Browsing Tag: and

    Hong Kong Ding Ding: Tramway in the city
    Articles, Blog

    Hong Kong Ding Ding: Tramway in the city

    October 15, 2019


    You can can’t of tell that I’m on a tram, can’t you? So this is one of the oldest transport on Hong Kong Island, it started in 1904 and span across 13km. With 120 stations. And it’s only HKD$2.30, super nice! So thanks for taking the tram ride with me! I hope you enjoyed it. If you like it, give it a thumbs up, and subscribe!

    Link light rail maintenance: up all night to keep you moving in the morning
    Articles, Blog

    Link light rail maintenance: up all night to keep you moving in the morning

    October 15, 2019


    When someone steps on board
    one of our trains, one of our light rail vehicles, I would like them to feel safe,
    comfortable. Every night, we make sure
    the trains are safe and we make sure
    there’s enough to go out. We are adapting, we’re evolving, whatever demands
    the public is asking of us, we are accepting it and exceeding it. So we are at the OMF which is in the SODO district. The OMF stands for the Operations and Maintenance Facility. We do all the scheduled maintenance and repairs and inspections
    here inside this facility. There’s a lot going on every single day. Every train that’s out in service comes in through the
    daily inspection area and all of my crews go through and they sweep ’em out, mop ’em
    clean ’em, take care of them and run them through our daily inspection area
    with our car wash and bring them back out for
    pull out the next morning. So there’ s a lot of activity that happens
    inside this facility round the clock, but mainly
    in the PM shift after the revenue service hours. It’s very diverse.
    There’s an eclectic group and everyone’s unique and everyone has a very unique story
    that comes with them. When they start here,
    they’ve either been military, they’ve worked on aircraft,
    they’ve worked on Ferraris they’ve worked on jets,
    they’ve worked on boats. So everyone here is so unique. We really do have the cream of the crop
    that work here. The people here at the OMF
    are what keep the wheels rolling. We’re the ones who get in there
    every day, every night and make sure this fleet is
    serviceable and ready. That’s what we do. We currently have a fleet of
    62 light rail vehicles and we have another 152 cars,
    light rail vehicles on order. So the OMFE is going
    to be needed to support the additional
    capacity of light rail vehicles. We could not possibly fit
    all of the trains inside this one facility here. More cars, we need more space we’re gonna need more people to
    take care of them we’re gonna need more people to
    manage them. more people to clean them,
    more people to move them around. Light rail’s exciting. There’s always changing,
    technology’s changing. We’re always growing. Sound Transit has continued to
    raise the bar as the public has raised the bar and in doing so, the employees continue to find new ways to make it happen
    for Sound Transit. I work with a bunch of
    hardworking people. You know, we’re the kind of folks that we’re given a challenge, we look at it,
    break it down and make it work, every time. We have yet to fail when it comes to
    meeting demand. We always make the mission. We always do and that’s why I love coming to work here.

