CARRIAGE WORKS MOTORCYCLE WHEELS - HOT WHEELS MONSTER TRUCK GAMES - KOMATSU WHEEL LOADER
Carriage Works Motorcycle Wheels
- A two-wheeled vehicle that is powered by a motor and has no pedals
- a motor vehicle with two wheels and a strong frame
- MotorCycle is the title of a 1993 album by rock band Daniel Amos, released on BAI Records. The album was dedicated to the memory of songwriter Mark Heard.
- passenger car: a railcar where passengers ride
- characteristic way of bearing one's body; "stood with good posture"
- A means of conveyance, in particular
- a vehicle with wheels drawn by one or more horses
- A four-wheeled passenger vehicle pulled by two or more horses
- A circular object that revolves on an axle and forms part of a machine
- Used in reference to the cycle of a specified condition or set of events
- (wheel) a simple machine consisting of a circular frame with spokes (or a solid disc) that can rotate on a shaft or axle (as in vehicles or other machines)
- (wheel) change directions as if revolving on a pivot; "They wheeled their horses around and left"
- A circular object that revolves on an axle and is fixed below a vehicle or other object to enable it to move easily over the ground
- Activity involving mental or physical effort done in order to achieve a purpose or result
- A place or premises for industrial activity, typically manufacturing
- performance of moral or religious acts; "salvation by deeds"; "the reward for good works"
- plant: buildings for carrying on industrial labor; "they built a large plant to manufacture automobiles"
- whole shebang: everything available; usually preceded by `the'; "we saw the whole shebang"; "a hotdog with the works"; "we took on the whole caboodle"; "for $10 you get the full treatment"
- Such activity as a means of earning income; employment
Bristol Tramways & Carriage Company
Memories of the Bristol trams by Ted Bruton
The tram, of course, had been an important form of transport for many years, and Hanham was situated at the end of a tram route. The years before the second world war, though, were the years of the tram’s decline. Ted Bruton remembers the trams, and the sadness of their passing:
I started work at 14 years of age at Lysaght’s Tank Shop at Silverthorne Lane, or what everyone called the Feeder. We started work at 6.00am until 6.00pm, so it was on the tramcar. If you missed one there was always another one in ten minutes. Mine stopped at Lawrence Hill, then a fifteen minute walk to work and the same for the homeward journey.
Of course trains were the main form of transport then. Hanham was the end of the line for the trams running from Bristol. Once you started using the tramcar, within a matter of time you knew everyone on that particular journey. It was always there:- all winds and weathers - fog, snow, ice and blizzards.
In the fog the driver kept clanging his bell, operated by his foot. If there was ice on the line, he would also drop sand on the track to make the wheels
grip. You could feel sorry for the driver because he was out in all winds and weathers. Another advantage of the tram was, when I started driving, if I was caught in the fog in Bristol, I would stay behind the tram all the way home and arrive safely.
As kids, we used to spend hours watching the workmen repairing the lines. This was done with a machine which was on the lines and took its power through a pole which was clipped onto the overhead cables; they would grind the broken line and then arc-weld it, all done by the same machine. Then along would come a gang of men who would replace the flint stone and fill the gaps with boiling tar.
The Tram cars we listened for by putting our ear against the post that carried the overhead wires, then we could hear the hum of the approaching tramcar. We collected the used tickets from the disposal box when they stopped at the end of the line. People were very litter conscious in those days.
It was very sad when they decided to replace the trains with buses, I think we lost a good friend. Another sad thing about the trams is that nobody in the ‘powers that be’ in those days sought to preserve one or two, but still, that seemed to happen with most things around Hanham. If it was not blown up or damaged during the war, they pulled it down after.
Most of the tram services in Bristol finished on September 3rd, 1938. Final closing was October 1939, but the outbreak of war and fuel rationing left sixty-six trams still operating the Hanham, Kingswood, Bedminster routes. Hitler’s bombing put paid to that on the Good Friday Blitz of April 11th 1941, severing the main cables and power station. That was the end of tramcars for Hanham.Memories of Bristol Buses by Jack Britton
The bus service was to replace the tram as the most frequently used form of public transport. Here Jack Britton recalls the Bath bus and its dependability: The Bath bus you could tell the time by - punctual to the second. People would be heard asking "Has the Bath bus passed through?" My grandfather set his pocket watch by their punctuality; living near the High Street you knew certain times by the first tram car arriving in the morning, or the last one departing at night.
Rapid post-1918 residential development on this eastern fringe of the city, at the old tram terminus, naturally developed Hanham as a miniature dormitory. The mobility of labour accelerated as Hanham people found employment at Fry’s (Somerdale), Douglas’ (Kingswood), and finally at Patchway and Filton.
