View allAll Photos Tagged timetable
Prior to the creation of London Transport, as the LPTB, in 1933 the ownership and operation of London's transport system was fragmented between a mix of public and private ownership. In the case of the city's tramways other than the London County Council's network the other big player was the Underground group who, through a series of at times complex acquisitions and holding companies most notably the London & Suburban Traction Co Ltd, had control of three tram systems that served the Northern, Western & Southern suburbs of London. There was much inter-running and joint operation especially between the LCC and Croydon Corporations as seen here but this map only shows 'the half of it'. To see the complete tramway system you'd need the LCC map as well along with other smaller municipal tram operators - and overlying all of this was the Underground owned General bus company who, by this date, were cementing their place as the primary but not monopoly operator of motor buses.
The cover to the 1931 folder has the quite complex version of the Johnston roundel identity, this with the names of all three subsidiaries squeezed into the bar, and that still includes the ealry 'crossed VV' version of the W that had been largely dropped from the typeface's alphabet by the mid-20s. The companies were; the Metropolitan Electric Tramways, with their main offices at Manor House, and who had links to the North Metropolitan electricity company as well as operating 'tramways and light railways' on behalf of both Middlesex and Hertfordshire County Councils. The Manor House offices also technically managed the west London based London United Tramways whilst south of the river, at Sutton Depot, the smaller South Metropolitan Electric Tramways & Lighting Co Ltd was based - their title hinting at the one of the early spurs to development of the electricity industry when a base load for tramways would also be available for domestic supply.
The guide and timetables list the services, hours of operation and running times along with basic fare details. One useful faeture available on certain tram routes was that of through fares on to the commonly owned tube network and indeed this was one of the earliest examples of a degree of integrated marketing and fares structures in the UK. One thing not mentioned on this map, being 1931, was the imminent conversion of the first tram routes to trolleybus operation that was about to occur in the Kingston area. By 1930, after only a few decades, official policy was turning against the tram and as first generation rolling stock fell increasingly due for renewal operators were looking for alternatives. If not the motor bus - the electric bus had the advantage of continuing to use the often large capital investment in generation and distribution infrastructure. After the formation of LT in 1933 the decision was made to convert the whole of London's tram system to the seemingly more modern and flexible trolleybus - but that is another story.
This northern section of the map shows the LUT's long Uxbridge route and the MET's services stretching across North London, Middlesex and into Hertfordshire at Waltham Cross. There are also various inter-running routes with the LCCT network.
don't you hate waiting for buses in the rain?
Footscray. Back to the first roll of film I ever shot. (not counting the one I stuffed up in 50 different ways, so never got developed.)
-
Minolta x-300 / Minolta Rokkor 50mm f/1.4 / Kodak Ultramax 400
Timetable - Genesis
A carved oak table,
Tells a tale
Of times when kings and queens sipped wine from goblets gold,
And the brave would lead their ladies from out of the room
to arbours cool.
A time of valour, and legends born
A time when honour meant much more to a man than life
And the days knew only strife to tell right from wrong
Through lance and sword.
Why, why can we never be sure till we die
Or have killed for an answer,
Why, why do we suffer each race to believe
That no race has been grander
It seems because through time and space
Though names may change each face retains the mask it wore.
A dusty table
Musty smells
Tarnished silver lies discarded upon the floor
Only feeble light descends through a film of grey
That scars the panes.
Gone the carving,
And those who left their mark,
Gone the kings and queens now only the rats hold sway
And the weak must die according to nature's law
As old as they.
Why, why can we never be sure till we die
Or have killed for an answer,
Why, why do we suffer each race to believe
That no race has been grander
It seems because through time and space
Though names may change each face retains the mask it wore.
Sopron. The town itself is one of the most gorgeous I have seen in Hungary. Buses? Uniquely the 415s rock the public transport within city centre. From organizational point of view the PT is absolutely disastrous: a lot of lines with low frequency, low-floor services from timetable are not kept, solo buses get easily overcrowded outside peak hours, you never know if you are going to catch articulated Citaro or... inter-urban Credo.
I had a time of my life anyway.
