large volume of passengers and cargo. Its location made it a vital part of Hong Kong's connectivity with the world. However, the limitations of the site, coupled with safety concerns and growing traffic demands, eventually led to the decision to close the airport.
On July 6, 1998, Kai Tak Airport ceased operations with the opening of the new Hong Kong International Airport at Chek Lap Kok. The closure marked the end of an era and the beginning of a new chapter for Hong Kong's aviation infrastructure. The site of the old airport has since been redeveloped into a modern urban district, reflecting the city's ongoing transformation while preserving the legacy of its former gateway.
With the sun long below the horizon and only the final whispers of daylight left, CSX M582 arrives at Emerson some 5+ hours after going on duty in a very congested Atlanta Terminal.
More photographs of Shere, can be viewed by visiting my photography website - Beautiful England
Shere is a small picturesque village situated below the North Downs, six miles south-east of Guildford and approximately twenty miles from London. It is regarded by many as the prettiest village in Surrey and is certainly the most photographed. The village is much sought after as a residential location, being within commuting distance of London and accessible to the M25 motorway. It does mean, however, that at weekends Shere becomes congested with visitors enjoying the scenery and facilities offered by this attractive village.
Set in the Tillingbourne Valley, Shere has everything a village should contain. There is a ford, ducks to feed, two pubs, shops, a teashop, blacksmith and an ancient church. It is no wonder that Shere has been chosen as a location for a number of film productions. 'Bridget Jones: The Edge of Reason', starring Renee Zellweger and the 2006 film, 'The Holiday', starring Kate Winslet, Jude Law and Cameron Diaz, both feature Shere.
Shere is mentioned in the Domesday Book in 1087, as 'Essira' and notes the church, which probably existed long before the Norman invasion. The cottages in Shere present a mixture of styles from the 15th to 20th centuries, but the central part of the village is still fundamentally 16th and 17th century, with many timber-framed houses. The names of the cottages in Lower Street, indicate the growth of population and increased prosperity during this period, produced by the woollen industry. Lower Street runs alongside the River Tillingbourne to the Ford. Here you can see The Old Forge, The Old Prison, Weavers House and Wheelright Cottage.
Middle Street contains a working forge and village shops and leads to the bridge across the River Tillingbourne, where the wooden Old Fire Station, dated 1885, can be seen. This was the Shere and Albury Volunteer Fire Brigade Station. In 1977, it was converted to public toilets.
The White Horse Inn, opposite Church Square, is an attractive black and white timbered building, which in 1450, was a house called, "Cripps". About 1600, a chimney with stone back-to-back fireplaces, was added. It became an inn in the late 17th century. From 1866 – 1945, it was managed by the Askew family and the inn became frequented by literary and artistic figures.
The other pub, The William Bray, was once known as the Prince of Wales and formerly Cook's Beer House. It was built in the late 18th century, the frontage being an early 20th century addition.
The Church of St. James has been a place of worship since 1190. The spire, built between 1213 and 1300, is an excellent example of a brooch spire. It was covered with cedar shingles, but in 2000, these had to be replaced and handmade oak shakes were used. There are several brass plaques in the chancel dating from 1412, excellent for those who seek to take brass rubbings.
An intriguing aspect of St. James' Church, is The Anchoress of Shere. Christine Carpenter, in 1329 made a solemn promise to devote her life to God and live in a holy place. On 14th August 1329, the Bishop of Winchester gave permission for her to be enclosed in a cell which was built in the North wall of the chancel. Food and drink was given to her through a grating on the outside wall. On the inside of the church can be seen the Quatrefoil through which she received the bread and wine of communion. Through the squint window, she could see the altar. Not surprisingly, after three years, she decided to leave her cell, but for reasons unknown, it is recorded that on 10th November 1332, the Bishop of Winchester agreed to her request to be returned to the cell so "she may be enabled to achieve her salvation". William Carpenter, her father, it is believed, lived where the Willow and Ash Cottages now stand in Lower Street. These were built about 1475.
The Lych Gate was designed in 1902 by the architect, Edwin Lutyens, who later became Sir Edwin Lutyens and designed the Cenotaph in Whitehall, London. He designed various buildings in Shere for the Bray family, who have been Lords of the Manor of Shere since 1487. These include The Manor House Lodge and Western Cottages in Upper Street and the building in Middle Street, now used as the Tea Room, "The Lucky Duck", which was formerly known as Asters Tea Shop.
Next year, visitors to Shere will be able to view what is predicted to be one of the most exciting events of the 2012 Olympic Games. On 28th July 2012, the first day of the Games, the Olympic 2012 Mens’ Cycling Road Race will start from The Mall in Central London. The competitors will race for 240 kilometres through Surrey and return to The Mall in London. The route takes in Shere, Gomshall and 9 laps of Box Hill.
The following day, the Womens’ Olympic Cycling Road Race follows the same, but a shorter route of 140 kilometres, again including Shere, Gomshall and Box Hill.
Cruce de las Av.Arequipa y Javier Prado, Lima, Peru.
Esta es una avenida de mucho trafico en horas del dia.
*** ENGLISH
Cross of Arequipa Avenue and Javier Prado Avenue, this is an important and very congested cross in Lima
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Auto rickshaws are a common means of public transportation in many countries in the world. Also known as a three-wheeler, Samosa, tempo, tuk-tuk, trishaw, autorick, bajaj, rick, tricycle, mototaxi, baby taxi or lapa in popular parlance, an auto rickshaw is a usually three-wheeled cabin cycle for private use and as a vehicle for hire. It is a motorized version of the traditional pulled rickshaw or cycle rickshaw. Auto rickshaws are an essential form of urban transport in many developing countries, and a form of novelty transport in many developed countries. However, in some parts of Europe they remain an essential mode of transportation, notably Italy's.
OVERVIEW
ORIGN
Auto rickshaws of Southeast Asia started from the knockdown production of the Daihatsu Midget which had been introduced in 1957.
Japan had been exporting three-wheelers to Thailand since 1934. Moreover, The Ministry of Posts and Telecommunications of Japan donated about 20,000 used three-wheelers to Southeast Asia. In Japan, three-wheelers went out of use in the latter half of the 1960s.
DESIGN
An auto rickshaw is generally characterized by a sheet-metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver (sometimes called an auto-wallah), and seating space for up to three passengers in the rear. Newer models are generally fitted with a compressed natural gas (CNG) fuel scooter version of a 200 cc four-stroke engine, with handlebar controls instead of a steering wheel.
REGIONAL VARIATIONS
AFRICA
EASTERN AFRICA
There are tuk-tuks in several Kenyan towns. Using them is somewhat cheaper than ordinary taxis. However, tuk-tuks cannot operate in mountainous towns, which are common in Kenya. Fierce competition with Boda-bodas (bicycle taxis) and Matatus (minibuses) hinders popularity of Tuk-tuks, especially within the interior of Kenya. While they may not be widely found in Kenya, they are numerous in the coastal regions, which are less mountainous. For example, in the town of Malindi they offer an economical and convenient mode of transportation.
Tuk-tuks are also common in Ethiopia and are becoming common in Tanzania, particularly in the outer areas of Dar es Salaam. In Tanzania and Ethiopia they are known as "Bajaj" or "Bajajis", after the Bajaj Auto company which manufactures many of them. Since 2009, tuk-tuks have become common in Maputo, Mozambique.
EGYPT
In Egypt, auto rickshaws are called toktok (Egyptian Arabic: توك توك pronounced [ˈtoktok], plural: تكاتك takātek [tæˈkæːtek]); they are widely used as taxis in poorer neighborhoods of the capital, and have become a popular symbol for lower class Egyptians, although they are banned from the streets of wealthier neighborhoods. Deposed president Mohamed Morsi (June 2012-July 2013) in his opening speech addressed the Tuk-Tuk (toktok) drivers as a symbol of the lower class population, but his political rivals and mass media considered it as a mean of emotional deception for the masses by rendering what could be a promise to legalize their status.
MADAGASCAR
In Madagascar, man-pulled rickshaws are a common form of transportation in a number of cities, especially Antsirabe. They are known as "posy" from pousse-pousse, meaning push-push. Cycle rickshaws never took off, yet Posy are threatened by the auto-rickshaws, introduced in numbers since 2009. Provincial capitals like Toamasina, Mahajanga, Toliara, Antsiranana are taking to them rapidly. They are known as "bajaji" and now licenced to operate as taxis. They are not yet allowed an operating licence in the congested, and more pollution prone national capital, Antananarivo.
NIGERIA
There are keke-marwa's in several Nigerian towns and cities. Although not as popular as the ubiquitous "Okada" in Nigeria, keke-marwa's are embraced as an alternative means of transport by the middle and lower class citizens. Keke-marwa is named after Lagos former military Governor, Buba Marwa in the late 1990s.
SOUTH AFRICA
Tuk-tuks, introduced in Durban in the late 1980s enjoyed growing popularity in recent years, particularly in Gauteng.
SUDAN
Rickshaws are a major means of transport in all parts of Sudan, it's locally known as Raksha.
ASIA
BANGLADESH
Auto rickshaws (locally called "baby taxis" and more recently "CNGs" due to their fuel source) are one of the most popular modes of transport in Bangladesh mainly due to their size and speed. They are best suited to narrow, crowded streets, and are thus the principal means of covering longer distances within urban areas.
Earlier, auto rickshaws were colored black with a yellow canvas topping and ran on gasoline without any meter system. However, due to the vast supplies of natural gas in Bangladesh, the government has since encouraged the development of four-stroke compressed natural gas (CNG)-powered engines rather than the older two-stroke engine petrol-running models. Two-stroke engines had been identified as one of the leading sources of air pollution in Dhaka. Thus, since January 2003, traditional auto rickshaws were banned from the capital; only the new CNG-powered models were permitted to operate within the city limits. The newly manufactured CNG auto rickshaws are more fuel-efficient and have a lower center of gravity, making them safer than older models. All CNGs are painted green to signify that the vehicles are eco-friendly and that each one has a meter built in as standard.
Another version of the auto rickshaw can be seen in rural areas of Bangladesh, where they are called "helicopters". "Helicopters" are auto rickshaws modified to have a large body with which it can carry more than six or seven passengers.
At the end of the 1980s, a local company Atlas designed and built a new version of the auto rickshaw, called mishuk, a name derived from a children's mascot of a local deer. Unlike baby taxis, mishuks have spoke wheels and a green body, and have no meter system. Mishuks have more space than baby taxis or CNGs, which makes it more popular with women. They are commonly found in Dhaka and elsewhere in the country due to its four-stroke engine, which is not listed as a significant source of air pollution.
CAMBODIA
In Cambodia, the term tuk-tuk (Khmer: ទុកទុក) is used to refer to a motorcycle with a cabin attached to the rear. Cambodian cities have a much lower volume of automobile traffic than Thai cities, and tuk-tuks are still the most common form of urban transport. At the temple complex of Angkor, for example, tuk-tuks provide a convenient form of transport around the complex for tourists. One can hire a tuk-tuk and driver by the day.[citation needed]
Siem Reap tuk-tuks are generally of the style of motorcycle and trailer. This version does not have rear brakes.
Phnom Penh tuk-tuks are one piece. The one piece tuk-tuk is the front end of a motorcycle consisting of steering, tank and engine/gearbox with a covered tray mounted at the back. The power is transferred by chain to an axle mounted to the modified rear fork which drives the two rear wheels. Suspended upon the rear fork is an open cabin with an in-line seat on each side. This arrangement can carry 6 people at ease, with their luggage in the leg space. It is not unusual to see these vehicles greatly overloaded, especially in outer suburbs and around markets.
Sihanoukville tuk-tuks are generally a motorcycle and articulated trailer without rear brakes on the trailer. A minority of tuk-tuks are three wheeled. The rear wheel of the motorcycle is removed and the front of the bike is melded with a trailer. Power is supplied to the trailer wheels by a driveshaft and differential. Rear wheel brakes add significantly to the safety of this design, especially when going downhill.
Currently, Tuk Tuk in Cambodia is being developed to be more convenient and safer. It is also becoming a popular form of transportation for Phnom Penh residents.
Gaza
Together with the recent boom of recreational facilities in Gaza for the local residents, donkey carts have all but been displaced by tuk-tuks in 2010. Due to the ban by Israel on the import of most motorised vehicles, the tuk-tuks have had to be smuggled in parts through the tunnel network connecting Gaza with Egypt.
CHINA
Various types of auto rickshaw are used around China, where they are called 三轮 (Sān lún - three wheeler) or 嘟嘟车 (Dū dū chē - beep beep car).
In Hainan, the southernmost province, electric models are used in the capital Haikou. These may be heavy, purpose-built vehicles, or simple bicycles attached to a light chassis, with a small electric motor housed underneath.
In rural areas, a sturdy, petrol-powered, plastic-bodied type is common, similar to the Philippine motorized tricycle.
INDIA
OVERVIEW
Most cities offer auto rickshaw service, although hand-pulled rickshaws do exist in some areas, such as Kolkata.
Auto rickshaws are used in cities and towns for short distances; they are less suited to long distances because they are slow and the carriages are open to air pollution. Auto rickshaws (often called "autos") provide cheap and efficient transportation. Modern auto rickshaws run on compressed natural gas (CNG) and are environmentally friendly compared to full-sized cars.
It is also not uncommon in many parts of India (including major cities like Delhi) to see primary school children crammed into an auto-rickshaw, transporting them between home and school.
To augment speedy movement of traffic, Auto rickshaws are not allowed in the southern part of Mumbai.
DESIGN & MANUFACTURE
There are two types of autorickshaws in India. In older versions the engines were situated below the driver's seat, while in newer versions engines are located in the rear. They normally run on petrol, CNG and diesel. The seating capacity of a normal rickshaw is four, including the driver's seat. Six-seater rickshaws exist in different parts of the country, but the model was officially banned in the city of Pune 10 January 2003 by the Regional Transport Authority (RTA).
CNG autos are distinguishable from the earlier petrol-powered autos by a green and yellow livery, as opposed to the earlier black and yellow appearance. Certain local governments are advocating for four-stroke engines instead of the current two-stroke versions.
Auto rickshaw manufacturers in India include Bajaj Auto, Kumar Motors, Kerala Automobiles Limited, Force Motors (previously Bajaj Tempo), Mahindra & Mahindra, Piaggio Ape and TVS Motors.
LEGISLATION
Generally rickshaw fares are controlled by the government.
INDONESIA
In Indonesia, auto rickshaws are popular in Jakarta, Medan, Java, and Sulawesi. In Jakarta, the auto rickshaws are similar to the ones in India but are colored blue and orange. Outside of Jakarta the bentor-style auto rickshaw is more ubiquitous, with the passenger cabin mounted as a sidecar to a motorcycle. Where these sidecar style auto rickshaws do occur in Jakarta they are not referred to as bentor, but rather as bajaj (bajai). They were also popular in East Java until the end of the 20th century and were known as a bemo.
LAOS
Lao tuk-tuks come as tuk-tuks or jumbo tuk-tuks. Jumbos have a larger 3- or 4-cylinder four-stroke engine, and many are powered by Daihatsu engines. Jumbos' larger engine and cabin size allow for greater loads, up to 12 persons, and higher top speeds. Jumbos are (with few exceptions) only found in Vientiane and Luang Prabang.
NEPAL
Auto rickshaws were the popular mode of transport in Nepal during the 1980s and 1990s, till Nepal Government decided to ban the movement of 600 such vehicles in the early 2000. Earliest model of auto rickshaw running in Kathmandu were manufactured by Bajaj Auto. Nepal has been a popular destination for Rickshaw Run. The 2009 Fall Run took place in Goa, India and concluded in Pokhara, Nepal.
PAKISTAN
Auto rickshaws are a popular mode of transport in Pakistani towns and is mainly used for traveling short distances within cities. One of the major brands of auto rickshaws is Vespa (an Italian Company). Lahore is hub of CNG Auto rikshaws manufacturers in Pakistan.The government of Pakistan is taking measures to convert all the gasoline run auto-rickshaws to more effective CNG rickshaw by 2015 in all the major cities of Pakistan by issuing easy loans through commercial banks. Environment Canada is implementing pilot projects in Lahore, Karachi and Quetta with engine technology developed in Mississauga, Ontario, Canada that uses CNG instead of gasoline in the two-stroke engines, in an effort to combat environmental pollution and noise levels.
In many cities in Pakistan, there are also motorcycle rickshaws, usually called chand gari (moon car) or Chingchi (after the Chinese company Jinan Qingqi Motorcycle Co. Ltd who first introduced these to the market).
Rickshaws are forbidden in the capital, Islamabad.
Auto rickshaws have had a history of displaying political statements. In February 2013, that legacy was modified to promote peace. According to Syed Ali Abbas Zaidi, head of the Pakistan Youth Alliance, "We need to take back this romanticized art form and use it for peace sloganeering and conflict resolution."
Manufacturers There are many companies involving in Rickshaw manufacturing in Pakistan, some of them are, AECO Export Company, STAHLCO Motors, Global Sources, Parhiyar Automobiles, Global Ledsys Technologies, Siwa Industries, Prime Punjab Automobiles, Murshid Farm Industries, Sazgar Automobiles, NTN Enterprises, Imperial Engineering Company
PHILLIPINES
Auto rickshaws are an especially popular form of public transportation in the Philippines, where they are referred to as "tricycles" (Filipino: traysikel; Cebuano: traysikol). In the Philippines, the design and configuration of tricycles varies widely from place to place, but tends towards rough standardization within each municipality. The usual design is a passenger or cargo sidecar fitted to a motorcycle, usually on the right of the motorcycle. It is rare to find one with a left sidecar. Tricycles can carry five passengers or more in the sidecar, one or two pillion passengers behind the motorcycle driver, and even a few on the roof of the sidecar. Tricycles are one of the main contributors to air pollution in the Philippines, since majority of them employ two-stroke motorcycles. However, some local governments are working towards phasing out two-stroke-powered tricycles for ones with cleaner four-stroke motorcycles.
SRI LANKA
Auto rickshaws, commonly known as three-wheelers and more recently tuk-tuk, can be found on all roads in Sri Lanka from the curvy roads through the hill country to the congested roads of Colombo transporting locals, foreigners, or freight about. Sri Lankan three-wheelers are of the style of the light Phnom Penh type. Most of the three-wheelers in Sri Lanka are a slightly modified Indian Bajaj model, imported from India though there are few manufactured locally and increasingly imports from other countries in the region and other brands of three-wheelers such as Piaggio. In 2007 January the Sri Lankan government imposed a ban on all 2-stroke three-wheelers, due to environmental concerns and therefore the ones imported to the island now are the ones with four-stroke engines. Most three-wheelers are available as hiring vehicles, with few being used to haul goods and as private company or advertising vehicles. Bajaj enjoys a virtual monopoly in the island, with its agent being David Pieries Motor Co Ltd. A few three-wheelers in Sri Lanka have distance meters, and in the capital city it is becoming more and more common, however the vast majority of charges are negotiated between the passenger and driver.
THAILAND
The auto rickshaw, called tuk-tuk (Thai: ตุ๊กตุ๊ก, pronounced "took-took") or sam-lor (Thai: สามล้อ) meaning three-wheeler in Thailand, is a widely used form of urban transport in Bangkok and other Thai cities. It is particularly popular where traffic congestion is a major problem, such as in Bangkok and Nakhon Ratchasima. The name is onomatopoeic, mimicking the sound of a small (often two-cycle) engine. An equivalent English term would be "putt-putt."
Bangkok and other cities in Thailand have many tuk-tuks which are a more open variation on the Indian auto-rickshaw. There are no meters, and trip costs are negotiated in advance. Bangkok fares have risen to nearly equal normal taxis due to uninformed foreigners willing to pay the asking price, but leaves passengers more exposed to environmental pollution than taxis. The solid roof is so low that the tuk-tuk is a difficult touring vehicle. Today few locals take one unless they are burdened with packages or travelling in a big group for short distances.
