It takes our reliances on modern technology, while throwing it in our faces and calling it a show—disastrous, dystopian nihilism included.
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"If there are foreign financial obligations, commitments, reliances, that would be an item in a security clearance file," said Paul Pillar, former deputy chief of the intelligence community's counterterrorism center who served nearly three decades at the CIA.
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The original motors had proved to be unreliable, experiencing a high rate of failure in the head gasket. Unlike the other Reliances, the "new" Reliances ended their days with the Board in the new red-and-white livery, which first made an appearance on the Bristol "Hess" buses, rather than the original in-service all-red livery. Ten of the "new" Reliances were sold to Charlie Dobson for use on a school contract. Eleven of the fleet were still in service at the time of deregulation in 1989, and were sold the following year to a private operator.
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AEC "short" Reliance no. 410 The first batch of 17 "short" Reliances were assembled by Park Royal, England and introduced as nos. 385–401 in 1956–1957 to replace trolley buses on both of the electrified routes. A second batch of 20 "short" Reliances was delivered in 1958 as part of an order for 30 vehicles from Park Royal. They entered service as nos. 402–421. Most of the "short" Reliances were sold on to other operators around the country when retired by the Board between 1975 and 1981. Nos. 385–386, 388–389, 393, 397, and 399 went to Nelson Suburban Bus Lines; nos. 403–405, 407–409, and 412 went to Ritchies Transport; and nos.
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Her racing career was extraordinarily brief – and undefeated. She bested her America's Cup challenger, Sir Thomas Lipton's Shamrock III, designed by William Fife, in all three races, with Shamrock III losing by such a margin in the third that she was forced to retire. Reliances designer, Nathanael Herreshoff, immediately proposed the Universal rating rule to avoid such extreme, dangerous and expensive vessels, which made Reliance an inadequate contestant in subsequent races. There was much speculation as to whether Reliances victory was due to the design of the yacht or the skill of Charlie Barr in sailing her.
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Cavalier 315 sales totalled 37 Reliances and 28 Leopards. Cavalier 36 sales comprised 39 Leopard PSU3, 52 Reliance 590 (2U) and 13 Reliance 470 (4MU) plus the demonstrator, which was sold after a year to Hall Bros. of South Shields who became a loyal Grenadier customer.
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Rotherham's nine 44-seat Plaxton Derwents were its last single deckers, they entered service in late 1972, replacing 1963 AEC Reliances, and were withdrawn by SYPTE on expiry of their certificates of initial fitness. Glynne S Pegg recalled two of them failing him on journeys to work in the same week.
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The independent buyers were Abbott of Blackpool, Barton Transport, Bermuda of Nuneaton, Gliderways, Hall Brothers of South Shields, Jones, Keith of Aylesbury and Motorways Overseas. Of the 32 built 5 were on Leopards. All 27 Reliances were of the 590 type, Bartons 979-988 (979-88 VRR) having Cavalier type windscreens and a roof mounted destination box as well as air operation for the coach door, enabling use as a bus. Hall Bros had an illuminated name badges on the nearside under the first bay on its three Leopards and sole Reliance 590. This was the final year of the dateless registration plate system and two classics were on Grenadier-bodied Reliances, Keith Coaches had 1234PP whilst the first of Maidstone & District’s carried 3294D.
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390, 392, 395, 398, and 401 went to Waitaki Transport. There were several other sales in small lots to other smaller operators. The last "short" Reliances in service to the Board were nos. 415, 417, and 418, which were used on the City Clipper service from 1975 to June 1981, when the service was withdrawn.
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Yelloway's 36 footers had an option peculiar to the operator of additional destination displays over the second and fourth nearside windows. For express work there was also an optional destination box in the roof dome, as well as Yelloway Motor Services, Grey Green were among the operators who specified this. Fifty-seven Cavaliers sold new was exactly half the 1961 performance but the coach market was in a downturn, in comparison Duple sold only nineteen Britannias on short Reliances and four on short Leopard, two of the AECs and one Leopard had old-fashioned central entrances. Blackpool built no further Seagull 70s but built 27 of its 36 ft Duple (Northern) Continental on Reliances, 12 on Leopard (including six for Ribble) and one Leyland Royal Tiger Worldmaster (a cancelled export order) for Happiways of Manchester.
