document_title: Vision document

question_text: what is the purpose of system vision document

text: Vision document

text: This article does not cite any sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (March 2007) (Learn how and when to remove this template message)

text: A Vision Document is a document that describes a compelling idea or values or future state for a particular organization, product or service. It defines the stakeholders view of the product/service to be developed, specified in terms of the stakeholders key needs and features. Containing an outline of the envisioned core requirements, it provides the contractual basis for the more detailed technical requirements. It is much shorter and more general than a product requirements document or a marketing requirements document, which outline the specific product plan and marketing plan respectively.

text: For a developing country a vision document serves as an instrument of development planning, rather than a political statement. Based on a baseline survey, need based bench mark statement would help in the long run, with an appropriate time line.

text: Purpose[edit]

text: The Vision provides a high-level, sometimes contractual, basis for the more detailed technical requirements. It captures the "essence" of the envisaged solution in the form of high-level requirements and design constraints that give the reader an overview of the system to be developed from a behavioral requirements perspective. It provides input to the project-approval process and is, therefore, closely related to the Business case. It communicates the fundamental "why and what" for the project and is a gauge against which all future decisions should be validated.

text: Another name used for this artifact is the Product Requirement Document.

text: A vision document generally contains:

text:
Introduction
Business Needs/Requirements
Product/Solution Overview
Major Features (Optional)
Scope & Limitations
Other Needs

text: Timing[edit]

text: The Vision is created early in the Inception phase. It should evolve steadily during the earlier portion of the lifecycle, with changes slowing during Construction. It evolves in conjunction with the Business case and is meant to be revised as the understanding of requirements, architecture, plans, and technology evolves.

text: The Vision serves as input to use case modeling, and is updated and maintained as a separate artifact throughout the project. For agile projects, the Product Vision can feed into the user story development.


document_title: List of Ed, Edd n Eddy characters

question_text: who owns plank in ed edd and eddy

question_tokens: who owns plank in ed edd and eddy

root

text: List of Ed, Edd n Eddy characters

text: Creation

text: According to cartoonist and Ed, Edd n Eddy creator Danny Antonucci, he based the characters on real people in his life; the personalities of Ed, Edd, and Eddy are based on his own traits, and the activities of his two sons while the cul-de-sac children and the Kanker sisters were all based on children he grew up with.[1] Rolf is based on himself and his cousins, since he was part of an immigrant family, and grew up in a first generation foreign household with different customs and ways of living, compared to those born in Canada.[2] Jimmy is based on one of his cousins, who spent most of his time playing with girls than boys and was rather feminine.[3] Jonny and Plank are inspired by one of Antonucci's childhood friends, a loner who spent most of his time outside with his blanket.[3] He stated that he believed it was important to add Plank, a board of wood, to the show, and that he "thought it would be really cool to do the show with Plank taking on a character of his own" and to cause Jonny to do things he would usually never do.[1] Some wanted Plank to be able to talk, smile and blink as if he was alive, but Antonucci insisted that it should be treated as a piece of wood, brought to life by Jonny's imagination.[3]

tag: p

text: All the children have multicolored tongues; Antonucci said that the idea came after he saw his son and his friends with different-colored tongues because of eating different candy while he was working on a storyboard.[3] The characters went through a number of "walking cycles", a process used to determine how each character should walk or run, turn around, blink, etc. before the crew came up with the final product.[3]

text: Protagonists

text: Eddy

text: Eddy (Tony Sampson) is the self-appointed leader of the Eds. He is selfish, loud-mouthed, immature, greedy, and hot-tempered. He loves money, jawbreakers (which he likes to spend his ill-earned money on), dirty magazines (as hinted in "Luck of the Ed"), his room, and Chunky Puffs. Eddy ordinarily comes up with the plans for scamming people, but they usually fail, much to his frustration. Eddy will often, especially in the early seasons, slack off by suntanning or drinking a soda while his fellow Eds do all the work. His prized possessions include his magazines, king-sized bed, and disco ball. He also has a Barry White album and is a fan of Tom Jones. Eddy is the shortest of the Eds and takes this very seriously, hating the thought of people calling him short, suggesting he may have a Napoleon complex. Eddy sometimes boasts about his older brother and uses this to his advantage to gain respect. Like Kevin, Eddy can be cruel and acerbic, with a tendency to tease his peers, but deep down, Eddy only wants to be liked by everyone.

text: Edd (Double D)

text: Edd (Samuel Vincent) is the smartest of the Eds and the most polite, mature, and considerate of the three. As a result, he is more socially accepted by the rest of the kids than Ed and Eddy, usually acting as a peacemaker or offering the rest of the kids advice. To differentiate his homophonic name from Ed and Eddy, he is referred to as Double-D. Edd has a high IQ and is top of the class in most subjects at school, though he is the physically weakest of the Eds and despises P.E. and other sporting activities. As the most creative of the trio, he is able to construct things like planes, rocket cars, and roller coasters with junk he comes across and enjoys doing so. He also is able to play pedal steel guitar, but does not like to do so often. He often speaks using complex words and struggles to speak normally in high anxiety situations. His clothing usually consists of an red/orange shirt, purple shorts, red socks, cyan shoes, and a black ski hat with two white lines on it. He sleeps in a footed onesie, and in the later seasons and the movie, he wears a tie when going to school. Double D never willingly removes his hat (except while bathing), so it is unknown what lies under it; Ed and Eddy see him twice without it. Whatever his hat hides, Edd is self-conscious about it. He is also self-conscious about a gap in his front teeth thanks to Eddy poking fun at it. He is the only one of the trio to be an only child, and his parents leave sticky notes around his house as a means of communicating with him.

text: Like the other two Eds, Edd's personality is largely based upon series creator Danny Antonucci, who has said "there's my Edd side, neurotic, analytical, must be organized. Also if Eddy and Ed (single D) were not around, Edd would be happy with his own company, something that works for me too." Antonucci has also explained that the habit of Double Dee's parents to communicate with him through sticky notes was based on a habit of his own parents.[4]

text: Ed

text: Ed (Matt Hill) is the strong, airheaded, and usually quite random dogsbody of the group who has very short hair. He wears a red-and-white striped shirt, a green jacket with two white stripes on each sleeve and purple-blue jeans. His skin is yellow, unlike the other characters, and he is known to laugh a lot and is happy most of the time. Ed has amazing physical strength, which is humorously worked into many of the show's plots.[5] He has no chin and a unibrow, which is noted often by Eddy. His mind is a subculture grab-bag full of comics and monster movies,[5] which he often confuses with reality, and which leads him to speak in non sequiturs almost all the time. Ed (to the misfortune of many people) is utterly at the mercy of his tyrannical younger sister Sarah and is an easy target of her manipulations, with Sarah threatening to tell their mother if she does not get her way.

text: Ed is kindhearted, good-natured, and has a positive attitude towards almost everything and everyone, even to those who are not accommodating to him. He cares about the welfare of the other two Eds. He often sacrifices himself for his two best friends, the other cul-de-sac children, and even Sarah, for whom he cares deeply, though she treats him badly. He is absentminded and naive, making him the perfect candidate to help Eddy with his scams, as Ed hardly ever questions them. Even so, Ed never feels abused by Eddy.

text: Ed enjoys buttered toast, gravy, cereal (namely Chunky Puffs), pudding skin, chickens, comics and monster movies. Much to the dismay of mysophobic Edd, he has poor personal hygiene, even to the point of being terrified of soap and liking the smell of sweaty boots. Though the Eds were outcasts throughout the series, in the series' TV movie finale Ed, Edd n Eddy's Big Picture Show, the three become friends with all the cul-de-sac children; even Sarah starts treating Ed nicely.[6]

text: Creator Danny Antonucci explained Ed's inspiration saying, "Ed is...me, following his own path and slightly dysfunctional, a daydreamer who while people are doing one thing, will be busy thinking of another."[4] He also described Ed as "slow, living in his own world and he really doesn't fit in with the rest of the crowd,"[7] and explained that it was hard to decide who would voice him.[8] Ed ended up being voiced by Matt Hill.[8]

text: Supporting characters

text: Jonny

text: Jonny, also known as Jonny 2x4 (David Paul Grove), is a loner and considered by his peers to be a nuisance.[5] Jonny is often made fun of for his big head (Eddy usually refers to him as "Melonhead") and has a tendency of getting his head caught in branches when climbing trees. He talks a lot, and frequently gets on the other kids' nerves. He is rarely seen without his imaginary friend, a 2x4 wooden board with drawn-on eyes and a mouth, aptly named Plank.[5] Jonny seems innocent and gullible, and often forgives people no matter what they do. He does not seem to mind the antics of the Eds, and is often the most friendly out of all the cul-de-sac kids towards them. He is very protective of Plank, and will burst into acts of bravery or extreme aggression if Plank is stolen or harmed in some way. He does not seem to acknowledge that Plank is just an inanimate, silent, 2x4 piece of wood, and when asked for help with an imaginary friend, he claimed to have no clue what the Eds are talking about. He and Plank both have superhero alter egos (Captain Melonhead and Splinter the Wonderwood, respectively), which they assumed twice throughout the series; first in "Robbin' Ed" to thwart Eddy's "Thingamajig" scam and to fight Eddy's own one-time only alter ego, Professor Scam, and then in "Ed, Edd n Eddy's Big Picture Show" to hunt down and get revenge on the Eds. After "Big Picture Show," he and Plank become The Gourd and Timber the Dark Shard in order to take revenge on the entire cul-de-sac.