The Thai tuk-tuk is starting to change from the old smoke-spewing vehicle of yesteryear. Many Thai tuk-tuk manufacturers now produce low emission vehicles, and even old ones are having new engines fitted along with LPG conversions. In an early morning of Bangkok, these same passenger vehicles can be seen busily transporting fresh produce around the city. Newer tuk-tuks also have wet weather sides to keep passengers and drivers dry.
The Thai auto-rikshaw manufacturers are, Monika Motors Ltd., TukTuk (Thailand) Co., Ltd., TukTuk Forwerder Co., Ltd. Bangkok and MMW Tuk-Tuks Co.,Ltd. in Hua Hin. Smaller manufacturers are the Chinnaraje Co., Ltd. in Chiang Mai and the Expertise Co., Ltd. in Chonburi which manufactures its models in Komaki, Japan, also.
VIETNAM
Known locally as xe lam, the vernacular pronunciation of the Lambro from the Lambretta line by Innocenti of Italy, these vehicles were very popular in the 1960s and 1970s, especially the urban centers of South Vietnam. Over time the authorities have moved to limit their use.
Xe lam with 1-wheel forward and 2-aft were designed to carry passengers whereas other variants with 2-forward and 1-aft, used mostly to transport goods are known as Xe ba gác máy. The motorized version of cycle rickshaw is the Xích lô máy is of the same design.
EUROPE
FRANCE
A number of Tuk-tuks ( 250 in 2013 according to the Paris Prefecture)are used as an alternative tourist transport system in Paris, some off them being pedal operated with the help of an electric engine. They are not yet fully licenced to operate and await customers on the streets. 'Velos taxis' were common during the Occupation years in Paris due to fuel restrictions.
ITALY
Auto rickshaws have been commonly used in Italy since the late 1940s, providing a low-cost means of transportation in the post-World-War-II years when the country was short of economic resources. The Piaggio Ape, designed by Vespa creator Corradino D'Ascanio and first manufactured in 1948 by the Italian company Piaggio, though primarily designed for carrying freight has also been widely used as an auto rickshaw. It is still extremely popular throughout the country, being particularly useful in the narrow streets found in the center of many little towns in central and southern Italy. Though it no longer has a key role in transportation, Piaggio Ape is still used as a minitaxi in some areas such as the islands of Ischia and Stromboli (on Stromboli no cars are allowed). It has recently been re-launched as a trendy-ecological means of transportation, or, relying on the role the Ape played in the history of Italian design, as a promotional tool. Since 2006 the Ape has been produced under licence in India.
NETHERLANDS
Since 2007, tuk-tuks have been active in the Netherlands, starting with Amsterdam. They now operate in Amersfoort, Amsterdam, The Hague, Zandvoort, Bergen op Zoom, the popular beach resort Renesse and Rotterdam. The tuk-tuks in the Netherlands are imported from India and Thailand. They are fitted with CNG engines and have passed the EURO-4 rules.
UNITED KINGDOM
The first Tuk Tuks to enter service in the United Kingdom were supplied and built by MMW Imports in 1999, under the brand name MMW Tuk Tuks. The very first Private Hire licence was issued to an MMW Tuk Tuk for tours of Bath in the year 2000, MMW also gained full Hackney license in Weston-super-Mare. MMW also now export Tuk Tuks from Thailand to the Netherlands, Germany, Spain, New Zealand and Australia. All the MMW range are built in their own factory in Thailand and are custom made for each customer's needs; hence no two tuk tuks are the same, and they come fully customized as per required spec.
Tukshop of Southampton started the commercial importing of Tuk Tuks into the UK in 2003, which resulted in many people being inspired to set up taxi-type operations in a number of cities including Blackpool, Brighton and Leeds. Tukshop failed to gain a taxi operator license for London after a number of media appearances in 2004. The company, founded by mrsteve, are specialists in experiential marketing using the iconic three-wheelers for street marketing campaigns. Clients of Tukshop include many household names, such as T Mobile, Harrods, Universal Pictures, O2, BBC, Freeview, Price Waterhouse Coopers, Tiger Beer & Grolsch lager. Tukshop have imported and put over one hundred tuk tuks on the roads of the UK and Europe between starting the business and Oct 2010. The company currently stocks models from Piaggio & Bajaj, including the commercial versions such as the TM Van.
A Bajaj tuk tuk is currently operated by Bangwallop of Salcombe, South Devon. Taking just two passengers at a time, the tuk tuk has an operator's licence issued by VOSA and trips can be booked in advance.[citation needed]
Auto rickshaws were introduced to the city of Brighton and Hove on 10 July 2006 by entrepreneur Dominic Ponniah's company Tuctuc Ltd, who had the idea after seeing the vehicles used in India and Sri Lanka. They were CNG-powered, using a four-speed (plus reverse) 175 cc engine. Under the terms of their license, the Bajas ran on a fixed single route, and stopped only at designated stops. They are of the same design as traditional auto rickshaws in other countries.
An investigation was launched into Tuctuc Ltd's operation of the service after complaints were raised, primarily by the city's taxi drivers, that routes, stopping points and timetables were not being adhered to. In November 2006, the company was fined £16,500 – the maximum penalty possible – by the South East Traffic Commissioner. After amendments were made to the timetable to reduce delays and improve reliability, the Commissioner allowed the company to keep its operating license. However, the company announced in January 2008 that it was ceasing operations, citing "archaic legislation" as the reason.
In the Scottish capital, Edinburgh, there is a new street food restaurant called Tuk Tuk Indian Street Food, that has its own branded Tuk Tuks, which are used for marketing around the town and picking up customers on special occasions.
CENTRAL AMERICA
EL SALVADOR
The mototaxi or moto is the El Salvadoran version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back. Commercially produced models, such as the Indian Bajaj brand, are also employed.
GUATEMALA
In Guatemala the commercial vehicles are referred to as tuk-tuks. Tuk-tuks operate, both as taxis and private vehicles, in Guatemala City, Guatemala, around the island town of Flores, Peten, in the mountain city of Antigua Guatemala, and in many small towns in the mountains. In 2005 the tuk-tuks prevalent in the Lago de Atitlán towns of Panajachel and Santiago Atitlán all appeared to be from India (Bajaj Auto).
HONDURAS
Three-wheeled all-in-one tuk-tuks are used in the place of traditional taxis in most rural towns and villages.
NICARAGUA
As of 2011 there were an estimated 5,000 mototaxis, popularly known as "caponeras".
CARIBBEAN
Three-wheeled Coco taxis in Havana, Cuba
CUBA
Three-wheeled Coco taxis, named for their resemblance to a coconut, are used in Havana, Cuba.
SOUTH AMERICA
ECUADOR
The mototaxi is the Ecuatorian version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back.
PERU
It is a common sight in the rural areas, towns and cities of Peru to see auto rickshaws, locally known as "mototaxis," "motokars", "taxi cholo", or "cholotaxi" lining up to pick up passengers as their fares are generally lower than car taxis. They are also in the capital, Lima, but they are usually restricted to the peripheral districts. The "jungle" cities and towns in eastern Peru are famous for their prevalence of auto rickshaws. This vehicle, usually running on regular unleaded gasoline, is the main non-private transport vehicle, and is known as "motocarro", "mototaxi" or "tuk-tuk" (for foreigners).
Many of the jungle areas of eastern Peru can be extremely noisy as a result of poorly maintained auto rickshaws and other 2 or 3-wheel vehicles, especially in high traffic or hilly areas. Auto-rickshaw brands such as the Indian-made Bajaj, which use GLP [a form of liquified petroleum gas which some car taxis also use] are much quieter.
NORTH AMERICA
UNITED STATES
Tuk Tuks were introduced to the United States through Tuk Tuk North America of Swainsboro, Georgia. As early as 2006, Mr. Roy Jordan, the owner of Tuk Tuk North America, began working with both the U.S. federal government and manufacturers in Thailand to configure a tuk tuk that was cost effective but adaptable to meet or exceed U.S. Department of Transportation regulations. He was able to contract a manufacturer who could make imported tuk tuks that could meet all necessary federal regulations in the U.S. Original products were imported from Thailand and were gas propelled. Due to the changing regulations of the Environmental Protection Agency, the introduction of imported gas-propelled tuk tuks was short-lived. Due to such changes, in 2009 Tuk Tuk North America decided to go dormant in its importing of gas propelled tuk tuks into the U.S.
However, with the growing emphasis on sustainable “green” energy and the recognition of the continuing rising oil prices, in 2011 the project's short dormancy was rejuvenated being redirected towards introduction of a complete line of all-electric tuk tuks. The line included eight models of "street legal" tuk tuks including passenger, utility, and delivery vehicles. These were offered under the manufacturer’s new name, Electro Technologies LLC, and marketed and sold exclusively through Tuk Tuk Transport LLC of Lenoir City, Tennessee, under the leadership of C. Phillip Tallant.
Prior to 2013, the greatest obstacle to commercial transportation usage of the electric tuk tuks created by Electro Technologies was addressed in mid 2013 by providing a means by which ET Tuk Tuks could be in service 24/7. With this advancement grew the opportunity for formation of Tuk Tuk of America, a company by which partnering affiliates across the U.S. could begin their own local niche urban mobility transportation company with guaranteed protected territories.
FUEL EFFICIENCY & POLLUTION
In July 1998, the Supreme Court of India ordered the Delhi government to implement CNG or LPG (Autogas) fuel for all autos and for the entire bus fleet in and around the city.[citation needed] Delhi's air quality has improved with the switch to CNG. Initially, auto rickshaw drivers in Delhi had to wait in long queues for CNG refueling, but the situation has improved with the increase of CNG stations. Certain local governments are pushing for four-stroke engines instead of the current two-stroke versions. Typical mileage for an Indian-made auto rickshaw is around 35 kilometers per liter of petrol (about 2.9 L per 100 km, or 82 miles per gallon [United States (wet measure), 100 miles per gallon Imperial (United Kingdom, Canada)]. Pakistan has passed a similar law prohibiting auto rickshaws in certain areas. CNG auto rickshaws have started to appear in huge numbers in many Pakistani cities.
In January 2007 the Sri Lankan government also banned two-stroke trishaws to reduce air pollution. In the Philippines there are projects to convert carburated two-stroke engines to direct-injected via Envirofit technology. Research has shown LPG or CNG gas direct-injection to be retrofit-able to existing engines in similar fashion to the Envirofit system. In Vigan City majority of tricycles-for-hire as of 2008 are powered by motorcycles with four-stroke engines, as tricycles with two-stroke motorcycles are prevented from receiving operating permits. Direct injection is standard equipment on new machines in India.
In March 2009 an international consortium coordinated by the International Centre for Hydrogen Energy Technologies initiated a two-year public-private partnership of local and international stakeholders aiming at operating a fleet of 15 hydrogen-fueled three-wheeled vehicles in New Delhi's Pragati Maidan complex. As of January 2011, the project was upon completion.
In the meantime, in October, 2011, the Department of Transportation for the U.S. approved the complete 2012 series of American made, all-electric tuk tuks by Electro Technologies. Chassis were still being shipped in from Thailand, but now with the inclusion of all electrical components as manufactured only in the U.S. with assembly completed in Chattanooga, Tennessee. The American made electric tuk tuks were unique in that they were charged through common 110v outlets providing a range of 60 to 100(+) miles per charge (depending upon model and conditions) with a recharge time between 4 to 6 hours. The Electro Technologies Tuk Tuks topped out at 40 miles per hour which perfectly addresses the needs of their design; niche urban mobile transportation.
The greatest obstacle to daily usage in niche urban mobile commercial transportation was addressed in 2013 by Electro Technologies when they introduced their quick-release battery pack allowing for restoration of 100% power availability in just a few short minutes. This commercial upgrade allowed niche urban transportation businesses to operate 24/7 with no interruption to business.
TRAFFIC ISSUES
Auto rickshaws have a top-speed of around 50 km/h (about 31 mph) and a cruising speed of around 35 km/h (22 mph), much slower than the automobiles they share the road with. Traffic authorities in big cities try to implement mechanisms to reduce the resulting traffic slowing, but none have proven effective.
The MMW Tuk Tuk has a top speed of around 70 mph and with the introduction of the new turbo will have much improved acceleration, to allow for increased speed these Tuk Tuks have anti-roll bars and are fitted with disc brakes.
The triangular form of the vehicle makes maneuvering easy, with the single front wheel negotiating the available gap, and the rear two wheels forcing a larger space. Care must be taken even at low speeds, however, because of the stability problems of three-wheeler vehicles with a single front wheel. Such a "delta"-configuration three-wheeler can easily roll if the driver turns while braking.
In the Philippines, 2-stroke motor tricycle such as Yamaha RS-100T can give a top speed of 55 km/h (one passenger in the sidecar), or 30–40 km/h (full passengers in the sidecar).
More powerful four-stroke motor tricycles such as Honda TMX & Yamaha STX & Bajaj CT-100 can give a top speed up to 70–85 km/h (special trip/one passenger) or 40–50 km/h (full passengers).
RACING
Due to their relatively low top-speed, auto rickshaws have never lent themselves to conventional road or street racing. However, their modest speed, simple construction and impressive fuel economy has endeared them to the international amateur adventuring community, most notably with the Rickshaw Run and also the Indian Autorickshaw Challenge, and even off-road racing with the Apecar competitions in Italy. A Tuk Tuk built by Art In Motion, LLC competed in the 2008 Fireball Run II – Back to the Track
PORTRAYAL IN MEDIA
Auto rickshaws are often portrayed in Indian films (Auto Shankar, Basha, Aye Auto, Oram Po, Hero Hiralal) as well as some Hollywood and foreign productions such as the James Bond film Octopussy, the Canada-India film Amal and the Indonesian movie Pembalasan Rambu. Auto rickshaws are also prominent in the fuel-poor London of 2027 A.D. depicted in Children of Men. A memorable tuk-tuk chase features in the Thai film Ong-Bak: Muay Thai Warrior, climaxing with many of them driving off the edge of an unfinished elevated expressway. The video games Just Cause 2, Stuntman, Far Cry 4 and Battlefield: Bad Company 2: Vietnam feature Tuk-Tuks as drivable vehicles. James Bond (Pierce Brosnan) rides in a tuk-tuk in a Visa Card commercial.
WIKIPEDIA
The Trillium Railway Co. Ltd. operates the St. Thomas & Eastern Railway. This is a section of the tiny STER yard in Tillsonburg, Ontario. True, the zoom lens somewhat exaggerates the congestion. Still....
Violette ramassée - Rosulate violet - Violeta de los volcanes
Viola congesta Gillies ex Hook. & Arn. (port)
Pierrier volcanique (alt. 2100 m)
Vilches (province de Talca, région du Maule, Chili)
Lijiang in Yunnan province in China has a history going back about 800 years. And as you can see by looking at the world heritage listed old town, overcrowding isn't a modern phenomenon at all. the city is very pedestrian friendly though since there simply is no room for any normal-sized traffic in the narrow streets.
You can also check out the China set.
You should watch this Large On Black since that brings out more details. My pictures aren't balanced for a white background and a lot of the finer details are lost in this small format. the large version is a sixth of the original - The medium size shown here even smaller...
This is an copyrighted image with all rights reserved and may not be reproduced, transmitted, copied or used in any way in any media(blogs included) without the written permission from the photographer.
Los Angeles's 405 freeway a few hours before rush hour sets in. Even during off times it can get pretty congested and standstills are really common in the evening.
Headed towards LAX airport near Venice
photo by Peter Vasey
Hong Kong Tramways number 5 shown in the congested streets of Kennedy Town from the top-deck of another tram, towing a trailer in 1977.
The midfield and tail end of the grid pass through Turn 2 on the opening lap of the 2016 Austrian Grand Prix.But every one managed to get through without to many problems.
A Midland bluebird Bedford hitches a lift on the Skye ferry followed by a most likely converted Morris camper, early 70’s judging by the vehicles aboard.
Skye gets completely congested with tourists in camper vans nowadays.
There is a constant crowd of buyers no matter what time of the day in the short stretch of Gilmore Street. Even if the area tends to be congested, people still patiently look for parking space to be able to buy the bulky Christmas decorations.
Provincetown, MA, at the far tip of Cape Cod. It's a congested party town for a couple of months each summer and a quiet village populated by a small number of descendants of English and Portuguese settlers, marine biologists and fishermen, and lots of boarded-up stores and cafes. It's a historic site (the place where the Pilgrims first set foot in America in 1620 before moving on to found Plymouth on the mainland south of present-day Boston.
(15 August, 2021)
The U.S. Army Corps of Engineers reminds visitors to Corps lakes of the hazards around a boat ramp or courtesy dock, which are routinely congested with boating traffic. This public service announcement is in conjunction with the National Water Safety Program campaign “Life Jackets Worn…Nobody Mourn.” #ILoveThisLifeJacket #PrepareAthon (USACE Video by Ashley Webster)
This is a variant of the CDB (Congested Districts Board) hive. CDB is a traditional Irish double skinned (so a bit like the English WBC) hive.
I sometimes think I might get one of these - They take the National Standard frames do dont have any frame compatibility issues with what I use.
Living away from the busy, well-lit, polluted and congested area of the metro has its perks after all.
The Rideau Canal begins quite close to Canada's Parliament Buildings. In fact, given Ottawa congested road traffic and parking woes, it can be easier to visit via canoe. (If you are willing to paddle the 8KM from Dow's Lake). At the Chateau Laurier, just by the 8'th Lock station, there's a dock reserved for canoe/kayaks. It's just a short walk from there up to Parliament Hill.
Leazes Park is an urban park in Newcastle upon Tyne, England. Grade II listed, it is the city's oldest park, opened in 1873, and lies to the west of the city centre. The park contains a lake above the course of the Lort Burn. It is next to St James' Park and the Royal Victoria Infirmary.
Leazes Park is separated from Spital Tongues by Castle Leazes, an area of common land similar to the Town Moor.
History
The creation of Leazes Park was a drawn out process. In September 1857 3,000 working men petitioned Newcastle Council for ‘ready access to some open ground for the purpose of health and recreation’ and a year later a special committee was set up to try to find a location for a park. Aldermen Harle and Hamond took up the challenge and campaigned for a park and eventually succeeded in having Leazes Park created on a part of the Leazes Town Moor.
On 23 December 1873, Leazes Park was officially opened by Alderman Sir Charles Hamond. It became the first public park created on Tyneside.
John Fulton, the Town Surveyor, laid out Leazes Park similar to other parks being built in Britain at that time. The layout centres on the lake. The Bandstand was added in 1875 and a balustrade stone terrace in 1879. Later, the whole park was surrounded with metal railings. A second lake was created in 1893 but this was filled in by 1949 and the area used for a bowling green and tennis courts.
The grand Jubilee Gates were added in 1896 to commemorate the Diamond Jubilee of Queen Victoria and a Palm House was built. In 1908 a bust of Alderman Sir Charles Hamond was erected (which is also grade II listed) as the centrepiece to the terrace and the park was then complete.
The park continued to develop with deer, aviaries, tennis, and croquet until the 1980s when it was in need of refurbishment. The refurbishment became possible when the park was awarded £3.7 million from the Heritage Lottery Fund in 2001. The restoration project was completed in 2004.
Newcastle upon Tyne, or simply Newcastle is a cathedral city and metropolitan borough in Tyne and Wear, England. It is located on the River Tyne's northern bank, opposite Gateshead to the south. It is the most populous settlement in the Tyneside conurbation and North East England.
Newcastle developed around a Roman settlement called Pons Aelius, the settlement became known as Monkchester before taking on the name of a castle built in 1080 by William the Conqueror's eldest son, Robert Curthose. It was one of the world's largest ship building and repair centres during the industrial revolution. Newcastle was part of the county of Northumberland until 1400, when it separated and formed a county of itself. In 1974, Newcastle became part of Tyne and Wear. Since 2018, the city council has been part of the North of Tyne Combined Authority.