    Exeter Tramway Company | Wikipedia audio article
    Articles, Blog

    Exeter Tramway Company | Wikipedia audio article

    October 15, 2019


    Tramways in Exeter were operated between 1882
    and 1931. The first horse-drawn trams were operated
    by the Exeter Tramway Company but in 1904 the Exeter Corporation took over. They closed the old network and replaced it
    with a new one powered by electricity.==History=====Horse era===An Act of Parliament was made in 1881 “for
    making tramways in the county of Devon to be called Exeter Tramways”. Under this the council gave 21 years of running
    powers over Exeter’s streets. The rights were assigned to a commercial company,
    The Exeter Tramway Company. This company was launched in 1881 when its
    prospectus was published in The Times. The directors were William Leigh Bernard,
    W. Standing, and WM Wood. The Manager and Inspector was SH Culley and
    the Secretary was J. Lord. The Exeter Tramway Company was formed at a
    meeting at the Black Horse Inn on Longbrook Street on 15 November 1881. Construction of the tramway began on 3 January
    1882 and it started horse-drawn tramway services in Exeter on 6 April 1882.Although the routes
    along Sidwell Street and Heavitree Road proved to be popular, the company’s failure to get
    permission for a line along Queen Street and High Street in the heart of the town made
    it difficult for the company to make a large operating surplus. This meant they were unable to expand the
    system or even keep the trams well maintained. As early as 1883 the company had difficulty
    in paying its mortgage and other debts. The company continued have financial difficulties
    and faced liquidation in 1888. The Company was subject to a Compulsory Winding
    Up Order dated 10 March 1888 and attempts by the Liquidator to find a buyer were unsuccessful. The Company was dissolved by the High Court
    on 7 August 1889. In 1892 it was taken over by the Tramway Purchase
    Syndicate and leased to Frederick Burt and Company. However, even under the new ownership, problems
    were ongoing. In 1893 Sunday services were suspended through
    the spring, and the route up the steep hill from Exeter St David’s into town was abandoned.By
    the start of the twentieth century, the 21 year life of the act which set up the system
    was coming to its end and the corporation had a right to purchase the business. In 1903 the Exeter Corporation Bill was passed
    in Parliament which gave the corporation the right to buy out the Exeter Tramway Company
    and construct a new system. The company and stock of the tramway was purchased
    by Exeter Corporation on 1 February 1904 for £6,749. Exeter Corporation Tramways built a new system
    of electric trams. The last horse-drawn tram ran on 4 April 1905. Going in front of the first electric tram
    service it travelled from the Guildhall and then along the High Street, down New North
    Road, to the tram shed and into retirement.===Electric era===
    From 1882 the Exeter Tramway Company had been operating a horse-drawn tramway service. The authority to run this service had been
    granted under a 21-year act, and so by 1900 the act was coming up for renewal. Two private companies approached the city
    council to seek permission to replace the horse trams with electric trams. However, the city council decided to investigate
    the possibility of running the trams services themselves. Members of the Tramways Committee went to
    visit other tram systems, including ones in London, Birmingham, Southampton and even going
    to France to visit systems in Paris, Rouen and Le Havre. The report prepared by the city surveyor and
    its electrical engineer supported the adoption of an overhead trolley system.In December
    1902 a poll of residents was taken on two questions – whether to present a Parliamentary
    Bill for the right to run the trams and whether the trams should run along the High Street. The first questions was approved with a 79%
    majority and the second with a majority of 75%. The previous horse tram system had been refused
    permission to run along the High Street. This was despite opposition from some local
    business leaders such as Charles Josiah Ross (owner of a local draper and outfitters shop)
    and other firms such as Hinton Lake the chemists and W.R. Lisle, jewellers.In 1903 a Bill was
    passed in Parliament for the right to buy out the Exeter Tramways Company and for the
    city to build and run a new system. The cost of setting up the electric tramways
    was £65,200. The cost included £6,800 to buy out the previous
    company and all the track, stock and horses. Construction of the tramways involved considerable
    disruption to the High Street with the road being dug up and a number of properties being
    demolished to make way for the trams. This led to St Petrocks Church being on the
    street frontage (having previously been hidden) and the demolition of its porch.The first
    test of the new electric trams took place on 24 March 1905 from the new depot at the
    end of Paris Street. The tram had just set off towards Livery Dole
    when all its lights went out. Fortunately this was found to simply be a
    minor problem with the engagement of the trolley arm and The Board of Trade Inspector approved
    the system.The official opening was on 4 April 1905 at 12.30. Five Trams were lined up outside the Guildhall,
    including the only horse tram ever to travel down the High Street. The first electric tram was driven by the
    Mayor who was presented with a silver tram handle. Once the tram had travelled to Livery Dole
    and back, the Mayor gave a speech from the top deck of the first tram. By June 1905 the trams were already carrying
    80,000 passengers per week. Special fares for workers were offered with
    cheaper fares for early morning and early evening travel.The first services only operated
    from the Guildhall to Mount Pleasant Inn and from St David’s to Livery Dole. By September 1906 however, the route crossing
    the bridge across the River Exe opened with a line out to Stone Lane in Alphington.There
    was considerable debate about whether to carrying advertising on the trams. Adverts on tickets was introduced from start
    but many members of council felt that it was not appropriate for a corporation owned service. It was only in 1920 that advertising was carried
    routinely on the trams.Although the trams continued to run during World War I, they
    faced severe difficulties. Almost 80% of the staff were involved with
    war service of some sort with 60% going to war overseas. Women were employed as conductresses but being
    a motorman (driver) was still seen as a man’s job. Due to lack of trained staff, the trams often
    did not run the full length of the line, leaving passengers to walk to their destinations. The frequency of the trams was reduced in
    January 1918 from one every eight minutes to one every nine minutes but the trams were
    still often late and overcrowded. Maintenance also became an issue both from
    lack of materials and money to pay for them. This lack of maintenance may have contributed
    to the only fatal accident that ever occurred on the trams. On 6 March 1917 a tramcar got out of control
    on Fore Street Hill. It collided with a lorry belonging to the
    London and South Western Railway. A Mrs. Mary Findlay was killed when the car
    left the rails and overturned.===Closure===
    By the late 1920s, traffic in the centre of Exeter was becoming an increasing problem
    – especially during the summer. The High Street was a major bottleneck as
    almost all the through traffic had to pass along it. All vehicles coming from Bath or Honiton and
    going towards Plymouth, Torquay or Okehampton had to go through the centre of town and across
    the Exe Bridge. Between 1920 and 1930 the number of motor
    vehicles travelling along the High Street each day increased from 1,314 to 5,901. Although some bypass road were built such
    as Prince of Wales Road and the Hill Barton bypass to Countess Wear, this did little to
    solve the problems. Part of the problem was perceived to be due
    to the trams – especially so, given the narrow streets of parts of Exeter and the large proportion
    of the system which was single track.The tramways committee first introduced bus services in
    1928 to serve areas which the trams did not go to. These motor buses were single deckers; Maudslay,
    Leyland and Bristols. The Maudslay ML3 no 5 (FJ6154)of this period
    is now preserved. After testing several different buses they