text: Jimmy

text: Jimmy (Keenan Christenson) is an insecure child, with a propensity to cry, and Sarah's best friend whom he is most often seen spending his time with.[5] Jimmy is highly accident-prone, often seen sporting bandages, casts, and braces (particularly headgear), and is considered the weakest kid in the cul-de-sac.[5] Though Jimmy has a cowardly, delicate, and effeminate personality, he truly wishes to be strong and muscular and many episodes demonstrate his desire for stardom. He can be crafty when motivated, and had twice made scams that were very successful. Jimmy has shown how deeply attached he is to Sarah when someone tries to take her away from him. For most of the series he wore a retainer to correct his teeth,[5] due to a bowling pin accident during one of Eddy's scams.

text: Sarah

text: Sarah (Janyse Jaud) is Ed's grouchy, spoiled, short-tempered younger sister who acts cute and kind to the Eds only when it suits her. She is commonly depicted with a disgruntled facial expression and treats her intimidated, trembling brother, frightened by his sister's constant threats of tattling on him, with complete disdain. Imposing, Sarah frequently orders people (sometimes even those of higher rightful authority than her) around, and her desires often have to be met or else she will fling herself into a violent temper tantrum or threaten the person in question. Throughout the course of the series, Sarah has been shown to possess an infatuation with Edd, but still occasionally subjects him to abuse due to guilt by association with the other Eds.

text: Kevin

text: Kevin (Kathleen Barr) is a stereotypical jock.[5] He is cynical, sarcastic and can be cruel at times.[5] Kevin has a garage full of jawbreakers, due to the fact that his father works at a jawbreaker factory. He loves customizing his bike, skateboards, and snowboards. When not riding his trusty bike, he usually hangs out with Rolf and Nazz in the Lane. He hates the Eds to the point of paranoia, but his animosity towards them is mostly geared towards Eddy. The two are mortal enemies and often go entirely out of their way to humiliate or physically harm each other at the first opportunity (with Eddy referring to Kevin as "Shovel Chin"). He tends to call the Eds "dorks" and has a habit of coming up with words merged with "dork" to suit the situation. Like Edd, Kevin normally wears a hat and rarely takes it off; in the episode Boys Will be Eds, Kevin takes off his hat for the first time and is shown to be bald, though a flashback episode reveals that he used to have long hair. In some episodes, he is shown to have a great fear of Eddy's brother; Eddy knows this and frequently uses his brother as leverage against Kevin.

text: Rolf

text: Rolf (Peter Kelamis) is a quirky, odd, and usually happy immigrant[5] of an undetermined origin and culture with odd customs (which he displays frequently, and it often involves a wide variety of meat) and has a thick accent to match.[5] He works on his parents' small farm within the cul-de-sac, and leads a scouting group called the "Urban Rangers," which includes Jimmy, Plank, and Jonny. Rolf usually refers to himself in third person, as well as being the son of a shepherd, in which he takes pride. His faithful farm animals are three pigs (one named Wilfred), a goat named Victor, at least six chickens (two named Bridget and Gertrude), a cow named Beatrice, and five sheep. He appears to be friendly with the Eds (whom he calls the "Ed boys") unless they make a fool out of him or offend him in some way, after which he is not afraid to use brute force. He seems to be very muscular, but this is usually only shown when he is angry. Rolf confuses the rest of the kids to no end with his unusual customs and food-making.

text: Nazz

text: Nazz Van Bartonschmeer (Tabitha St. Germain; Jenn Forgie; Erin Fitzgerald) is a good-natured, sweet, mature yet somewhat ditzy, fashionable local girl who normally treats her peers (including the Eds) respectfully; however, when antagonized she will react violently to the cause of her agitation or partake in harming the Eds as discipline for an alleged misdeed that they have committed. A majority of the male characters featured in the series are smitten with her, and an entire episode once chronicled their many failed attempts at wooing her. She also possesses a number of humorous eccentricities, such as the ability to yodel, substandard skills at playing a rather large tuba and is often depicted with poor table etiquette. Edd seems to be the Ed that Nazz is closest to, as he was the first character she'd kissed in the series in "The Day the Ed Stood Still", took him trick-or-treating in the Halloween special, and got him to dance with her at the school dance in "May I Have this Ed?". She appears to have a crush on Kevin, though he is mostly oblivious to this; he favors his bike more. Although the most mature of the neighborhood kids, she occasionally displays traits of the stereotypical "dumb blonde".

text: Other characters

text: Kanker Sisters

text: Lee (Janyse Jaud), Marie (Kathleen Barr), and May (Erin Fitzgerald; Jenn Forgie) are three half-sisters who serve as the main antagonists towards the cul-de-sac and its inhabitants.[5] Lee is the leader with curly red hair that covers her eyes, Marie has blue hair, and May is the buck-toothed blonde. They live in the nearby trailer park[5] called Park 'n' Flush. The mere presence of the Kankers is enough to terrify the cul-de-sac residents, and they have been shown to have volatile and destructive tempers. While all the Kankers supposedly like the Eds,[5] it has been shown that May prefers Ed, Marie prefers Edd, and Lee prefers Eddy. Throughout the series, each of the Kankers repeatedly get the Eds and privately force themselves onto them with romantic intention, much to their horror.

text: Eddy's Brother

text: Eddy's Brother (Terry Klassen) is mentioned frequently throughout the series, mostly by Eddy, though his name is never revealed. Eddy mentions how his brother taught him much about how to scam, and to be a con artist, and throughout the series many of the children are shown to have a great fear and respect for him. He was previously an unseen character, but he finally makes an appearance in the movie Ed, Edd n Eddy's Big Picture Show. Eddy's brother at first seems to be everything the other kids imagined, but it turns out that all of the folklore surrounding him was made up by Eddy to impress the other kids, and in reality he is a sadistic individual who refers to Eddy as a "pipsqueak" and bullies him mercilessly, which ultimately caused Eddy to become who he is. He works at the "Mondo a-Go Go" amusement park, but his specific job is unknown.

text: Reception, appearances in other media and merchandising

text: In 2004, the Eds also appeared in a short series of basketball commercials with NBA All-Star Steve Francis.[9] All three Eds have been the main roles in four Ed, Edd n Eddy-based video games, including Ed, Edd n Eddy: Jawbreakers! (2002),[10] Ed, Edd n Eddy: Giant Jawbreakers (2004),[11] Ed, Edd n Eddy: The Mis-Edventures (2005),[12] and Ed, Edd n Eddy: Scam of the Century (2007), [13] as well as appearing as playable characters in a number of Cartoon Network-based video games, including 2003's Cartoon Network: Block Party[14] and Cartoon Network Speedway.[15] All three Eds appear as Non-playable characters in the MMOG Cartoon Network Universe: FusionFall.[16] They also appear as Nanos (items that help the user or his/her party).[16] The Eds and Sarah have also been free toys in children's meals for Subway.[17] The three have also appeared on a number of Ed, Edd n Eddy T-shirts available for purchase on the Cartoon Network Shop.[18] A series of Ed, Edd n Eddy DVDs have been released.[19][20][21][22] The three have made a cameo appearance in a Foster's Home for Imaginary Friends episode, along with Dexter of Dexter's Laboratory,[23] and in a crossover of The Grim Adventures of Billy & Mandy and Codename: Kids Next Door entitled "The Grim Adventures of the Kids Next Door."[24] Ed appeared in the "Cartoon Network Elections 2004" with Grim from The Grim Adventures of Billy & Mandy as a team, and they ended up winning, due to the highest number of votes by viewers.[25]


document_title: History of the London Underground

question_text: when did they start building the london underground

text: History of the London Underground

text: The first underground railways (1863–1905)[edit]

text: In the first half of the 19th century, London had grown greatly and the development of a commuting population arriving by train each day led to traffic congestion with carts, cabs and omnibuses filling the roads.[3] By 1850 there were seven railway termini located around the urban centre of London[4] and the concept of an underground railway linking the City of London with these stations was first proposed in the 1830s. Charles Pearson, Solicitor to the City of London, was a leading promoter of several schemes,[5] and he contributed to the creation of the City Terminus Company to build such a railway from Farringdon to King's Cross in 1852 . Although the plan was supported by the City of London, the railway companies were not interested and the company struggled to proceed.[6] In 1854 the Metropolitan Railway (also known as the Met) was granted permission to build an underground line at an estimated cost of £1 million. [7] [8] With the Crimean War under way, the Met found it hard to raise the capital,[6] and construction did not start until March 1860.[9] The railway was mostly built using the "cut-and-cover" method from Paddington to King's Cross; east of King's Cross it was built by tunnelling and then followed the culverted River Fleet in an open cutting to the new meat market at Smithfield.[10][11] The 3.75-mile (6 km) railway opened to the public on 10 January 1863, using steam locomotives hauling wooden carriages.[12] It was hailed as a success, carrying 38,000 passengers on the opening day, borrowing trains from other railways to supplement the service.[13] In the first twelve months 9.5 million passengers were carried[11] and in the second twelve months this increased to 12 million.[14]

