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A picture taken in Birches Barn Road, Wolverhampton on 9th October 1990. It shows West Midlands Travel Metrobus 2990 (F990 XOF), still fairly new then, on the 512 service diversion route around the Bradmore District of the City. The 12-week long diversion was put into operation to avoid major road works to in Coalway Road to replace the main sewer.
(022)
Corgi 40805
Operator: United Counties.
Fleet No: 712.
Route No: 36
Destination: Luton.
Issued: October 2002.
Bristol Lodekka.
The Lodekka was an innovation for which the railways were largely responsible: the number of low-clearance railway bridges that had been constructed during the period in which the railways were being developed meant that uncomfortable 'low-bridge' double-deck bodieshad been constructed with an upper deck with four seats in a row and a side gangway with limited headroom. These were very unpopular with the travelling public so, the Lodekka addresses this issue by a clever design incorporating some ideas developed by the LGOC in the 1920's. The Lodekkas running gear was kept low down in the chassis, thus allowing the lower deck gangway to be lower. This in turn led to an overall reduction in height compareable with a standard 'low-bridge model. The Lodekka, though technically sophisticated for it's time, proved to be an excellent vehicle and many still exist. Although never sold on the open market , many still exist either in preservation or in use all around the world.
From the mid-1930's on, Bristol buses have been powered by diesel engines, either the ubiquitous 4, 5 or 6 cylinder Gardner or a 6 cylinder power plant of Bristols own manufacture. Experiments with engine positioning in buses had been carried out since the late 1920's, there being various arguments in favour of not having the engine in front alongside the driver. The Bristol, however, retained its engine in the traditional position until 1949 when in line with the trends in the rest of the industry Bristol introduced the LS model with its engine mounted amidships. In 1962 the RE ('rear engine') single-deck chassis was introduced and arguably became the UK's most successful chassis of this type: staring life with a traditional Bristol synchromesh gearbox it soon gained a semi-automatic epicyclic gearbox manufactured under licence from Wilson. At last provincial Bristol drivers acquired some of the luxury that London Transport drivers had enjoyed for many years! In retrospect it seems this modification was probably brought about as a result of a change in circumstances for Bristol Commercial Vehicles. This occurred in 1965, when Leyland took a substantial share in the company. Bristol was once again allowed to sell it's vehicles on the open market after being restricted to government-owned companies from 1950.
In 1966 the VR ('Vertical Rear') double-deck chassis was introduced and although suffering from some controversy in it's early years, the VR went on to become the last 'pure' Bristol design manufactured by Bristol Commercial Vehecles. The VR was the standard double-decker for the National Bus Company until the introduction of the Leyland B45 Olympian ( initially built at Bristol then later at Workington) in 1981. The VR, Lodekka and RE were all offered with Leyland diesel engines later in their production life.
Back in 1986 when the line from Tonbridge to Bopeep Junction at St.Leonards was electrified it spelt the end for the unique Hastings line DEMU's built to loading gauge zero because of the restricted tunnel clearances on the route. It also saw the closure of the cross country route from Tunbridge Wells to Eridge.
Local staff and British Rail produced several badges for staff associated with the route to wear. These badges produced in small numbers commemorated the passing of the old order and arrival of the new.
The badge top left was produced to mark the opening of the route to electric traction. While the one top right maked the sad closure of the Eridge line the year before. This line was closed to allow the mainline to be electrified as it was said at the time money couldn't be justified for a new junction at Grove and providing electrification through to Eridge. The Hastings line was electrified on the cheap with only two new sub stations instead of the three required. This meant south of Tunbridge Wells trains would be restricted to 8-cars only as 12-car formations would exceed the lines current index. Add to that the branch to Eridge and it was never going to survive without the third sub station or replacement stock.
The third badge (bottom) marked the closure of West Marina as a traincrew depot. It did however remain as a carriage servicing shed. The 1986 electrification saw the amalgamation of two depots on the Coast namely Ore and West Marina which moved to Hastings. The biggest loser being Tunbridge Wells West depot which shut with work moved to Norwood and Tonbridge.