The history of Newcastle upon Tyne dates back almost 2,000 years, during which it has been controlled by the Romans, the Angles and the Norsemen amongst others. Newcastle upon Tyne was originally known by its Roman name Pons Aelius. The name "Newcastle" has been used since the Norman conquest of England. Due to its prime location on the River Tyne, the town developed greatly during the Middle Ages and it was to play a major role in the Industrial Revolution, being granted city status in 1882. Today, the city is a major retail, commercial and cultural centre.
Roman settlement
The history of Newcastle dates from AD 122, when the Romans built the first bridge to cross the River Tyne at that point. The bridge was called Pons Aelius or 'Bridge of Aelius', Aelius being the family name of Roman Emperor Hadrian, who was responsible for the Roman wall built across northern England along the Tyne–Solway gap. Hadrian's Wall ran through present-day Newcastle, with stretches of wall and turrets visible along the West Road, and at a temple in Benwell. Traces of a milecastle were found on Westgate Road, midway between Clayton Street and Grainger Street, and it is likely that the course of the wall corresponded to present-day Westgate Road. The course of the wall can be traced eastwards to the Segedunum Roman fort at Wallsend, with the fort of Arbeia down-river at the mouth of the Tyne, on the south bank in what is now South Shields. The Tyne was then a wider, shallower river at this point and it is thought that the bridge was probably about 700 feet (210 m) long, made of wood and supported on stone piers. It is probable that it was sited near the current Swing Bridge, due to the fact that Roman artefacts were found there during the building of the latter bridge. Hadrian himself probably visited the site in 122. A shrine was set up on the completed bridge in 123 by the 6th Legion, with two altars to Neptune and Oceanus respectively. The two altars were subsequently found in the river and are on display in the Great North Museum in Newcastle.
The Romans built a stone-walled fort in 150 to protect the river crossing which was at the foot of the Tyne Gorge, and this took the name of the bridge so that the whole settlement was known as Pons Aelius. The fort was situated on a rocky outcrop overlooking the new bridge, on the site of the present Castle Keep. Pons Aelius is last mentioned in 400, in a Roman document listing all of the Roman military outposts. It is likely that nestling in the shadow of the fort would have been a small vicus, or village. Unfortunately, no buildings have been detected; only a few pieces of flagging. It is clear that there was a Roman cemetery near Clavering Place, behind the Central station, as a number of Roman coffins and sarcophagi have been unearthed there.
Despite the presence of the bridge, the settlement of Pons Aelius was not particularly important among the northern Roman settlements. The most important stations were those on the highway of Dere Street running from Eboracum (York) through Corstopitum (Corbridge) and to the lands north of the Wall. Corstopitum, being a major arsenal and supply centre, was much larger and more populous than Pons Aelius.
Anglo-Saxon development
The Angles arrived in the North-East of England in about 500 and may have landed on the Tyne. There is no evidence of an Anglo-Saxon settlement on or near the site of Pons Aelius during the Anglo-Saxon age. The bridge probably survived and there may well have been a small village at the northern end, but no evidence survives. At that time the region was dominated by two kingdoms, Bernicia, north of the Tees and ruled from Bamburgh, and Deira, south of the Tees and ruled from York. Bernicia and Deira combined to form the kingdom of Northanhymbra (Northumbria) early in the 7th century. There were three local kings who held the title of Bretwalda – 'Lord of Britain', Edwin of Deira (627–632), Oswald of Bernicia (633–641) and Oswy of Northumbria (641–658). The 7th century became known as the 'Golden Age of Northumbria', when the area was a beacon of culture and learning in Europe. The greatness of this period was based on its generally Christian culture and resulted in the Lindisfarne Gospels amongst other treasures. The Tyne valley was dotted with monasteries, with those at Monkwearmouth, Hexham and Jarrow being the most famous. Bede, who was based at Jarrow, wrote of a royal estate, known as Ad Murum, 'at the Wall', 12 miles (19 km) from the sea. It is thought that this estate may have been in what is now Newcastle. At some unknown time, the site of Newcastle came to be known as Monkchester. The reason for this title is unknown, as we are unaware of any specific monasteries at the site, and Bede made no reference to it. In 875 Halfdan Ragnarsson, the Danish Viking conqueror of York, led an army that attacked and pillaged various monasteries in the area, and it is thought that Monkchester was also pillaged at this time. Little more was heard of it until the coming of the Normans.
Norman period
After the arrival of William the Conqueror in England in 1066, the whole of England was quickly subjected to Norman rule. However, in Northumbria there was great resistance to the Normans, and in 1069 the newly appointed Norman Earl of Northumbria, Robert de Comines and 700 of his men were killed by the local population at Durham. The Northumbrians then marched on York, but William was able to suppress the uprising. That same year, a second uprising occurred when a Danish fleet landed in the Humber. The Northumbrians again attacked York and destroyed the garrison there. William was again able to suppress the uprising, but this time he took revenge. He laid waste to the whole of the Midlands and the land from York to the Tees. In 1080, William Walcher, the Norman bishop of Durham and his followers were brutally murdered at Gateshead. This time Odo, bishop of Bayeux, William's half brother, devastated the land between the Tees and the Tweed. This was known as the 'Harrying of the North'. This devastation is reflected in the Domesday Book. The destruction had such an effect that the North remained poor and backward at least until Tudor times and perhaps until the Industrial Revolution. Newcastle suffered in this respect with the rest of the North.
In 1080 William sent his eldest son, Robert Curthose, north to defend the kingdom against the Scots. After his campaign, he moved to Monkchester and began the building of a 'New Castle'. This was of the "motte-and-bailey" type of construction, a wooden tower on top of an earthen mound (motte), surrounded by a moat and wooden stockade (bailey). It was this castle that gave Newcastle its name. In 1095 the Earl of Northumbria, Robert de Mowbray, rose up against the king, William Rufus, and Rufus sent an army north to recapture the castle. From then on the castle became crown property and was an important base from which the king could control the northern barons. The Northumbrian earldom was abolished and a Sheriff of Northumberland was appointed to administer the region. In 1091 the parish church of St Nicholas was consecrated on the site of the present Anglican cathedral, close by the bailey of the new castle. The church is believed to have been a wooden building on stone footings.
Not a trace of the tower or mound of the motte and bailey castle remains now. Henry II replaced it with a rectangular stone keep, which was built between 1172 and 1177 at a cost of £1,444. A stone bailey, in the form of a triangle, replaced the previous wooden one. The great outer gateway to the castle, called 'the Black Gate', was built later, between 1247 and 1250, in the reign of Henry III. There were at that time no town walls and when attacked by the Scots, the townspeople had to crowd into the bailey for safety. It is probable that the new castle acted as a magnet for local merchants because of the safety it provided. This in turn would help to expand trade in the town. At this time wool, skins and lead were being exported, whilst alum, pepper and ginger were being imported from France and Flanders.
Middle Ages
Throughout the Middle Ages, Newcastle was England's northern fortress, the centre for assembled armies. The Border war against Scotland lasted intermittently for several centuries – possibly the longest border war ever waged. During the civil war between Stephen and Matilda, David 1st of Scotland and his son were granted Cumbria and Northumberland respectively, so that for a period from 1139 to 1157, Newcastle was effectively in Scottish hands. It is believed that during this period, King David may have built the church of St Andrew and the Benedictine nunnery in Newcastle. However, King Stephen's successor, Henry II was strong enough to take back the Earldom of Northumbria from Malcolm IV.
The Scots king William the Lion was imprisoned in Newcastle, in 1174, after being captured at the Battle of Alnwick. Edward I brought the Stone of Scone and William Wallace south through the town and Newcastle was successfully defended against the Scots three times during the 14th century.
Around 1200, stone-faced, clay-filled jetties were starting to project into the river, an indication that trade was increasing in Newcastle. As the Roman roads continued to deteriorate, sea travel was gaining in importance. By 1275 Newcastle was the sixth largest wool exporting port in England. The principal exports at this time were wool, timber, coal, millstones, dairy produce, fish, salt and hides. Much of the developing trade was with the Baltic countries and Germany. Most of the Newcastle merchants were situated near the river, below the Castle. The earliest known charter was dated 1175 in the reign of Henry II, giving the townspeople some control over their town. In 1216 King John granted Newcastle a mayor[8] and also allowed the formation of guilds (known as Mysteries). These were cartels formed within different trades, which restricted trade to guild members. There were initially twelve guilds. Coal was being exported from Newcastle by 1250, and by 1350 the burgesses received a royal licence to export coal. This licence to export coal was jealously guarded by the Newcastle burgesses, and they tried to prevent any one else on the Tyne from exporting coal except through Newcastle. The burgesses similarly tried to prevent fish from being sold anywhere else on the Tyne except Newcastle. This led to conflicts with Gateshead and South Shields.
In 1265, the town was granted permission to impose a 'Wall Tax' or Murage, to pay for the construction of a fortified wall to enclose the town and protect it from Scottish invaders. The town walls were not completed until early in the 14th century. They were two miles (3 km) long, 9 feet (2.7 m) thick and 25 feet (7.6 m) high. They had six main gates, as well as some smaller gates, and had 17 towers. The land within the walls was divided almost equally by the Lort Burn, which flowed southwards and joined the Tyne to the east of the Castle. The town began to expand north of the Castle and west of the Lort Burn with various markets being set up within the walls.
In 1400 Henry IV granted a new charter, creating a County corporate which separated the town, but not the Castle, from the county of Northumberland and recognised it as a "county of itself" with a right to have a sheriff of its own. The burgesses were now allowed to choose six aldermen who, with the mayor would be justices of the peace. The mayor and sheriff were allowed to hold borough courts in the Guildhall.
Religious houses
During the Middle Ages a number of religious houses were established within the walls: the first of these was the Benedictine nunnery of St Bartholomew founded in 1086 near the present-day Nun Street. Both David I of Scotland and Henry I of England were benefactors of the religious house. Nothing of the nunnery remains now.
The friary of Blackfriars, Newcastle (Dominican) was established in 1239. These were also known as the Preaching Friars or Shod Friars, because they wore sandals, as opposed to other orders. The friary was situated in the present-day Friars Street. In 1280 the order was granted royal permission to make a postern in the town walls to communicate with their gardens outside the walls. On 19 June 1334, Edward Balliol, claimant to be King of Scotland, did homage to King Edward III, on behalf of the kingdom of Scotland, in the church of the friary. Much of the original buildings of the friary still exist, mainly because, after the Dissolution of the Monasteries the friary of Blackfriars was rented out by the corporation to nine of the local trade guilds.
The friary of Whitefriars (Carmelite) was established in 1262. The order was originally housed on the Wall Knoll in Pandon, but in 1307 it took over the buildings of another order, which went out of existence, the Friars of the Sac. The land, which had originally been given by Robert the Bruce, was situated in the present-day Hanover Square, behind the Central station. Nothing of the friary remains now.
The friary of Austinfriars (Augustinian) was established in 1290. The friary was on the site where the Holy Jesus Hospital was built in 1682. The friary was traditionally the lodging place of English kings whenever they visited or passed through Newcastle. In 1503 Princess Margaret, eldest daughter of Henry VII of England, stayed two days at the friary on her way to join her new husband James IV of Scotland.
The friary of Greyfriars (Franciscans) was established in 1274. The friary was in the present-day area between Pilgrim Street, Grey Street, Market Street and High Chare. Nothing of the original buildings remains.
The friary of the Order of the Holy Trinity, also known as the Trinitarians, was established in 1360. The order devoted a third of its income to buying back captives of the Saracens, during the Crusades. Their house was on the Wall Knoll, in Pandon, to the east of the city, but within the walls. Wall Knoll had previously been occupied by the White Friars until they moved to new premises in 1307.
All of the above religious houses were closed in about 1540, when Henry VIII dissolved the monasteries.
An important street running through Newcastle at the time was Pilgrim Street, running northwards inside the walls and leading to the Pilgrim Gate on the north wall. The street still exists today as arguably Newcastle's main shopping street.
Tudor period
The Scottish border wars continued for much of the 16th century, so that during that time, Newcastle was often threatened with invasion by the Scots, but also remained important as a border stronghold against them.
During the Reformation begun by Henry VIII in 1536, the five Newcastle friaries and the single nunnery were dissolved and the land was sold to the Corporation and to rich merchants. At this time there were fewer than 60 inmates of the religious houses in Newcastle. The convent of Blackfriars was leased to nine craft guilds to be used as their headquarters. This probably explains why it is the only one of the religious houses whose building survives to the present day. The priories at Tynemouth and Durham were also dissolved, thus ending the long-running rivalry between Newcastle and the church for control of trade on the Tyne. A little later, the property of the nunnery of St Bartholomew and of Grey Friars were bought by Robert Anderson, who had the buildings demolished to build his grand Newe House (also known as Anderson Place).
With the gradual decline of the Scottish border wars the town walls were allowed to decline as well as the castle. By 1547, about 10,000 people were living in Newcastle. At the beginning of the 16th century exports of wool from Newcastle were more than twice the value of exports of coal, but during the century coal exports continued to increase.
Under Edward VI, John Dudley, Duke of Northumberland, sponsored an act allowing Newcastle to annexe Gateshead as its suburb. The main reason for this was to allow the Newcastle Hostmen, who controlled the export of Tyne coal, to get their hands on the Gateshead coal mines, previously controlled by the Bishop of Durham. However, when Mary I came to power, Dudley met his downfall and the decision was reversed. The Reformation allowed private access to coal mines previously owned by Tynemouth and Durham priories and as a result coal exports increase dramatically, from 15,000 tons in 1500 to 35,000 tons in 1565, and to 400,000 tons in 1625.
The plague visited Newcastle four times during the 16th century, in 1579 when 2,000 people died, in 1589 when 1700 died, in 1595 and finally in 1597.
In 1600 Elizabeth I granted Newcastle a charter for an exclusive body of electors, the right to elect the mayor and burgesses. The charter also gave the Hostmen exclusive rights to load coal at any point on the Tyne. The Hostmen developed as an exclusive group within the Merchant Adventurers who had been incorporated by a charter in 1547.
Stuart period
In 1636 there was a serious outbreak of bubonic plague in Newcastle. There had been several previous outbreaks of the disease over the years, but this was the most serious. It is thought to have arrived from the Netherlands via ships that were trading between the Tyne and that country. It first appeared in the lower part of the town near the docks but gradually spread to all parts of the town. As the disease gained hold the authorities took measures to control it by boarding up any properties that contained infected persons, meaning that whole families were locked up together with the infected family members. Other infected persons were put in huts outside the town walls and left to die. Plague pits were dug next to the town's four churches and outside the town walls to receive the bodies in mass burials. Over the course of the outbreak 5,631 deaths were recorded out of an estimated population of 12,000, a death rate of 47%.
In 1637 Charles I tried to raise money by doubling the 'voluntary' tax on coal in return for allowing the Newcastle Hostmen to regulate production and fix prices. This caused outrage amongst the London importers and the East Anglian shippers. Both groups decided to boycott Tyne coal and as a result forced Charles to reverse his decision in 1638.
In 1640 during the Second Bishops' War, the Scots successfully invaded Newcastle. The occupying army demanded £850 per day from the Corporation to billet the Scottish troops. Trade from the Tyne ground to a halt during the occupation. The Scots left in 1641 after receiving a Parliamentary pardon and a £4,000,000 loan from the town.
In 1642 the English Civil War began. King Charles realised the value of the Tyne coal trade and therefore garrisoned Newcastle. A Royalist was appointed as governor. At that time, Newcastle and King's Lynn were the only important seaports to support the crown. In 1644 Parliament blockaded the Tyne to prevent the king from receiving revenue from the Tyne coal trade. Coal exports fell from 450,000 to 3,000 tons and London suffered a hard winter without fuel. Parliament encouraged the coal trade from the Wear to try to replace that lost from Newcastle but that was not enough to make up for the lost Tyneside tonnage.
In 1644 the Scots crossed the border. Newcastle strengthened its defences in preparation. The Scottish army, with 40,000 troops, besieged Newcastle for three months until the garrison of 1,500 surrendered. During the siege, the Scots bombarded the walls with their artillery, situated in Gateshead and Castle Leazes. The Scottish commander threatened to destroy the steeple of St Nicholas's Church by gunfire if the mayor, Sir John Marley, did not surrender the town. The mayor responded by placing Scottish prisoners that they had captured in the steeple, so saving it from destruction. The town walls were finally breached by a combination of artillery and sapping. In gratitude for this defence, Charles gave Newcastle the motto 'Fortiter Defendit Triumphans' to be added to its coat of arms. The Scottish army occupied Northumberland and Durham for two years. The coal taxes had to pay for the Scottish occupation. In 1645 Charles surrendered to the Scots and was imprisoned in Newcastle for nine months. After the Civil War the coal trade on the Tyne soon picked up and exceeded its pre-war levels.
A new Guildhall was completed on the Sandhill next to the river in 1655, replacing an earlier facility damaged by fire in 1639, and became the meeting place of Newcastle Town Council. In 1681 the Hospital of the Holy Jesus was built partly on the site of the Austin Friars. The Guildhall and Holy Jesus Hospital still exist.
Charles II tried to impose a charter on Newcastle to give the king the right to appoint the mayor, sheriff, recorder and town clerk. Charles died before the charter came into effect. In 1685, James II tried to replace Corporation members with named Catholics. However, James' mandate was suspended in 1689 after the Glorious Revolution welcoming William of Orange. In 1689, after the fall of James II, the people of Newcastle tore down his bronze equestrian statue in Sandhill and tossed it into the Tyne. The bronze was later used to make bells for All Saints Church.
In 1689 the Lort Burn was covered over. At this time it was an open sewer. The channel followed by the Lort Burn became the present day Dean Street. At that time, the centre of Newcastle was still the Sandhill area, with many merchants living along the Close or on the Side. The path of the main road through Newcastle ran from the single Tyne bridge, through Sandhill to the Side, a narrow street which climbed steeply on the north-east side of the castle hill until it reached the higher ground alongside St Nicholas' Church. As Newcastle developed, the Side became lined with buildings with projecting upper stories, so that the main street through Newcastle was a narrow, congested, steep thoroughfare.
In 1701 the Keelmen's Hospital was built in the Sandgate area of the city, using funds provided by the keelmen. The building still stands today.
Eighteenth century
In the 18th century, Newcastle was the country's largest print centre after London, Oxford and Cambridge, and the Literary and Philosophical Society of 1793, with its erudite debates and large stock of books in several languages predated the London Library by half a century.
In 1715, during the Jacobite rising in favour of the Old Pretender, an army of Jacobite supporters marched on Newcastle. Many of the Northumbrian gentry joined the rebels. The citizens prepared for its arrival by arresting Jacobite supporters and accepting 700 extra recruits into the local militia. The gates of the city were closed against the rebels. This proved enough to delay an attack until reinforcements arrived forcing the rebel army to move across to the west coast. The rebels finally surrendered at Preston.
In 1745, during a second Jacobite rising in favour of the Young Pretender, a Scottish army crossed the border led by Bonnie Prince Charlie. Once again Newcastle prepared by arresting Jacobite supporters and inducting 800 volunteers into the local militia. The town walls were strengthened, most of the gates were blocked up and some 200 cannon were deployed. 20,000 regulars were billeted on the Town Moor. These preparations were enough to force the rebel army to travel south via the west coast. They were eventually defeated at Culloden in 1746.
Newcastle's actions during the 1715 rising in resisting the rebels and declaring for George I, in contrast to the rest of the region, is the most likely source of the nickname 'Geordie', applied to people from Tyneside, or more accurately Newcastle. Another theory, however, is that the name 'Geordie' came from the inventor of the Geordie lamp, George Stephenson. It was a type of safety lamp used in mining, but was not invented until 1815. Apparently the term 'German Geordie' was in common use during the 18th century.
The city's first hospital, Newcastle Infirmary opened in 1753; it was funded by public subscription. A lying-in hospital was established in Newcastle in 1760. The city's first public hospital for mentally ill patients, Wardens Close Lunatic Hospital was opened in October 1767.