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From the mid-1940s, Parramatta-Ryde operated a fleet of trailer buses. This gave lend to the Trailer Tours name that was used for its charter operations. Until 1987, Parramatta-Ryde built its own bodies on Whites, AEC Reliances, Leyland Leopards and MAN SL200s. Parramatta-Ryde Bus Service operated 23 buses and three coaches at the time of its sale.
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The two new BET customers were Western Welsh and Black & White Motorways of Cheltenham, both taking short Reliances. Straw of Leicester had previously taken the Cavalier and specified a Cavalier dash on its Reliance, conquest sales for the short Grenadier in the independent sector were to Jones of Aberbeeg, Birch Brothers and Motorways Overseas, both of London, Roman City of Bath and Wye Valley of Hereford; the first three operators took Reliances and the latter two Tiger Cubs, Roman City's was a rebodied 1954 ex-Ribble coach whilst Wye Valley's two new examples had 45 coach seats, not possible using Harrington seats, so Plaxton seats were purchased and fitted. For the long Grenadier there was only one BET purchaser, Maidstone & District taking five Reliance 590. BOAC took two of the same for its Glasgow-Prestwick Airport service.
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In 1963 the Board decided to acquire more Reliance buses, for which it purchased 24 of the same ten-metre chassis used in the earlier "long" Reliance fleet. New Zealand Motor Bodies was commissioned to assemble the vehicles, which commenced their duties as nos. 432–455 from September 1963. They became known as the "new" Reliances, the last of which was delivered in 1964.
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NBC ordered 90 AEC Reliances with 45-seat Park Royal bodies, which were originally in Green Line two-tone green but were quickly repainted in NBC local coach livery.A new look for the Green Line Commercial Motor 17 December 1971 page 19 For the orbital route 725 between Windsor and Gravesend, 15 Alexander W bodied AEC Swifts were purchased, but were soon demoted to Gravesend local services.
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While A&D; was a British Electric Traction company with a varied fleet including mostly Dennis Lolines and AEC Reliances, Thames Valley had a typical Tilling Group fleet comprising almost entirely Bristol vehicles. Some cross-border swapping of vehicles occurred between the two divisions after the merger. Through NBC days, Alder Valley adopted the Leyland National and Bristol VRT as its standard single and double deck buses. In the early/mid-1970s there was a severe shortage of vehicles, resulting in the hiring-in of a varied fleet which included a Trans World Airlines double decker noted on services from Aldershot, including the service 12 to Reading in 1974; a number of elderly City of Oxford AEC Reliances in maroon and green livery, which operated Aldershot local services; and at least two ageing Sheffield United Tours coaches which operated daily on the Farnham to London service.
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In contrast Plaxton had a further revised Panorama, with barely perceptible waist curvature and only three main side window bays on the 36 ft body, the dome was refined and thinner trim strips were used producing a body of unusual restraint for a Plaxton, it was an instant sales success. Ribble, for one, placing large orders. Another competitive body was Alexander Y Type, first shown in 1961, which in coach form had four trapezoid windows on each straight-waisted side and double curvature glazing front and rear. As well as selling massively to the Scottish Bus Group, BET fleets who took the style from 1962/63 were North Western and East Midland, followed in later seasons by Trent, Potteries, the Northern General Group, Hebble, Yorkshire Traction, Yorkshire Woolen and Stratford Blue, whilst three independents purchased the style over its lifetime, Scottish co-operative Wholsale Society had four Reliances, Venture of Consett took 12 Reliances and 26 Leopards, with eight more on order when Northern took them over, whilst Premier Travel of Cambridge had sixteen on Reliance.