Blue Mountain, Carbon and Lehigh Counties, as seen from a rail-trail at the Lehigh Gap Nature Center.
Here is a photography I took while travelling America. This was taken on my Fujifilm X100T while visiting Seligman, Route 66. I found America to beautiful and interesting and got to see areas that I would have never seen otherwise.
abellio 9034 on route 381, seen leaving Southwark Street for Borough High Street, the Underground sign is for one of the entrances to London Bridge tube station.
Busy route 49 transferred from London United to Abellio London's Battersea Garage from Saturday 6th September. The route serves areas of inner West and South West London that have traditionally been poorly linked by rail, and although these have improved recently with the arrival of London Overground and a new station at Shepherd's Bush, the presence of Westfield Shopping Centre has ensured that business remains buoyant.
New '64'-registered ADL Enviro400H hybrids were delivered for the route, with most entering service on other Battersea-operated routes during the preceding week in order to identify and iron out any minor niggles. 2480 is seen again on Freiday 26th September, this time negotiating Shepherd's Bush Roundabout en-route to Clapham Junction.
Route 66 Jewelry
Since 2003 I have been a fan of Route 66 and traveled many miles in my 1965 Pontiac Parisienne Convertible.
I have been creating this artwork since my first run on the route where I searched for memorable tokens of my trip. I hope to meet you on the route soon.
Safe travels!!!
Morning briefing about the days route for the start of our week long adventure through the mountains of Andaluz.
Students at Humboldt State use their Jack Pass for an easy commute around town.
now.humboldt.edu/news/high-jack-pass-use-prompts-service-...
I took Historic Route 66 from Kingman, Arizona to Needles, California. Lots of great motels, gas stations, and signs offered fun photo ops.
Taken at the Route 66 Village historic park alongside the old Route 66 in Tulsa, Oklahoma.
For more info on the park and train, check out their site:
Taken in Tulsa, Oklahoma
November 2011
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ALL RIGHTS RESERVED
Stagecoach Somerset Route 99 at my local bus stop on West Coker Road, in Yeovil, yards from where I live during university holiday periods.
This route has been improved beyond all recognition, when I first came to Yeovil visiting relatives back in 2002 there were 3 routes serving this stop Safeway Services Route 682 Yeovil-Crewkerne-South Petherton around 5 journeys each way at odd times Monday-Saturday, First Route 61 Yeovil-Crewkerne-Chard around 6-7 journeys each way at odd times Monday-Saturday and every 120 mins on Sundays and First Route 47 Yeovil-Crewkerne-Bridport 4 journeys Monday-Friday, 3 on Saturday.
Safeway Services packed up, First amalgamated two routes and diverted it via here (Route 56), First lost the Monday-Saturday 61 to Stagecoach who added a new route 60 doubling the service but withdrawing the Evening journeys, Nippy Bus introduced an hourly Night Bus on Wednesday-Saturday nights until 0300 am FIrst lost the 56 to Nippy Bus who renumbered it the N8 increasing the service to hourly, they later introduced a low floor solo owing to increasing demand, the 60 and 61 were joined to the 99 route creating new Routes 99/99A/99B with an hourly service all day for the first time, new Optare Versa's were purchased for the service which initially ran Yeovil-Crewkerne-Chard-Taunton-Wellington however reliability issues caused Stagecoach to reduce the length of the route to Taunton only. At this point this stop had a service every 20 minutes. Nippy Bus decide to reroute the N8 back to its original route the old 56 route pre-2004 and thus we lost this service from here, First introduced a Sunday service as a trial over the summer on the 47 which was successful and so it now operates all year.