In 1771 a flood swept away much of the bridge at Newcastle. The bridge had been built in 1250 and repaired after a flood in 1339. The bridge supported various houses and three towers and an old chapel. A blue stone was placed in the middle of the bridge to mark the boundary between Newcastle and the Palatinate of Durham. A temporary wooden bridge had to be built, and this remained in use until 1781, when a new stone bridge was completed. The new bridge consisted of nine arches. In 1801, because of the pressure of traffic, the bridge had to be widened.
A permanent military presence was established in the city with the completion of Fenham Barracks in 1806. The facilities at the Castle for holding assizes, which had been condemned for their inconvenience and unhealthiness, were replaced when the Moot Hall opened in August 1812.
Victorian period
Present-day Newcastle owes much of its architecture to the work of the builder Richard Grainger, aided by architects John Dobson, Thomas Oliver, John and Benjamin Green and others. In 1834 Grainger won a competition to produce a new plan for central Newcastle. He put this plan into effect using the above architects as well as architects employed in his own office. Grainger and Oliver had already built Leazes Terrace, Leazes Crescent and Leazes Place between 1829 and 1834. Grainger and Dobson had also built the Royal Arcade at the foot of Pilgrim Street between 1830 and 1832. The most ambitious project covered 12 acres 12 acres (49,000 m2) in central Newcastle, on the site of Newe House (also called Anderson Place). Grainger built three new thoroughfares, Grey Street, Grainger Street and Clayton Street with many connecting streets, as well as the Central Exchange and the Grainger Market. John Wardle and George Walker, working in Grainger's office, designed Clayton Street, Grainger Street and most of Grey Street. Dobson designed the Grainger Market and much of the east side of Grey Street. John and Benjamin Green designed the Theatre Royal at the top of Grey Street, where Grainger placed the column of Grey's Monument as a focus for the whole scheme. Grey Street is considered to be one of the finest streets in the country, with its elegant curve. Unfortunately most of old Eldon Square was demolished in the 1960s in the name of progress. The Royal Arcade met a similar fate.
In 1849 a new bridge was built across the river at Newcastle. This was the High Level Bridge, designed by Robert Stephenson, and slightly up river from the existing bridge. The bridge was designed to carry road and rail traffic across the Tyne Gorge on two decks with rail traffic on the upper deck and road traffic on the lower. The new bridge meant that traffic could pass through Newcastle without having to negotiate the steep, narrow Side, as had been necessary for centuries. The bridge was opened by Queen Victoria, who one year later opened the new Central Station, designed by John Dobson. Trains were now able to cross the river, directly into the centre of Newcastle and carry on up to Scotland. The Army Riding School was also completed in 1849.
In 1854 a large fire started on the Gateshead quayside and an explosion caused it to spread across the river to the Newcastle quayside. A huge conflagration amongst the narrow alleys, or 'chares', destroyed the homes of 800 families as well as many business premises. The narrow alleys that had been destroyed were replaced by streets containing blocks of modern offices.
In 1863 the Town Hall in St Nicholas Square replaced the Guildhall as the meeting place of Newcastle Town Council.
In 1876 the low level bridge was replaced by a new bridge known as the Swing Bridge, so called because the bridge was able to swing horizontally on a central axis and allow ships to pass on either side. This meant that for the first time sizeable ships could pass up-river beyond Newcastle. The bridge was built and paid for by William Armstrong, a local arms manufacturer, who needed to have warships access his Elswick arms factory to fit armaments to them. The Swing Bridge's rotating mechanism is adapted from the cannon mounts developed in Armstrong's arms works. In 1882 the Elswick works began to build ships as well as to arm them. The Barrack Road drill hall was completed in 1890.
Industrialisation
In the 19th century, shipbuilding and heavy engineering were central to the city's prosperity; and the city was a powerhouse of the Industrial Revolution. Newcastle's development as a major city owed most to its central role in the production and export of coal. The phrase "taking coals to Newcastle" was first recorded in 1538; it proverbially denotes bringing a particular commodity to a place that has more than enough of it already.
Innovation in Newcastle and surrounding areas included the following:
George Stephenson developed a miner's safety lamp at the same time that Humphry Davy developed a rival design. The lamp made possible the opening up of ever deeper mines to provide the coal that powered the industrial revolution.
George and his son Robert Stephenson were hugely influential figures in the development of the early railways. George developed Blücher, a locomotive working at Killingworth colliery in 1814, whilst Robert was instrumental in the design of Rocket, a revolutionary design that was the forerunner of modern locomotives. Both men were involved in planning and building railway lines, all over this country and abroad.
Joseph Swan demonstrated a working electric light bulb about a year before Thomas Edison did the same in the USA. This led to a dispute as to who had actually invented the light bulb. Eventually the two rivals agreed to form a mutual company between them, the Edison and Swan Electric Light Company, known as Ediswan.
Charles Algernon Parsons invented the steam turbine, for marine use and for power generation. He used Turbinia, a small, turbine-powered ship, to demonstrate the speed that a steam turbine could generate. Turbinia literally ran rings around the British Fleet at a review at Spithead in 1897.
William Armstrong invented a hydraulic crane that was installed in dockyards up and down the country. He then began to design light, accurate field guns for the British army. These were a vast improvement on the existing guns that were then in use.
The following major industries developed in Newcastle or its surrounding area:
Glassmaking
A small glass industry existed in Newcastle from the mid-15th century. In 1615 restrictions were put on the use of wood for manufacturing glass. It was found that glass could be manufactured using the local coal, and so a glassmaking industry grew up on Tyneside. Huguenot glassmakers came over from France as refugees from persecution and set up glasshouses in the Skinnerburn area of Newcastle. Eventually, glass production moved to the Ouseburn area of Newcastle. In 1684 the Dagnia family, Sephardic Jewish emigrants from Altare, arrived in Newcastle from Stourbridge and established glasshouses along the Close, to manufacture high quality flint glass. The glass manufacturers used sand ballast from the boats arriving in the river as the main raw material. The glassware was then exported in collier brigs. The period from 1730 to 1785 was the highpoint of Newcastle glass manufacture, when the local glassmakers produced the 'Newcastle Light Baluster'. The glassmaking industry still exists in the west end of the city with local Artist and Glassmaker Jane Charles carrying on over four hundred years of hot glass blowing in Newcastle upon Tyne.
Locomotive manufacture
In 1823 George Stephenson and his son Robert established the world's first locomotive factory near Forth Street in Newcastle. Here they built locomotives for the Stockton and Darlington Railway and the Liverpool and Manchester Railway, as well as many others. It was here that the famous locomotive Rocket was designed and manufactured in preparation for the Rainhill Trials. Apart from building locomotives for the British market, the Newcastle works also produced locomotives for Europe and America. The Forth Street works continued to build locomotives until 1960.
Shipbuilding
In 1296 a wooden, 135 ft (41 m) long galley was constructed at the mouth of the Lort Burn in Newcastle, as part of a twenty-ship order from the king. The ship cost £205, and is the earliest record of shipbuilding in Newcastle. However the rise of the Tyne as a shipbuilding area was due to the need for collier brigs for the coal export trade. These wooden sailing ships were usually built locally, establishing local expertise in building ships. As ships changed from wood to steel, and from sail to steam, the local shipbuilding industry changed to build the new ships. Although shipbuilding was carried out up and down both sides of the river, the two main areas for building ships in Newcastle were Elswick, to the west, and Walker, to the east. By 1800 Tyneside was the third largest producer of ships in Britain. Unfortunately, after the Second World War, lack of modernisation and competition from abroad gradually caused the local industry to decline and die.
Armaments
In 1847 William Armstrong established a huge factory in Elswick, west of Newcastle. This was initially used to produce hydraulic cranes but subsequently began also to produce guns for both the army and the navy. After the Swing Bridge was built in 1876 allowing ships to pass up river, warships could have their armaments fitted alongside the Elswick works. Armstrong's company took over its industrial rival, Joseph Whitworth of Manchester in 1897.
Steam turbines
Charles Algernon Parsons invented the steam turbine and, in 1889, founded his own company C. A. Parsons and Company in Heaton, Newcastle to make steam turbines. Shortly after this, he realised that steam turbines could be used to propel ships and, in 1897, he founded a second company, Parsons Marine Steam Turbine Company in Wallsend. It is there that he designed and manufactured Turbinia. Parsons turbines were initially used in warships but soon came to be used in merchant and passenger vessels, including the liner Mauretania which held the blue riband for the Atlantic crossing until 1929. Parsons' company in Heaton began to make turbo-generators for power stations and supplied power stations all over the world. The Heaton works, reduced in size, remains as part of the Siemens AG industrial giant.
Pottery
In 1762 the Maling pottery was founded in Sunderland by French Huguenots, but transferred to Newcastle in 1817. A factory was built in the Ouseburn area of the city. The factory was rebuilt twice, finally occupying a 14-acre (57,000 m2) site that was claimed to be the biggest pottery in the world and which had its own railway station. The pottery pioneered use of machines in making potteries as opposed to hand production. In the 1890s the company went up-market and employed in-house designers. The period up to the Second World War was the most profitable with a constant stream of new designs being introduced. However, after the war, production gradually declined and the company closed in 1963.
Expansion of the city
Newcastle was one of the boroughs reformed by the Municipal Corporations Act 1835: the reformed municipal borough included the parishes of Byker, Elswick, Heaton, Jesmond, Newcastle All Saints, Newcastle St Andrew, Newcastle St John, Newcastle St Nicholas, and Westgate. The urban districts of Benwell and Fenham and Walker were added in 1904. In 1935, Newcastle gained Kenton and parts of the parishes of West Brunton, East Denton, Fawdon, Longbenton. The most recent expansion in Newcastle's boundaries took place under the Local Government Act 1972 on 1 April 1974, when Newcastle became a metropolitan borough, also including the urban districts of Gosforth and Newburn, and the parishes of Brunswick, Dinnington, Hazlerigg, North Gosforth and Woolsington from the Castle Ward Rural District, and the village of Westerhope.
Meanwhile Northumberland County Council was formed under the Local Government Act 1888 and benefited from a dedicated meeting place when County Hall was completed in the Castle Garth area of Newcastle in 1910. Following the Local Government Act 1972 County Hall relocated to Morpeth in April 1981.
Twentieth century
In 1925 work began on a new high-level road bridge to span the Tyne Gorge between Newcastle and Gateshead. The capacity of the existing High-Level Bridge and Swing Bridge were being strained to the limit, and an additional bridge had been discussed for a long time. The contract was awarded to the Dorman Long Company and the bridge was finally opened by King George V in 1928. The road deck was 84 feet (26 m) above the river and was supported by a 531 feet (162 m) steel arch. The new Tyne Bridge quickly became a symbol for Newcastle and Tyneside, and remains so today.
During the Second World War, Newcastle was largely spared the horrors inflicted upon other British cities bombed during the Blitz. Although the armaments factories and shipyards along the River Tyne were targeted by the Luftwaffe, they largely escaped unscathed. Manors goods yard and railway terminal, to the east of the city centre, and the suburbs of Jesmond and Heaton suffered bombing during 1941. There were 141 deaths and 587 injuries, a relatively small figure compared to the casualties in other industrial centres of Britain.
In 1963 the city gained its own university, the University of Newcastle upon Tyne, by act of parliament. A School of Medicine and Surgery had been established in Newcastle in 1834. This eventually developed into a college of medicine attached to Durham University. A college of physical science was also founded and became Armstrong College in 1904. In 1934 the two colleges merged to become King's College, Durham. This remained as part of Durham University until the new university was created in 1963. In 1992 the city gained its second university when Newcastle Polytechnic was granted university status as Northumbria University.
Newcastle City Council moved to the new Newcastle Civic Centre in 1968.
As heavy industries declined in the second half of the 20th century, large sections of the city centre were demolished along with many areas of slum housing. The leading political figure in the city during the 1960s was T. Dan Smith who oversaw a massive building programme of highrise housing estates and authorised the demolition of a quarter of the Georgian Grainger Town to make way for Eldon Square Shopping Centre. Smith's control in Newcastle collapsed when it was exposed that he had used public contracts to advantage himself and his business associates and for a time Newcastle became a byword for civic corruption as depicted in the films Get Carter and Stormy Monday and in the television series Our Friends in the North. However, much of the historic Grainger Town area survived and was, for the most part, fully restored in the late 1990s. Northumberland Street, initially the A1, was gradually closed to traffic from the 1970s and completely pedestrianised by 1998.
In 1978 a new rapid transport system, the Metro, was built, linking the Tyneside area. The system opened in August 1980. A new bridge was built to carry the Metro across the river between Gateshead and Newcastle. This was the Queen Elizabeth II Bridge, commonly known as the Metro Bridge. Eventually the Metro system was extended to reach Newcastle Airport in 1991, and in 2002 the Metro system was extended to the nearby city of Sunderland.
As the 20th century progressed, trade on the Newcastle and Gateshead quaysides gradually declined, until by the 1980s both sides of the river were looking rather derelict. Shipping company offices had closed along with offices of firms related to shipping. There were also derelict warehouses lining the riverbank. Local government produced a master plan to re-develop the Newcastle quayside and this was begun in the 1990s. New offices, restaurants, bars and residential accommodation were built and the area has changed in the space of a few years into a vibrant area, partially returning the focus of Newcastle to the riverside, where it was in medieval times.
The Gateshead Millennium Bridge, a foot and cycle bridge, 26 feet (7.9 m) wide and 413 feet (126 m) long, was completed in 2001. The road deck is in the form of a curve and is supported by a steel arch. To allow ships to pass, the whole structure, both arch and road-deck, rotates on huge bearings at either end so that the road deck is lifted. The bridge can be said to open and shut like a human eye. It is an important addition to the re-developed quayside area, providing a vital link between the Newcastle and Gateshead quaysides.
Recent developments
Today the city is a vibrant centre for office and retail employment, but just a short distance away there are impoverished inner-city housing estates, in areas originally built to provide affordable housing for employees of the shipyards and other heavy industries that lined the River Tyne. In the 2010s Newcastle City Council began implementing plans to regenerate these depressed areas, such as those along the Ouseburn Valley.
Auto rickshaws are a common means of public transportation in many countries in the world. Also known as a three-wheeler, Samosa, tempo, tuk-tuk, trishaw, autorick, bajaj, rick, tricycle, mototaxi, baby taxi or lapa in popular parlance, an auto rickshaw is a usually three-wheeled cabin cycle for private use and as a vehicle for hire. It is a motorized version of the traditional pulled rickshaw or cycle rickshaw. Auto rickshaws are an essential form of urban transport in many developing countries, and a form of novelty transport in many developed countries. However, in some parts of Europe they remain an essential mode of transportation, notably Italy's.
OVERVIEW
ORIGN
Auto rickshaws of Southeast Asia started from the knockdown production of the Daihatsu Midget which had been introduced in 1957.
Japan had been exporting three-wheelers to Thailand since 1934. Moreover, The Ministry of Posts and Telecommunications of Japan donated about 20,000 used three-wheelers to Southeast Asia. In Japan, three-wheelers went out of use in the latter half of the 1960s.
DESIGN
An auto rickshaw is generally characterized by a sheet-metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver (sometimes called an auto-wallah), and seating space for up to three passengers in the rear. Newer models are generally fitted with a compressed natural gas (CNG) fuel scooter version of a 200 cc four-stroke engine, with handlebar controls instead of a steering wheel.
REGIONAL VARIATIONS
AFRICA
EASTERN AFRICA
There are tuk-tuks in several Kenyan towns. Using them is somewhat cheaper than ordinary taxis. However, tuk-tuks cannot operate in mountainous towns, which are common in Kenya. Fierce competition with Boda-bodas (bicycle taxis) and Matatus (minibuses) hinders popularity of Tuk-tuks, especially within the interior of Kenya. While they may not be widely found in Kenya, they are numerous in the coastal regions, which are less mountainous. For example, in the town of Malindi they offer an economical and convenient mode of transportation.
Tuk-tuks are also common in Ethiopia and are becoming common in Tanzania, particularly in the outer areas of Dar es Salaam. In Tanzania and Ethiopia they are known as "Bajaj" or "Bajajis", after the Bajaj Auto company which manufactures many of them. Since 2009, tuk-tuks have become common in Maputo, Mozambique.
EGYPT
In Egypt, auto rickshaws are called toktok (Egyptian Arabic: توك توك pronounced [ˈtoktok], plural: تكاتك takātek [tæˈkæːtek]); they are widely used as taxis in poorer neighborhoods of the capital, and have become a popular symbol for lower class Egyptians, although they are banned from the streets of wealthier neighborhoods. Deposed president Mohamed Morsi (June 2012-July 2013) in his opening speech addressed the Tuk-Tuk (toktok) drivers as a symbol of the lower class population, but his political rivals and mass media considered it as a mean of emotional deception for the masses by rendering what could be a promise to legalize their status.
MADAGASCAR
In Madagascar, man-pulled rickshaws are a common form of transportation in a number of cities, especially Antsirabe. They are known as "posy" from pousse-pousse, meaning push-push. Cycle rickshaws never took off, yet Posy are threatened by the auto-rickshaws, introduced in numbers since 2009. Provincial capitals like Toamasina, Mahajanga, Toliara, Antsiranana are taking to them rapidly. They are known as "bajaji" and now licenced to operate as taxis. They are not yet allowed an operating licence in the congested, and more pollution prone national capital, Antananarivo.
NIGERIA
There are keke-marwa's in several Nigerian towns and cities. Although not as popular as the ubiquitous "Okada" in Nigeria, keke-marwa's are embraced as an alternative means of transport by the middle and lower class citizens. Keke-marwa is named after Lagos former military Governor, Buba Marwa in the late 1990s.
SOUTH AFRICA
Tuk-tuks, introduced in Durban in the late 1980s enjoyed growing popularity in recent years, particularly in Gauteng.
SUDAN
Rickshaws are a major means of transport in all parts of Sudan, it's locally known as Raksha.
ASIA
BANGLADESH
Auto rickshaws (locally called "baby taxis" and more recently "CNGs" due to their fuel source) are one of the most popular modes of transport in Bangladesh mainly due to their size and speed. They are best suited to narrow, crowded streets, and are thus the principal means of covering longer distances within urban areas.
Earlier, auto rickshaws were colored black with a yellow canvas topping and ran on gasoline without any meter system. However, due to the vast supplies of natural gas in Bangladesh, the government has since encouraged the development of four-stroke compressed natural gas (CNG)-powered engines rather than the older two-stroke engine petrol-running models. Two-stroke engines had been identified as one of the leading sources of air pollution in Dhaka. Thus, since January 2003, traditional auto rickshaws were banned from the capital; only the new CNG-powered models were permitted to operate within the city limits. The newly manufactured CNG auto rickshaws are more fuel-efficient and have a lower center of gravity, making them safer than older models. All CNGs are painted green to signify that the vehicles are eco-friendly and that each one has a meter built in as standard.
Another version of the auto rickshaw can be seen in rural areas of Bangladesh, where they are called "helicopters". "Helicopters" are auto rickshaws modified to have a large body with which it can carry more than six or seven passengers.
At the end of the 1980s, a local company Atlas designed and built a new version of the auto rickshaw, called mishuk, a name derived from a children's mascot of a local deer. Unlike baby taxis, mishuks have spoke wheels and a green body, and have no meter system. Mishuks have more space than baby taxis or CNGs, which makes it more popular with women. They are commonly found in Dhaka and elsewhere in the country due to its four-stroke engine, which is not listed as a significant source of air pollution.
CAMBODIA
In Cambodia, the term tuk-tuk (Khmer: ទុកទុក) is used to refer to a motorcycle with a cabin attached to the rear. Cambodian cities have a much lower volume of automobile traffic than Thai cities, and tuk-tuks are still the most common form of urban transport. At the temple complex of Angkor, for example, tuk-tuks provide a convenient form of transport around the complex for tourists. One can hire a tuk-tuk and driver by the day.[citation needed]
Siem Reap tuk-tuks are generally of the style of motorcycle and trailer. This version does not have rear brakes.
