Part Worn Tyres Bristol

part worn tyres bristol
  • An industrial city and township in west central Connecticut; pop. 60,062
  • an industrial city and port in southwestern England near the mouth of the River Avon
  • Bristol is a city, unitary authority area and ceremonial county in South West England, west of London, and east of Cardiff. With an estimated population of 433,100 for the unitary authority in 2009,
  • A city in southwestern England; pop. 370,300. It is located on the Avon River about 6 miles (10 km) from the Bristol Channel
  • Bristol+ is a partnership board made up of media, creative and technology professionals, politicians and local government officers in Bristol, England.
  • A township in southeastern Pennsylvania, on the Delaware River; pop. 55,521
  • A rubber covering, typically inflated or surrounding an inflated inner tube, placed around a wheel to form a flexible contact with the road
  • (tyre) Sur: a port in southern Lebanon on the Mediterranean Sea; formerly a major Phoenician seaport famous for silks
  • A tire (in American English) or tyre (in British English) is a ring-shaped covering that fits around a wheel rim to protect it and enable better vehicle performance by providing a flexible cushion that absorbs shock while keeping the wheel in close contact with the ground.
  • A strengthening band of metal fitted around the rim of a wheel
  • (tyre) tire: hoop that covers a wheel; "automobile tires are usually made of rubber and filled with compressed air"
  • something determined in relation to something that includes it; "he wanted to feel a part of something bigger than himself"; "I read a portion of the manuscript"; "the smaller component is hard to reach"; "the animal constituent of plankton"
  • separate: go one's own way; move apart; "The friends separated after the party"
  • To some extent; partly (often used to contrast different parts of something)
  • partially: in part; in some degree; not wholly; "I felt partly to blame"; "He was partially paralyzed"
  • Very tired
  • affected by wear; damaged by long use; "worn threads on the screw"; "a worn suit"; "the worn pockets on the jacket"
  • careworn: showing the wearing effects of overwork or care or suffering; "looking careworn as she bent over her mending"; "her face was drawn and haggard from sleeplessness"; "that raddled but still noble face"; "shocked to see the worn look of his handsome young face"- Charles Dickens
  • Damaged and shabby as a result of much use
  • (wear) be dressed in; "She was wearing yellow that day"