So in 2011 we have
47 (First Hampshire & Dorset) Yeovil-Crewkerne-Beaminster-Bridport (4 Journeys) (Daily)
61 (First Somerset & Avon) Yeovil-Crewkerne-Chard (Every 120 mins) (Sundays)
99/99A/99B (Stagecoach Somerset) Yeovil-Crewkerne-Chard-Taunton (Every 60 mins) (Monday-Saturday)
N4 (Nippy Bus) Yeovil-Watercombe Heights (This Stop) (Every 60 mins) (Weds, Thurs, Fri & Sat Nights)
Somerset is becoming Optare County with operators including Stagecoach (Versa & Solo), South West Coaches (Versa & Solo), Webberbus (Versa & Solo), Nippy Bus (Solo), Hatch Green Coaches (Solo & soon to be Solo EV), Frome Minibuses (Solo), NORDCAT (Solo & soon to be Solo EV I believe), Bakers Coaches (Solo), Somerbus (Solo), First (Solo), Go Ahead Damory (Solo & Spectra) all taking the manufacturer's buses! The main competition is from Alexander Dennis with examples of Enviro 200's recently delivered to First, Webberbus & Quantock Motor Services.
Route 245 is currebtly being converted from single to double-deck operation, using buses displaced from route 24's conversion to New Bus for London. However the Volvo B9TL/Wright Gemini 2s are very similar to those already used on route 83 from the same garage, Alperton, and it is one of the latter which is seen resting at Golders Green Bus Station in between runs. It is one of the few buses still carrying the fleetnames and vehicle number (VN37799) of its former owner. The Enviro200 behind is also on route 245, showing that on Wednesday 7th August at least the double-decking was still a work in progress.
The conversion was made possible by Metroline's acquisition of route 245 and its operating base, Alperton Garage, from First London on 22nd July 2012; and is an early by-product of the merger. The vehicles are very similar to those allocated to route 83 from the same Garage, and the two batches appear to be mixed in practice. The interlopers are however instantly recognisable as they have blue dashboard panels instead of grey, and they have been fitted with the new standard white-on-black blinds.
First Cymru ADL Enviro 200MMC 67099 SN16 OSF seen arriving into Swansea bus station working route X7 to Glynneath.
The German cruise liner (under the Maltese flag) Mein Schiff 5 cruising past Freddie's Beach Bar at dinner time, sailing from Heraklion, Crete to Corfu.
Picture and data from the Marine Traffic app.
Thomas Tillings running routes 59 and 59A on the A23 in Purley. First left to Croydon Aerodrome. (CollectionFB)
Route 35 (Clapham Junction-Shoreditch) also transferred from Abellio London to Go-Ahead London Central on Saturday 30th April. Rather more conventional fare for this route is a batch of ADL Enviro400 MMCs such as EH47 seen in Gracechurch Street in the City of London on Tuesday 3rd May.
**************************************
Routes 35 and 40 were returned to Go-Ahead London Central on Saturday 30th April, after 7 years in the hands of Abellio London. The new contracts called for 42 new hybrid double-deckers; the 22 buses for route 35 are the new standard ADL Enviro400H MMC that is now being seen in increasing numbers on London's streets, whilst the 20 buses for the 40 are Volvo B5LHs carrying the new MCV EvoSeti bodywork, a first for London although some entered service with East Yorkshire Motor Services last year. As both routes are allocated to Camberwell (Q) Garage some mixing inevitably occurs, and the types are also likely to be seen on other Camberwell-operated routes.
At the same time route 345 went the other way, from Go-Ahead to Abellio, and is now providing work for some of the displaced Enviro400s; others are going to West London for Ealing local route E9.
Route 460 connector(Virginia’s tallest Bridge) near Breakes interstate Park in Buchanan County.(Photo by Trevor Wrayton, VDOT)
Mexicana provincial routes from September 1993.
Also see Mexicana's corresponding Mexico City route map.
Mexicana operated 54 aircraft, including 16 A320s, 25 727-200s and nine F-100s, in September 1993, the Flight Fleets Analyzer shows.
Looking back over Skiary from the lochside path to Barrisdale Bay - great to be making a start after a 6 hour drive from Carlisle!
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Hillwalking journal entries for the two days:
Friday 11/7/97 - Saturday 12/7/97
Luinne Bheinn - Meall Buidhe - Ladhar Bheinn
44 km, 2850 m: 19.8 hours in total
Day 1: 22 km, 1750 m: 9.2 hours
Conditions: Warm and generally sunny.