Phnom Penh tuk-tuks are one piece. The one piece tuk-tuk is the front end of a motorcycle consisting of steering, tank and engine/gearbox with a covered tray mounted at the back. The power is transferred by chain to an axle mounted to the modified rear fork which drives the two rear wheels. Suspended upon the rear fork is an open cabin with an in-line seat on each side. This arrangement can carry 6 people at ease, with their luggage in the leg space. It is not unusual to see these vehicles greatly overloaded, especially in outer suburbs and around markets.
Sihanoukville tuk-tuks are generally a motorcycle and articulated trailer without rear brakes on the trailer. A minority of tuk-tuks are three wheeled. The rear wheel of the motorcycle is removed and the front of the bike is melded with a trailer. Power is supplied to the trailer wheels by a driveshaft and differential. Rear wheel brakes add significantly to the safety of this design, especially when going downhill.
Currently, Tuk Tuk in Cambodia is being developed to be more convenient and safer. It is also becoming a popular form of transportation for Phnom Penh residents.
Gaza
Together with the recent boom of recreational facilities in Gaza for the local residents, donkey carts have all but been displaced by tuk-tuks in 2010. Due to the ban by Israel on the import of most motorised vehicles, the tuk-tuks have had to be smuggled in parts through the tunnel network connecting Gaza with Egypt.
CHINA
Various types of auto rickshaw are used around China, where they are called 三轮 (Sān lún - three wheeler) or 嘟嘟车 (Dū dū chē - beep beep car).
In Hainan, the southernmost province, electric models are used in the capital Haikou. These may be heavy, purpose-built vehicles, or simple bicycles attached to a light chassis, with a small electric motor housed underneath.
In rural areas, a sturdy, petrol-powered, plastic-bodied type is common, similar to the Philippine motorized tricycle.
INDIA
OVERVIEW
Most cities offer auto rickshaw service, although hand-pulled rickshaws do exist in some areas, such as Kolkata.
Auto rickshaws are used in cities and towns for short distances; they are less suited to long distances because they are slow and the carriages are open to air pollution. Auto rickshaws (often called "autos") provide cheap and efficient transportation. Modern auto rickshaws run on compressed natural gas (CNG) and are environmentally friendly compared to full-sized cars.
It is also not uncommon in many parts of India (including major cities like Delhi) to see primary school children crammed into an auto-rickshaw, transporting them between home and school.
To augment speedy movement of traffic, Auto rickshaws are not allowed in the southern part of Mumbai.
DESIGN & MANUFACTURE
There are two types of autorickshaws in India. In older versions the engines were situated below the driver's seat, while in newer versions engines are located in the rear. They normally run on petrol, CNG and diesel. The seating capacity of a normal rickshaw is four, including the driver's seat. Six-seater rickshaws exist in different parts of the country, but the model was officially banned in the city of Pune 10 January 2003 by the Regional Transport Authority (RTA).
CNG autos are distinguishable from the earlier petrol-powered autos by a green and yellow livery, as opposed to the earlier black and yellow appearance. Certain local governments are advocating for four-stroke engines instead of the current two-stroke versions.
Auto rickshaw manufacturers in India include Bajaj Auto, Kumar Motors, Kerala Automobiles Limited, Force Motors (previously Bajaj Tempo), Mahindra & Mahindra, Piaggio Ape and TVS Motors.
LEGISLATION
Generally rickshaw fares are controlled by the government.
INDONESIA
In Indonesia, auto rickshaws are popular in Jakarta, Medan, Java, and Sulawesi. In Jakarta, the auto rickshaws are similar to the ones in India but are colored blue and orange. Outside of Jakarta the bentor-style auto rickshaw is more ubiquitous, with the passenger cabin mounted as a sidecar to a motorcycle. Where these sidecar style auto rickshaws do occur in Jakarta they are not referred to as bentor, but rather as bajaj (bajai). They were also popular in East Java until the end of the 20th century and were known as a bemo.
LAOS
Lao tuk-tuks come as tuk-tuks or jumbo tuk-tuks. Jumbos have a larger 3- or 4-cylinder four-stroke engine, and many are powered by Daihatsu engines. Jumbos' larger engine and cabin size allow for greater loads, up to 12 persons, and higher top speeds. Jumbos are (with few exceptions) only found in Vientiane and Luang Prabang.
NEPAL
Auto rickshaws were the popular mode of transport in Nepal during the 1980s and 1990s, till Nepal Government decided to ban the movement of 600 such vehicles in the early 2000. Earliest model of auto rickshaw running in Kathmandu were manufactured by Bajaj Auto. Nepal has been a popular destination for Rickshaw Run. The 2009 Fall Run took place in Goa, India and concluded in Pokhara, Nepal.
PAKISTAN
Auto rickshaws are a popular mode of transport in Pakistani towns and is mainly used for traveling short distances within cities. One of the major brands of auto rickshaws is Vespa (an Italian Company). Lahore is hub of CNG Auto rikshaws manufacturers in Pakistan.The government of Pakistan is taking measures to convert all the gasoline run auto-rickshaws to more effective CNG rickshaw by 2015 in all the major cities of Pakistan by issuing easy loans through commercial banks. Environment Canada is implementing pilot projects in Lahore, Karachi and Quetta with engine technology developed in Mississauga, Ontario, Canada that uses CNG instead of gasoline in the two-stroke engines, in an effort to combat environmental pollution and noise levels.
In many cities in Pakistan, there are also motorcycle rickshaws, usually called chand gari (moon car) or Chingchi (after the Chinese company Jinan Qingqi Motorcycle Co. Ltd who first introduced these to the market).
Rickshaws are forbidden in the capital, Islamabad.
Auto rickshaws have had a history of displaying political statements. In February 2013, that legacy was modified to promote peace. According to Syed Ali Abbas Zaidi, head of the Pakistan Youth Alliance, "We need to take back this romanticized art form and use it for peace sloganeering and conflict resolution."
Manufacturers There are many companies involving in Rickshaw manufacturing in Pakistan, some of them are, AECO Export Company, STAHLCO Motors, Global Sources, Parhiyar Automobiles, Global Ledsys Technologies, Siwa Industries, Prime Punjab Automobiles, Murshid Farm Industries, Sazgar Automobiles, NTN Enterprises, Imperial Engineering Company
PHILLIPINES
Auto rickshaws are an especially popular form of public transportation in the Philippines, where they are referred to as "tricycles" (Filipino: traysikel; Cebuano: traysikol). In the Philippines, the design and configuration of tricycles varies widely from place to place, but tends towards rough standardization within each municipality. The usual design is a passenger or cargo sidecar fitted to a motorcycle, usually on the right of the motorcycle. It is rare to find one with a left sidecar. Tricycles can carry five passengers or more in the sidecar, one or two pillion passengers behind the motorcycle driver, and even a few on the roof of the sidecar. Tricycles are one of the main contributors to air pollution in the Philippines, since majority of them employ two-stroke motorcycles. However, some local governments are working towards phasing out two-stroke-powered tricycles for ones with cleaner four-stroke motorcycles.
SRI LANKA
Auto rickshaws, commonly known as three-wheelers and more recently tuk-tuk, can be found on all roads in Sri Lanka from the curvy roads through the hill country to the congested roads of Colombo transporting locals, foreigners, or freight about. Sri Lankan three-wheelers are of the style of the light Phnom Penh type. Most of the three-wheelers in Sri Lanka are a slightly modified Indian Bajaj model, imported from India though there are few manufactured locally and increasingly imports from other countries in the region and other brands of three-wheelers such as Piaggio. In 2007 January the Sri Lankan government imposed a ban on all 2-stroke three-wheelers, due to environmental concerns and therefore the ones imported to the island now are the ones with four-stroke engines. Most three-wheelers are available as hiring vehicles, with few being used to haul goods and as private company or advertising vehicles. Bajaj enjoys a virtual monopoly in the island, with its agent being David Pieries Motor Co Ltd. A few three-wheelers in Sri Lanka have distance meters, and in the capital city it is becoming more and more common, however the vast majority of charges are negotiated between the passenger and driver.
THAILAND
The auto rickshaw, called tuk-tuk (Thai: ตุ๊กตุ๊ก, pronounced "took-took") or sam-lor (Thai: สามล้อ) meaning three-wheeler in Thailand, is a widely used form of urban transport in Bangkok and other Thai cities. It is particularly popular where traffic congestion is a major problem, such as in Bangkok and Nakhon Ratchasima. The name is onomatopoeic, mimicking the sound of a small (often two-cycle) engine. An equivalent English term would be "putt-putt."
Bangkok and other cities in Thailand have many tuk-tuks which are a more open variation on the Indian auto-rickshaw. There are no meters, and trip costs are negotiated in advance. Bangkok fares have risen to nearly equal normal taxis due to uninformed foreigners willing to pay the asking price, but leaves passengers more exposed to environmental pollution than taxis. The solid roof is so low that the tuk-tuk is a difficult touring vehicle. Today few locals take one unless they are burdened with packages or travelling in a big group for short distances.
The Thai tuk-tuk is starting to change from the old smoke-spewing vehicle of yesteryear. Many Thai tuk-tuk manufacturers now produce low emission vehicles, and even old ones are having new engines fitted along with LPG conversions. In an early morning of Bangkok, these same passenger vehicles can be seen busily transporting fresh produce around the city. Newer tuk-tuks also have wet weather sides to keep passengers and drivers dry.
The Thai auto-rikshaw manufacturers are, Monika Motors Ltd., TukTuk (Thailand) Co., Ltd., TukTuk Forwerder Co., Ltd. Bangkok and MMW Tuk-Tuks Co.,Ltd. in Hua Hin. Smaller manufacturers are the Chinnaraje Co., Ltd. in Chiang Mai and the Expertise Co., Ltd. in Chonburi which manufactures its models in Komaki, Japan, also.
VIETNAM
Known locally as xe lam, the vernacular pronunciation of the Lambro from the Lambretta line by Innocenti of Italy, these vehicles were very popular in the 1960s and 1970s, especially the urban centers of South Vietnam. Over time the authorities have moved to limit their use.
Xe lam with 1-wheel forward and 2-aft were designed to carry passengers whereas other variants with 2-forward and 1-aft, used mostly to transport goods are known as Xe ba gác máy. The motorized version of cycle rickshaw is the Xích lô máy is of the same design.
EUROPE
FRANCE
A number of Tuk-tuks ( 250 in 2013 according to the Paris Prefecture)are used as an alternative tourist transport system in Paris, some off them being pedal operated with the help of an electric engine. They are not yet fully licenced to operate and await customers on the streets. 'Velos taxis' were common during the Occupation years in Paris due to fuel restrictions.
ITALY
Auto rickshaws have been commonly used in Italy since the late 1940s, providing a low-cost means of transportation in the post-World-War-II years when the country was short of economic resources. The Piaggio Ape, designed by Vespa creator Corradino D'Ascanio and first manufactured in 1948 by the Italian company Piaggio, though primarily designed for carrying freight has also been widely used as an auto rickshaw. It is still extremely popular throughout the country, being particularly useful in the narrow streets found in the center of many little towns in central and southern Italy. Though it no longer has a key role in transportation, Piaggio Ape is still used as a minitaxi in some areas such as the islands of Ischia and Stromboli (on Stromboli no cars are allowed). It has recently been re-launched as a trendy-ecological means of transportation, or, relying on the role the Ape played in the history of Italian design, as a promotional tool. Since 2006 the Ape has been produced under licence in India.
NETHERLANDS
Since 2007, tuk-tuks have been active in the Netherlands, starting with Amsterdam. They now operate in Amersfoort, Amsterdam, The Hague, Zandvoort, Bergen op Zoom, the popular beach resort Renesse and Rotterdam. The tuk-tuks in the Netherlands are imported from India and Thailand. They are fitted with CNG engines and have passed the EURO-4 rules.
UNITED KINGDOM
The first Tuk Tuks to enter service in the United Kingdom were supplied and built by MMW Imports in 1999, under the brand name MMW Tuk Tuks. The very first Private Hire licence was issued to an MMW Tuk Tuk for tours of Bath in the year 2000, MMW also gained full Hackney license in Weston-super-Mare. MMW also now export Tuk Tuks from Thailand to the Netherlands, Germany, Spain, New Zealand and Australia. All the MMW range are built in their own factory in Thailand and are custom made for each customer's needs; hence no two tuk tuks are the same, and they come fully customized as per required spec.
Tukshop of Southampton started the commercial importing of Tuk Tuks into the UK in 2003, which resulted in many people being inspired to set up taxi-type operations in a number of cities including Blackpool, Brighton and Leeds. Tukshop failed to gain a taxi operator license for London after a number of media appearances in 2004. The company, founded by mrsteve, are specialists in experiential marketing using the iconic three-wheelers for street marketing campaigns. Clients of Tukshop include many household names, such as T Mobile, Harrods, Universal Pictures, O2, BBC, Freeview, Price Waterhouse Coopers, Tiger Beer & Grolsch lager. Tukshop have imported and put over one hundred tuk tuks on the roads of the UK and Europe between starting the business and Oct 2010. The company currently stocks models from Piaggio & Bajaj, including the commercial versions such as the TM Van.
A Bajaj tuk tuk is currently operated by Bangwallop of Salcombe, South Devon. Taking just two passengers at a time, the tuk tuk has an operator's licence issued by VOSA and trips can be booked in advance.[citation needed]
Auto rickshaws were introduced to the city of Brighton and Hove on 10 July 2006 by entrepreneur Dominic Ponniah's company Tuctuc Ltd, who had the idea after seeing the vehicles used in India and Sri Lanka. They were CNG-powered, using a four-speed (plus reverse) 175 cc engine. Under the terms of their license, the Bajas ran on a fixed single route, and stopped only at designated stops. They are of the same design as traditional auto rickshaws in other countries.
An investigation was launched into Tuctuc Ltd's operation of the service after complaints were raised, primarily by the city's taxi drivers, that routes, stopping points and timetables were not being adhered to. In November 2006, the company was fined £16,500 – the maximum penalty possible – by the South East Traffic Commissioner. After amendments were made to the timetable to reduce delays and improve reliability, the Commissioner allowed the company to keep its operating license. However, the company announced in January 2008 that it was ceasing operations, citing "archaic legislation" as the reason.
In the Scottish capital, Edinburgh, there is a new street food restaurant called Tuk Tuk Indian Street Food, that has its own branded Tuk Tuks, which are used for marketing around the town and picking up customers on special occasions.
CENTRAL AMERICA
EL SALVADOR
The mototaxi or moto is the El Salvadoran version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back. Commercially produced models, such as the Indian Bajaj brand, are also employed.
GUATEMALA
In Guatemala the commercial vehicles are referred to as tuk-tuks. Tuk-tuks operate, both as taxis and private vehicles, in Guatemala City, Guatemala, around the island town of Flores, Peten, in the mountain city of Antigua Guatemala, and in many small towns in the mountains. In 2005 the tuk-tuks prevalent in the Lago de Atitlán towns of Panajachel and Santiago Atitlán all appeared to be from India (Bajaj Auto).
HONDURAS
Three-wheeled all-in-one tuk-tuks are used in the place of traditional taxis in most rural towns and villages.
NICARAGUA
As of 2011 there were an estimated 5,000 mototaxis, popularly known as "caponeras".
CARIBBEAN
Three-wheeled Coco taxis in Havana, Cuba
CUBA
Three-wheeled Coco taxis, named for their resemblance to a coconut, are used in Havana, Cuba.
SOUTH AMERICA
ECUADOR
The mototaxi is the Ecuatorian version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back.
PERU
It is a common sight in the rural areas, towns and cities of Peru to see auto rickshaws, locally known as "mototaxis," "motokars", "taxi cholo", or "cholotaxi" lining up to pick up passengers as their fares are generally lower than car taxis. They are also in the capital, Lima, but they are usually restricted to the peripheral districts. The "jungle" cities and towns in eastern Peru are famous for their prevalence of auto rickshaws. This vehicle, usually running on regular unleaded gasoline, is the main non-private transport vehicle, and is known as "motocarro", "mototaxi" or "tuk-tuk" (for foreigners).
Many of the jungle areas of eastern Peru can be extremely noisy as a result of poorly maintained auto rickshaws and other 2 or 3-wheel vehicles, especially in high traffic or hilly areas. Auto-rickshaw brands such as the Indian-made Bajaj, which use GLP [a form of liquified petroleum gas which some car taxis also use] are much quieter.
NORTH AMERICA
UNITED STATES
Tuk Tuks were introduced to the United States through Tuk Tuk North America of Swainsboro, Georgia. As early as 2006, Mr. Roy Jordan, the owner of Tuk Tuk North America, began working with both the U.S. federal government and manufacturers in Thailand to configure a tuk tuk that was cost effective but adaptable to meet or exceed U.S. Department of Transportation regulations. He was able to contract a manufacturer who could make imported tuk tuks that could meet all necessary federal regulations in the U.S. Original products were imported from Thailand and were gas propelled. Due to the changing regulations of the Environmental Protection Agency, the introduction of imported gas-propelled tuk tuks was short-lived. Due to such changes, in 2009 Tuk Tuk North America decided to go dormant in its importing of gas propelled tuk tuks into the U.S.
However, with the growing emphasis on sustainable “green” energy and the recognition of the continuing rising oil prices, in 2011 the project's short dormancy was rejuvenated being redirected towards introduction of a complete line of all-electric tuk tuks. The line included eight models of "street legal" tuk tuks including passenger, utility, and delivery vehicles. These were offered under the manufacturer’s new name, Electro Technologies LLC, and marketed and sold exclusively through Tuk Tuk Transport LLC of Lenoir City, Tennessee, under the leadership of C. Phillip Tallant.
Prior to 2013, the greatest obstacle to commercial transportation usage of the electric tuk tuks created by Electro Technologies was addressed in mid 2013 by providing a means by which ET Tuk Tuks could be in service 24/7. With this advancement grew the opportunity for formation of Tuk Tuk of America, a company by which partnering affiliates across the U.S. could begin their own local niche urban mobility transportation company with guaranteed protected territories.
FUEL EFFICIENCY & POLLUTION
In July 1998, the Supreme Court of India ordered the Delhi government to implement CNG or LPG (Autogas) fuel for all autos and for the entire bus fleet in and around the city.[citation needed] Delhi's air quality has improved with the switch to CNG. Initially, auto rickshaw drivers in Delhi had to wait in long queues for CNG refueling, but the situation has improved with the increase of CNG stations. Certain local governments are pushing for four-stroke engines instead of the current two-stroke versions. Typical mileage for an Indian-made auto rickshaw is around 35 kilometers per liter of petrol (about 2.9 L per 100 km, or 82 miles per gallon [United States (wet measure), 100 miles per gallon Imperial (United Kingdom, Canada)]. Pakistan has passed a similar law prohibiting auto rickshaws in certain areas. CNG auto rickshaws have started to appear in huge numbers in many Pakistani cities.
In January 2007 the Sri Lankan government also banned two-stroke trishaws to reduce air pollution. In the Philippines there are projects to convert carburated two-stroke engines to direct-injected via Envirofit technology. Research has shown LPG or CNG gas direct-injection to be retrofit-able to existing engines in similar fashion to the Envirofit system. In Vigan City majority of tricycles-for-hire as of 2008 are powered by motorcycles with four-stroke engines, as tricycles with two-stroke motorcycles are prevented from receiving operating permits. Direct injection is standard equipment on new machines in India.
In March 2009 an international consortium coordinated by the International Centre for Hydrogen Energy Technologies initiated a two-year public-private partnership of local and international stakeholders aiming at operating a fleet of 15 hydrogen-fueled three-wheeled vehicles in New Delhi's Pragati Maidan complex. As of January 2011, the project was upon completion.
In the meantime, in October, 2011, the Department of Transportation for the U.S. approved the complete 2012 series of American made, all-electric tuk tuks by Electro Technologies. Chassis were still being shipped in from Thailand, but now with the inclusion of all electrical components as manufactured only in the U.S. with assembly completed in Chattanooga, Tennessee. The American made electric tuk tuks were unique in that they were charged through common 110v outlets providing a range of 60 to 100(+) miles per charge (depending upon model and conditions) with a recharge time between 4 to 6 hours. The Electro Technologies Tuk Tuks topped out at 40 miles per hour which perfectly addresses the needs of their design; niche urban mobile transportation.
