View allAll Photos Tagged Timetable
Both First and Stagecoach have implemented new timetables this week which the Public Transport Unit have applied to bus stops. There have already been complaints on Twitter about missing or incorrect information.
Scanned Photo Postcard
Scan is presented for historical/archival purposes
No copyright is claimed or intended
From the back of the card:
"Tromping right past 16th St. Passenger Station, Oakland, California, "Cal-P" westbound freight, Extra 4178 by run-number, trundles her train through what we called the "Desert" Yard. Not far ahead of her the "freight main" will swerve to the right, then curve back left again, to cross the double-tracked passenger mainline coming out of the Oakland Mole (the pier terminal where the ferry slips played such a big part in transporting both transcontinental and commuter passengers across San Francisco Bay to the City by the Golden Gate).
It was September 23, 1955, and many steam-powered brutes were still around. Two days following this date a new Fall Employees' Timetable was issued. Only First-, Second-, and Third-Class trains appeared as usual, btetween San Francisco-Oakland and Sacremento, but the Second-Class consisted of only two Eastward runs on a pre-determined schedule, none Westward. One a day, each way, Nos. 475 and 476, made-up Third-Class. So the bulk of the freight ran "Extra", assuming the engine number, on Southern Pacific...
Southern Pacific"
The post card was published by Vanishing Vistas of Sacramento, CA in 1975. The photo is by Harold F. Stewart, the text by Howard W. Bull.
Currie Street - Stop D1. Many people get confused by the bus timetables. This was the start of the day! Silver Efex Pro: Agfa APX Pro 100 and yellow filter
During Milw/Soo transition. Anyone wanting individual pages for Subdivn info on this or other posted TT, shoot an E-mail and can scan.
This is route 9 in 2014
This is the timetable
This service lasted only one summer season while events took place at the Royal Botanic Gardens and the National Museum of Scotland
First Great Western class 43172 is seen arriving into Weymouth to form the 1V92 'Weymouth Wizard' back to Bristol Temple Meads 31-05-14
Buses Excetera PVL178 (S26 ETC, ex-X578 EGK) reverses onto its stand at Guildford bus station, having arrived from Epsom on the 479.
Note its LEDs show "New timetable...". The message scrolling along said something like "New timetable starting Saturday 30th August, see www.busesetc.com for details".
Nice they've got that on there early, although it would appear to be a bit too early as I can't find any details on the website yet.
Commercial Road, Guildford, Surrey.
Merknader til togtidstabell på Jessheim stasjon.
Notes from a train timetable at Jessheim station.
See also the timetable to the left of this.
Also found these in one of the boxes from my Parents home along with quite a few Crosville timetables from the early 70's and the odd one or two from other NBC companies.
1981 NZ Railways timetable
Archives New Zealand Reference: ABIN W3337 182
Material from Archives New Zealand Te Rua Mahara o te Kāwanatanga
“Damn the timetable…. full speed ahead!”
Memorial Day, 1964: I was joined by my friend Benny Adams this day, and we decided to drive to this nice spot in the “Strawberry Patch,” a couple of miles to the west of Big Stone Gap, Virginia. The L&N’s Cumberland Valley Division followed the Powell River from near Dryden all the way to the end of the railroad at the joint terminal with N&W’s Clinch Valley District in Norton, Virginia. Ever since the route opened in 1891, it was an important freight corridor for both companies. After completion of the “CC&O Connection” to the switchback at Hagans, Virginia in 1930, the flow of Harlan County, Kentucky coal to markets in the Southeast bolstered traffic even more.
The CV was mostly built along convenient west to east drainage ways so cross-drainage grades, tunnels, and bridges were the exception rather than the rule. And, the line gained a reputation for speed, particularly for priority freight trains. In the early 20th century, CV engineers were so committed to getting over the road as fast as possible, division management came up with some ingenious ways to keep speed within reason and safe operations. Train masters would pick long tangents where it would be possible to see someone a mile away, if they had a large white flag. One of the officials would hide in the weeds as double-headed 2-8-0s roared by with a “Cumberland Gap Despatch” freight, jumping up the instant the power passed their point to wave a large white flag. Another official exactly one mile away would see the flag and monitor the time it took to reach their point. Of course, crewmen were wise to this, and were always on the lookout for the flags. Freights were shorter then, and conductors and flagmen could also see looking forward from their perch in the cupola. If they saw a white flag—and realized the train was moving in considerable excess of the posted speed limit---they could use the brake valve to draw off a little air from the train line to set the brakes and let the engineer know they were being timed. If the headend crew saw a white flag behind them, they immediately reduced throttle and made a brake reduction---thus “spoiling” the timing section.