text: The Met's early success prompted a flurry of applications to parliament in 1863 for new railways in London, many competing for similar routes. The House of Lords established a select committee that recommended  an "inner circuit of railway that should abut, if not actually join, nearly all of the principal railway termini in the Metropolis". Proposals to extend the Met were accepted, and the committee agreed a proposal that a new company, the Metropolitan District Railway (commonly known as the District Railway), be formed to complete the circuit.[15][16] Initially, the District and the Met were closely associated and it was intended that they would merge. The Met's chairman and three other directors were on the board of the District, John Fowler was the engineer of both companies. The construction works for the extensions were let as a single contract[17][18] and the Met initially operated all the services.[19] Struggling under the burden of high construction costs, the District's level of debt meant that merger was no longer attractive to the Met and its directors resigned from the District's board. To improve its finances, the District terminated the operating agreement and began operating its own trains.[20][21] Conflict between the Met and the District and the expense of construction delayed further progress on the completion of the inner circle.[22] In 1879, the Met now wishing to access the South Eastern Railway via the East London Railway (ELR), an Act of Parliament was obtained to complete the circle and link to the ELR.[23] After an official opening ceremony on 17 September and trial running, a complete Circle line service started on 6 October 1884.[24]

text: The Metropolitan Railway had been extended soon after opening, reaching Hammersmith with the Great Western Railway in 1864 and Richmond over the tracks of the London and South Western Railway (L&SWR) in 1877.[25] The Metropolitan & St John's Wood Railway opened as a single track branch from Baker Street to Swiss Cottage, and this was to become the Met's most important route as it expanded north into the Middlesex countryside, where it stimulated the development of new suburbs. Harrow was reached in 1880, and the line eventually extended as far as Verney Junction in Buckinghamshire, more than 50 miles (80 kilometres) from Baker Street and the centre of London. From the end of the 19th century, the railway shared tracks with the Great Central Railway route out of Marylebone.[26]

text: By 1871, when the District began operating its own trains, the railway had extended to West Brompton and a terminus at Mansion House.[27] Hammersmith was reached from Earl's Court and services reached Richmond, Ealing, Hounslow and Wimbledon. As part of the project that completed the Circle line in October 1884, the District began to serve Whitechapel.[28] As a result of the expansion, by 1898, 550 trains operated daily. [29] Services began running to Upminster in 1902, after a link to the London, Tilbury & Southend Railway had been built.[30]

text: Electric underground railways (1900–1908)[edit]

text: Deep-level tubes[edit]

text: In 1869, a passage was dug through the London Clay  under the Thames from Great Tower Hill to Pickle Herring Stairs near Vine Street (now Vine Lane). A circular 7-foot-diameter (2.1 m) tunnel was dug 1,340 feet (410 m), using a wrought iron shield, a method that had been patented in 1864 by Peter William Barlow. A railway was laid in the tunnel and from August 1870 a wooden carriage conveyed passengers from one side to the other. This was uneconomic and the company went bankrupt by the end of the year and the tunnel was converted to pedestrian use, becoming known as the Tower Subway.[31][32] Construction of the City and South London Railway (C&SLR) was started in 1886 by James Henry Greathead using a development of Barlow's shield. Two 10-foot-2-inch (3.10 m) circular tunnels were dug between King William Street (close to today's Monument station) and Elephant and Castle.  From Elephant and Castle, the tunnels were a slightly larger 10 feet 6 inches (3.20 m) to Stockwell.[33] This was a legacy of the original intention to haul the trains by cable. The tunnels were bored under the roads to avoid the need for agreement with owners of property on the surface. The original intention to cable-haul the trains changed to electric power when the cable company went bankrupt. A conductor rail energised with +500 volts DC conductor rail for the northbound tunnel and −500 volts for the southbound laid between the running rails, though offset from the centreline, powered the electric locomotives that hauled the carriages.  The carriages were fitted with small windows and consequently were nicknamed padded cells.[34][35][36] By 1907, the C&SLR had extended from both ends, south to Clapham Common and north to Euston.[37]

text: In 1898, the Waterloo & City Railway was opened between London & South Western Railway's terminus at Waterloo station and a station in the City. Operated by the L&SWR, the short electrified line used four-car electric multiple units.[38] Two 11 feet 8 1⁄4 inches (3.562 m) diameter tunnels were dug beneath the roads between Shepherd's Bush and Bank for the Central London Railway (CLR). In 1900 this opened, charging a flat fare of 2d (approximately 83p today),[39] becoming known as the "Twopenny tube" and by the end of the year carrying nearly 15 million passengers. Initially electric locomotives hauled carriages, but the heavy locomotives caused vibrations that could be felt on the surface. In 1902–03 the carriages were reformed into multiple units using a control system developed by Frank Sprague in Chicago. The CLR was extended to Wood Lane (near White City) in 1908 and Liverpool Street in 1912.[40] The Great Northern & City Railway was built to take main line trains from the Great Northern Railway (GNR) at Finsbury Park to the City at a terminus at Moorgate. However the GNR refused permission for trains to use its Finsbury Park station, so platforms were built beneath the station instead and public service on the line, using electric multiple units, began in 1904.[41]

text: District and Metropolitan electrification[edit]

text: On the District and Metropolitan Railways, the use of steam locomotives led to smoke-filled stations and carriages that were unpopular with passengers and electrification was seen as the way forward.[42] Electric traction was still in its infancy and agreement would be needed between the two companies because of the shared ownership of the inner circle. In 1901 a Metropolitan and District joint committee recommended the Ganz three-phase AC system with overhead wires. Initially this was accepted by both parties,[43] until the District found an investor, the American Charles Yerkes, to finance the upgrade. Yerkes raised £1 million (1901 pounds adjusted by inflation are £99.6 million) and soon had control of the District Railway.[44] His experiences in the United States led him to favour DC similar to that in use on the City & South London Railway and Central London Railway. The Metropolitan Railway protested about the change of plan, but after arbitration by the Board of Trade the DC system was adopted.[45]

text: The Metropolitan electrified its new line from Harrow to Uxbridge and the route to the inner circle at Baker Street,[45] using separate positive and negative conductor rails energised at 550–600 V.[46]  The District electrified its unopened line from Mill Hill Park (now Acton Town) to South Harrow and used this line to test its new trains and train drivers.[47] Electric multiple units began running on the Metropolitan in January 1905 and by March all local services between Baker Street and Harrow were electric.[48] Electric services began on the District Railway in June 1905 between Hounslow and South Acton.[49] In July 1905 the District began running electric trains from Ealing to Whitechapel and on the same day the Met and the District both introduced electric units on the inner circle until later that day an incompatibility was found between the way the shoe-gear was mounted on the Met trains and the District track. The Met trains were withdrawn from the District lines and modified, full electric service starting on the circle line in September.[50][51] In the same month, after withdrawing services over the un-electrified East London Railway and east of East Ham, the District were running electric services on all remaining routes.[52] The GWR electrified the line between Paddington and Hammersmith and the branch from Latimer Road to Kensington (Addison Road). An electric service with jointly owned rolling stock started on the route in November 1906.[53] In the same year, the Met suspended running on the East London Railway, terminating instead at the District's station at Whitechapel.[54] The Metropolitan Railway beyond Harrow was not electrified so services were hauled by an electric locomotive from Baker Street and changed for a steam locomotive en route.[45]

text: Integration (1902–1933)[edit]

text: Underground Electric Railways Company of London[edit]

text: The Charing Cross, Euston and Hampstead Railway, was authorised from Charing Cross to Hampstead and Highgate in 1893, but had not found financial backing. Yerkes bought the rights in 1900, and obtained additional approval for a branch from Camden Town to Golders Green.[55] The Baker Street and Waterloo Railway had been authorised to run from Baker Street to Waterloo station.[56] Work began in 1898, and extensions to Paddington station and Elephant & Castle were authorised in 1900, but came to a halt when the collapse of their financial backers in 1901. Yerkes bought the rights to this railway in 1902.[55] The District had permission for a deep-level tube from Earl's Court to Mansion House and in 1898 had bought the Brompton and Piccadilly Circus Railway that had authority for a tube from South Kensington to Piccadilly Circus. The District's plans were combined by Yerkes with those of the Great Northern and Strand Railway, a tube railway with permission to build a line from Strand to Finsbury Park, to create the Great Northern, Piccadilly and Brompton Railway.[57] In April 1902, the Underground Electric Railways Company of London (UERL) was established, with Yerkes as chairman, to control these companies and manage the planned works.[55]