The greatest obstacle to daily usage in niche urban mobile commercial transportation was addressed in 2013 by Electro Technologies when they introduced their quick-release battery pack allowing for restoration of 100% power availability in just a few short minutes. This commercial upgrade allowed niche urban transportation businesses to operate 24/7 with no interruption to business.
TRAFFIC ISSUES
Auto rickshaws have a top-speed of around 50 km/h (about 31 mph) and a cruising speed of around 35 km/h (22 mph), much slower than the automobiles they share the road with. Traffic authorities in big cities try to implement mechanisms to reduce the resulting traffic slowing, but none have proven effective.
The MMW Tuk Tuk has a top speed of around 70 mph and with the introduction of the new turbo will have much improved acceleration, to allow for increased speed these Tuk Tuks have anti-roll bars and are fitted with disc brakes.
The triangular form of the vehicle makes maneuvering easy, with the single front wheel negotiating the available gap, and the rear two wheels forcing a larger space. Care must be taken even at low speeds, however, because of the stability problems of three-wheeler vehicles with a single front wheel. Such a "delta"-configuration three-wheeler can easily roll if the driver turns while braking.
In the Philippines, 2-stroke motor tricycle such as Yamaha RS-100T can give a top speed of 55 km/h (one passenger in the sidecar), or 30–40 km/h (full passengers in the sidecar).
More powerful four-stroke motor tricycles such as Honda TMX & Yamaha STX & Bajaj CT-100 can give a top speed up to 70–85 km/h (special trip/one passenger) or 40–50 km/h (full passengers).
RACING
Due to their relatively low top-speed, auto rickshaws have never lent themselves to conventional road or street racing. However, their modest speed, simple construction and impressive fuel economy has endeared them to the international amateur adventuring community, most notably with the Rickshaw Run and also the Indian Autorickshaw Challenge, and even off-road racing with the Apecar competitions in Italy. A Tuk Tuk built by Art In Motion, LLC competed in the 2008 Fireball Run II – Back to the Track
PORTRAYAL IN MEDIA
Auto rickshaws are often portrayed in Indian films (Auto Shankar, Basha, Aye Auto, Oram Po, Hero Hiralal) as well as some Hollywood and foreign productions such as the James Bond film Octopussy, the Canada-India film Amal and the Indonesian movie Pembalasan Rambu. Auto rickshaws are also prominent in the fuel-poor London of 2027 A.D. depicted in Children of Men. A memorable tuk-tuk chase features in the Thai film Ong-Bak: Muay Thai Warrior, climaxing with many of them driving off the edge of an unfinished elevated expressway. The video games Just Cause 2, Stuntman, Far Cry 4 and Battlefield: Bad Company 2: Vietnam feature Tuk-Tuks as drivable vehicles. James Bond (Pierce Brosnan) rides in a tuk-tuk in a Visa Card commercial.
WIKIPEDIA
An achievement for Bangladesh I must say. It still has a long way to go before it gets finished. Hopefully it will ease transportation in this ever congested city.
Boulevard Périphérique | Porte d'Orléans 17/06/2017 09h56
Driving on the périf passing Porte d'Orléans on my way -once again- to Versailles to flash a space invader and find some two others in full sunlight.
Boulevard Périphérique
Boulevard Périphérique is a ring road (French: périphérique) around Paris. It is a frequently congested stretch of 4- to 8-lane dual carriageway, and is one of the busiest freeway/motorways in Europe, with traffic between 1.1 and 1.2 million vehicles per day in 2002.
Travelling speed on the road is limited to 80 km/h. It does not feature a hard shoulder, and gives priority to entering vehicles. It was built in the early 1970s on the empty space left abandoned after the destruction of the defense wall of Paris in the 1920s, and completed on 25 April 1973. It is the generally-accepted boundary between the city proper (approx. 2 million inhabitants) and the suburbs (more than 9 million inhabitants), as it is situated along Paris's administrative limit (excluding the Paris heliport and the outlying woods of Boulogne and Vincennes).
When travelling at the legal speed limit, it takes 26 minutes and 17 seconds to complete a full circuit (35 kilometers).
The périphérique, commonly referred to as "le périph" by Parisians, is administered by the government of the city of Paris. [Source: Wikipedia]
Roadtrip [9] 17/06/2017
On the planning of my last day of this holiday and roadtrip was my ride home via a hypermarket in the North of Paris, Valenciennes and Charleroi (for the one and only but huge space invader mural), Brussels, Antwerp and Utrecht.
I left hôtel Ibis Nogent-sur-Marne at 08h55 and went to Vincennes to photoflash space invader PA_1282 and I revisited Versailles to find the one I didn’t find yesterday (VRS_03). I spent only 40 minutes in Versailles and went via McDonald’s Créteil N6 to Carrefour Parinor to do my shoppings. Finally left Carrefour and the région Paris at 14h30 to go North. Via A1 (Autoroute du Nord) and A2 (Cambrai, Denain, Maubeuge). At 17h11 I arrived in Charleroi to photoflash CHAR_01. Had my last meal in a very nice and new McDonald’s restaurant in Charleroi and drove away here at 18h31. Had a break at Oosterhout at Andy from 20h41 till 21h55 and arrived finally at home at 22h48. Driving 643.4 kilometers in total today (291 km in France [45.3%], 234 in Belgium [36.4%] and 118 km in the Netherlands [18.3%])
The grand total this holiday and roadtrip was 3,688 kilometers.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Although an air wing for the fledgling Khmer Royal Army (ARK) was first planned in 1952, it wasn't until April 22, 1954, however that the Royal Khmer Aviation (French: Aviation Royale Khmère; AVRK) was officially commissioned by Royal decree. Commanded by Prince Norodom Sihanouk's personal physician, Colonel Dr. Ngo Hou and known sarcastically as the "Royal Flying Club", the AVRK initially operated a small fleet of four Morane-Saulnier MS 500 Criquet liaison aircraft, two Cessna 180 Skywagon light utility aircraft, one Cessna 170 light personal aircraft, and one Douglas DC-3 modified for VIP transport. At this stage, the AVRK was not yet an independent service; since its earlier personnel cadre was drawn from the Engineer Corps, the Ministry of Defense placed the AVRK under the administrative control of the Army Engineer's Inspector-General Department.
During the first years of its existence, the AVRK received assistance from France – which under the terms of the November 1953 treaty of independence had the right to keep a military mission in Cambodia –, the United States, Japan, Israel, and West Germany, who provided training programs, technical aid, and additional aircraft. Japan delivered three Fletcher FD-25 Defender single-seater ground-attack aircraft and three Fletcher FD-25B two-seat trainers, whilst deliveries by the United States Military Assistance Advisory Group (US MAAG) aid program – established since June 1955 at Phnom Penh – of fourteen North American T-6G Texan trainers, eight Cessna L-19A Bird Dog observation aircraft, three de Havilland Canada DHC L-20 Beaver liaison aircraft, seven Douglas C-47 Skytrain transports (soon joined by with two additional C-47 transports bought from Israel) and six Curtiss C-46F Commando transports. The French delivered in 1954-55 fifteen Morane-Saulnier MS 733 Alcyon three-seat basic trainers and twenty former Armée de l’Air F8F Bearcat that had been taking part in the French Indochina War.
The Grumman F8F (G-58, Grumman Aircraft's design designation) Bearcat was a U.S. Navy/Marine Corps single-engine, fighter aircraft. It was introduced late in World War II as a carrier-based fighter. In replacing the obsolescent F4F Wildcat and F6F Hellcat, climb rate was an important design factor for the F8F, which was faster and lighter than the F6F carrier-based fighter. In late 1943, Grumman began development of the F8F Bearcat and deliveries from Grumman began on 21 May 1945.
In 1946, the F8F set a climb record of 6,383 fpm and held this record until it was broken by a jet fighter in 1956. Early F8Fs first flew in August 1944, followed by production aircraft starting in February 1945, the war ended before the F8F saw combat.
The F8F was Grumman’s last piston engine fighter Production ended in 1949, after Grumman had produced 1,265 F8F Bearcats in total. Directly after the war, the F8F was a key fighter for the U.S. Navy/Marine Corps. Since it was one of the best-handling piston fighters ever, its performance made it the top selection in 1946 for the U.S. Navy’s elite Blue Angels demonstration squadron. When the F8F became obsolete (The last ones in U.S. service were retired in 1952), it was replaced with jet fighter aircraft, the F9F Panther and the F2H Banshee.
From 1946 to 1954, the F8F saw it first combat during the French Indochina War, being used by French forces. Surviving Bearcats from that war were given to the Republic of Vietnam Air Force and to Cambodia. The Royal Thai Air Force also flew a number of Bearcats that were purchased from the U.S. Navy.
These deliveries allowed the AVRK to acquire a limited light strike capability, as well as improving its own reconnaissance and transportation capabilities. A small Helicopter force also began to take shape, with the delivery in 1958-59 of three Sikorsky H-34 Choctaws by the US MAAG, followed in 1960 of two Sud Aviation SA 313B Alouette II by the French and of two Sikorsky H-19 Chickasaws by the Americans in 1963.
Although Cambodia was theoretically forbidden of having fighter jets under the terms of the July 1955 Geneva Accords, the AVRK did receive its first jet trainers in September 1961 from France, in the form of four Potez CM.170R Fouga Magisters modified locally in 1962 to accept a pair of AN/M2 7,62mm aircraft guns and under-wing rocket rails. By the end of the year, the AVRK aligned 83 airframes of American, Canadian and French origin, though mostly were World War II-vintage obsolescent types well past their prime – US MAAG advisors often described the AVRK at the time as an "aerial museum" – and training accidents were far from uncommon.
The baptism of fire of the AVRK came the following year when its F8F Bearcats, FD-25 Defenders and T-6G Texan armed trainers supported Khmer Royal Army troops in Takéo Province fighting a cross-border incursion by Vietnamese militiamen from the Hòa Hảo militant sect fleeing persecution from the neighboring Republic of Vietnam. The obsolete Texans and Defenders were eventually replaced in August that year by sixteen North American T-28D Trojan trainers converted to the fighter-bomber role. Also under the US MAAG program, the AVRK received in March 1963 four Cessna T-37B Tweet jet trainers; however, unlike the Fougas provided earlier by the French, these airframes had no provision for weapon systems, since the Americans resisted Cambodian requests to arm them.
In response to the coup against President Ngô Đình Diệm in South Vietnam, Prince Sihanouk cancelled on November 20, 1963 all American aid, and on January 15, 1964 the US MAAG program was suspended when Cambodia adopted a neutrality policy, so the AVRK continued to rely on French military assistance but at the same time turned to Australia, Yugoslavia, the Soviet Union and China for aircraft and training. In November 1963 the Soviets delivered an initial batch of three MiG-17F fighter jets, one MiG-15UTI jet trainer and one Yakovlev Yak-18 Max light trainer. France continued to deliver aircraft to Cambodia in 1964-65, supplying sixteen night-attack Douglas AD-4N Skyraiders and six Dassault MD 315R Flamant light transports, soon followed by more Alouette II and Sud Aviation SA-316B Alouette III light helicopters and ten Gardan GY-80 Horizon light trainers, which replaced the obsolete MS 733 Alcyons. The Yugoslavians provided at the time four UTVA-60AT1 utility transports, whilst the USSR delivered one Ilyushin Il-14 and eight Antonov An-2 Colt transports, and China sent one Chinese-built FT-5 jet trainer, ten Shenyang J-5 fighter jets, and three Nanchang BT-6/PT-6 light trainers. Not to be outdone, the Soviets delivered in April 1967 a second batch of five MiG-17F jets and two Mil Mi-4 Hound light helicopters.
Like the other branches of the then FARK, the Royal Cambodian Aviation's own military capabilities by the late 1960s remained unimpressive, being barely able to accomplish its primary mission which was to defend the national airspace. Due to its low strength and limited flying assets, the AVRK was relegated to a combat support role by providing transportation services to ARK infantry units and occasional low-level close air support (CAS) to ground operations. Apart from two modern tarmacked airstrips located respectively at Pochentong and at a Chinese-built civilian airport in Siem Reap, the other available airfields in the country at the time consisted of rudimentary unpaved runways that lacked permanent rear-echelon support facilities, which were only used temporarily as emergency landing strips but never as secondary airbases.
Consequently, and in accordance with Cambodia's neutralist foreign policy, few combat missions were flown. AVRK activities were restricted to air patrols in order to protect Cambodia's airspace from the numerous incursions made by US Air Force (USAF), Republic of Vietnam Air Force (RVNAF) and Royal Thai Air Force (RTAF) aircraft.
It was not until the late 1960s however, that the AVRK received its first sustained combat experience. In early 1968, its T-28D Trojans, F8F Bearcats, AD-4N Skyraiders and some MiG-17F jets were again sent to Takéo Province, dropping bombs on pre-planned targets in support of Royal Army troops conducting a counter-insurgency sweep against armed elements of the Vietnamese Cao Đài militant sect that had entered the province from neighboring South Vietnam; AVRK combat elements were also deployed in the Samlot district of Battambang Province, where they bombed Khmer Rouge insurgent strongholds. In November 1969, the AVRK supported the Khmer Royal Army in a restrained sweeping operation targeting People's Army of Vietnam (PAVN) and Vietcong (VC) sanctuaries at Labang Siek in Ratanakiri Province. Some T-28D and F8F fighter-bombers, L-19A reconnaissance aircraft and Alouette helicopters provided air cover to the ground operation, whilst a few combat sorties were staged by the MiG-17F jets and AD-4N Skyraiders from Pochentong.
In the wake of the March 1970 coup, the Royal Cambodian Aviation was re-designated Khmer National Aviation (French: Aviation Nationale Khmère; AVNK), though it remained under Army command. After securing material support from the United States, South Vietnam, and Thailand, the new Khmer National Aviation immediately commenced combat operations, and embarked on an ambitious re-organization and expansion program. Shortly after the coup, however, the French military mission suspended all the cooperation with the Cambodian armed forces, thus depriving the AVNK of vital training and technical assistance. China and the Soviet Union also severed their military assistance programs, which resulted in serious maintenance problems for its Shenyang and MiG fighter jets.
With the increase in activity at Pochentong airbase, the AVNK Air Academy (French: École de l'Air; formerly, the Royal Flying School) was moved in August 1970 to quieter and less congested facilities at Battambang airfield. The RVNAF flew numerous combat missions inside Cambodia since March in support of joint FANK/Army of the Republic of Vietnam (ARVN) ground operations, and to better coordinate its own missions they established at Pochentong a liaison office, the Direct Air Support Centre (DASC) Zulu. In addition, South Vietnamese O-1D Bird Dog Forward air controllers began regularly staging reconnaissance flights from Pochentong to guide RVNAF airstrikes and artillery fire.
An initial expansion of the AVNK inventory in September 1970 under American auspices was accomplished with the delivery of six UH-1 Iroquois helicopter gunships with temporary South Vietnamese crews. To ease maintenance, it was decided upon American suggestion to build the AVNK's strike component around the T-28D Trojan, since both its pilots and ground technicians were already well-acquainted with this aircraft type, and the Americans had plenty of surplus airframes and spare parts available. As a result, the rate of T-28D sorties increased, with 2,016 sorties being recorded between March and October 1970, in contrast to the 360 sorties of the MiG-17F and Shenyang fighter jets, and the 108 strikes of the Fouga Magister jets registered during that same period.
On the night of 21–22 January 1971, a hundred or so-strong People’s Army of Vietnam "Sapper" Commando force (Vietnamese: Đặc Công, equivalent of "spec op" in English) managed to pass undetected through the defensive perimeter of the Special Military Region (Région Militaire Speciale – RMS) set by the Cambodian Army around Phnom Penh and carried out a spectacular raid on Pochentong airbase. Broken into six smaller detachments armed mostly with AK-47 assault rifles and RPG-7 anti-tank rocket launchers, the PAVN raiders succeeded in scaling the barbed-wire fence and quickly overwhelmed the poorly armed airmen of the Security Battalion on duty that night. Once inside the facility, the raiders unleashed a furious barrage of small-arms fire and rocket-propelled grenades against any aircraft they found on the parking area adjacent to the runway and nearby buildings; one of the commando teams even scaled the adjoining commercial terminal of the civilian airport and after taking position at the international restaurant located on the roof, they fired a rocket into the napalm supply depot near the RVNAF apron.
When the smoke cleared the next morning, the Khmer National Aviation had been virtually annihilated. A total of 69 aircraft stationed at Pochentong at the time were either completely destroyed or severely damaged on the ground, including many T-28D Trojans, virtually all remaining eight F8Fs, nearly all the Shenyang, MiG, T-37B and Fouga Magister jets, all the L-19A Bird Dogs and An-2 transports, the UH-1 helicopter gunships, three VNAF O-1 Bird Dogs and even a VIP transport recently presented to President Lon Nol by the South Vietnamese government. Apart from the aircraft losses, 39 AVNK officers and enlisted men had lost their lives and another 170 were injured. The only airframes that escaped destruction were six T-28D Trojans temporarily deployed to Battambang, ten GY-80 Horizon light trainers (also stationed at Battambang), eight Alouette II and Alouette III helicopters, two Sikorsky H-34 helicopters, one T-37B jet trainer, and a single Fouga Magister jet that had been grounded for repairs. Pochentong airbase was closed for almost a week while the damage was assessed, wreckage removed, the runway repaired, and the stocks of fuel and ammunitions replenished.
After this severe blow, The Cambodian Air Force was reborn on June 8, 1971, when it was made a separated command from the Army and thus became the third independent branch of the FANK. This new status was later confirmed on December 15, when the AVNK officially changed its name to Khmer Air Force (French: Armée de l'air Khmère; AAK), or KAF. New airbases were laid down near the provincial capitals of Battambang, Kampong Cham and Kampong Chhnang. However, in 1975, the Cambodian Army was defeated by advancing Khmer Rouge forces. On April 16 KAF T-28D Trojans flew their last combat sortie by bombing the Air Force Control Centre and hangars at Pochentong upon its capture by insurgent units. After virtually expending their entire ordnance reserves, 97 aircraft escaped from Pochentong, Battambang, Kampong Cham, Kampong Thom, Kampong Chhnang and Ream airbases and auxiliary airfields flown by their respective crews (with a small number of civilian dependents on board) to safe haven in neighboring Thailand, and the AVNK ceased to exist.
General characteristics:
Crew: 1
Length: 28 ft 3 in (8.61 m)
Wingspan: 35 ft 10 in (10.92 m)
Height: 13 ft 10 in (4.22 m)
Wing area: 244 sq ft (22.7 m²)
Aspect ratio: 5.02
Airfoil: root: NACA 23018; tip: NACA 23009
Empty weight: 7,650 lb (3,470 kg)
Max takeoff weight: 13,460 lb (6,105 kg)
Powerplant:
1× Pratt & Whitney Pratt & Whitney R-2800-34W Double Wasp 18-cylinder air-cooled radial piston
engine with 2,100 hp (1,600 kW), driving a 4-bladed constant-speed propeller
Performance:
Maximum speed: 455 mph (732 km/h, 395 kn)
Range: 1,105 mi (1,778 km, 960 nmi)
Service ceiling: 40,800 ft (12,400 m)
Rate of climb: 4,465 ft/min (22.68 m/s)
Wing loading: 42 lb/sq ft (210 kg/m²)
Power/mass: 0.22 hp/lb (0.36 kW/kg)
Armament:
4× 20 mm (.79 in) AN/M3 cannon in the outer wings
2,000 lb (907 kg) of ordnance on three hardpoints (incl. bombs, rocket pods, napalm tanks
or drop tanks), plus underwing hardpoints for up to four 5” (127 mm) HVAR unguided rockets
The kit and its assembly:
This was a submission for the “One Week” Group Build at whatifmodellers.com, and both kit and livery were chosen with a focus on quick/safe realization. The idea had been lingering for some time, though. I originally had the plan to build a real-world AVNK AD-4N some day, after I had found a profile and b/w pictures of these aircraft as well as a set of suitable roundels (see below). However, when I recently dug through The Stash™ I came across a Monogram F8F (in a more recent Revell re-boxing, though) and wondered about a different livery for this small fighter – and the AVNK idea popped up again, also because the outlines of Bearcat and Skyraider are quite similar.