When switching to diesel traction as part of the Modernisation Plan of the 1950s BR designed, and commissioned designs for, a large number of locomotive types. At this time (and arguably right up until Sectorisation in the 1980s), BR's regions had a high degree of autonomy, which extended as far as classes of locomotives ordered, and even the design criteria for those locomotives. Whilst almost all other diesel locomotives were diesel-electric, the Western Region employed a policy of utilising diesel-hydraulic traction, originally commissioning three classes of main line locomotives— a type 2 and two type 4s (later designations class 22, class 41 and class 42). With pressure to increase the speed of the transition from steam to diesel, volume orders for the class 22 and class 42 followed in 1957, a mere two years after the original orders, and well before any idea of performance or reliability could be gained. At the same time it was realised that all of the existing orders (both diesel-electric and diesel-hydraulic) were for types 1, 2 and 4; thus orders were placed for 101 Type 3 diesel-hydraulics (later Class 35). However the increasing demands for more powerful locomotives prompted a further order, in 1961, for 74 diesel-hydraulics of 2,700 hp (2,000 kW); so when the first locomotive was outshopped from Swindon Works in December 1961, less than a year after the order was placed, the Westerns were born. The theoretical advantage of diesel-hydraulic was simple—it resulted in a lighter locomotive than equivalent diesel-electric transmission. This resulted in better power/weight ratio, and decreased track wear. Unfortunately, it had two key disadvantages: The technology was proven in continental Europe, particularly Germany, but was new to the UK. It was considered politically unacceptable at the time for the UK government to order trains from foreign companies, let alone German companies so soon after the second world war. The most robust hydraulic transmissions were only capable of handling engines with power output of around 1500 hp (1120 kW); to build a more powerful locomotive would involve two diesel engines and two transmissions. Experience showed that the Bristol-Siddeley-Maybach engines were superior to those made by NBL-MAN, and although the use of twin engines in the same locomotive was new, the process did not produce any problems which were insurmountable. In the end the diesel-hydraulic experiment foundered on low fleet numbers, poor maintenance conditions, and design issues; not on its German heritage or development of a novel configuration. The Western With the Hymeks and Warships already in service, but proving under-powered for topline services, BR Western Region needed a high-powered locomotive for top-link services — the Western therefore needed two diesel engines to achieve the required power output. In keeping with their policy, a new locomotive with a hydraulic transmission was envisaged. Experience had shown that the Maybach engines in the Hymeks were superior to the MAN engines used in the Warships, particularly in power output. Also Maybach were able to offer their 12 MD engines rated at 1,350 bhp (1,010 kW) allied to a Voith transmission; a Mekydro transmission designed to handle such power could not be fitted into the British loading gauge. Prototypes sited the engines behind the driving cabs, but drivers found this too noisy; moving the engines centrally meant making the locomotive heavier, removing some of the design's advantage. In production use, the dual-engine arrangement turned out to have some advantages: in particular, the Westerns were able to continue operating with a single engine running in situations where more conventional single-engine designs would require rescue by another locomotive. This valuable property was intentionally duplicated in the later High Speed Trains, and was one reason for them having two power cars. The most serious continual problem with the class was the design fault mismatch between the Maybach MD655 engines and the Voith L630rV three speed hydraulic transmissions. The top gear ratio in the transmission was too high for the torque characteristics of the engine: the result was that a single locomotive could struggle to reach its claimed 90 mph (140 km/h) top speed in the absence of down grades, more so when work-weary and due for overhaul. These factors, combined with the 'Devon banks' (a major part of their running grounds) deleterious effect on tired engines, all conspired against the Westerns continuing in top-line service; their replacement by High Speed Trains provided the speed and comfort increases the Western Region sought. Towards the end, the Westerns were all allocated to Laira (Plymouth).
Wessex ECW Leyland Olympian Prototype National Express Double Deck Coach ADD 50Y
Wessex ECW Leyland Olympian Prototype National Express Double Deck Coach ADD 50Y
Following the new Transport Act that came into force in October 1980, which for the want of a better word, was deregulation. British Coachways started to run express coach services against the mighty National Express, then part of the National Bus Company, or NBC for short. Also a small Scottish coach company started to run express services, this company was called Stagecoach, now what happended to this company??? Trathens of Plymouth were the first UK operator to buy the Neoplan Skyliner, taking two in late 1981. Stagecoach were also another early customer to buy the Skyliner. Trathens and National Express joined forces to start running the up-market Rapide service, between Plymouth and London. National Express had to hire coaches from Trathens, until it had the ten Dennis Falcons, now that is another story. National Express seen its passenger loadings increase and decided that they wanted to run double deck coaches on the busy express services. NBC had to buy British, so turned to Leyland Bus, who jointly owned Bus Manufacturers Ltd, ECW, Bristol, Roe and Leyland National were all owned jointly by NBC and Leyland. The result was this prototype long wheelbase (appox 11.3-metres) ECW bodied Leyland Olympian double deck coach. Leyland would not build a three axle Olympian for the UK market, thus this was built on a two axle chassis, the result was a harsh ride, tyre scrub and a football pitch to turn on. The ECW body CH45/24F (EX20) was the standard body shell,but with a raked back upper-deck front screen and coach fittings. The National Express livery, did help to make this look like a double deck coach, rather than a bus. The Olympian, chassis number ON281 and type ONTL11/2Rsp(sp denotes special) was powered by the TL11 engine developing 245bhp, but later up-rated to 260bhp. The finished product, was handed over to the NBC during August 1982 and registered ADD 50Y, the original reg was SND 50X. Wessex operated this vehicle first on their Bristol London service, it later toured the country and was operated by Oxford, Midland Red and National Travel West. The NBC decided not to take the Olympian as their standard double deck coach,the MCW Metroliner became the standard NBC double deck coach. But the NBC did buy further long wheelbase ECW Olympians, which were used on commuter services into London, a number wore Green Line livery. My photograph shows ADD 50Y in service with Wessex, leaving Victoria Coach Station in September 1982.

part worn tyres bristol
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