    eventually chose AEC Regent and Leyland TD2 double deckers (delivered in 1931). As the councillors could not decide whether
    to replace the trams completely with buses, they commissioned a report from an independent
    expert whose report was completed in April 1929. He found that there was a backlog of track
    renewals and other repairs, that the narrow streets were not suitable for trams and that
    at an average speed of 6.5 miles per hour (compared to 9.5 mph in London) the trams
    were slower than in any of 11 other cities. In council elections in November 1929, the
    Labour Party campaigned on a platform of keeping the trams but their vote declined. In 1930 the council finally decide to replace
    the trams with double-decker buses.In January 1931 the service along Alphington Road ended
    and the final trams ran on 19 August 1931. The last every tram was driven by Mr E.C.
    Perry who as mayor, had driven the first tram. The last tram, car 14, was followed by a double
    decker bus to usher in the new age. Mr E.C. Perry was presented with a silver-plated
    control handle and Mr Bradley, Chairman of the Transport Committee was presented the
    reverse lever which was also silver-plated and inscribed. One of the tramcars (No. 19) survived and
    was restored on the Seaton Tramway but as a single deck tram.==Routes=====Horse services===The system had 3 main routes radiating from
    just outside the East gate of the city. The first trams in 1882, ran from the Bude
    Hotel in London Inn Square to a stop on Heavitree Road near St Luke’s College and was extended
    to Livery Dole in May 1893. Two additional routes were introduced in 1893:
    one ran along New North Road, and then down St David’s Hill to the Railway station; th
    third route went to the end of Mount Pleasant Road via Sidwell Street and Blackboy Road. However, a plan to run trams along Queen Street
    and High Street then on to Barnfield was prevented by the opposition of shop owners on these
    streets and also by residents. A planned branch along Queen Street as far
    the Royal Albert Memorial Museum was never built. The depot was in a shed off New North RoadThe
    company also ran connecting horse-bus services which went to Alphington and Kennford, Pinhoe
    and Broadclyst, Topsham and to the end of Union RoadThere was a flat fare of 1d for
    a single journey, and 3d for a through journey which via London Inn Square.===Electric services===The electric trams expanded considerably the
    routes of the former horse tram. The most significant new route was the one
    which ran along the High Street, over the River Exe, on the bridge completed in 1905,
    and then divided into two with one branch which ran along Alphington Road as far as
    Stone Lane, and a second branch went to the top of Cowick Street. The route down Pinhoe Road now went to Abbey
    Road and that along Heavitree Road was extended through Heavitree (then outside the city boundary)
    to Cross Park. The section of the horse tram route along
    New North Road was not included in the new system.Once completed the system operated
    three routes: Cross Park Terrace (Heavitree) to Cowick Street,
    via Paris Street, High Street and the Exe Bridge. The symbol for this route was a white saltire
    cross on a red background. Abbey Road junction with Pinhoe Road to Stone
    Lane junction with Alphington Road, via Sidwell Street, High Street and the Exe Bridge. The symbol for this route was a green circle
    on a white background. Exeter St. David’s Station to Pinhoe Road
    via Hele Road. Some trams terminated at Queen Street. The symbol for this route was a white circle
    on a green background.===Proposed extensions===
    Several further extensions were proposed but none of them were ever built. The original agreed plans included the following
    additional routes: down Eastgate to Southernhay; down Longbrook Street and up to Pennsylvania
    Road; along Bonhay from Fore Street to St David’s station; along Denmark Road from Magdalen
    Street and one down South Street. To ensure the service remained profitable
    none of these were built. Later proposal for extensions included extensions
    of the Heavitee line and an extension from Pinhoe road to Whipton. The later proposal got approval for a loan
    from the Ministry of Transport but was never built.==Tram cars==The horse trams were built to 3 ft 6 in (1,067
    mm) gauge and the first ones were single deckers. Three trams were purchased from the Bristol
    Wagon & Carriage Works’ for the opening in 1882. The trams seated sixteen passengers on the
    inside with four more on the rear platform. The trams were yellow with chocolate brown
    lettering. Three more trams were bought 1883, when the
    complete network was opened and then two more in 1884. Around the mid-1890s, the company bought its
    first double decker trams, again from the Bristol Wagon and Carriage Work Company. A minimum of 6 of these were purchased along
    with a final single decker tram in a ‘toast-rack’ style. When the company was bought out, there were
    four remaining double decker trams and one single decker.Each tram was pulled by a team
    of two horses. They would be trained by local farmers, first
    by pulling carts and then moving on to the trams. After they were no longer able to pull the
    trams, they would be sold back to the farms for lighter work. There were several convictions of tram drivers
    for cruelty to the horses. At the end of horse-drawn tram services, there
    were twenty-two horses owned by the company which were sold off by Exeter Corporation
    for about £15 each.Over the whole of its existence, Exeter Corporation Tramways bought
    a total of 37 trams. These were numbered 1-24 (without a number
    13) in the first series and 1-4 in the second series. All were open top double deck trams with four
    wheels. Trams 1-21 were purchased between April 1905
    and August 1906 from Dick, Kerr & Co. of Preston. They had two 25 horsepower (19 kW) motors
    and had 42 seats, 20 on the lower and 22 on the upper deck. Nos 22-25, bought in December 1914 were the
    first purchased from Brush (as were all the later trams) and had two 34 horsepower (25
    kW) motors and seated 44. After World War I two new cars were purchased
    (26 and 27). These had seats for 54 passengers. Car 27 was the first to be fitted with an
    enclosed cab. Nos 28-30 were bought in 1925 and were followed
    by the last of the first series – no 31-34 in 1926. The last trams were purchased in 1929 (1-4
    of the new series) and were initially intended for the planned extension to Whipton. They had two General Electric 50 horsepower
    (37 kW) motors and could seat 53 people. They were delivered only months before the
    decision was made to bring an end to the tram services. In 1931 these four tramcars were sold to Halifax
    Corporation for £200 each. They ran there for a further 7 years until
    finally being withdrawn in November 1938.The livery of the trams was dark green and cream
    with gold lettering and a dark maroon under carriage.==Accidents==
    On 26 September 1885 the worst accident of the horse-tram era occurred when the brakes
    failed while a tram was going down St David’s Hill and it overturned. The horses and four passengers were injured.There
    was one fatal accident on the system on 17 March 1917 after a tram ran out of control
    down the steep hill of Fore Street, picking up speed and eventually overturning on Exe
    Bridge.==Power supplies==The power for the trams was provided by the
    newly municipalised City of Exeter Electricity Company who in 1904 had built a new power
    station at Haven Banks. The trams had the benefit for the company
    of providing a load during the daytime. The new power station was coal fired with
    generators made by British Westinghouse and with cabling installed in stone lined conduits
    by Siemens Brothers of London. It generated a total power of 1,300 kW AC
    output which was converted to DC at 500-550 V for the trams. The trams were supplied their power through
    a trolley system and most of the traction poles had side brackets included the ones
    which were part of the design of the Exe Bridge built in 1905. Some of the pole were also used for street
    lighting and it is still possible to see some of the bases of the poles, for example among
    the railings on Hele Road. The system was split into sections which could
    be isolated and were powered independently. So that problems could be reported quickly,
    each of the section pillars which provided the supply also had a telephone to the power
    station and the depot