Day 2: 22 km, 1100 m: 10.6 hours
Conditions: A gloomy start with conditions improving throughout the day.
Base: Carlisle
Map and starting point: OS Sheet 33, GR 949066
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The original intention had been to knock off the last 3 Munros the previous month sometime, but it had been the wettest June for decades, and I'd been hanging on for some half-decent weather, hoping to end my round on a high note. But time was running out, with the stalking season approaching and the days already beginning to shorten. So although the forecast was rather dubious - the relevant region of the met. chart being dotted with sunshines, black clouds and lightning forks! - I decided to chance it anyway.
I left Carlisle at 4:55 Friday morning, and arrived at Kinloch Hourn about 11:00 am. The weather had been discouraging during much of the drive north, but the sun had started to make an intermittent appearance at Fort William, and by the time I was heading down the 22 mile single-track road to journey's end - the longest cul-de-sac in Britain - it was shorts and T-shirt conditions!
I felt elated setting out to Barrisdale along the picturesque path by the south shore of Loch Hourn, with the views more than compensating for the 300 m zero-gain climb that this 10 km stretch entails. I was however feeling a wee bit apprehensive about whether I was really fit enough to take the route on: I'd done no serious hillwalking since bagging Beinn Sgritheall6 weeks earlier, and this was without doubt the most demanding route I'd ever tackled in the Scottish hills. Also despite the fact that it was my sixth 2-dayer in little over a year, it was the first time I'd be facing such a tough second day. I'd also been a bit disconcerted about the incredulous reaction my plan had provoked from the farmer when paying my parking fee at Kinloch Hourn - apparently most people spent 2 days on just the one Munro!
Nevertheless, I was still feeling fit and keen for the hills when I eventually reached Barrisdale Bay and was rewarded with my first full view of the magnificent Ladhar Bheinn - and its stunning pair of bookend stobs!
The original intention had been to follow the path to Mam Barrisdale and then to climb Luinn Bheinn over Bachd Mhic an Tosaich; but with the heat of the day beginning to take its toll, a better approach now appeared to be via the Glean Unndalain path, which ran much of its length by the side of a burn, and so about half the climb could be completed without having to carry water. This proved to be a good route and the col at the head of the glen was gained without too much effort. Ben Aden, Sgurr na Ciche, Sgurr Mor - all now in view.
After finding no trace of a half-expected and much-hoped-for path, I set off up the steep termination to Luinne Bheinn's east ridge. The climb proved to be something of a grind, and I'd abandoned any realistic hope of extending the route to Meall Buidhe - as originally planned - well before gaining the more easterly of the two tops. I dumped my rucksack and set off in the late afternoon sunshine on the short but exhilarating stroll along the ridge to summit of the hill.
With the next Munro looking a million miles away across the intervening depths of Choire Odhair, and being dog-tired and almost out of water, I'd no firm plan in mind as I ambled back to collect my gear. One thing was certain though, there was no way I'd be leaving Knoydart alive without having climbed at least 2 of the 3 Munros! So I dropped down to the ridge to Meall Buidhe, with the intention of climbing the hill next day and then walking straight out to Kinloch Hourn, leaving Ladhar Bheinn for a return trip.
However, on gaining the first col I could hear the rush of running water, and managed to find the head of the Allt a' Choire Odhair without losing too much hard-gained height (exactly as per map in fact!). It was a well-sheltered spot and a pleasant setting, and had I brought a book along I might well have stuck camp there and then. But it was only 5:30 pm - what on earth was I going to do for the rest of the evening?
So after a well-earned rest, and an isotonic drink, I half-filled my water bottle and set off at a snail's pace further along the ridge, with the option of dropping down to the corrie at the next col. However, I soon gained my second wind, and managed to keep going to Bealach Ile Coire without stopping. Meall Buidhe was now definitely in the bag - it was just a question of optimising the strategy. The original plan had been to climb the hill and then drop down to Choire Odhair in a north-easterly direction via the gully between the two peaks, as suggested in the SMC guidebook. But this descent looked perilous in places. Surely a better option would be to dump my rucksack at the bealach, climb the remaining 300 m unencumbered, double back, and then drop down to the corrie via a less intimidating route? Yes!
