End Uses

End uses

Its uses range from heavy and coarse canvas and blankets made of thick yarns to the lightest and finest cambries and muslins made in extremely fine yarns

— — — — — —

End of the Loop?

Additional funding constraints were placed upon the Chicago Central Area Transit Project, and the project was scaled down to more modest levels to meet the funding limits. Initially, the Core Plan, consisting essentially of the Franklin and Monroe Lines on specific alignments determined after extensive interagency studies and conferences in 1975 and 1976, was to be built first. Together, the lines of the Core Plan, when constructed, would permit better balanced operations in downtown Chicago and elimination of the Loop "L" structure. On June 9, 1976, after meeting with the Mayor of Chicago and representatives of all interested City and Regional agencies, a decision was made to separate the CCATP Core Plan into its two main components, the Franklin Line and Monroe Line, in a new implementation plan that introduced certain revisions to reduce the cost of each increment, and build one of them immediately. While each increment was desirable and viable in itself, and there was no particular cost advantage to either route, overriding and operational factors led to the conclusion that the Franklin Street subway was to be the first increment of the Chicago Central Area Transit Project to be constructed, and the CUTD had adopted that course.

— — — — — —

The Deep End

The Deep End is a 2001 American thriller film written and directed by David Siegel and Scott McGehee. It stars Tilda Swinton, Goran Visnjic, Jonathan Tucker and Josh Lucas and was released by Fox Searchlight Pictures. The film was very loosely adapted from the novel The Blank Wall by Elizabeth Sanxay Holding (filmed before by Max Ophls as The Reckless Moment). The film premiered in competition at the Sundance Film Festival where English cinematographer Giles Nuttgens won the Best Cinematography award.

— — — — — —

The end

Although they were modern at the time they were introduced, the horse trams in Adelaide soon became outdated: tramway technology was advancing rapidly to provide faster, higher-capacity, cleaner public transport. By the end of the 1880s steam tramways had opened in Sydney and cable tramways, followed by Australia's first electric tramway, in Melbourne. Adelaide stayed with horses and became the last Australian capital city to electrify. By then, Adelaide's horse trams had come to be regarded by the public as a blot on the city's image. Slow speed and subsequent low traffic capacity made them inadequate, especially since the city's population had exceeded 160,000. The unsealed roads the horses needed became quagmires in winter and sources of dust in summer. The 10 pounds (4.5 kg) of manure each horse left behind daily was also not well regarded.:5 Although it became obvious that the time to convert the tramways to other forms of traction had come, none of the horse tramway companies was in a position to undertake the conversion from its own resources, especially following the sustained large-scale drought that started in 1895. [note 8] This was despite the companies being said to earn about 6 per cent interest, although the severe drought had by then reduced their income. Electrification proposalsAt the close of the century, Adelaide businessmen had been giving thought to the introduction of a system of electric tramways. The first scheme to appear was promoted by F.H. Snow on behalf of two London companies. Between September 1899 and June 1900 he made arrangements with the Adelaide and Suburban, Hindmarsh, Payneham and Paradise, Mitcham, and Hyde Park companies to bring them under one management by buying them out and giving their shareholders a prior right of reinvesting their purchase money in a new electric tramway company. Meanwhile, the Corporation of the City of Adelaide, unbeknown to Snow, had passed resolutions supporting a scheme of indirect municipalisation of the tramways submitted by W.J. Bingham. When the council finally made its approval of this scheme known, considerable controversy arose. Suburban councils were particularly upset that the corporation had not consulted them. However, attempts to promote municipal ownership of the tramways were doomed to failure since the councils would have been unable to raise the capital to purchase the existing horse tramway companies.:32 Socialists formed a Public Tramways League to promote nationalisation of the tramways. However, the electorate evidently considered that the state government should not own tramways, for the socialists had little success at subsequent elections. After much heated debate, the bill to authorise the Snow scheme was passed in parliament on 6 December 1901. In a referendum soon afterwards, the provisions of the Snow bill were overwhelmingly supported by local residents. However, the legislative proceedings had taken so long that the original source of capital for the scheme had been used on other projects, and financial stringency of the period put an end to any alternative support appearing. Consequently, the whole scheme collapsed.:32 Government takes overDespite the outcome of the earlier referendum, public pressure for government ownership and electrification grew, and estimates of costs and income from increased patronage under electric systems were favourable. The government made several attempts to acquire the horse tramways between 1904 and 1906 but they were abortive.:33 Finally, the government decided to negotiate to purchase seven of the eleven horse tramway companies' assets - properties, plant and equipment - but not the companies themselves. An Act was tabled in the South Australian Parliament and assented to on 22 December 1906 "to authorise the Government to purchase certain tramways, and for the creation of a Municipal Tramways Trust to construct and work tramways, and for other purposes".:15 The hand-over of assets, including 162 trams,[note 9] 22 other vehicles and 1056 horses, took place on 4 February 1907 when the state treasurer presented a cheque for 280,372 pounds, 9 shillings and 3 pence (£280,372.9.3) to a representative of the companies in return for a receipt and the company title deeds.[note 10] By 1909 at the launch of Adelaide's electric tram services there were 163 horse trams and 650 horses under the control of the MTT. The government funded the assets purchase by issuing treasury bills:15 [note 11] - an amount reduced, following a Supreme Court decision, from an asking price of £410,000. Twilight periodUntil the MTT had upgraded a line for electric services (which included construction of sturdier track), horse trams (and sometimes horse buses) ran from a horse car terminus to a temporary electric terminus. The horse tram service was then retired as the electrified infrastructure became operational. The first stages of electric services were mostly at the city end of each route. During the horse tram era, and especially during the twilight period, on some occasions when horse trams travelling in opposite directions met on single track, the car with the fewer passengers was derailed and pulled along the road - by horses and humans - to allow the other car to pass. As new tracks were completed for the electric trams but before electric infrastructure was erected, horse cars were authorised to run on them. When it became evident that the new tracks were more substantial, a local reviewer informed readers that male passengers who were periodically asked to re-rail horse cars when they left the tracks could be sure that derailments would not occur on the new tracks.:36 By December 1908 about half of the 87 km (54 mi) of new track due to be laid had been completed and driver training on electric trams was due to start on North Terrace. By the end of 1911 most of the tram system had been electrified. Lines were progressively opened to Kensington, North Adelaide, Walkerville, Payneham, Maylands, Marryatville, Parkside, Unley and Hyde Park. However, it was not until 24 October 1914 - seven years after the South Australian Government's purchase of the horse tram companies' assets - that electrification of the entire Adelaide-centric network was complete and horse-drawn services ceased. On the isolated Port Adelaide lines, horses continued to haul trams until 4 April 1917, when electrification was complete. Then, all the trams and the horses that hauled them, "which the Adelaide people are now making haste to forget", disappeared into history. The arrival of electric trams was the start of a new era:How unhappy [were] the days when tired animals pulled abominably crowded vehicles (antiquities of a forgotten civilisation) around corkscrew hills and up long slopes to the tune of a vigorous whipping, and the sarcastic indignation of those on board. That regime of exhausted horses and exasperated passengers seems never to have existed, so familiar have become the glories of the new system. The people have won the splendid reward of waiting.Links to other articles about Adelaide tramways, including those that followed the horse tram era, are accessible by clicking [show] in the panel at the beginning of this article.