    What happened to London’s trams?
    Articles, Blog

    What happened to London’s trams?

    October 15, 2019


    Ask most people what they know about trams in London, and they’ll say… Erm… I know there’s trams in Croydon. But I think that’s it..? But did you know London used to have the biggest tram network in Europe? So what happened to it? And why is Croydon the only part of London that has trams today? ♫ ♫ ♫ In oldy woldy times, when pretty much every mode of transport involved a horse the best way of getting lots of people to the same place was an omnibus. It was an uncomfortable and bumpy ride. But a clever solution would be brought to London by an eccentric Victorian billionaire from America whose name was George Francis Train. Ha! Really? Mr. Train’s cleverly simple idea was to have omnibuses run on rails running along the street. Mr. Train called them “trams”. Suddenly horses could carry much heavier loads, and go much faster and smoother without giving everyone an orgasm. This also made them affordable. Fares were set at the reasonable price of half a penny. But other road users hated Train’s trams. The rails weren’t recessed into the road, they stuck out good and proper tripping up other vehicles and causing their wheels to break off. But Train continued to build his tramways all over London without ever asking permission first. Until he was stopped in his tracks in 1861 when he was arrested for “Breaking and injuring the Uxbridge Road”. From now on, any entrepreneur wanting to build tramways in… From now on, any entrepreneur wanting to build tramways in London would have to bury their tracks nicely into the road out of harm’s way, and pay for the maintenance of the entire road surface. This meant they now had to solve a rather sticky problem. The average horse produced between 15 and 35 pounds of manure per day. It was famously predicted that if London’s horse traffic continued to increase it would be nine foot deep in horse manure by 1950. The solution eventually came at the end of the nineteenth century with a source that was safe, efficient, cheap, clean and reliable. Electricity. Electricity could be harvested either from cables above the road, or a conduit below. Now that horses were no longer required and the trams were totally turd free the network was able to grow and grow. The London County Council built new connections linking working class suburbs with industrial areas to help get people to work, making it the first truly public transport system in London. They spread particularly far in south and east London to areas which, by no coincidence at all, continue to be poorly served by the Tube. Everywhere in London was getting electric trams. Well, almost everywhere. If you look at this map of the network, you’ll see a vast area close to central London where tram tracks fear to tread. These were the posh parts of town: Kensington and Westminster. Well, that’s understandable I suppose. Westminster had historic streets. And those overhead cables were so ugly. That was the reason they weren’t wanted here, right? Wrong. Many trams used the conduit system with no visible cables. So, if it wasn’t cables, why were they so trams-phobic? Trams, for want of a better expression, were for poor people. Local campaigners complained that trams catered for “an undesirable class of person” and successfully kept the entire central London area unbetrammed. – Thank you, Sir. Because of this, two vast networks north and south of the river remained unconnected. Not because of the Thames, but because of toffs. And it would stay like this until 1906, when a big and very impressive tramfrastructure project was built here. Kingsway in Holborn was built by bulldozing straight down the middle of the slums. The Victorians used to do this sort of thing all the time but Kingsway was special because it came with its very own tram tunnel something never done in London before, or since. This small but truly unique piece of track linking north to south meant that by 1914 London had the biggest tram network in Europe.
    – Yaay! But not for long.
    – Awww. After WWI, money was tight, and tram rails were expensive to maintain. So the tram operators began turning to a newer, cheaper piece of technology – the trolleybus. Trolleybuses were like trams but on pneumatic tyres. They didn’t need rails, which meant they were quieter and more flexible and they could overtake things, like this dick. It was the beginning of the end for the tram. And the middle of the beginning for the trolleybus. But alas, alack, London’s trolleybuses were not long for this world. One person whose fault this was, was Minister for Transport Ernest Marples the man responsible for provisional driving licences, MOTs, traffic wardens, single yellow lines, double yellow lines, Doctor Beeching, and several affairs with prostitutes. Marples wanted people driving more, partly because the car was a symbol for individual freedom but partly because Marples’s family ran a tarmac company. Marples got councils to change their streets to make more room for cars which meant cables had to be torn down. London’s vast network of trams and trolleybuses would need to be replaced by motor buses. Until then, the idea of getting motor buses to take on such a big job was unthinkable. Motor buses were small and heavy and noisy and inefficient. But that would all change…
    * ding ding *
    in 1959. The new Routemaster bus which was super efficient and ran on diesel could carry almost as many people as a trolleybus, but had two massive advantages. 1. Drivers wouldn’t have to worry about the trolley poles coming loose and 2. They could overtake each other. In fact, they could go literally anywhere. With diesel fuel now cheaper than ever, it was a no-brainer. From 1959, Routemasters began replacing tram and trolleybus routes all over London. The network’s capacity was reduced slightly. but since passenger numbers were dwindling anyway, nobody cared. Well, lots of people cared and they were really upset about it. But nobody who mattered cared. It was out with the… *electric motor noise*,