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These were delivered to Thanet and were bodied by Park Royal to a full front, front entrance design and arrived in 1959. Later, AEC Regents reverted to the half cab layout, but all were bodied by Park Royal and many would survive into the late 1970s and early 1980s. AEC also became the main supplier of single-deck buses and coaches, too, with batches of BET style bodied AEC Reliances entering the fleet as well as Park Royal, Plaxton and Duple bodied coaches.
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Closure had been announced at the time of delivery of the 1966 examples, there was one batch at 31 ft 10in comprising four Reliances for Greenslades. The 36-footers comprised 15 Reliance 590 for Maidstone & District, 8 with top sliders for Devon General's Grey Cars operation and a final six Leopard PSU3 for Grey-Green. Greenslades FFJ13D was shown in a valedictory appearance for Harringtons at the 1966 Brighton Coach Rally. It bore plaques proclaiming it the final Harrington body built.
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He also found the gearchange linkage (although it kept the engine in place when the mountings failed) developed far too much free play and in order to select reverse on one he had to open the half-door on the passenger side of the cab. Others managed to grind to a halt when two gears were selected simultaneously. He ordered the short-tailed AEC Reliances to replace them. Then he returned to Halifax as GM and chief engineer to be greeted by ten NS3ANs.
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The most important new independent customer was Yelloway (a conquest from the Duple group) taking six Reliances. In terms of chassis on which to build Harringtons fortune had definitely swung in the direction of Farington, with 86 Leopards and a Tiger Cub being bodied in contrast with only 26 Reliances, the Albion Aberdonian had been discontinued the previous year, so it would from now on be a straight fight between Lancashire and Middlesex. Duple's 1961 season total for the Brittania on its final facelift was 77, all but five on Reliance. The Donington had got bigger windows and Brittania-like trim but between them the expanded Duple group were building not only the Brittania and the Donington but also the Viscount and the Seagull 70, the differences were not just skin-deep either, all the Duple bodies had steel- reinforced hardwood frames, also Plaxton's structural method, The Loughborough-built Donington and Viscount both used frame-sections made from rolled steel tubes, whilst Burlingham's bodies (like those of Harrington and Yeates) were of jig-built aluminium. Plaxton had refined the Panorama with subtler detailing and inward sloping pillars above the waistrail for the 1961 season.
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Ten "long" Reliance buses were delivered in 1958 as part of a 30-vehicle order that also included 20 "short" Reliances. They entered service as nos. 422–431. They primarily served on the Dallington and Bryndwr routes as it was found that their lighter steering was advantageous on the narrow roads and corners typical of these routes. The arrival of these buses gave the Board the capacity it needed to be able to dispose of the last of the petrol buses in its fleet, making the whole fleet diesel only.
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Route number 17 had previously been assigned to the proposed Bryndwr tram route when new destination roll blinds were produced in 1921. Later fleet upgrades included the introduction of AEC Mark IV Regal to the Bryndwr route to replace the "Q"s, and the replacement of the Mark IVs with the Long Reliance in 1958. It was not until the early 1980s that Long Reliances were retired after which a variety of Bristols and MANs were used. A cross-town service between Bryndwr and Dallington was established in October 1955.
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Some of the AEC Regal IV RFs had been refurbished in the 1960s, with twin headlights, curved windscreens, new side mouldings and improved interiors, mainly allocated to Green Line services. There were 14 Willowbrook bodied AEC Reliances at Hertford garage, which had been bought by London Transport in 1965. By 1975 they were on bus work, which some thought was idiosyncratic when vehicles twice as old were still on Green Line work. The Green Line services were largely operated by AEC Routemaster coaches and AEC Regal IV RFs.
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East Kent was one of many operators to use rebodied buses as a way to extend their service life. Prewar Leyland Titans went to ECW for this treatment whilst 28 Leyland Titan TD5s were rebuilt as coaches by Beadle at Dartford. The company began to standardise on Guy Arabs for double decker buses and AEC Reliances for single deckers and coaches, although Dennises and Leylands were also acquired. In the mid-1950s, two of the company's bus stations were rebuilt, Folkestone and Canterbury - both surviving today in refurbished form.