So I followed the trace of a path - steep and ingenious in places - up the rocky ridge to the lesser of the 2 peaks. Then onwards to the summit of the hill, and further along the ridge for a glistening seaward view: 7:30 pm.
Back for the sack, and then safely down towards Choire Odhair's twin lochans, eventually finding the perfect bivvy site on the far side of the allt, with a good view towards Ladhar Bheinn's Aonach Sgoilte ridge. With a big day to follow, I spent a solid hour replenishing the calories with a 5 course meal before laying down for the night.
No chance of any sleep of course, but thankfully there was tolerable radio reception which helped me while away the hours before making a start on breakfast at first light: 04:15 am. According to snippets of the forecast I'd managed to pick up over the airwaves it sounded like I could be in for a poor day weather-wise - which seemed to be confirmed by the red-edged clouds scudding by overhead. But at least it was still dry and all of the surrounding peaks were clear.
Feeling re-energised after my long lie down, and being a mere 3 Naismith-hours from my final Munro, I decided to go for it anyway - I'd start worrying about the long walk out in due course!
I was up and away by 05:00 am heading northwards up a broad grassy rake that eventually took me to the col at the foot of Luinne Bheinn's north-west ridge. Then over Bachd Mhich an Tosaich and down to Mam Barrisdale, from where a rough traverse westwards, followed by an easy climb by the line of the burn, led to the flat-floored hollow of Coire a' Phuill. It was raining by now but the peaks were still clear. Less than 30 minutes later I'd clambered up the steep grassy slopes of the corrie headwall to the Stob a' Chearcaill col, and I was looking towards the disconcertingly distant summit of my final Munro, the magnificent Ladhar Bheinn.
The dominant feeling was one of almost overwhelming anxiety: I felt sure that circumstances would in some way conspire to prevent me from gaining that final tick in the book! But what could possibly go wrong with just 2 km to walk and less than 400 m to climb, on a well-defined ridge, with a path all the way? It had even stopped raining.
With this cheering thought in mind I made my way up Aonach Sgoilte and then ambled down to Bealach Coire Dhorrcail. Slowly and carefully up “An Caisteal” (surely this spectacular feature merits a name?) - an interesting ascent, with a few short scrambly sections, and good views back beyond the Stob a' Chearcaill ridge to the hills of yesterday.
Fatigue was now beginning to set in and I had to stop to catch my breath during the latter stages of the climb, before finally cresting the hill. There was a strong wind cutting across the summit ridge as I made my way to the top of my last Munro. The sun broke through the clouds as I approached the cairn...
Only two thoughts now occupied my mind: the long walk out; and more immediately, the Stob a' Choire Odhair ridge, which had looked intimidating from certain vantage points during the climb. After a quick but cautious out-and-back to the trig point I set off along the knife-edge ridge towards the imposing stob. There was a considerable feeling of exposure, and care was required in places, but technically it was just a walk. Then easily down the Druim, eventually picking up the start of the stalker's path by the Allt Coire Dhorrcail, after a stumbling “shortcutting” descent down the trackless flank of the corrie. In view of my fatigued condition, this path was greatly appreciated - especially the zig-zagging ramp down the bracken-infested lower slopes of Creag Bheithe.
Half an hour or so later, I was taking my first real rest of the day by the ruined church at the start of the loch-side path back to Kinloch Hourn. Picturesque or not, this was going to be a slog and a half! I split the route into 30 minute stints, and within 3 hours I was back at the car: 3:40 pm.
It had been a hard 2 days.
Postscript
I discovered the following week, that on the very day I climbed my last Munro - some 15 years after embarking on my campaign - the SMC had announced to the world that 8 new Munros were to be added to the list!