    and in with the… *diesel engine noise* So is there anything left of London’s tram and trolleybus network that you can still see today? Well… There are a few surviving tram sheds, some still with tram tracks in. Eh. There’s a couple of trolley poles still there that are now used as lamp posts. Ooh! There’s a bus route in west London that still uses the number 607, the same as the original trolley… Boring! And this building in Walthamstow has the word “tramway” on it. So the answer is no, not really. Nothing impressive. With one massive exception. This… this… This is what’s left of the Kingsway Tunnel. You can still see very very very clearly where the tram tunnel entrance used to be. Sometimes they open it up for tours, sometimes they use it as an art gallery but at the moment it’s being used to help Crossrail construction. Down at the other end, the entrance has been turned into the door of a night club and the middle half has been turned into the Strand Underpass. And so, the trams and trolleybuses had gone, and London forgot about them. And so did the whole country. Cities up and down the UK were ripping up their tram tracks and pulling down their trolley cables. The only place in the country that kept its tram was Blackpool pleasure beach. Trams, for decades, evoked images of nostalgia and the olden days. – I used to take the tram for a farthing. Even the word “tram” was funny. – …straight in front of a tram. But then, something changed. Traffic congestion was worsening, Demand for public transport was increasing, Pollution became a thing, and trams, suddenly, all of a sudden, had gradually started to suddenly become appealing again. Croydon in south London which had a growing town centre and no Tube was the perfect place for a 21st century experiment. For the first time in 48 years, trams were coming back. These trams would be a fair bit different from the 20th century ones. They were single, not double decker And they were multiple articulated units.
    Which basically means they’re bendy. As well as running on the streets, the new trams would make use of bits of disused or underused railways combining the on-street convenience of buses, with the separate-ness and speed of trains. The Croydon Tramlink, opened in 2000, was an instant hit, attracting 15m passengers in its first year and that number’s kept going up ever since. At around the same time, very similar tram schemes opened in Manchester, Nottingham, Sheffield, Birmingham, and Edinburgh. And don’t get me started on the resurgence of trams in the rest of Europe. So trams are very much back in business for the 21th century. But what about London? Are there plans for any more new tram routes in London? The Cross River Tramway, planned to open in 2016 was meant to run from Camden Town to Peckham/Brixton. The route used Kingsway, but bafflingly had no intention of using the old Kingsway tunnel, instead running on the street above. The scheme had plenty of support, but not enough plenty of money. So it never happened. Then there was the West London Tram planned to run along one of London’s busiest bus corridors from Shepherds Bush to Uxbridge. But two burly men in suits holding a big sign were stood in the way so this never happened either. To be fair, a road like this isn’t suitable for modern trams, and most of London isn’t. To dig up a street this narrow to build the tracks would be prohibiti-tively impractica-cactical. Some campaigners tried to save the West London Tram by suggesting a compromise where they just put the electricity cables up and make it a West London Trolleybus instead. Personally, I think that would have been a brilliant idea. A trolleybus is the best of both worlds: Cheaper and easier to build than a tram but it still replaces noisy polluting buses. In fact, come to think of it, why don’t we do that everywhere? London’s more than 8,000 buses are a huge source of dangerous pollutey air that kills that kills 9,500 people per year. TfL have tried to make them greener, but the best they’ve been able to come up with is a hybrid bus that uses its diesel engine a mere most of the time. The bad news is, the technology for a 100% pollution-free bus that doesn’t need cables at all is not coming any time soon. So I say, let’s get a groove on and hang those cables back up! A modern trolleybus would only need cables on two thirds of its route and those cable wouldn’t need to be so spider webby anymore. There’s no avoiding it, those overhead wires would still be fugly But it’s not just technology that’s moved on, it’s our priorities too. And if 21st century Londoners finally get to breathe clean air then those hideous wires might end up looking quite beautiful. – Hey do you want to hear my new podcast?
    – No. Great! It’s called “Mates Bants” with an 8 and a Z. (very muffled, crackly, barely audible male chatting and laughing) – The audio quality’s really terrible.
    – Oh! I knew I was no good at recording podcasts. I don’t have the knowledge how to do it. I’m rubbish. There there. I have a solution for you. Why don’t you sign up for a monthly subscription to Skillshare? Skillshare is an online learning tool where you can take a course about how to make podcasts sound good or if podcasts aren’t the thing you want to get better at there are courses about music production, or video editing That’s my favourite! or animation. What’s more, if you click the link in the description below the first 500 of you will get Skillshare for free for the first two months. Oh my gosh, thank you! How can I ever repay you? Just under ten dollars per month should do it. That’s how much it costs for an annual subscription to Skillshare. – When I say “skillsh”, you say “air”. Skillsh!
    – Air! – Skillsh! – Air! – Skillsh! – Air! …
    – Air! – Ah, I didn’t say “Skillsh”
    – Ohh!!