text: On 8 June 1902, the UERL took over the Metropolitan District Traction Company.[58] The UERL built a large power station that would be capable of providing power for the District and underground lines under construction. Work began in 1902 at Lots Road, by Chelsea Creek, and in February 1905 Lots Road Power Station began generating electricity.[59] For the three lines similar electric multiple units were purchased, known as "Gate Stock" as access to the cars was via lattice gates at each end operated by gatemen.[60] As on the District Railway the track was provided with separate positive and negative conductor rails, in what was to become a London Underground standard.[61] A number of the surface buildings, with an exterior of glazed dark red bricks, were designed by Leslie Green and 140 electric lifts were imported from America from the Otis Elevator Company.[61] A length of the Baker Street & Waterloo between Baker Street and Kennington Road (now Lambeth North) opened in March 1906, and the line reached Edgware Road the following year. It was named the 'Bakerloo' in July 1906, called an undignified "gutter title" by The Railway Magazine.[55] The Great Northern, Piccadilly & Brompton Railway (the Piccadilly) opened from Finsbury Park to Hammersmith in December 1906, the Aldwych branch opening the following year.[55] "Moving staircases" or escalators were first installed at Earl's Court between the District and Piccadilly line platforms, and at all deep level tube stations after 1912.[62] The last, the Charing Cross, Euston & Hampstead (the Hampstead) opened in 1907, and ran from Charing Cross to Camden Town, before splitting into two branches going to Golders Green and Highgate (now Archway).[55][63]

text: London Underground[edit]

text: To promote travel by the underground railways in London a joint marketing arrangement was agreed that included maps, joint publicity and through ticketing. UNDERGROUND signs were used outside stations in Central London.[64] The UERL acquired London bus and tram companies in 1912 and the following year the City & South London and Central London Railway joined the company. That year the Great Northern & City was taken over by the Met.[62] Suggestions of merger with the Underground Group were rejected by the Metropolitan, a press release of November 1912 noting its interests in areas outside London, its relationships with main line railways and its freight business.[65] Further coordination in the form of a General Managers' Conference faltered after the Metropolitan withdrew in 1911 when the Central London Railway, without any reference to the conference, set its season ticket prices significantly lower than those on the Met's competitive routes.[66] The UERL introduced station name boards with a red disc and a blue bar and the Met responded with station boards showing a blue bar on a red diamond.[64]

text: In 1913 the Bakerloo line reached Paddington, and the following year the Hampstead line was extended south of its Charing Cross terminus to an expanded interchange station (currently known as Embankment) with the Bakerloo and District lines.[62] The Bakerloo line was extended north to Queen's Park to link up with the London & North Western Railway's new electric line from Euston to Watford Junction. The start of World War I in 1914 delayed construction, trains reaching Queen's Park in 1915 and Watford Junction in 1917.[62] An extension of the Central line west to Ealing was started in 1913 and, also delayed by the war, was completed in 1920.[62] The war saw growth in traffic and a shortage of men, so women were recruited as temporary replacements in traditional men's jobs such as guards, clerks, painters and cleaners. London saw its first air raids in 1915, and people used the tube stations as bomb shelters.[67]

text: After the war new trains were purchased to run on the Metropolitan, District, Bakerloo and Piccadilly lines, the Piccadilly line trains having air-operated sliding doors. In the 1920s, taking advantage of government backed financial guarantees for capital projects that promoted employment, there were major extensions of the City & South London and the Hampstead lines. The tunnels of the City & South London Railway were rebuilt to have the same diameter of the other tubes, and the extended north from Euston to a junction with the Hampstead line at Camden Town, and south to Morden. The Hampstead line was extended to the north from Golders Green to Edgware and south to another junction with the City & South London at Kennington, this opening in 1926.[68] Although physically connected, the lines were still officially named the City Railway and Hampstead & Highgate line. The lines were to be known as the Edgware, Highgate and Morden and the Morden-Edgware[69] until finally renamed the Northern line in 1937.[70] Also during the 1920s the original tube gate stock was replaced with 1,460 cars of Standard Stock with air-operating sliding doors, except for the Central line where the cars were refurbished. Busy central London stations were modernised with escalators replacing lifts.[71]

text: Unlike other railway companies in the London area, the Met was able to develop land for housing. After World War I they promoted housing estates near the railway with the "Metro-land" brand and nine housing estates were built near stations on the line.[72][73] Taking advantage of the Treasury guarantees electrification was extended north from Harrow to Rickmansworth and a short branch opened from Rickmansworth to Watford in 1925. In the 1920s more powerful electric and steam locomotives were purchased and Metropolitan Railway stations were redesigned by their architect Charles W Clark.[74]

text: With finance guaranteed by the government the Piccadilly lines and Metropolitan were extended in the early 1930s.[75] The Metropolitan opened a line from Wembley Park to Stanmore,[76] and the Piccadilly line was to extend north from Finsbury Park to Cockfosters and west from Hammersmith and took over the District line Harrow and Hounslow branches.[77] Several stations were rebuilt in a Modernist style influenced or designed by Charles Holden,[78] who called them his 'brick boxes with concrete lids'.[79] Piccadilly line trains took over the District service to South Harrow in 1932, reaching Uxbridge the following year.[80][54] Piccadilly trains reached Cockfosters and Hounslow West in 1933, although District line services to Hounslow continued until 1964.[77][54]

text: London Passenger Transport Board (1933–1947)[edit]

text: In 1933, Harry Beck's diagrammatic tube map appeared for the first time. On 1 July 1933, the London Passenger Transport Board (LPTB), was created as a public corporation and the Metropolitan, the UERL underground railways, tramway companies and bus operators were merged into one organisation.[81] On the former Metropolitan Railway the Brill Branch closed in 1935, followed by the line from Quainton Road to Verney Junction in 1936. It was proposed to electrify to Amersham with additional tracks from Harrow to Rickmansworth and to extend the Bakerloo line to Stanmore to relieve the bottleneck on the Metropolitan from Baker Street to Finchley.[82] Before any work was started on the Met, the 1935–1940 New Works Programme was announced. This included extending the Central line to Stratford and then onto Epping and Ongar and the Northern line was to be extended north to High Barnet, Alexandra Palace and Bushey Heath and link up with the isolated Great Northern & City Railway, renamed the Northern City Line, which was to be extended beyond Finsbury Park to link up at Highgate.[83]

text: New trains were delivered before the outbreak of World War II in 1939, including 573 cars for the District and Metropolitan lines and 1,121 new cars (1938 Stock) for the tube lines.[84] Following the outbreak of war, services on the Northern line between Strand (now Charing Cross) and Kennington were suspended as the tunnels under the Thames were blocked as a defence against flooding.[85] The Metropolitan Pullman cars were placed into store and first class was removed from London Underground services.[86][87] The New Works Programme continued, albeit at a reduced pace, the Bakerloo line taking over the Stanmore branch from the Metropolitan in November 1939. The Northern line reached Mill Hill East in May 1941, but by then work on the other Northern and Central line extensions had been suspended.[88] The bombing of London and especially the Blitz led to the use of many tube stations as air-raid shelters, with 175,000 people arriving every night in August 1940.[89] Six stations were breached by a direct hit,[90] and in March 1943, 173 people died in a crowd crush accident at the unfinished Bethnal Green station.[91] In the 1940s a depot built for the Northern line extension and an unfinished stretch of the Central line extension, the underground section between Newbury Park and Leytonstone, was turned into  aircraft factory.[92] The closed Brompton Road station was used as an anti-aircraft control room.[93] The closed Down Street station was used by Winston Churchill and the War Cabinet and the Railway Emergency Committee.[94]

text: Before the war, the Olympia exhibition centre had been served by the Metropolitan line and by a service from Earl's Court to Willesden Junction.[78] Following bombing in 1940 passenger services over the West London Line were suspended. This left the exhibition centre without a railway service, so after the war the station was renamed Kensington (Olympia) and served by a District line shuttle from Earl's Court.[95] The Central line extensions in east and west London were completed, tube trains running to Epping from 1949.[96]

text: Nationalisation (1947–2000)[edit]

text: Britain's railways were nationalised on 1 January 1948, and London Transport placed under the authority of the British Transport Commission (BTC). The BTC prioritised the reconstruction of the main line railways over the maintenance of the Underground and most of the unfinished plans of the 1935–40 New Works Programme were shelved or postponed.[96] For the tube lines new cars (1949 Stock) were built to run with the 1938 stock.[97] Some of the cars on the District line were in need of replacement, and in 1953 an unpainted aluminium train (R Stock) entered service, and this became the standard for new trains,[98] and was followed by 1959 tube stock.[99] After experiments with an AEC lightweight diesel multiple unit in 1952,[97] steam trains were removed from the Central line following the electrification of the Epping–Ongar section in 1957.[96]