Efficient and plentiful public transport therefore became critical. This transport from the tram terminus was facilitated by Bence Brothers’ Country Buses, and centered on Hanham. The bodybuilding enterprise at nearby. Longwell Green was also developed by the Bence relatives. However, away from the main commuter routes, public transport remained limited. The river, though, was still an important centre of industry and trade.Here is another anecdote which indicates the effects of the economic depression on people’s lives:
The clanking trains during the years around 1930 suffered competition from a rowdy, robust newspaper seller who sat in a mobile chair for handicapped people, and outdid the clanging of the tram-wheels
by shouting "Paper", which was the Evening Times.
Mr Daiziel, for that was his name, told me he had injured his leg in the first world war, but had been refused a pension. However, a policeman informed me that he developed rheumatism from diving into the River Avon to rescue the many suicide
s in those days.
Mr Dalziel confirmed that he supplemented his income by such deeds, adding that he allowed the bodies to float down the river beyond the Bristol boundary, because he was paid some ten shillings for every body he recovered by the Bristol Authority, but only
Coast to Coast Badge
The annual NACC run from Hartlepool to Whitehaven, via Alston. 19th & 20th June 2010.
We all met at Tom?s house in Hartlepool ready to set off to the start point. So here we are 10:15 Saturday morning, scuttling up the gutter at the side of a bleak Durham dual carriage
way. The road surface would not be out of place on a lunar landscape, the traffic is heavy, it's cold, wet and blowing a gale. Ahead of me in the murk, I can just see my travelling companion Stewart on his Honda PF50 (stands for Pretty Fast). As I start to pedal against the wind and rain I think back to how we came to be here on the C2C this year. It all began when having snapped the fan belt of my Solex Flash and had to retire on last years event, John Shaw said “next year we should do it on something really feeble, our friction drivers?” I agreed even though the only friction driver I had then was my Solex 2200 and I would not attempt to go as far as the shops on that (Yes you do, I?ve seen you!) When I got back to France and told Stewart how things had gone he said that he would like to do it next year and would also find a suitable machine. We both set about sorting out transport and as a result Stewart rebuilt his Honda which was bought as a scrapper for 50 euros and I set about my Peugeot Bima. (Unlike some people neither of us cares what others ride as long as we are not expected to do the same and it does not scare the horses). By Christmas both rebuilds were well under way but John?s plans were now changing and he was heading off down the BSA Winged Wheel route. Anyway we all progressed towards running machines and after much pre-event testing on the empty roads of France, ended up at the start and set off into the rather unpromising morning.
As the rain eased a little I caught site of John?s bare legs flailing away at the pedals of the BSA and thought that as nothing had fallen off the Bima yet I would risk trying to catch up. As I hauled the throttle open I saw that we were all turning left onto a minor road so I cancelled the overtake and started the slow down procedure instead. Note both machines are fitted with ABS in the form of heavy walking boots. Once safely on the minor road, with the weather improving, I started pressing on again and inched passed the Winged Wheel. Shortly afterwards I entered a sweeping right hand bend and the engine died, fortunately there was a lay-by on the left so I pulled in as the speed fell away. Looking back I saw John pulling over too, but as he passed me I also saw that he had trouble, as what appeared to be a jet of fuel was spewing from the side of his fuel tank! As he came to a halt he gracefully threw the bike on its side and at the same time plugged the leak with his thumb. Suddenly there were lots of stopped bikes and helpful hands. John had lost his fuel tap so a search party retraced the fuel trail back up the road and found most of the missing bits. While John affected a repair to his machine which included bits of wire and insulation tape donated by Stewart I looked for my problem and found I had no spark. Martin of very original Mobylette fame kindly offered to take the Bima off my hands if I could not fix it, but fortunately I found a spark and we were all off again in improving weather. Not wishing to tempt fate further I tucked in between John and Stewart until we got to the pub at Chilton. After a brief halt and photo shoot we puttered away again for the run in to the lunch stop at Staindrop but not before Tom?s bike had shown just how difficult it could be when it did not want to start. With things starting to settle down a bit I was able to start taking an interest in the rest of the field. Cyclemasters look entertaining but judging by the fairly constant pedalling, hills could be hard work. Raleighs and Mobylettes were steaming past on the flat but seemed to lose a little on the hills. There was quite a gaggle of Fizzys not having the same problem on the hills and also seemed to be enjoying their trip. The Winged Wheel was setting a good pace in our little group but was limited by its overall gearing. Stewart's Honda appeared to be doing what they do so well, that is being reliable, using no fuel and passing me on all the hills! We reached the point where I broke down last year and I noted there were no bouquets of flowers rotting by the roadside so I didn?t stop and pressed on to the lunch halt at Staindrop. Fish and chips are a real treat for those of us who live in France but before we could race off on the afternoon section we watched Tom remove the rear section of his bike's exhaust which seemed to have become unstuck, this was donated to Stewart?s brother carefully wrapped in chip paper by John. Paul, Stewart?s brother with Lynda, Stewart?s wife were following as support and unofficial camera crew. Staindrop to High Force was fairly uneventful and as the weather was set fair, the bikes running well and me and the Bima knew our place, it was very pleasant. The only in
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