    Professional Placement at Metro Trains
    Articles, Blog

    Professional Placement at Metro Trains

    October 15, 2019


    [MUSIC PLAYING] NATHAN LORIENTE: Back in 2009,
    I did my professional placement. Since then, my career has
    grown in leaps and bounds, and now I”m a track production
    manager at Metro Trains Melbourne. So I’m in charge and
    inspecting, planning all these amazing tasks. And to be able to do
    that at such a young age, it’s because I was able
    to do this program. I was able to learn specific
    things about the railway industry, which
    you would never get taught in university or school. My experience being a previous
    professional placement student was amazing. It was great to
    have the opportunity to take a year off uni
    and work full time. It taught me a lot
    about the real world. It taught me a lot
    about business. We decided to take a student
    on a professional placement, because some of
    the best engineers have come from this
    Swinburne program. FERGUS: I’m a
    student at Swinburne, and I’m studying civil
    engineering and finance. And I’m working at
    Metro Trains Melbourne. The reason I decided to do
    a professional placement was because I was curious
    to see what opportunities Swinburne could provide me. I’m very lucky. I love it here at Metro. I thought it would be the
    job for me, so I applied. Always been interested
    in mechanical systems, alongside civil
    engineering as a whole. From a very young age, I was
    quite obsessed with trains. It was a big, big
    passion of mine. NATHAN LORIENTE: Fergus has
    brought several new ideas to the team. It’s great to have a
    fresh set of eyes come in, especially someone who’s
    so motivated and ambitious in his career. FERGUS: I’m proud
    of a lot of things that I’ve done here
    at Metro Train so far. I like the opportunities
    to go out on site, to really understand
    technical aspects of rail that I never would have
    understood otherwise, and just the fact
    that I’m exposed to new things every day. NATHAN LORIENTE: I’m really
    passionate about developing engineers in the
    railway industry. This professional
    placements program is providing the railways
    with a succession plan. FERGUS: The things that you
    learn here, you’ll extend yourself so much further. You’ve got nothing to lose.

    Sydney Light Rail stop prototype
    Articles, Blog

    Sydney Light Rail stop prototype

    October 15, 2019


    For the last two years all we’ve seen of the project is hoardings and this is the first opportunity for the stakeholders and the public to see the materiality of the stop and what’s behind the renderings. Typically transport infrastructure projects need to be very hard wearing and durable and there’s two material selections in the canopy one is a bronze alloy which is made of copper and tin and it changes and ages over time the other counter-balancing material is stainless steel and in this instance we’ve selected a bead blasted stainless steel to give a very matt appearance that’s non reflective. It will change depending on the canopy’s location and its exposure to different atmospheric conditions and that, for a designer is an exciting prospect. How do you choose one material that shows the nature of a parkland setting here in Randwick the bronze responds really well to the suburban and parkland setting but also very friendly to historic buildings so outside of Town Hall, stops at the QVB and Wynyard, there’s historic buildings that the bronze will respond well to. So the key element to that in the design was contextual minimalisation so we’ve brought the City of Sydney’s street lighting onto the stops we’ve minimised elements wherever possible. Elements should always be doing more than one job so the Opal card readers where you tap on and tap off the totems will also hold signage, CCTV cameras and PA speakers so everything is as integrated, as tightly packed and as hard working as possible.