text: Between 1963 and 1970, London Transport reported directly to the Minister of Transport, before control passed to the Greater London Council.[100] Electrification work on the Metropolitan line, suspended due to the war, had restarted in 1959.[101] The line was electrified to Amersham and the unpainted aluminium (A Stock) replaced steam trains, British Rail providing services for the former Metropolitan line stations between Amersham and Aylesbury.[102]

text: Victoria line and Jubilee line[edit]

text: The Victoria line was recommended in a 1949 report as it would reduce congestion on other lines. After some experimental tunnelling in 1959, construction began in 1963 and, unlike the earlier tubes, the tunnels did not have to follow the roads above. The line was originally approved to run from Walthamstow to Victoria station, the extension to Brixton being authorised later.[103] As part of the works, Oxford Circus station was rebuilt to allow interchange with the Central and Bakerloo lines. Cross platform interchanges were built at Euston, Highbury & Islington and Finsbury Park.[104] After running trains from Walthamstow, first to Finsbury Park and then to Warren Street in 1968, the line to Victoria was officially opened in March 1969.[105] The extension to Brixton opened in 1971.[106] Designed for automatic train operation, access to the platforms was by using magnetically encoded tickets collected by automatic gates.[107]

text: The Moorgate tube crash occurred on 28 February 1975 on the isolated Northern City Line when a southbound train failed to stop at the Moorgate terminus and crashed into the wall at end of the tunnel, killing forty-four people. No fault was found with the train equipment, the subsequent report found that there was insufficient evidence to determine the cause. Following the incident, a system that stops a train automatically if the driver fails to brake was introduced at dead-ends on the London Underground.[108] The Northern City Line was connected to British Rail tracks at Finsbury Park in the 1970s. The last tube train ran in October 1975, and British Rail services began in 1976.[109] In 1977, the Piccadilly line was extended from Hounslow to Heathrow Airport, and in 1986 a platform serving Terminal 4 opened on a loop line.[110]

text: The Fleet line through central London was first proposed in 1965, taking over the Bakerloo line's Stanmore branch at Baker Street and then running via Fleet Street to Lewisham. To simplify planning the construction was divided into stages, and the first stage from Baker Street to Charing Cross had all the necessary approvals by 1971.[111] Work began the following year and tunnelling had been completed in 1976.[112] After the line had been renamed the Jubilee line in honour of Queen Elizabeth's Silver Jubilee in 1977,[113] the line opened in April 1979 using trains that had been running on the Bakerloo line.[114]

text: In 1981, the Greater London Council (GLC) introduced the 'Fares Fair' scheme, a system of fare zones for bus and underground trains, cutting the average fare by 32 per cent. This was challenged in court, the GLC lost and fares doubled in 1982. The fare zones were retained and fares dropped slightly the following year. In 1983 the Travelcard allowed travel within the specified zones on buses and underground trains, and was followed in Capitalcard in 1985 that included British Rail services. In 1984 control of London Buses and the London Underground passed to London Regional Transport (LRT), which reported directly to Secretary of State for Transport.[115]

text: By the early 1980s, the pre-war trains had been replaced by new unpainted aluminium trains. One person operation had been planned in 1968, but conflict with the trade unions delayed introduction.[116] The Metropolitan, East London, District and Circle lines were converted in 1985–86, the Piccadilly, Jubilee and Bakerloo lines following in 1987–88. One Person Operation was introduced on the Central and Northern lines after they received new trains in the early 1990s.[117][118]

text: King's Cross fire[edit]

text: The King's Cross fire killed 31 people in November 1987 when a lit match set fire to a wooden escalator. In the subsequent report London Underground was strongly criticised for its attitude to fires[119] and its publication led to resignations of senior management in both London Underground and London Regional Transport and to the introduction of new fire safety regulations.[120][121] A Fire Safety Code of Practice was drawn up for rolling stock and this led to internal refurbishment of the trains that included replacing the interior panelling and fitting or improving the public address systems.[122]

text: At the same time, the exterior of the trains were painted as it had proved difficult to remove graffiti from unpainted aluminium. The first refurbished trains were presented to the media in September 1989, and the project launched in July 1991.[123] In 1994 LRT took over control of the Waterloo and City line.[54] The Epping–Ongar branch of the Central line and the Aldwych branch of the Piccadilly line closed in the same year.[54] Options were considered to link the Docklands with central London and an extension of the Jubilee line to Stratford was chosen. Approved in 1993,[124] the stations were built to be fully accessible and with platform edge doors.[125] There was pressure on London Transport to get the line open in time for the opening of the Millennium Dome on 1 January 2000 and the extension opened in stages from Stratford, with through running from 22 November 1999, when the Charing Cross terminus closed.[126]

text: Transport for London (from 2000)[edit]

text: Transport for London (TfL) was created in 2000 as part of the Greater London Authority by the Greater London Authority Act 1999.[127]

text: Public–private partnership[edit]

text: In 1999, before control was passed to TfL, London Underground was split up so that a public–private partnership (PPP) arrangement could be put in place, with London Underground remaining a public company running the trains while private companies were responsible for upgrading the railway. Three packages of 30-year franchises were drawn up, covering the Jubilee, Northern and Piccadilly lines (JNP), the Bakerloo, Central Victoria and Waterloo and City lines (BCV) and the sub-surface lines, the Metropolitan, District, Circle, East London and Hammersmith & City lines (SSL).[128] In 2003 the BCV and SSL contracts were won by Metronet (a consortium of Balfour Beatty, WS Atkins, Bombardier, EDF Energy and Thames Water), while JNP was won by Tube Lines;[129] these were known as the "infracos" (infrastructure companies). In 2000 overall control of the system passed to TfL, which had been opposed to the arrangement.[130][131] Metronet went into administration in 2007, and TfL took over responsibilities, and TfL also took over Tube Lines in 2010.[129]

text: Creation[edit]

text: The Mayor of London, Ken Livingstone, was sceptical about the practicality of the PPP plan, and brought in the American Bob Kiley as London's Transport Commissioner to repeat his success with the New York City Subway using public bond finance.[132][133] Taking office in 2000 as London's first directly elected mayor, it was difficult for Livingstone to block the PPP process, which was entirely in the national Government's hands as it still owned London Underground, which was not transferred to local control until July 2003.[134] Kiley was fired from the board of London Regional Transport (of which he had been chairman) in 2001 over his attempts to block the PPP scheme.[135] Livingstone mounted a legal challenge, but eventually dropped it as it was unlikely to succeed,[136] and Tube Lines and Metronet reached financial close on the contracts in December 2002 and March 2003 respectively.[137] It was later revealed that the legal challenge had cost £4.2 million directly, as well as £36 million reimbursed to the bidders for costs incurred because of the six-month delay.[138] In April 2005 TfL criticised Metronet, saying it had given capital construction work to its shareholders, whilst Tube Lines, which had competitively tendered its work, was performing much better. TfL also said that new technology promised by Metronet had yet to be seen — "We were supposed to be getting private sector expertise and technology with the PPP (Public Private Partnership) but instead they are just using the same old kit."[139]

text: In March 2005, the House of Commons Public Accounts Committee, charged with ensuring value for money in public spending, published a report concluding that it was "impossible to determine" whether the PPP was better value than a publicly run investment programme, primarily because of the untested periodic review structure of the 30-year contracts.[140] These were to be revised every 7.5 years, meaning that the ultimate price for the promised £15.7 billion of investment was still unknown. It noted that using public bond finance would have saved £90 million a year in financing costs, even though the Government guaranteed repayment of 95% of costs in the event of premature termination, and the contracts placed limits and exemptions on financial risk transferred to the infrastructure companies. The system still received an annual public subsidy of £1 billion, but its spending was now determined entirely by the infracos' interpretation of their 2000-page PPP contracts. Although the private operators were expected to receive at least 18–20% returns on capital (for Metronet), for the type of risk associated with major upgrades, most of the work was low-risk maintenance and replacement. The public-sector procurement option (using private companies for specific major projects) would also have saved the £455 million cost of concluding the PPP contracts, not to mention the five years' delay the contract negotiations caused.[137]

text: Performance[edit]

text: In April 2005, Bob Kiley pressed for an urgent review of the PPP, describing its performance as  "bordering on disaster".[141] A week later the chief executive of Metronet was sacked, after complaints that it had made £50m profit despite being behind on all its major works.[141][142] By April 2005, it had started work on only 13 station refurbishments (instead of 32 as scheduled), and was more than a year behind on the refurbishment of 78 District line trains. It was also behind on its track replacement programme, having completed 28 km instead of the scheduled 48 km.[143]

text: In March 2005, the House of Commons Transport Select Committee noted that "Availability is the most important factor for Tube travellers. All the infracos needed to do to meet their availability benchmarks was to perform only a little worse than in the past. On most lines, they did not even manage that."[144]

text: Metronet was also declared at fault by an accident investigators' report into a May 2004 derailment at White City, for failing to implement sufficient safety checks despite being ordered to do so by TfL.[145][146]