Currie Street - Stop D1. Many people get confused by the bus timetables. This was the start of the day! Color Efex Pro: Fuji Provia 100F and detail extractor
In 1964/5 British Railways underwent a graphic and design transformation - the years before saw some experimentation in terms of the logo and 'look' of BR - the Western Region used this triple, off-set arrow on timetables and publications for a short time as well as ditiching the use of Gill Sans that had been the railway's general 'standard' since 1948. This is the Plymouth Division timetable issued in late 1964 and it raises some interesting points. I wonder, in a way, if the hand of the rather dynamic Regional General Manager, Gerald Fiennes, can be seen in this experimentation? The following 12/18 months would see this 'experiment' in graphic design swept away byt he new British Rail identity and corporate standards.
The tables inside make use of the 24 hour clock and indeed, the Western, was the first BR Region to do so, a year ahead of the rest of BR. The foreword is by the Divisional Manager for Plymouth and includes "British Railways is going through a period of dynamic change, as we discard some of the deadwood of the past, and build anew for the future.". Discard would, over the next few years, include many of the services shown in this timetable as the "Beeching Axe" cut through many a railway wood.
First West of England WsM based 30025 YK25 OJR is seen approaching WsM interchange working an X1 towards Searle Cresent, despite incorrectly displaying the Bath Wessex Water shuttle.
Map of MacBrayne's route network with connecting bus and railways from their 1930 summer brochure. There seem to be an awful lot of steamer routes (the white lines) but these include cargo routes as well as passenger.
1959-1960 NZ Railways North Island timetable
Archives New Zealand Reference: ABIN W3337 182 R19599915
collections.archives.govt.nz/web/arena/search#/?q=19599915
Material from Archives New Zealand Te Rua Mahara o te Kāwanatanga
One of the generic British Railways timetable leaflets that used to be so readily available in the days of printed paper timetables and publicity. It carries the push for 'diesel trains', the fruit of BR's modernisation programme that really did change many aspects of BR's services but sadly didn't save all lines as the economy drive of the 1960s kicked in.
The illustration is a generic view of a DMU that is, I am sure, by A N Wolstenholme who was commissioned on many occasions by the railways. The timetable covers a series of services that still largely form part of the Northern trains network. The big closure was that of the Skipton branch beyond Colne that took place in 1970. One other station that has been expunged is Todd Lane Junction. Some sections of the timetable now see better services - Burnley and Todmorden being the obvious one.
This leaflet was kindly donated to me and so I'm very happy to be able to share it.
One of the last timetables issued by the Southern Railway prior to nationalisation in 1948. Using the company's 'corporate' colours, and with the 'Sunshine' lettering, this simple cover design has only one slight oddity - the setting out allows for the one "T" of 'tables' requires the upper arm to be bi-coloured!
Wright Gemini 2DL lowheight integral YJ59 BTX on it's private plate of AY03 MAX is today working the 197 races shuttle service on behalf of York Pullman and is alongside ex-Witchway Volvo B7TL Eclipse Gemini PJ05 ZWL on the X43 Coastliner Express from Bridlington to Leeds via Scarborough; This and 2764 are usually based at York but can swap between here and malton as and when required.
The start of July saw the peak season Coastliner timetable come into effect, however unlike in previous years the additional vehicle requirement fell not on Malton but on York. This is in order to run the limited stop journeys X40 and X43 which have been branded as Coastliner Express - but in another change is that the routes have been changed on both counts. Between Leeds and York the services are very similar to Cityzap in that aside from Seacroft they run non-stop not calling at Tadcaster or Copmanthorpe; then the route through and out of York is the same as before along Malton Road and not serving Stockton on the Forest. The next key change is that neither service calls at Malton, running around the town on the bypass instead - which for anybody who has travelled through the town on a morning will know that bypassing it saves a significant amount of time.