The Monogram F8F was basically built OOB, just with some cosmetic changes. Inside, I added a dashboard – the kit comes with one, but it is molded into the fuselage halves with an ugly seam. For the beauty pics I also prepared a more modern pilot figure with a “bone dome” instead of the WWII USN pilot.
A styrene tube was added behind the engine block to take the propeller’s new metal axis. Some antennae were added to the rear fuselage, as an addition to the vintage wire antennae. A small pitot was added under the left wing, made from wire.
The underwing pylons received scratched shackles, because I replaced the OOB vintage 500 lb bombs with box fins with napalm canisters, simulating BLU-1 shapes with shortened/modified drop tanks. HVARs and the ventral drop tank come from the kit, I just added some struts to the tank.
The Monogram F8F in 1:72 holds only small surprises. It's a typical vintage Monogram kit (IIRC, the molds are from 1976) with raised (yet fine) details and vague fit - even though nothing fatal. PSR was basically necessary at any seam, esp. the unique wing/fuselage solutions calls for some filling. The cockpit interior is bare, but, except for the (quite nice) seat and the dashboard, nothing can be seen later. The clear parts (two pieces) are very clear but came with lots of flash; the windscreen's attachment point to the sprue (at the front's base) created some wacky gaps on the kit – with more time and effort, this could certainly have become better. The landing gear is simple but O.K., very robust, but the wells are totally bare, and the oil cooler intakes are just holes - I filled them with bits of foamed styrene. There are certainly better F8F kits (e. g. the Art Model kit with resin parts, including a finely detailed landing gear wells interior), but for a "budget build" or a conversion this one is a good starting point.
Painting and markings:
I used the AVNK’s AD4Ns as benchmark, which carried a livery similar to the French Skyraiders: overall painted in silver with some colorful trim, just the roundels and tactical markings were different. Being former French aircraft, the AVNK F8Fs might have retained the original all-dark blue paint scheme, but I rather expected them to carry a uniform livery.
With this benchmark the scheme was quickly applied, using Humbrol 56 (aluminum dope) enamel paint as a rather greyish basis. As an extra I added a dark olive drab (Humbrol 108) anti-glare panel to the area in front of the windscreen, and I added black anti-soot and probably anti-glare fields for night operations to the fuselage flanks, inspired by the AVNK AD-4Ns. The only colorful markings are small red fin, tailplane and wing tips as well as a matching fuselage band (created with Humbrol 19). The red fuselage bands were created with 5 mm wide generic red decal stripes (TL-Modellbau) which match the enamel paint’s tone well.
As a weathering measure I painted the starboard aileron and elevator as well as a gun cover on the portside wing in Dark Sea Blue (FS 35042), representing replacement parts that were hastily cannibalized from another ex-French F8F that still carried its original livery. Some patches for small firearms bullet holes on the wings and fuselage were created with pieces of grey decal sheet. – all measures to break up the otherwise rather simple and dull livery.
The model received some good weathering through a black ink washing and generous post-panel shading with acrylic Revell 99 (a matt but bright aluminum tone) and later some graphite, which emphasizes the kit’s many raised surfaces details. In order to make the livery not look too much like an NMF finish the kit was later sealed with matt acrylic varnish.
The cockpit interior became chromate green with a light grey dashboard while the landing gear retained its colors from the former French all-blue livery, with chromate green wells and inner cover surfaces but dark sea blue struts and wheel hubs.
The Cambodian roundels came from a limited edition Cutting Edge 1:72 decal set for various MiG-15bis’, the tactical codes on cowling and fin belong to an USAF F-100 (PrintScale sheet).
Well, the result is not perfect, but for a project realized from box to beauty pics including an extensive background story in just a single week I am fine with it. I'll admit that the livery is very simple, but there's also some attractiveness to it. And in this rather unusual silver-grey scheme the F8F reminds a lot of the bigger Skyraider!
Commercial Street, in front of Spiritus' Pizza, is frequently the most congested place in P-Town. Particularly with a mob of tens of thousands more in town for the Carnival Parade! Getting this shot, of me,- (yes I know, it looks sorta like it was Photoedited ,particularly with the [non] reaction of the crowd but it isn't),- without three other people in front, sorely tried the patience of the photographer, who was just about to say Skip It! lets go to dinner! and yes, I had just marched the whole length of town in that get-up before 90,000 + people!
One of the most visited churches in London. Its very difficult to get a good shot of this cathedral as its surroundings are bit congested. But its interior and exterior are a treat to watch. Fascinating architecture and design.
And it looks so different without its dome in the view.
Heavy afternoon traffic on southbound Interstate 5 through Camp Pendleton the day after Thanksgiving in the US. Fortunately, it was only moderately slow, speeding up in bursts, over the next twenty miles (32.2 km) or so.
The street name on the sign, Las Pulgas, is Spanish for “the fleas” and references a Marine Corps Base Camp Pendleton unit. I couldn't find any explanation for the amusing name, and can only speculate the area was infested with fleas at the time the unit was established.
Black Friday..The Streets Are A Little Congested!!!
On A New York City Street
8th Ave & 44th Street..
Wishing Everyone A Wonderful Friday Night!! :-)
Best Viewed On Black...
Pleasant Hill Street, one of the steep streets which lead down to Liverpool's south docks. Pictured early morning before the start of the working day after which it soon becomes congested with parked vehicles.
Featuring the mysterious Chinese "Dragon" theatre (small white building).
COPYRIGHT © Towner Images
One of the biggest problem in the Maldives is the crowd congestion in the capital and rising cost of housing as well as scarcity of land. Over 100,000 people living in a land area of just under 2 sq km. The Maldives capital island Male' has the highest population density in the world.
Roaming in the congested streets of hasanabdal and constantly looking for faces and moments I passed by this young local. I returned and placed the camera lens like 5 inches away from his face and started clicking. There was just no change in his expressions, no joy, no curiosity, no smile no embarrassment, no hesitation……
I love our neighborhood so much. L.A. can be so noisy, congested, and overwhelming for an introvert like myself. I love that no matter where the day takes me, I know that when I’m home at night, quiet and tranquility await me. I walk by this building almost every evening and deeply appreciate the contrast of the warm, multi-hued colors against the blue night sky.
The Minnesota Commercial Job named "The Belt Job" is about to cross over the busy and congested Energy Park Drive crossing. They are at the moment, intersecting the BNSF Saint Paul Subdivision double track main. The MNNR would stop short of the signal at the new Saint Anthony interlocking, tying up Energy Park Drive and the BNSF's busy double track main through the Cities.
Energy Park Drive
Saint Paul, MN
01/12/2016
Auto rickshaws are a common means of public transportation in many countries in the world. Also known as a three-wheeler, Samosa, tempo, tuk-tuk, trishaw, autorick, bajaj, rick, tricycle, mototaxi, baby taxi or lapa in popular parlance, an auto rickshaw is a usually three-wheeled cabin cycle for private use and as a vehicle for hire. It is a motorized version of the traditional pulled rickshaw or cycle rickshaw. Auto rickshaws are an essential form of urban transport in many developing countries, and a form of novelty transport in many developed countries. However, in some parts of Europe they remain an essential mode of transportation, notably Italy's.
OVERVIEW
ORIGN
Auto rickshaws of Southeast Asia started from the knockdown production of the Daihatsu Midget which had been introduced in 1957.
Japan had been exporting three-wheelers to Thailand since 1934. Moreover, The Ministry of Posts and Telecommunications of Japan donated about 20,000 used three-wheelers to Southeast Asia. In Japan, three-wheelers went out of use in the latter half of the 1960s.
DESIGN
An auto rickshaw is generally characterized by a sheet-metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver (sometimes called an auto-wallah), and seating space for up to three passengers in the rear. Newer models are generally fitted with a compressed natural gas (CNG) fuel scooter version of a 200 cc four-stroke engine, with handlebar controls instead of a steering wheel.
REGIONAL VARIATIONS
AFRICA
EASTERN AFRICA
There are tuk-tuks in several Kenyan towns. Using them is somewhat cheaper than ordinary taxis. However, tuk-tuks cannot operate in mountainous towns, which are common in Kenya. Fierce competition with Boda-bodas (bicycle taxis) and Matatus (minibuses) hinders popularity of Tuk-tuks, especially within the interior of Kenya. While they may not be widely found in Kenya, they are numerous in the coastal regions, which are less mountainous. For example, in the town of Malindi they offer an economical and convenient mode of transportation.
Tuk-tuks are also common in Ethiopia and are becoming common in Tanzania, particularly in the outer areas of Dar es Salaam. In Tanzania and Ethiopia they are known as "Bajaj" or "Bajajis", after the Bajaj Auto company which manufactures many of them. Since 2009, tuk-tuks have become common in Maputo, Mozambique.
EGYPT
In Egypt, auto rickshaws are called toktok (Egyptian Arabic: توك توك pronounced [ˈtoktok], plural: تكاتك takātek [tæˈkæːtek]); they are widely used as taxis in poorer neighborhoods of the capital, and have become a popular symbol for lower class Egyptians, although they are banned from the streets of wealthier neighborhoods. Deposed president Mohamed Morsi (June 2012-July 2013) in his opening speech addressed the Tuk-Tuk (toktok) drivers as a symbol of the lower class population, but his political rivals and mass media considered it as a mean of emotional deception for the masses by rendering what could be a promise to legalize their status.
MADAGASCAR
In Madagascar, man-pulled rickshaws are a common form of transportation in a number of cities, especially Antsirabe. They are known as "posy" from pousse-pousse, meaning push-push. Cycle rickshaws never took off, yet Posy are threatened by the auto-rickshaws, introduced in numbers since 2009. Provincial capitals like Toamasina, Mahajanga, Toliara, Antsiranana are taking to them rapidly. They are known as "bajaji" and now licenced to operate as taxis. They are not yet allowed an operating licence in the congested, and more pollution prone national capital, Antananarivo.
NIGERIA
There are keke-marwa's in several Nigerian towns and cities. Although not as popular as the ubiquitous "Okada" in Nigeria, keke-marwa's are embraced as an alternative means of transport by the middle and lower class citizens. Keke-marwa is named after Lagos former military Governor, Buba Marwa in the late 1990s.
SOUTH AFRICA
Tuk-tuks, introduced in Durban in the late 1980s enjoyed growing popularity in recent years, particularly in Gauteng.
SUDAN
Rickshaws are a major means of transport in all parts of Sudan, it's locally known as Raksha.
ASIA
BANGLADESH
Auto rickshaws (locally called "baby taxis" and more recently "CNGs" due to their fuel source) are one of the most popular modes of transport in Bangladesh mainly due to their size and speed. They are best suited to narrow, crowded streets, and are thus the principal means of covering longer distances within urban areas.
Earlier, auto rickshaws were colored black with a yellow canvas topping and ran on gasoline without any meter system. However, due to the vast supplies of natural gas in Bangladesh, the government has since encouraged the development of four-stroke compressed natural gas (CNG)-powered engines rather than the older two-stroke engine petrol-running models. Two-stroke engines had been identified as one of the leading sources of air pollution in Dhaka. Thus, since January 2003, traditional auto rickshaws were banned from the capital; only the new CNG-powered models were permitted to operate within the city limits. The newly manufactured CNG auto rickshaws are more fuel-efficient and have a lower center of gravity, making them safer than older models. All CNGs are painted green to signify that the vehicles are eco-friendly and that each one has a meter built in as standard.
Another version of the auto rickshaw can be seen in rural areas of Bangladesh, where they are called "helicopters". "Helicopters" are auto rickshaws modified to have a large body with which it can carry more than six or seven passengers.
At the end of the 1980s, a local company Atlas designed and built a new version of the auto rickshaw, called mishuk, a name derived from a children's mascot of a local deer. Unlike baby taxis, mishuks have spoke wheels and a green body, and have no meter system. Mishuks have more space than baby taxis or CNGs, which makes it more popular with women. They are commonly found in Dhaka and elsewhere in the country due to its four-stroke engine, which is not listed as a significant source of air pollution.
CAMBODIA
In Cambodia, the term tuk-tuk (Khmer: ទុកទុក) is used to refer to a motorcycle with a cabin attached to the rear. Cambodian cities have a much lower volume of automobile traffic than Thai cities, and tuk-tuks are still the most common form of urban transport. At the temple complex of Angkor, for example, tuk-tuks provide a convenient form of transport around the complex for tourists. One can hire a tuk-tuk and driver by the day.[citation needed]
Siem Reap tuk-tuks are generally of the style of motorcycle and trailer. This version does not have rear brakes.
Phnom Penh tuk-tuks are one piece. The one piece tuk-tuk is the front end of a motorcycle consisting of steering, tank and engine/gearbox with a covered tray mounted at the back. The power is transferred by chain to an axle mounted to the modified rear fork which drives the two rear wheels. Suspended upon the rear fork is an open cabin with an in-line seat on each side. This arrangement can carry 6 people at ease, with their luggage in the leg space. It is not unusual to see these vehicles greatly overloaded, especially in outer suburbs and around markets.
Sihanoukville tuk-tuks are generally a motorcycle and articulated trailer without rear brakes on the trailer. A minority of tuk-tuks are three wheeled. The rear wheel of the motorcycle is removed and the front of the bike is melded with a trailer. Power is supplied to the trailer wheels by a driveshaft and differential. Rear wheel brakes add significantly to the safety of this design, especially when going downhill.
Currently, Tuk Tuk in Cambodia is being developed to be more convenient and safer. It is also becoming a popular form of transportation for Phnom Penh residents.
Gaza
Together with the recent boom of recreational facilities in Gaza for the local residents, donkey carts have all but been displaced by tuk-tuks in 2010. Due to the ban by Israel on the import of most motorised vehicles, the tuk-tuks have had to be smuggled in parts through the tunnel network connecting Gaza with Egypt.
CHINA
Various types of auto rickshaw are used around China, where they are called 三轮 (Sān lún - three wheeler) or 嘟嘟车 (Dū dū chē - beep beep car).
In Hainan, the southernmost province, electric models are used in the capital Haikou. These may be heavy, purpose-built vehicles, or simple bicycles attached to a light chassis, with a small electric motor housed underneath.
In rural areas, a sturdy, petrol-powered, plastic-bodied type is common, similar to the Philippine motorized tricycle.
INDIA
OVERVIEW
Most cities offer auto rickshaw service, although hand-pulled rickshaws do exist in some areas, such as Kolkata.
Auto rickshaws are used in cities and towns for short distances; they are less suited to long distances because they are slow and the carriages are open to air pollution. Auto rickshaws (often called "autos") provide cheap and efficient transportation. Modern auto rickshaws run on compressed natural gas (CNG) and are environmentally friendly compared to full-sized cars.
It is also not uncommon in many parts of India (including major cities like Delhi) to see primary school children crammed into an auto-rickshaw, transporting them between home and school.
To augment speedy movement of traffic, Auto rickshaws are not allowed in the southern part of Mumbai.
DESIGN & MANUFACTURE
There are two types of autorickshaws in India. In older versions the engines were situated below the driver's seat, while in newer versions engines are located in the rear. They normally run on petrol, CNG and diesel. The seating capacity of a normal rickshaw is four, including the driver's seat. Six-seater rickshaws exist in different parts of the country, but the model was officially banned in the city of Pune 10 January 2003 by the Regional Transport Authority (RTA).
CNG autos are distinguishable from the earlier petrol-powered autos by a green and yellow livery, as opposed to the earlier black and yellow appearance. Certain local governments are advocating for four-stroke engines instead of the current two-stroke versions.
Auto rickshaw manufacturers in India include Bajaj Auto, Kumar Motors, Kerala Automobiles Limited, Force Motors (previously Bajaj Tempo), Mahindra & Mahindra, Piaggio Ape and TVS Motors.
LEGISLATION
Generally rickshaw fares are controlled by the government.
INDONESIA
In Indonesia, auto rickshaws are popular in Jakarta, Medan, Java, and Sulawesi. In Jakarta, the auto rickshaws are similar to the ones in India but are colored blue and orange. Outside of Jakarta the bentor-style auto rickshaw is more ubiquitous, with the passenger cabin mounted as a sidecar to a motorcycle. Where these sidecar style auto rickshaws do occur in Jakarta they are not referred to as bentor, but rather as bajaj (bajai). They were also popular in East Java until the end of the 20th century and were known as a bemo.
LAOS
Lao tuk-tuks come as tuk-tuks or jumbo tuk-tuks. Jumbos have a larger 3- or 4-cylinder four-stroke engine, and many are powered by Daihatsu engines. Jumbos' larger engine and cabin size allow for greater loads, up to 12 persons, and higher top speeds. Jumbos are (with few exceptions) only found in Vientiane and Luang Prabang.
NEPAL
Auto rickshaws were the popular mode of transport in Nepal during the 1980s and 1990s, till Nepal Government decided to ban the movement of 600 such vehicles in the early 2000. Earliest model of auto rickshaw running in Kathmandu were manufactured by Bajaj Auto. Nepal has been a popular destination for Rickshaw Run. The 2009 Fall Run took place in Goa, India and concluded in Pokhara, Nepal.
PAKISTAN
Auto rickshaws are a popular mode of transport in Pakistani towns and is mainly used for traveling short distances within cities. One of the major brands of auto rickshaws is Vespa (an Italian Company). Lahore is hub of CNG Auto rikshaws manufacturers in Pakistan.The government of Pakistan is taking measures to convert all the gasoline run auto-rickshaws to more effective CNG rickshaw by 2015 in all the major cities of Pakistan by issuing easy loans through commercial banks. Environment Canada is implementing pilot projects in Lahore, Karachi and Quetta with engine technology developed in Mississauga, Ontario, Canada that uses CNG instead of gasoline in the two-stroke engines, in an effort to combat environmental pollution and noise levels.
In many cities in Pakistan, there are also motorcycle rickshaws, usually called chand gari (moon car) or Chingchi (after the Chinese company Jinan Qingqi Motorcycle Co. Ltd who first introduced these to the market).
Rickshaws are forbidden in the capital, Islamabad.
Auto rickshaws have had a history of displaying political statements. In February 2013, that legacy was modified to promote peace. According to Syed Ali Abbas Zaidi, head of the Pakistan Youth Alliance, "We need to take back this romanticized art form and use it for peace sloganeering and conflict resolution."
Manufacturers There are many companies involving in Rickshaw manufacturing in Pakistan, some of them are, AECO Export Company, STAHLCO Motors, Global Sources, Parhiyar Automobiles, Global Ledsys Technologies, Siwa Industries, Prime Punjab Automobiles, Murshid Farm Industries, Sazgar Automobiles, NTN Enterprises, Imperial Engineering Company
PHILLIPINES
Auto rickshaws are an especially popular form of public transportation in the Philippines, where they are referred to as "tricycles" (Filipino: traysikel; Cebuano: traysikol). In the Philippines, the design and configuration of tricycles varies widely from place to place, but tends towards rough standardization within each municipality. The usual design is a passenger or cargo sidecar fitted to a motorcycle, usually on the right of the motorcycle. It is rare to find one with a left sidecar. Tricycles can carry five passengers or more in the sidecar, one or two pillion passengers behind the motorcycle driver, and even a few on the roof of the sidecar. Tricycles are one of the main contributors to air pollution in the Philippines, since majority of them employ two-stroke motorcycles. However, some local governments are working towards phasing out two-stroke-powered tricycles for ones with cleaner four-stroke motorcycles.