text: TfL takes over infracos[edit]

text: Metronet, using its shareholders as its main contractors, was unable to meet its targets and track replacement and station refurbishments fell behind schedule. With increased costs it went into administration in 2007 and TfL took over responsibilities.[147]

text: The UK government tried to find another private firm to fill the vacuum left by the liquidation of Metronet. However, only TfL expressed a viable interest in taking over Metronet's responsibilities. The case for PPP was also weakened in 2008 when it was revealed that the demise of Metronet had cost the UK government £2bn. The five private companies that made up the Metronet alliance had to pay £70m each towards paying off the debts acquired by the consortium. But due to a deal struck with the government in 2003, when the PPP scheme began operating, the companies were protected from any further liability. The UK taxpayer therefore had to foot the rest of the bill. This undermined the argument that PPP would place the risks involved in running the network into the hands of the private sector.[148]

text: By 2010, Tube Lines was behind schedule on the Jubilee line upgrade and after conflict arose over costs of future work in that year's PPP review,[149] TfL bought Tube Lines for £310m ($458m).[129][150]

text: Recent history[edit]

text:
The Oyster card, a stored-value contactless smart card that can be used on Transport for London services instead of a ticket, first went on sale in 2003. The scheme was originally managed as a PPP by TranSys; TfL bought the rights to the Oyster card name in 2008.[151][152][153]
On 7 July 2005 three bombs exploded on underground trains, two on the Circle line at Aldgate and Edgware Road and the third on the Piccadilly line between King's Cross and Russell Square. Later the same day a bomb exploded on a bus in Woburn Place. Four suicide bombers had killed themselves and fifty-two other people, and it took over a month before underground services had been restored.[154][155] In 2007 the East London line, operated as an isolated shuttle since 1939, closed so that it could be converted into a London Overground line.[54][156] In December 2009 the Circle line changed from serving a closed loop around the centre of London on the north side of the River Thames to a spiral serving Hammersmith.[157] On the Jubilee line a seventh car was added to all trains, in 2006 and a new signalling system allowing automatic operation was commissioned in 2011.[158][159] On the Victoria line, new trains were introduced between July 2009[160] and June 2011,[161] and a new signalling system has allowed 33 trains per hour from January 2013.[159] The sub-surface (Metropolitan, District, Circle and Hammersmith & City) lines have been upgraded, with new air-conditioned S Stock. Also, the sub-surface track, electrical supply and signalling systems are also being upgraded in a programme allowing an increased peak-hour capacity by the end of 2018.[159][162] A single control room for the sub-surface network is to be established in Hammersmith and an automatic train control (ATC) system will replace signalling equipment installed from the 1940s.[162][163]

text: Goods traffic[edit]

text: Goods trains ran over Metropolitan tracks from 1866 when the Great Northern Railway (GNR) and then the Midland Railways began a service to south of the Thames via Farringdon and Snow Hill tunnel. Goods depots were opened in the Farringdon area, accessed from the City Widened Lines. The GWR opened Smithfield Market Sidings in 1869, the GNR opened its depot in 1874, and the Midland in 1878.[164] The Midland also negotiated running rights over the District Railway from the London & South Western Railway at Hammersmith to South Kensington in 1876 and in 1878 it opened coal depots at Kensington High Street and West Kensington.[165]

text: Goods traffic was to play an important part of Metropolitan traffic on the extension line out of Baker Street. In 1880, the Met started conveying coal from Finchley Road to Harrow. Goods and coal depots were provided at most of the stations on the extension line as they were built.[166] Goods for London were initially handled at Willesden, with delivery by road[167] or by transfer to the Midland.[168] In 1909, the Met opened Vine Street goods depot near Farringdon with a regular service from West Hampstead. Coal for the steam locomotives, the company's electric power station at Neasden and local gasworks were brought in via Quainton Road.[169][170] Milk was delivered to the London suburbs and foodstuffs from Vine Street to Uxbridge. Fish to Billingsgate Market via the Met and the District joint station at Monument caused some complaints, leaving the station approaches in an "indescribably filthy condition". The District suggested a separate entrance for the fish, but nothing was done. The traffic reduced significantly when road transport was introduced from to Marylebone, but the problem remained until 1936, being one reason the LPTB gave for abolishing the carrying of parcels on trains.[170] The LPTB was also not interested in running the Metropolitan goods services. Vine Street goods station closed in 1936, and the London and North Eastern Railway (LNER) took over all freight traffic from in 1937.[171]

text: When the Northern line was extended over the lines of the LNER to High Barnet and Mill Hill East in 1940, the stations retained their goods service. Starting at midnight trains would leave Highbury every five to ten minutes and access the line from Finsbury Park via Highgate High Level.[172] The Central line stations also kept their goods service, worked from Temple Mills and accessed via Leytonstone, the Hainault loop stations being served via Woodford.[173]

text: Goods services were withdrawn in the 1950s and '60s. The GNR goods depot on the City Widened Lines closed in 1956 and Smithfield Market was last served by train in 1962.[164] Goods yards on the Uxbridge branch closed in 1964, and Northern line stations saw their last goods train in the same year. The closure of West Kensington yard the following year meant the withdrawal of goods trains from District and Piccadilly tracks. On the Central line, Hainault loop stations lost their goods service in 1965, and in 1966 the rest of the line followed.[174]


document_title: Trams in Kingston upon Hull

question_text: when did the last tram run in hull

question_tokens: when did the last tram run in hull

text: Trams in Kingston upon Hull

text: History[edit]

text: Hull Street Tramways[edit]

text: In 1871, soon after the Tramways act of 1870 became law, permission was sought from the board of Kingston upon Hull to construct a tram system in the town. The scheme was backed by Major Trevenen James Holland and the scheme received the support of the local board, despite problems due to narrow streets in the old town – making double track running difficult as well as causing opposition from the landowning Trinity House.[1] In 1872 the construction was authorised by a local act of parliament,[2] allowing the construction by the Continental & General Tramways Company of several tram lines in Hull centred on the town centre, including two westward lines along Anlaby and Hessle Road, a line north-eastward along Holderness Road, a line roughly west-north-west along Spring Bank, and a short line running southwards from the city centre to the old town to Nelson Street close to the Victoria Pier.[1]

text: On 9 January 1875 the tram route to Beverley Road was opened, and, in November 1876 the Hull Street Tramways Company (incorporated 1875) acquired the partially constructed tramway system from the Continental & General Tramways Co..[3] The Spring Bank route opened in 1876, the lines along Hessle Road, Anlaby Road, Holderness Road and the line through the old town were all open by 1877.[2] The tram system was horse-operated, approximately 9 miles long, and mostly single-tracked.[2] The company operated a fleet of around 30 vehicles, initially single-deck vehicles; later double-deck horse-drawn trailers were used, some with a capacity of over 40 persons.[4][5][6] In 1882 over 30,000 passengers per week were being carried; most areas could be reached from the city centre for a fare of 1d.[3]

text: The company had three depots,[7][8] on Hessle Road (near Regent Street),[n 1] Temple Street,[n 2] and at Jesmond Gardens.[n 3]

text: The tram company was in competition with wagonettes, omnibuses and hackney carriages, though ridership and income was good,[3] accidents were common, including some resulting in the amputation of limbs of passengers, or even their death, for which the company was liable to provide considerable compensation.[10] Damage to tracks caused by the harsh winter of 1886/7, falling income, and rising infrastructure costs, and other circumstances beyond the control of the company,[n 4] led to the company being liquidated in 1889; the eastward route to Holderness Road was sold to the Drypool and Marfleet Steam Tramways Company in 1891.[11][clarification needed]

text: In 1895 an agreement for the Hull Corporation to purchase the company was reached – the price being £12,500; the undertaking was temporarily leased to W. Nettleton from 18 October of the same year.[11] By November 1896 the decision had been made to run the tram system as a municipal enterprise, and the decision was made to convert it to an electric tram system.[12]

text: Drypool and Marfleet Steam Tramways Company[edit]

text: The Hull Street Tramways scheme had included a route east from the city centre along Hedon Road, but this did not form part of the final Act. In 1885 the Drypool and Marfleet Steam Tramways Company was formed by local individuals including F.B. Grotrian. After negotiations with the Hull Corporation, which required the new company to provide a deposit of £500 per mile, and to contribute up to £500 towards the costs of any bridges along the route requiring widening, the bill for the new line was submitted in 1886.[13]

text: By 1889 a section of track from Great Union Street to Hedon Road, going as far as the junction with Lee Smith Street had been completed,[n 5] and opened for traffic. The tramway was originally intended to extend as far as the outlying village of Marfleet; extension beyond Lee Smith Street were delayed, and in 1892 the company sought to rescind from its original obligations; the maximum extent of the line was to just beyond the Holderness Drain on Hedon Road,[13] a short branch to Drypool Bridge was also later built.[6]