    Man dies after struck by Light Rail
    Articles, Blog

    Man dies after struck by Light Rail

    October 15, 2019


    TRACKS IN THE MIDDLE OF MORNING
    RUSH.>>I MEAN, I’M JUST UPSET ABOUT
    IT ’CAUSE THAT COULD BE ANYBODY. KIM: IT HAPPENED AROUND 8:30
    THURSDAY MORNING. A LIGHT RAIL TRAIN TRAVELING
    DOWN HOWARD STREET HIT AND
    KILLED A MAN.>>WE BELIEVE THE INCIDENT
    OCCURRED SOMEWHERE MAYBE ABOVE
    SARATOGA, IN BETWEEN MULBERRY
    AND SARATOGA. THE PERSON’S BODY ULTIMATELY
    DISLODGED FROM THE TRAIN JUST
    BEYOND ME, PAST LEXTINGTON
    STREET ON HOWARD STREET. KIM: POLICE SHUT DOWN HOWARD
    STREET AND THE MTA SUSPENDED
    LIGHT RAIL SERVICE ALL MORNING
    AND INTO THE AFTERNOON AS POLICE
    INVESTIGATED.>>WE DON’T KNOW HOW THIS
    INCIDENT OCCURRED. THAT’S WHAT WE’RE TRYING TO FIND
    OUT. WE’RE ASKING ANYONE WHO HAS
    INFORMATION, WHETHER IT BE
    PICTURES, VIDEO TO FORWARD THAT
    , INFORMATION TO US AND NOT POST
    IT ON SOCIAL MEDIA. KIM: THE ROAD CLOSURES SNARLED
    TRAFFIC AND PUBLIC
    TRANSPORTATION DOWNTOWN FOR
    PEOPLE TRYING TO GET TO WORK OR
    GO ABOUT THEIR BUSINESS.>>A LOT OF PEOPLE, IT TOOK TH
    SEVERAL HOURS TO GET IN GOING
    , AROUND THE BLOCK AND SHUT
    DOWNS, CUT OFFS, AND WHATEVER.>>I’M GONNA HAVE TO CATCH THE
    SUBWAY AND GO DOWN TO BALTIMORE
    STREET AND CATCH THE ORANGE
    , PURPLE, OR EVEN BLUE. KIM: BUT THOSE AFFECTED SAY
    THEY’RE MOST CONCERNED ABOUT THE
    MAN WHO LOST HIS LIFE.>>I’M SORRY TO HEAR ABOUT THAT
    PERSON. I’M REALLY SORRY TO HEAR ABOUT
    THAT. I WISH THE FAMILY. I’M SO SAD FOR THEM. KIM: POLICE ARE CONTINUING TO
    INVESTIGATE, BUT THE MTA SAYS
    IT’S A SOBERING EXAMPLE OF HOW
    POWERFUL THESE TRAINS AR
    PO

    Camden Yards Light Rail Service – NEW Late Night Schedule
    Articles, Blog

    Camden Yards Light Rail Service – NEW Late Night Schedule

    October 15, 2019


    It’s’s no secret why a lot of O’s fans
    are Light Rail fans too. Light Rail drops you off right at the
    entrance to Oriole Park without the hassle traffic or paying a
    lot for parking if you’re new to Light Rail here’s what
    you need to know. Give yourself plenty of time to get to
    the game Remember pay your fair before boarding Hang on to your fare card as proof of
    payment or use your CharmCard. Once you’ve arrived you’re just a few
    steps away from the entrance After the game please make you a
    promptly back to Light Rail. For games that and after Light Rail’s
    regular service the next and final train headed
    northbound to Hunt Valley leaves at 12:36 a.m. The next and final
    train headed southbound to Cromwell station leaves at 12:53 a.m. The next and final
    train headed southbound to BWI & Cromwell stations these at 1:08
    a.m. Thanks for taking the lightrail we hope
    you enjoy the trip for more information please visit MTA.Maryland.gov

    Sinkhole swallows Baltimore Light Rail platform, causing more issues
    Articles, Blog