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Booth (ed), Classic Bus 42, Edinburgh, July 1999 The Crusader was the only classic-era Harrington coach body to be purchased new by the state-owned operators, Transport Holding Company subsidiary Thames Valley Traction taking a small batch of Mark 4 on Bedford SBs for its South Midland coaching operation in 1964. Although that same year Wilts & Dorset took over Silver Star, adding Wayfarers and Cavaliers to its coach fleet. Barton Transport's 20 Grenadier-bodied Reliances are justly famous, but they also took 15 Crusader 3 on Bedford SB5, 1011-25 (BVO11-25C).
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As the 1950s drew to a close, the Hastings Tramways fleetname disappeared, the M&D; fleetname appearing on vehicles from 1957. M&D; made a decision to abandon the trolleybus system and ordered some of the country's first Leyland Atlanteans to facilitate this and continued to buy the type as replacement for earlier smaller capacity double deck vehicles. M&D; also purchased a number of single-deckers for one-person operation of rural services, initial examples being based on the Albion Nimbus chassis. AEC Reliances were purchased until the mid-1960s, when several batches of Leyland Panthers were ordered.
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In the early days of bus service operation around 1987 coaches would sometimes be used on bus services, for example AEC Reliances and Bristol LHSs. It operated services in Walsall, Cannock and Brownhills. On 25 February 2007, the business was purchased by Arriva Midlands with 27 buses and 40 employees.Arriva Acquires Chase Coaches Ltd Arriva 26 February 2007Arriva acquires Chase Coaches Bus & Coach Professional 27 February 2007 At the time of the sale, the majority of the fleet were Leyland Nationals, but also included one Ikarus Citibus bodied DAF SB220 and three UVG Urbanstar bodied Dennis Dart SLFs.
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27-53 (2008) The next general theme Foucault introduces is the German Ordoliberalism, the Freiburg School which produced general problems among themselves, namely the state apparatus and its reconstruction after the Second World War. This general theme led to neo-liberalism heavy reliances on the law obviously, but it too, had to produce a new kind of consensus and a rearrangement consensus between the general populace; the working population, those engaged in production. This general or collective consensus produced 'economic partners' in this so-called 'economic game',The Birth of Biopolitics pp. 51-73 (2008) such as; investors, employers, government officials, work force, and trade union officials.
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Though the trolley buses introduced only a few years earlier had performed well and found favour with passengers, their dependence on fixed infrastructure did not suit the Board's preference for operational flexibility. The first order for ten chassis was placed with AEC in 1935–1936. Once the Regal Mark IVs had been used to retire the last of the trams, the Board sought to acquire additional diesel buses to replace its first generation diesel buses from the 1930s, the trolley bus fleet, and the Ford V8s. They settled on the AEC Reliance, of which three different models were purchased: the "short", "long", and "new" Reliances.
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Around the same time, Leyland dropped the purchase price of the Tiger Cub. North Western then took Tiger Cubs and AEC Reliances for their single-deck needs for the rest of the 1950s. Atkinson's management then decided that although Daimler and Guy were publicly offering Gardner-engined double-deckers, and some influential (mainly Scottish) customers could purchase AEC Regents with that make of engine, they would also enter this market. Thus at the 1954 Earls' Court Commercial Motor Show two Atkinson double-deck buses were exhibited: one was a chassis, the other carried a 60-seat centre-entrance double-deck body by Northern Counties to the order of the Stalybridge, Hyde, Mossley and Dukinfield Joint Transport (and Electricity) Board.