SRI LANKA
Auto rickshaws, commonly known as three-wheelers and more recently tuk-tuk, can be found on all roads in Sri Lanka from the curvy roads through the hill country to the congested roads of Colombo transporting locals, foreigners, or freight about. Sri Lankan three-wheelers are of the style of the light Phnom Penh type. Most of the three-wheelers in Sri Lanka are a slightly modified Indian Bajaj model, imported from India though there are few manufactured locally and increasingly imports from other countries in the region and other brands of three-wheelers such as Piaggio. In 2007 January the Sri Lankan government imposed a ban on all 2-stroke three-wheelers, due to environmental concerns and therefore the ones imported to the island now are the ones with four-stroke engines. Most three-wheelers are available as hiring vehicles, with few being used to haul goods and as private company or advertising vehicles. Bajaj enjoys a virtual monopoly in the island, with its agent being David Pieries Motor Co Ltd. A few three-wheelers in Sri Lanka have distance meters, and in the capital city it is becoming more and more common, however the vast majority of charges are negotiated between the passenger and driver.
THAILAND
The auto rickshaw, called tuk-tuk (Thai: ตุ๊กตุ๊ก, pronounced "took-took") or sam-lor (Thai: สามล้อ) meaning three-wheeler in Thailand, is a widely used form of urban transport in Bangkok and other Thai cities. It is particularly popular where traffic congestion is a major problem, such as in Bangkok and Nakhon Ratchasima. The name is onomatopoeic, mimicking the sound of a small (often two-cycle) engine. An equivalent English term would be "putt-putt."
Bangkok and other cities in Thailand have many tuk-tuks which are a more open variation on the Indian auto-rickshaw. There are no meters, and trip costs are negotiated in advance. Bangkok fares have risen to nearly equal normal taxis due to uninformed foreigners willing to pay the asking price, but leaves passengers more exposed to environmental pollution than taxis. The solid roof is so low that the tuk-tuk is a difficult touring vehicle. Today few locals take one unless they are burdened with packages or travelling in a big group for short distances.
The Thai tuk-tuk is starting to change from the old smoke-spewing vehicle of yesteryear. Many Thai tuk-tuk manufacturers now produce low emission vehicles, and even old ones are having new engines fitted along with LPG conversions. In an early morning of Bangkok, these same passenger vehicles can be seen busily transporting fresh produce around the city. Newer tuk-tuks also have wet weather sides to keep passengers and drivers dry.
The Thai auto-rikshaw manufacturers are, Monika Motors Ltd., TukTuk (Thailand) Co., Ltd., TukTuk Forwerder Co., Ltd. Bangkok and MMW Tuk-Tuks Co.,Ltd. in Hua Hin. Smaller manufacturers are the Chinnaraje Co., Ltd. in Chiang Mai and the Expertise Co., Ltd. in Chonburi which manufactures its models in Komaki, Japan, also.
VIETNAM
Known locally as xe lam, the vernacular pronunciation of the Lambro from the Lambretta line by Innocenti of Italy, these vehicles were very popular in the 1960s and 1970s, especially the urban centers of South Vietnam. Over time the authorities have moved to limit their use.
Xe lam with 1-wheel forward and 2-aft were designed to carry passengers whereas other variants with 2-forward and 1-aft, used mostly to transport goods are known as Xe ba gác máy. The motorized version of cycle rickshaw is the Xích lô máy is of the same design.
EUROPE
FRANCE
A number of Tuk-tuks ( 250 in 2013 according to the Paris Prefecture)are used as an alternative tourist transport system in Paris, some off them being pedal operated with the help of an electric engine. They are not yet fully licenced to operate and await customers on the streets. 'Velos taxis' were common during the Occupation years in Paris due to fuel restrictions.
ITALY
Auto rickshaws have been commonly used in Italy since the late 1940s, providing a low-cost means of transportation in the post-World-War-II years when the country was short of economic resources. The Piaggio Ape, designed by Vespa creator Corradino D'Ascanio and first manufactured in 1948 by the Italian company Piaggio, though primarily designed for carrying freight has also been widely used as an auto rickshaw. It is still extremely popular throughout the country, being particularly useful in the narrow streets found in the center of many little towns in central and southern Italy. Though it no longer has a key role in transportation, Piaggio Ape is still used as a minitaxi in some areas such as the islands of Ischia and Stromboli (on Stromboli no cars are allowed). It has recently been re-launched as a trendy-ecological means of transportation, or, relying on the role the Ape played in the history of Italian design, as a promotional tool. Since 2006 the Ape has been produced under licence in India.
NETHERLANDS
Since 2007, tuk-tuks have been active in the Netherlands, starting with Amsterdam. They now operate in Amersfoort, Amsterdam, The Hague, Zandvoort, Bergen op Zoom, the popular beach resort Renesse and Rotterdam. The tuk-tuks in the Netherlands are imported from India and Thailand. They are fitted with CNG engines and have passed the EURO-4 rules.
UNITED KINGDOM
The first Tuk Tuks to enter service in the United Kingdom were supplied and built by MMW Imports in 1999, under the brand name MMW Tuk Tuks. The very first Private Hire licence was issued to an MMW Tuk Tuk for tours of Bath in the year 2000, MMW also gained full Hackney license in Weston-super-Mare. MMW also now export Tuk Tuks from Thailand to the Netherlands, Germany, Spain, New Zealand and Australia. All the MMW range are built in their own factory in Thailand and are custom made for each customer's needs; hence no two tuk tuks are the same, and they come fully customized as per required spec.
Tukshop of Southampton started the commercial importing of Tuk Tuks into the UK in 2003, which resulted in many people being inspired to set up taxi-type operations in a number of cities including Blackpool, Brighton and Leeds. Tukshop failed to gain a taxi operator license for London after a number of media appearances in 2004. The company, founded by mrsteve, are specialists in experiential marketing using the iconic three-wheelers for street marketing campaigns. Clients of Tukshop include many household names, such as T Mobile, Harrods, Universal Pictures, O2, BBC, Freeview, Price Waterhouse Coopers, Tiger Beer & Grolsch lager. Tukshop have imported and put over one hundred tuk tuks on the roads of the UK and Europe between starting the business and Oct 2010. The company currently stocks models from Piaggio & Bajaj, including the commercial versions such as the TM Van.
A Bajaj tuk tuk is currently operated by Bangwallop of Salcombe, South Devon. Taking just two passengers at a time, the tuk tuk has an operator's licence issued by VOSA and trips can be booked in advance.[citation needed]
Auto rickshaws were introduced to the city of Brighton and Hove on 10 July 2006 by entrepreneur Dominic Ponniah's company Tuctuc Ltd, who had the idea after seeing the vehicles used in India and Sri Lanka. They were CNG-powered, using a four-speed (plus reverse) 175 cc engine. Under the terms of their license, the Bajas ran on a fixed single route, and stopped only at designated stops. They are of the same design as traditional auto rickshaws in other countries.
An investigation was launched into Tuctuc Ltd's operation of the service after complaints were raised, primarily by the city's taxi drivers, that routes, stopping points and timetables were not being adhered to. In November 2006, the company was fined £16,500 – the maximum penalty possible – by the South East Traffic Commissioner. After amendments were made to the timetable to reduce delays and improve reliability, the Commissioner allowed the company to keep its operating license. However, the company announced in January 2008 that it was ceasing operations, citing "archaic legislation" as the reason.
In the Scottish capital, Edinburgh, there is a new street food restaurant called Tuk Tuk Indian Street Food, that has its own branded Tuk Tuks, which are used for marketing around the town and picking up customers on special occasions.
CENTRAL AMERICA
EL SALVADOR
The mototaxi or moto is the El Salvadoran version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back. Commercially produced models, such as the Indian Bajaj brand, are also employed.
GUATEMALA
In Guatemala the commercial vehicles are referred to as tuk-tuks. Tuk-tuks operate, both as taxis and private vehicles, in Guatemala City, Guatemala, around the island town of Flores, Peten, in the mountain city of Antigua Guatemala, and in many small towns in the mountains. In 2005 the tuk-tuks prevalent in the Lago de Atitlán towns of Panajachel and Santiago Atitlán all appeared to be from India (Bajaj Auto).
HONDURAS
Three-wheeled all-in-one tuk-tuks are used in the place of traditional taxis in most rural towns and villages.
NICARAGUA
As of 2011 there were an estimated 5,000 mototaxis, popularly known as "caponeras".
CARIBBEAN
Three-wheeled Coco taxis in Havana, Cuba
CUBA
Three-wheeled Coco taxis, named for their resemblance to a coconut, are used in Havana, Cuba.
SOUTH AMERICA
ECUADOR
The mototaxi is the Ecuatorian version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back.
PERU
It is a common sight in the rural areas, towns and cities of Peru to see auto rickshaws, locally known as "mototaxis," "motokars", "taxi cholo", or "cholotaxi" lining up to pick up passengers as their fares are generally lower than car taxis. They are also in the capital, Lima, but they are usually restricted to the peripheral districts. The "jungle" cities and towns in eastern Peru are famous for their prevalence of auto rickshaws. This vehicle, usually running on regular unleaded gasoline, is the main non-private transport vehicle, and is known as "motocarro", "mototaxi" or "tuk-tuk" (for foreigners).
Many of the jungle areas of eastern Peru can be extremely noisy as a result of poorly maintained auto rickshaws and other 2 or 3-wheel vehicles, especially in high traffic or hilly areas. Auto-rickshaw brands such as the Indian-made Bajaj, which use GLP [a form of liquified petroleum gas which some car taxis also use] are much quieter.
NORTH AMERICA
UNITED STATES
Tuk Tuks were introduced to the United States through Tuk Tuk North America of Swainsboro, Georgia. As early as 2006, Mr. Roy Jordan, the owner of Tuk Tuk North America, began working with both the U.S. federal government and manufacturers in Thailand to configure a tuk tuk that was cost effective but adaptable to meet or exceed U.S. Department of Transportation regulations. He was able to contract a manufacturer who could make imported tuk tuks that could meet all necessary federal regulations in the U.S. Original products were imported from Thailand and were gas propelled. Due to the changing regulations of the Environmental Protection Agency, the introduction of imported gas-propelled tuk tuks was short-lived. Due to such changes, in 2009 Tuk Tuk North America decided to go dormant in its importing of gas propelled tuk tuks into the U.S.
However, with the growing emphasis on sustainable “green” energy and the recognition of the continuing rising oil prices, in 2011 the project's short dormancy was rejuvenated being redirected towards introduction of a complete line of all-electric tuk tuks. The line included eight models of "street legal" tuk tuks including passenger, utility, and delivery vehicles. These were offered under the manufacturer’s new name, Electro Technologies LLC, and marketed and sold exclusively through Tuk Tuk Transport LLC of Lenoir City, Tennessee, under the leadership of C. Phillip Tallant.
Prior to 2013, the greatest obstacle to commercial transportation usage of the electric tuk tuks created by Electro Technologies was addressed in mid 2013 by providing a means by which ET Tuk Tuks could be in service 24/7. With this advancement grew the opportunity for formation of Tuk Tuk of America, a company by which partnering affiliates across the U.S. could begin their own local niche urban mobility transportation company with guaranteed protected territories.
FUEL EFFICIENCY & POLLUTION
In July 1998, the Supreme Court of India ordered the Delhi government to implement CNG or LPG (Autogas) fuel for all autos and for the entire bus fleet in and around the city.[citation needed] Delhi's air quality has improved with the switch to CNG. Initially, auto rickshaw drivers in Delhi had to wait in long queues for CNG refueling, but the situation has improved with the increase of CNG stations. Certain local governments are pushing for four-stroke engines instead of the current two-stroke versions. Typical mileage for an Indian-made auto rickshaw is around 35 kilometers per liter of petrol (about 2.9 L per 100 km, or 82 miles per gallon [United States (wet measure), 100 miles per gallon Imperial (United Kingdom, Canada)]. Pakistan has passed a similar law prohibiting auto rickshaws in certain areas. CNG auto rickshaws have started to appear in huge numbers in many Pakistani cities.
In January 2007 the Sri Lankan government also banned two-stroke trishaws to reduce air pollution. In the Philippines there are projects to convert carburated two-stroke engines to direct-injected via Envirofit technology. Research has shown LPG or CNG gas direct-injection to be retrofit-able to existing engines in similar fashion to the Envirofit system. In Vigan City majority of tricycles-for-hire as of 2008 are powered by motorcycles with four-stroke engines, as tricycles with two-stroke motorcycles are prevented from receiving operating permits. Direct injection is standard equipment on new machines in India.
In March 2009 an international consortium coordinated by the International Centre for Hydrogen Energy Technologies initiated a two-year public-private partnership of local and international stakeholders aiming at operating a fleet of 15 hydrogen-fueled three-wheeled vehicles in New Delhi's Pragati Maidan complex. As of January 2011, the project was upon completion.
In the meantime, in October, 2011, the Department of Transportation for the U.S. approved the complete 2012 series of American made, all-electric tuk tuks by Electro Technologies. Chassis were still being shipped in from Thailand, but now with the inclusion of all electrical components as manufactured only in the U.S. with assembly completed in Chattanooga, Tennessee. The American made electric tuk tuks were unique in that they were charged through common 110v outlets providing a range of 60 to 100(+) miles per charge (depending upon model and conditions) with a recharge time between 4 to 6 hours. The Electro Technologies Tuk Tuks topped out at 40 miles per hour which perfectly addresses the needs of their design; niche urban mobile transportation.
The greatest obstacle to daily usage in niche urban mobile commercial transportation was addressed in 2013 by Electro Technologies when they introduced their quick-release battery pack allowing for restoration of 100% power availability in just a few short minutes. This commercial upgrade allowed niche urban transportation businesses to operate 24/7 with no interruption to business.
TRAFFIC ISSUES
Auto rickshaws have a top-speed of around 50 km/h (about 31 mph) and a cruising speed of around 35 km/h (22 mph), much slower than the automobiles they share the road with. Traffic authorities in big cities try to implement mechanisms to reduce the resulting traffic slowing, but none have proven effective.
The MMW Tuk Tuk has a top speed of around 70 mph and with the introduction of the new turbo will have much improved acceleration, to allow for increased speed these Tuk Tuks have anti-roll bars and are fitted with disc brakes.
The triangular form of the vehicle makes maneuvering easy, with the single front wheel negotiating the available gap, and the rear two wheels forcing a larger space. Care must be taken even at low speeds, however, because of the stability problems of three-wheeler vehicles with a single front wheel. Such a "delta"-configuration three-wheeler can easily roll if the driver turns while braking.
In the Philippines, 2-stroke motor tricycle such as Yamaha RS-100T can give a top speed of 55 km/h (one passenger in the sidecar), or 30–40 km/h (full passengers in the sidecar).
More powerful four-stroke motor tricycles such as Honda TMX & Yamaha STX & Bajaj CT-100 can give a top speed up to 70–85 km/h (special trip/one passenger) or 40–50 km/h (full passengers).
RACING
Due to their relatively low top-speed, auto rickshaws have never lent themselves to conventional road or street racing. However, their modest speed, simple construction and impressive fuel economy has endeared them to the international amateur adventuring community, most notably with the Rickshaw Run and also the Indian Autorickshaw Challenge, and even off-road racing with the Apecar competitions in Italy. A Tuk Tuk built by Art In Motion, LLC competed in the 2008 Fireball Run II – Back to the Track
PORTRAYAL IN MEDIA
Auto rickshaws are often portrayed in Indian films (Auto Shankar, Basha, Aye Auto, Oram Po, Hero Hiralal) as well as some Hollywood and foreign productions such as the James Bond film Octopussy, the Canada-India film Amal and the Indonesian movie Pembalasan Rambu. Auto rickshaws are also prominent in the fuel-poor London of 2027 A.D. depicted in Children of Men. A memorable tuk-tuk chase features in the Thai film Ong-Bak: Muay Thai Warrior, climaxing with many of them driving off the edge of an unfinished elevated expressway. The video games Just Cause 2, Stuntman, Far Cry 4 and Battlefield: Bad Company 2: Vietnam feature Tuk-Tuks as drivable vehicles. James Bond (Pierce Brosnan) rides in a tuk-tuk in a Visa Card commercial.
WIKIPEDIA
More photographs of Shere, can be viewed by visiting my photography website - Beautiful England
Shere is a small picturesque village situated below the North Downs, six miles south-east of Guildford and approximately twenty miles from London. It is regarded by many as the prettiest village in Surrey and is certainly the most photographed. The village is much sought after as a residential location, being within commuting distance of London and accessible to the M25 motorway. It does mean, however, that at weekends Shere becomes congested with visitors enjoying the scenery and facilities offered by this attractive village.
Set in the Tillingbourne Valley, Shere has everything a village should contain. There is a ford, ducks to feed, two pubs, shops, a teashop, blacksmith and an ancient church. It is no wonder that Shere has been chosen as a location for a number of film productions. 'Bridget Jones: The Edge of Reason', starring Renee Zellweger and the 2006 film, 'The Holiday', starring Kate Winslet, Jude Law and Cameron Diaz, both feature Shere.
Shere is mentioned in the Domesday Book in 1087, as 'Essira' and notes the church, which probably existed long before the Norman invasion. The cottages in Shere present a mixture of styles from the 15th to 20th centuries, but the central part of the village is still fundamentally 16th and 17th century, with many timber-framed houses. The names of the cottages in Lower Street, indicate the growth of population and increased prosperity during this period, produced by the woollen industry. Lower Street runs alongside the River Tillingbourne to the Ford. Here you can see The Old Forge, The Old Prison, Weavers House and Wheelright Cottage.
Middle Street contains a working forge and village shops and leads to the bridge across the River Tillingbourne, where the wooden Old Fire Station, dated 1885, can be seen. This was the Shere and Albury Volunteer Fire Brigade Station. In 1977, it was converted to public toilets.
The White Horse Inn, opposite Church Square, is an attractive black and white timbered building, which in 1450, was a house called, "Cripps". About 1600, a chimney with stone back-to-back fireplaces, was added. It became an inn in the late 17th century. From 1866 – 1945, it was managed by the Askew family and the inn became frequented by literary and artistic figures.
The other pub, The William Bray, was once known as the Prince of Wales and formerly Cook's Beer House. It was built in the late 18th century, the frontage being an early 20th century addition.
The Church of St. James has been a place of worship since 1190. The spire, built between 1213 and 1300, is an excellent example of a brooch spire. It was covered with cedar shingles, but in 2000, these had to be replaced and handmade oak shakes were used. There are several brass plaques in the chancel dating from 1412, excellent for those who seek to take brass rubbings.
An intriguing aspect of St. James' Church, is The Anchoress of Shere. Christine Carpenter, in 1329 made a solemn promise to devote her life to God and live in a holy place. On 14th August 1329, the Bishop of Winchester gave permission for her to be enclosed in a cell which was built in the North wall of the chancel. Food and drink was given to her through a grating on the outside wall. On the inside of the church can be seen the Quatrefoil through which she received the bread and wine of communion. Through the squint window, she could see the altar. Not surprisingly, after three years, she decided to leave her cell, but for reasons unknown, it is recorded that on 10th November 1332, the Bishop of Winchester agreed to her request to be returned to the cell so "she may be enabled to achieve her salvation". William Carpenter, her father, it is believed, lived where the Willow and Ash Cottages now stand in Lower Street. These were built about 1475.
The Lych Gate was designed in 1902 by the architect, Edwin Lutyens, who later became Sir Edwin Lutyens and designed the Cenotaph in Whitehall, London. He designed various buildings in Shere for the Bray family, who have been Lords of the Manor of Shere since 1487. These include The Manor House Lodge and Western Cottages in Upper Street and the building in Middle Street, now used as the Tea Room, "The Lucky Duck", which was formerly known as Asters Tea Shop.
Next year, visitors to Shere will be able to view what is predicted to be one of the most exciting events of the 2012 Olympic Games. On 28th July 2012, the first day of the Games, the Olympic 2012 Mens’ Cycling Road Race will start from The Mall in Central London. The competitors will race for 240 kilometres through Surrey and return to The Mall in London. The route takes in Shere, Gomshall and 9 laps of Box Hill.
The following day, the Womens’ Olympic Cycling Road Race follows the same, but a shorter route of 140 kilometres, again including Shere, Gomshall and Box Hill.