    Sinkhole swallows Baltimore Light Rail platform, causing more issues

    October 15, 2019


    EVEN WORSE. WE HAVE A LOOK AT THE CONDITIONS
    THEY ARE TRYING TO FIX. DAVID IT’S AN ASTOUNDING
    : COMPLICATED MESS. THIS IS WHERE THE LIGHT RAIL
    PLATFORM USED TO BE. NEARBY THERE ARE TEST PITS TO
    DETERMINE WHETHER THEY’RE ANY
    MORE SINK HOLES ON THE HORIZON. WHEN THE LIGHT RAIL PLATFORM
    FELL INTO THE HOLE IT DAMAGED
    ANOTHER WATER MAIN. REPAIRS ARE UNDERWAY. THERE’S RAIN IN THE FORECAST SO
    DPW BUILT AN ASPHALT DAM AROUND
    THE AREA TO KEEP WATER OUT. STREETS REMAIN BLOCKED AND NO
    ONE CAN SAY FOR HOW LONG. THIS USED TO BE AN ELEVATED
    LIGHT RAIL PLATFORM. A SINK HOLE SWALLOWED IT. THE PLATFORM DAMAGED ANOTHER
    WATER MAIN WHICH IS BEING
    REPAIRED. IT IS ANOTHER CONSEQUENCE OF A
    MASSIVE WATER MAIN BREAK THAT
    HAPPENED NEAR HOWARD AND PRATT
    STREET ON MONDAY.>>IT HURTS US MORE BECAUSE
    WE’VE BEEN THROWN IN LIKE A
    TRICK BOX BECAUSE YOU DON’T KNOW
    WHAT YOU ARE GOING TO GET FROM
    ONE DAY TO THE NEXT. DAVID MONDAY’S BREAK COMBINED
    : WITH A TORRENTIAL DOWNPOUR
    LEAD TO THE COLLAPSE OF A VAULT
    UNDER PRATT STREET. IT INJURED A DPW ELECTRICAL
    WORKER WHO IS STILL IN THE
    HOSPITAL. CITY OFFICIALS SAY THE BREAK
    ITSELF HAS BEEN FIXED, BUT OTHER
    NEEDED REPAIRS REALLY HAVEN’T
    BEGUN. WATCHING THE WEATHER FORCAST,
    DPW BUILT AN ASPHALT DAM AROUND
    THE SINK HOLE AREA TO HOLD BACK
    WATER.>>OUR FOCUS RIGHT NOW IS TO
    REALLY MAKE THAT AREA SAFE AND
    MAKE SURE WE CAN PREPARE THE
    AREAS. DAVID: THE WATER MAIN BREAK AND
    RAIN FLOODED THE HOWARD STREET
    TUNNEL. CSX IS TESTING THOSE TRACKS. (
    {GROUND PENITRATING RADAR FROM
    — CREWS ARE USING GROUND
    PENETRATING RADAR TO MAKE SURE
    THERE ARE NO ADDITIONAL VOIDS
    UNDERGROUND. LIGHT RAIL REMAINS SUSPENDED
    BETWEEN HOWARD STREET AND CAMDEN
    YARDS.>>ME GETTING BACK AND FORTH TO
    WORK, IT IS AN CONVENIENCE
    INCOME A LOT. DAVID: THE ORIOLES ARE BACK IN
    TOWN FRIDAY. WHILE MANY WORRY ABOUT ADDING TO
    THE TRAFFIC NIGHTMARE OUT OF
    TOWN BASEBALL FANS ARE NOT.>>WE ARE IN TOWN FOR A
    CONFERENCE IT’S A LITTLE BIT OF
    A HASSLE TRYING TO GET TO OUR
    HOTEL BUT WE ARE GOING TO BE
    ABLE TO ENJOY THINGS BECAUSE WE
    ARE GOING TO BE ON FOOT. DAVID: TWO DOWNTOWN ARTERIES
    REMAIN CLOSED FOR SEVERAL
    BLOCKS. THIS INCLUDES A PORTION OF PRATT
    BETWEEN PACA AND SHARP STREETS
    AND HOWARD STREET BETWEEN
    LOMBARD AND CONWAY. NORTHBOUND 395 TRAFFIC IS BEING
    DIRECTED ONTO CONWAY. NO TIMETABLE YET ON WHEN REPAIRS
    WILL BE FINISHED.>>I THINK THIS IS GOING TO BE
    WEEKS, I CAN GIVE YOU AN EXACT
    TIMETABLE, THERE WILL BE PARTS
    THAT WE WILL BE RESTORING IT AS
    FAST AS POSSIBLE AND SAFELY AS
    POSSIBLE. DAVID: BACK LIVE NOW AT THE SINK
    HOLE. CREWS WILL BE WORKING AROUND THE
    CLOCK. LIGHT RAIL WILL BE THE LAST STEP
    IN THE REPAIR PROCESS. REPORT

    Sporvejsmuseet – indvielsen af Prag sporvognen
    Articles, Blog

    Sporvejsmuseet – indvielsen af Prag sporvognen

    October 15, 2019


    On June 22, 2019, the Tram Museum Skjoldnæsholm was able to introduce a completely new member to the museum. Prague Tram No. 7079, where the Czech ambassador in Denmark, Radek Pech could also be part of the presentation. The ambassador got the pleasure of driving the tram, well directed by one of the museum’s skilled wagon managers. The tramway museum has a large collection of trams and buses from both Denmark and abroad – – and also exhibitions. And of course there is the opportunity to take a tram ride on their path through the forest – – where, furthermore, originally the old Zealand Midtbane, which was closed in 1936. The Tram Museum Skjoldnæsholm is located by Jystrup close to Hvalsø and Ringsted. If you come by car, there are good parking facilities,
    where after you get into the museum by tram. The museum also has bus connections to Borup station, so you can also get by train. And often there are veteran trains with bus connections to the museum. Eg for Christmas, where there is also the opportunity to buy his Christmas tree and have it transported by train in the home. You can find timetables and calendar for events and opening hours at the museum at sporvejsmuseet.dk And otherwise I can recommend the youtube channel SporvognDK – who has several good films and stories with trams in Denmark.