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In the 1963 season the Cavalier faced internal competition from the Grenadier (see below) but 21 of the 31 ft 5in version and 49 of the 36 ft were sold. Existing customers who placed repeat orders for the short Cavalier were Southdown (4 Leopard L2), Greenslades (another Reliance), Grey Green's orders included a short Reliance and ten Leopard L2 and Harris of Greys, Summerbee of Southampton and McIntyre of Aberdeen all took further Reliances, Harris' being a rebody of a 1958 chassis damaged in an accident. New customers for the 31 ft 5in Cavalier were Munden of Bristol (Leopard L2) and Crump of Pinner (Reliance). A new option was fixed side glazing and forced ventilation.
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Southdown having this on its Leopards. All but one of the BET customers for the long Cavalier had taken the style before, Neath and Cardiff had two Reliance 470 and East Yorkshire four Leopard PSU3, Ribble had 22 on Leopard PSU3 with the new forced ventilation option, the other three were for a newly acquired Ribble subsidiary, Scout Motor Services of Preston, to the same specification as the Ribble examples. Grey Green had one Leopard PSU3 and one Reliance 470, the latter with forced ventilation. The other repeat orders from independents were from Yelloway who took 5 Reliance 590 with the jet-vent system, as well as the additional side destination screens and Ellen Smith, also of Rochdale, with a Leopard fitted with 45 reclining seats, Yelloway standardising on this luxurious option on its Reliances, the short ones seating only 37 as a result.
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VISUAL THINKING: poster in Turin Concepts related to visual thinking have played an important role in art and design education over the past several decades, but this has not always been the case.Wisconsin’s Model Academic Standards for Art and Design Education In Ancient Greece, Plato tended to place an emphasis on music to aid cognition in the education of heroes because of its mathematical tendencies and "harmonies of the cosmos". On the other hand, visual images, paintings in particular, caused the reliances on "illusionary images" However, in the Western world, children begin primary school with abstract thought and shapes, but as we grow older, according to Rudolf Arnheim, "arts are reduced to a desirable supplement" The general world trend in the late twentieth century caused an emphases towards scientific, mathematical, and quantitative approach to education, and art education is often refuted because it is based on perception. It is qualitative and subjective which makes it difficult to measure and evaluate.
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It had two outward-opening doors on the nearside and a single 'passenger' window in mid wheelbase. It was liveried in fire-engine red, the grille was an unadorned mesh affair in an otherwise flat front, featuring a divided flat-glazed windscreen. The final customer for the single- deck Dominator were a fleet who had Fleetlines, but only double-deckers, this was Swindon based Thamesdown Transport. A proportion of the fleet had to be single-deck because of railway bridges (like Darlington, Swindon was a town built on railways) and prior to 1980 the single deckers were five Weymann- bodied AEC Reliances, three Leyland Leopard PSU4 with Pennine Coachcraft bodies and five late-model coach-seated Eastern Coach Works Bodied Bristol RESL6G. Thamesdown's numbers 1-4 (FAM1-4W) were the only short-wheelbase single-deck Dominators, type SD132B, they had 40 coach seats in 10-metre single-door Marshall Camair 80 bodies.
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These were replaced on this front-line work after a year, being succeeded by similar-looking AEC Reliances which in their turn gave way to similar-looking Leyland Leopards. When West Yorkshire PTE was formed all three Calderdale RU were moved to Huddersfield, concentrating the fleet's collection of the type in one place. The single-door half of the Crosville batch were initially allocated to long distance Anglo-Welsh services. Numbers of other RUs though used on bus services were fitted either with Seddon's design of individual semi-coach seat, as on the 47-seat Crosville examples, or other designs of luxury seats, whilst some of the Huddersfield ones were delivered seatless and had Roe coach seats removed from AEC Regals absorbed with the takeover of Hanson buses fitted at the Huddersfield works prior to entry into service, this re-using of seats and internal fittings was something of a Huddersfield trait, throughout its existence, sometimes it got entire bodies re-chassied. Only one RU was fitted with a luxury-coach body however, this was ordered by Accrington and delivered to Hyndburn as its 38 (STC986M).
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