The X40 comes off the A64 at the Eden Camp junction whereby it then serves the attraction as well as close to Flamingoland before going on to Pickering where the next new change is, as the new X40 does not serve Thornton le Dale or Goathland and inatsead goes straight up the A169 - which means the X40 serves a different stop to the 840 which stops on the A170; unlike what the timetable states which once again is a misprint (an amazing misprint) the X40 stops close to pickering NYMR station. Once at Whitby the bus parks up for a few hours and the driver has a day at the beach before bringing everybody back again, almost like a coach operators' daytrip..... meanwhile further back the X43 carries on as usual along the A64 to Scarborough rail station, but then carries on to Filey and Bridlington taking the place of the discontinued 845 service which in recent months has been the sacrificial lamb of the Coastliner network when there haven't been enough buses available due to the 845 having been cut back to little more than a shuttle from Malton anyway - now there is only one Coastliner bus per day to Bridlington and it doesn't even wear Coastliner livery normally. This can all be traced back to the decision to purchase Volvo B5TL's for Coastliner after little more than a week with a demonstrator vehicle (this following a trial with a B5TL demo at Harrogate which had to be restarted after the trial vehicle broke down after 2 days and had to go back to Volvo for repairs). Right from the get-go the B5TL's have had problems with Coastliner from leaking sunshine roofs, then starter motors have failed, and more recently there have been total engine failures as pistons have broken through their casing. This has meant vehicles suddenly being out of use for a significant period of time, and there have been cases where the same 845 journey hasn't run for a week because there simply weren't enough vehicles. The CEO of the company won't even venture to malton depot to discuss these problems, though a further 3 B5TL's are due for delivery in September; and following similar problems with the vehicles of the same type at Harrogate Volvo have now decided to undertake full engine replacements under warranty of most of the batch both at Harrogate and Malton. ... meanwhile this extra work means York currently has 4 non-zap double deckers with both 2763 and 2764 being joined by 421 from Burnley (originally a Coastliner) and a vehicle from Harrogate which would initially be 404 (ex-Coastliner) then an ex-Midlands President, then also being joined by 440 (also ex-Coastliner)
First West of England Hengrove based 35677 MF22 SYJ is seen leaving Hengrove Depot on a 74 towards Bradley Stoke. Hengrove is to receive 9 of these for their PVR increase, as a temporary measure until the electrics arrive before they move onto their next home.
Washington Baltimore & Annapolis Brill car #203 is at the Naval Academy Jct shops of the WB&A in Odenton, MD, April 28, 1935. The 200s, as they were known, were built as trailers for the WB&A by Brill in 1929. In late 1934 the decision was made to equip them as powered interurban cars geared for 90mph high-speed service and run them in 2 car trains between Washington and Baltimore on the fastest schedule the WB&A ever had. When the January 1935 public timetable was issued, it reflected the new service and running times. Early on in the operation however, a freakish derailment/re-railment happened at a switch somewhere on the mainline that caused management to take all the 200s out of service pending an investigation as to what happened. Unfortunately the WB&A was sold in June of that year and the new owners wanted nothing to do with the rail operations and subsequently shut the service down on August 20, 1935 leaving the Brill cars in storage at the shops in Odenton until ultimately being sold to the new Baltimore & Annapolis Railroad in September '35. The B&A re-geared the cars, removed the safety bars across the side windows, and put them back in regular service between it's namesake cities where they ran for another 14+ years before the B&A switched over to buses on February 4, 1950. The investigation of the previous accident never happened. Incidentally, the destination box on the 203 shows it in South Shore service to Annapolis which is odd since what is known is they went into Washington Baltimore service briefly but were sidelined shortly afterward.
3 1/2 X 5 1/2" B&W negative. Photographer is unknown.
A representation of the A6 at Topley Pike between Buxton and Bakewell makes a pleasant front cover for the June 1949 timetable for services provided by the North Western Road Car Company Ltd.
Tunnel car No.9 seen passing Winter Saloon car No.21 on a 1540 Ramsey - Derby Castle (Douglas) seen at Ballaragh 20/4/18. (Taken using a pole)
Still having trouble picking my electives for this semester, thus my timetable remains to be an utter mess. (The little post-its are all lectures and seminars I’m undecided about.)
(I had accidentially deleted this just now :( But thanks for all the comments from before!)
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.
Displaying a Stagecoach timetable from around the Millenium, this forgotten timetable case in a Bedfordshire village is seen here on a bright December morning in 2016. Still displaying what looks like NBC green colours, this is a remarkably preserved survivor still in-situ.
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