text: The company used 2 axle steam locomotives built by Thomas Green & Son; the vehicles. which each cost £500 were fitted with apparatus enabling them to 'consume their own smoke',[13] and had the wheels encased for safety.[14] They drew double decker bogie carriages, seating 32 at ground level and 42 on the upper level; the upper and lower decks were enclosed.[4][13] The company's depot was at Hotham Street off Hedon Road.[n 6][6]

text: The line was single tracked with passing loops, a fare of 1d was charged for all journeys.[13]

text: In 1899 the Hull Corporation (having acquired authority to construct an electric tramway in 1896) bought the Drypool and Marfleet Steam Tramways Company for £15,500. The system was operated under lease whilst the new electric tramsystem was under construction.[13] By 1901 only two of the locomotives were still in operation, and the last steam tram ran on 13 January 1901 – the Hedon Road line was served by wagonettes until the electric tramway was opened in 1903.[12][15]

text: Hull Corporation trams[edit]

text: The Hull Corporation acquired the Hull Street Tramways in 1895 and an agreement had been made to purchase the Drypool and Marfleet Steam Tramways Company in 1894,[11] (the company was purchased in 1899). In 1896 the corporation got permission from Parliament to construct and operated an electric tram system, and to get loans of £300,000 in funding.[15] The company was initially known as the City of Hull Tramways until 1919, from then until 1931 the name Corporation Tramways was used, followed by Hull Corporation Transport until 1945.[16][n 7]

text: Expansion of tram system and infrastructure (1898–1927)[edit]

text: The official ceremony of laying of the first rail took place on 9 June 1898. Siemens supplied electrical equipment, the rails were from Société Anonyme des Aciéries d'Angleur (Belgium),[12] and were an unusual centre groove profile which was supposed to wear better,[12] and give a smoother ride with rail joints cut at a diagonal angle,[17] additionally only one point blade was required for points with the centre groove system.[12] The tram wheels had a corresponding centre flange.[17] The lines were constructed as double track.[6]

text: For the new system a main depot with workshop facilities was built at Liverpool Street[n 8] on the Hessle Road route as well as a depot on Wheeler Street on the Anlaby Road route.[n 9][4][15] A depot with facilities for track maintenance was on Stepney Lane (Beverley Road route) was also opened in 1898,[15][n 10] a street further north of the earlier Temple Street horse tram depot.

text: By 1899 an electric power plant in Osborne Street[n 11] supplying power to the tram system was operational and trams began running on Anlaby and Hessle Road on 5 July 1899.[15] By 1900 lines along Holderness Road, Spring Bank (and an extension along Princes Avenue), and Beverley Road had been opened.[15]

text: Further extensions took place in the 1900s; by 1903 the City Centre-Spring Bank-Princes Avenue system had been extended along Newland Avenue, the Holderness Road route extended as far as Aberdeen Street on reserved track in the central reservation of the road, and new electric tram services to Victoria Pier and along Hedon Road had been opened, and depots constructed on the eastward Holderness and Hedon routes.[18][19][20] In 1909 a new depot on Cottingham Road took over from the Stepney Lane depot for vehicle storage.[n 12][18][20]

text: In the 1910s the Hedon Road service was extended to Marfleet,[20] and a line along Spring Bank West created as far as Walton Street (the site of the Hull Fair), the Hessle Road route extended on a central reserved track to Pickering Park.[20] Further extensions were added in the 1920s; the Holderness Road section was extended to Ings Road, the Anlaby Road section extended to Pickering Road both on reserved track. Additionally a line was completed from Beverley Road along Cottingham Road to its end at Hall Road, and another line constructed along Chanterlands Avenue from Spring Bank West to Cottingham Road; by 1927 the tram system had reached its maximum extent, at 20.48 mi (32.96 km).[21][22]

text: A number of level crossings with the North Eastern Railway's Victoria Dock Branch Line and the line westwards out of Hull Paragon station caused delays to the trams.[23] The crossings required catch points for the trams and interlocking with the railway signalling system. In 1925, the Corporation, Ministry of Transport and the NER's successor the London and North Eastern Railway proposed to eliminate the level crossings at a cost of £1¼ million, but no work was done until the 1960s.[23] The last improvement to infrastructure came in 1931 with the building of the North Bridge in the town centre allowing trams to cross over the River Hull avoiding the narrow Drypool bridge.[23]

text: Withdrawal of tram service (1931–1945)[edit]

text: In 1930 the electric power station on Osborne Street was closed; afterwards the electricity supply for the trams was purchased from the Hull City Corporation's own electricity supply, in 1931 the tram service to Victoria Pier was replaced with a motorbus service.[24]

text: In 1934 the city of Hull transport corporation entered into a cooperation agreement with East Yorkshire Motor Services (EYMS); services were divided into three areas: Hull City, its suburbs, and the surrounding countryside; revenues for services were split between the two companies irrespective of service provider – the City transport company received revenues from the city area, whilst EYMS received the revenues for service outside Hull, revenues in the suburbs were split between the two. As a consequence it became uneconomic to operate the outlying tram routes; services on most of the routes built in the 1920s were replaced by bus services.[n 13][6][25]

text: In 1936 the construction of a trolleybus system was authorised; with the exception the Hedon Road route which was replaced by a motorbus service the remaining tram routes were replaced by trolleybus operation between 1936 and 1945.[24][n 14] The final tram ran on 30 June 1945; the journey celebrated by the tram being illuminated by 800 lights, accompanied by local grandees and with several tens of thousands of local people along the path.[27]

text: The Wheeler Street, Cottingham Road, Liverpool Street and Aberdeen Street depots were re-used for the trolley buses. Further extension of the trolleybus system were proposed and authorised but none were built.[28]

text: Trams[edit]

text: Fifteen trams were acquired in 1898, and another thirty in 1899; these trams were open top dual deck vehicles. By 1901 one hundred trams had been acquired; 25 of these were originally trailer vehicles, intended to be pulled by powered trams, which had been later motorised. By 1915 the number of trams had reached its maximum of 180.[29] The trams were numbered sequentially from 1 to 180.

text: All the vehicles were 2 axle bogieless designs with the exception of the original Tram number 101 which had a double bogie. No.101 was sold in 1916 to Erith Urban District Council.[6][30] It was replaced by another Tram 101 delivered in 1923 which was an experimental design designed by the company's manager E S Rayner with cardan shaft drive to split axles via a differential.[6][31][32]

text: The early trams had open upper decks, a form of roll top retractable cover, known as the 'Kennington roof' was trialled on the roofless trams in 1904; these were not totally successful, and fixed roofs were installed from 1906 onwards. From 1919 the drivers positions and the balcony's of the upper decks began to be enclosed.[30]

text: Electrical equipment came from Siemens or Westinghouse for most vehicles; trams built up to 1930 had two 25 hp (19 kW) electric motors, later trams had two motors of between 33 to 42 hp (25 to 31 kW).[33][34]

text:
Car number
Cover type
Build year
Manufacturer
Seat capacity
Notes

1–15
Open top
1898
G.F. Milnes & Co.
22/29
Given short canopy covers between 1905–9

16–25
1899
22/29

26–30
Brill
22/29

31–60
1900
Brush
22/29

61–65
ER&TCW
22/31

66–90
G.F. Milnes & Co.
22/29
Delivered as trailers built 1898-9 numbered 101–125, bodies mounted on motorised truck after 1900 and renumbered, later given upper deck covers

91–100
1901
Hurst Nelson
22/31
Later given short canopy covers. No. 96 converted to a single deck snowplough and works vehicle in 1933.

101
Open top
1900
G.F. Milnes & Co.
39/30
Bogie tram, short upper deck cover added 1909, sold in 1916

101
Enclosed
1923
English Electric
42/24

102–116
Covered, open balcony
1903
G.F. Milnes & Co.
22/29
Initially open topped, converted with covered tops before entering service. A second number 113 was built in 1925 at Liverpool Street depot; it was a fully enclosed vehicle, and the last tram built for the system

117–122
1909
United Electric Car Company
36/22
Fitted with covered balcony between 1916–9

123–136
1909/10
Hull City Tramways
36/22
Built at Liverpool Street Works,[n 8] with Siemens electrical equipment

137–160
1912
Brush
34/22
Fitted with covered balcony between 1916–9

161–180
Covered with vestibule
1915
40/22

Sources :[33][34]

tag: table

text: Heritage and remnants[edit]

text: As of 2017 Tram number 132 is on display at the Streetlife Museum of Transport in Hull,[35] Tram number 96 is preserved and modified as a single deck vehicle at the Heaton Park Tramway, Manchester.[36]

text: In 2011 short section of track has survived at the Anlaby Road entrance to the former Wheeler Street Depot,[n 9] additionally the offices of the Cottingham Road depot,[n 12] and the original horse tram depot at Jesmond Gardens, Holderness Road are still extant.[n 3]

text: At the town outskirts the reserved track sections were built on a central reservation; these sections on Anlaby, Holderness, Hessle and Beverley Road[19] were converted to dual carriageways; the tram sections now form part of a wide central grass section between the carriageways.[37]


document_title: Cow and Chicken

question_text: who does the voice of cow and chicken

question_tokens: who does the voice of cow and chicken

text: Cow and Chicken

text: Premise[edit]

text: The program focuses on the misadventures of two unlikely yet somehow biological siblings: the sweet-natured, dim, ecstatic anthropomorphic Cow and her cynical older brother Chicken (both voiced by Charlie Adler). The two are often caught in escapades with their flamboyant enemy, the Red Guy (Adler), who disguises himself under various personas to attempt to scam the two.