The CV main had a modest speed limit of 35 to 40 MPH. Engine crews knew the track was far better than that relaxed gait, so they felt confident in safely running 50 to 60 MPH where conditions would allow. For the small 2-8-0s, that meant they would run them as fast as they could run. By the time the “Big Emma” 2-8-4s showed up in the late 40s, however, engineers knew they had more locomotive than the railroad could handle. In places on the “KY” between Corbin and Cincinnati, the big 2-8-4s routinely ran at speeds between 85 and 100 MPH. That took more nerve than the CV crews could muster, particularly since most of the route was still 100-pound stick rail then. Most freight diesels that replaced steam were geared for a maximum speed of 65 MPH.
So, as we go back to that nice spring day in 1964, Benny and I selected a short tangent at the very end of publicly maintained state road—about milepost CV 278.8. Our primary target was the former NC&StL F-unit on the point—still in the “Dixie Line’s” blue and gray paint scheme. What I did NOT figure on, however, was the glacial shutter speed on my dinky Kodak camera. “Nose blur” was almost a given if you tried an action shot. To overcome this handicap, I decided to press the shutter sooner, and thus minimize the blur. Sure, bubba…good luck with that!
Train 66 was blowing for the crossing about a mile away as we picked our spot and committed to a composition. It seemed like mere moments before the rotating Mars light of the F-unit appeared around the eight degree curve. The engineer hauled back a couple of more throttle notches and a huge cloud of exhaust smoke (from carbon built up while the unit idled through the night in Norton) billowed out. Good Lord…how fast was this guy running?! I snapped the shutter early…. very early. The motive power roared by our spot, followed by a long train of empty hoppers and mixed freight. A large wooden cupola caboose carrying the markers whisked by and quickly receded and disappeared around the distant curve. We stood there a few moments to listen to the racket of all those steel wheels rolling down the valley. I asked Benny how fast he thought they might be running. He figured it had to be between 55 and 60 MPH. “What’s the speed limit here?” I told him it was only 35 MPH. Wow…
The photo, of course, was terrible. I almost tossed the negative, but of course I didn’t. Digital programs like a couple of Topaz programs I have that address motion blur are helpful, but they can’t do miracles. In this case, I did the best I could to clean up the front of the F-unit to have some visual remembrance of that day. It’s okay, of course, but not publication-worthy. However, as a record of the fast-running freights of L&N’s CV Division of old, it’s acceptable.
We didn’t see anyone with a white flag that day, but if they had been there, these guys would have been so busted!
Running sixty one minutes late Colas Railfreight's 70802 runs through Kirkstall Forge with 6E41 from Carlisle New Yard to Dewsbury Colas comprising Land Recovery Ltd JNA wagons.
There has been some discussion on an online forum of late of 'work's services. This Strathclyde Transport timetable from April 1985 is for a services from a number of Glasgow suburbs to South Street in Scotstoun.
Today was the last day of the university timetable and from Monday the summer reduced timetable kicks in.
As such there will be no more St Machar Drive services until September and it remains to be seen if the tri-axle deckers will be refurbished in time for its restart or if the mixed bag of buses will return.
Platinum 37640 operates one of the final St Machar Drive buses this afternoon, the service ending slightly earlier than planned as a driver shortage curtailed the penultimate bus.
First West of England Hengrove based 37669 YJ58 RSX is seen approaching Hengrove Depot working a 75 towards Hengrove Depot, a vehicle originally loaned to Lawrence Hill from Bradford however moved to Hengrove for the PVR uplift, a temporary measure until the electrics arrive when it will return to Bradford.
Pictured upstairs inside Swift Link liveried Leyland Olympian A952SAE now owned by Kelvin Amos as his display, photo stall and Badgerline history bus.
Cover of the 1975 All-Line timetable, featuring the most recent addition to British Rail's motive power fleet, the Class 87. Reconciling memories of Class 87s in their final years on the West Coast Main Line with depictions of the locos in their infancy is akin to looking at an aged face and reminding yourself they were young once.
The timetables themselves for the workers services from various suburbs of Glasgow to South Street in 1985, the services being the 708, 742, 768 & 769.
“The SketchNoteBook” – how to create SketchNote
Preview : free download chapter 1 bit.ly/preview_SketchNoteBook
Buy PDF Version bit.ly/SketchNoteBook_PDF_book
Buy paper version bit.ly/SketchNoteBook_paper_book