text: Supporting characters include Chicken and Cow's delirious human parents (Dee Bradley Baker, Candi Milo) who are only ever seen from the waist down, Chicken's two best friends Flem (Howard Morris) and Earl (Dan Castellaneta), and his appropriately-named cousin, Boneless Chicken (Adler).

text: The series draws on eccentric, surreal, grotesque, and repulsive humor. For example, Cow and Chicken always order "pork butts and taters" when in the cafeteria, and characters often pepper their speech with malapropisms and sarcasm. The humor and storylines depicted in the series are sometimes based around traditional childhood worries, anxieties, or phobias such as cooties or venturing into the girls' restroom, but enhanced comically.

text: Many of the slapstick antics involve Cow getting physically abused. Because Hinduism considers the cow a sacred animal, the series was largely ignored in India.[1]

text: Production[edit]

text: Development[edit]

text: David Feiss first created Cow and Chicken as a story for his daughter.[2] Feiss was an animator who had worked with Hanna-Barbera and related projects since 1978.[2]

text: Years later, Feiss was called to submit ideas for What a Cartoon!, a series of various animated shorts from numerous creators and writers. Feiss submitted three ideas to executive producer Larry Huber, one of which was Cow and Chicken.[3] Cow and Chicken premiered on What a Cartoon! in 1995. Later, Hanna-Barbera decided to turn Cow and Chicken into a full series, following many letters from fans asking for more.[3]

text: Voice actors[edit]

text: Cow and Chicken was notable in that a single actor, Charlie Adler, voiced three leading roles of Cow, Chicken, and the Red Guy. Supporting voices included Candi Milo and Dee Bradley Baker as Mom and Dad, and Dan Castellaneta and Howard Morris as Earl and Flem.

text: Guest stars included Feiss, Will Ferrell, Carlos Alazraqui, Tom Kenny, Jill Talley, Dom Deluise, Michael Gough, Mark Hamill, Jess Harnell, Pamela Segall Adlon, and many others.

text: Episodes[edit]

text:
Season
Episodes
Originally aired

First aired
Last aired

Pilot
November 12, 1995 (1995-11-12)

1
13
July 15, 1997 (1997-07-15)
October 7, 1997 (1997-10-07)

2
13
January 13, 1998 (1998-01-13)
April 7, 1998 (1998-04-07)

3
13
August 15, 1998 (1998-08-15)
November 7, 1998 (1998-11-07)

4
13
April 26, 1999 (1999-04-26)
July 24, 1999 (1999-07-24)

text: Cow and Chicken has a total of 52 episodes in 4 seasons that were produced from November 1996 to April 1999. Each half-hour contains 2 Cow and Chicken and 1 I Am Weasel segment.[4] Cow and Chicken premiered as a full half-hour on July 15, 1997.[5] The series ran for 52 episodes through 1999. As a supporting segment, the show included a cartoon called I Am Weasel; this segment was spun off as an independent series late in the show's run. Typically, an episode would consist of two seven-minute Cow and Chicken shorts playing back-to-back, then followed by a seven-minute I Am Weasel short before the end credits.[5] The exception to this structure was episode 105 ("The Ugliest Weenie"), which had the Weasel short ("I Are Big Star") play in-between the two Cow and Chicken shorts, possibly because said shorts were one storyline.

text: Reruns continued to be shown on Cartoon Network from 1999 to 2003, and again from 2005 to 2008 as part of the network's blocks titled The Cartoon Cartoon Show and Top 5.

text: Controversial episode[edit]

text: "Buffalo Gals" (season two, 1998), which was paired with the segment "Cow and Chicken Reclining," was banned by Cartoon Network after receiving a complaint from a parent about the episode's liberal visual and verbal innuendo about the titular biker group being lesbians (the Buffalo Gals break into people's homes and literally chew on the carpet, one of the bikers is named Munch Kelly and has a carpet swatch for a calling card, and when Dad freaks out over the Buffalo Gals in the house, Mom says, "They're not after you.")[6] In addition, the Buffalo Gals play softball and talk about pitching and catching. Although it was only shown on air once, it was replaced by "Orthodontic Police" in future airings, including on Netflix streaming and reruns on Boomerang. The episode was also discussed on an installment of Rob Paulsen's Talkin' Toons special featuring Cow and Chicken creator David Feiss and voice actor Charlie Adler when an audience member asked why "Buffalo Gals" only aired once. Since Cartoon Network Studios did not involve from this production, the controversial episode "Buffalo Gals" was uncensored.

text: Awards and nominations[edit]

text:
Year
Award
Category
Nominee(s)
Result

1996
Annie Award
Best Animated Short Subject[7]
Hanna-Barbera
for "No Smoking"
Won

Primetime Emmy Award
Outstanding Animated Program (For Programming One Hour or Less)[8]
Buzz Potamkin, Larry Huber, David Feiss, Pilar Menendez, and Sam Kieth
for "No Smoking"
Nominated

1997
Annie Award
Best Individual Achievement: Storyboarding in a TV Production[9]
Nora Johnson
for "Orthodontic Police"
Won

1998
Outstanding Individual Achievement for Music in an Animated Television Production[10]
Bill Burnett and Guy Moon
for "The Ugliest Weenie, Part 2"
Nominated

Outstanding Individual Achievement for Producing in an Animated Television Production[10]
Vincent Davis
Won

Outstanding Individual Achievement for Storyboarding in an Animated Television Production[10]
Maxwell Atoms
for "The Karate Chick"
Nominated

Golden Reel Award
Best Sound Editing — Sound Effects[11]
Greg LaPlante
Nominated

Best Sound Editing — Television Animated Series[11]
Cartoon Network
Nominated

Best Sound Editing — Television Animation — Music[11]
Cartoon Network
Nominated

Primetime Emmy Award
Outstanding Animated Program (For Programming One Hour or Less)[12]
Davis Doi, Vincent Davis, David Feiss, Steve Marmel, Richard Pursel, and Michael Ryan
for "Free Inside!/Journey to the Center of Cow"
Nominated

1999
Annie Award
Outstanding Individual Achievement for Voice Acting in an Animated Television Production[13]
Charlie Adler
as Cow
Nominated

Golden Reel Award
Best Sound Editing — Television Animated Series — Sound[14]
Cartoon Network
Nominated

Best Sound Editing — Television Animation — Music[14]
Cartoon Network
Nominated

2000
Best Sound Editing — Television Animation — Music[15]
Roy Braverman
for "A Couple of Skating Fools"
Nominated

2000
Annie Award
Outstanding Individual Achievement for Voice Acting in an Animated Television Production
Charlie Adler
as Cow
Nominated

text: Other media[edit]

text: The two main characters, Cow and Chicken, made cameo appearances as aliens in Ben 10: Omniverse. They were the second Cartoon Network characters to make cameo appearances in the Ben 10 franchise, Billy from The Grim Adventures of Billy & Mandy being the first. Adler reprised his roles for the cameo.

text: Chicken made a cameo near the end of the Cartoon Planet episode " Tom Foolery".

text: During the Mad episode "Once Upon a Toon", Cow and Chicken are among the many classic cartoon characters being reunited in a spoof of ABC's Once Upon a Time.

text: Home media releases[edit]

text: Cow and Chicken: Season 1, a two-disc set featuring the complete first season which contains 13 complete episodes, was released by Madman Entertainment in Australia (Region 4 PAL) on September 12, 2007.[16] Season 2 came out on February 10, 2010, by the same company in Australia.[17] The entire series got released on DVD in Thailand as 4 season sets, containing Thai and English audio. The banned segment "Buffalo Gals" is missing from these releases.

text: The video game Cartoon Network Racing contains the episodes "Black Sheep of the Family" and "Child Star" (PS2 version only) as unlock able extras.

text: American releases

text:
Cartoon Network Halloween: "Cow with Four Eyes"
Cartoon Network Christmas: "Me an' My Dog"

tag: ul

text: Video games[edit]

text: Cow, Chicken, and the Red Guy are playable characters in the game Cartoon Network Racing. The PlayStation 2 version includes Flem and Earl as playable characters.

text: Cow/Supercow, Chicken, and the Red Guy are playable characters in the game Cartoon Network Speedway.

text: In the video game FusionFall, one of the character items is based on Cow and Chicken. Cow and Chicken's cousin, Boneless Chicken, can also be seen on a billboard in the game. Though not in the game, Cow is seen as Supercow as a statue at Mt. Neverest.