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WHEEL HORSE TRACTOR HISTORY : KUBOTA R520 WHEEL LOADER : BOAT TRAILER WHEELS FOR SALE.



Wheel Horse Tractor History





wheel horse tractor history






    wheel horse
  • An intimate friend, one's right hand man.

  • A horse harnessed nearest the wheels of a vehicle

  • A responsible and hardworking person, esp. an experienced and conscientious member of a political party

  • a draft horse harnessed behind others and nearest the wheels of a vehicle

  • Wheel Horse was a manufacturer of outdoor and garden power equipment, including lawn and garden tractors. The company's headquarters were in South Bend, Indiana.





    tractor
  • A powerful motor vehicle with large rear wheels, used chiefly on farms for hauling equipment and trailers

  • A tractor is a vehicle specifically designed to deliver a high tractive effort (or torque) at slow speeds, for the purposes of hauling a trailer or machinery used in agriculture or construction.

  • a wheeled vehicle with large wheels; used in farming and other applications

  • A short truck consisting of the driver's cab, designed to pull a large trailer

  • a truck that has a cab but no body; used for pulling large trailers or vans





    history
  • The whole series of past events connected with someone or something

  • a record or narrative description of past events; "a history of France"; "he gave an inaccurate account of the plot to kill the president"; "the story of exposure to lead"

  • The study of past events, particularly in human affairs

  • The past considered as a whole

  • the aggregate of past events; "a critical time in the school's history"

  • the discipline that records and interprets past events involving human beings; "he teaches Medieval history"; "history takes the long view"











A memorable trip (hdr)




A memorable trip (hdr)





Photos from Victor Harbour, South Australia.

Tram History: The Clydesdale Horsetram

In 1867 a deputation to the Commissioner for Public Works resulted in the continuation of the original pier in a direct line to Granite Island. This extension became known as "The Causeway". The line continued onto and around the northern edge of the island to where a Working Jetty was constructed. In 1881 an additional jetty, protected by a breakwater, was built. The Screw Pile Jetty still stands today and is used by local fishing vessels and pleasure craft.

In 1867 a deputation to the Commissioner for Public Works resulted in the continuation of the original pier in a direct line to Granite Island. This extension became known as "The Causeway". The line continued onto and around the northern edge of the island to where a Working Jetty was constructed. In 1881 an additional jetty, protected by a breakwater, was built. The Screw Pile Jetty still stands today and is used by local fishing vessels and pleasure craft.


The First Horse Drawn Tram Passenger Service -1894
For many years goods were conveyed between the mainland and the island on railway trucks drawn by horses. Many visitors to Victor Harbor delighted in the walk across the Causeway to the island. As it had become a local attraction, and the rail line already existed, the South Australian Railways (SAR) decided to utilise one of the their unused horse-drawn passenger trams to offer a service to the island. On 27 December 1894 the passenger horse tramway was established.

The first island tram (no.7)to be used on the Causeway was a six-windowed double ended, double deck car built in England by "Brown Marshall" of Birmingham.

It had originally been delivered to the Goolwa Railway in 1879, then transferred to the Moonta Horse Railway in 1887, then stored at the SAR's Islington workshop from 1891 until it was sent to Victor Harbor in 1894. Car No. 7 continued in service until 1931.


The Second Island Tram (No. 25)
The passenger horse trams in Adelaide were gradually replaced by electric trams from 1909 onwards. Tram No. 25 was purchased from the Municipal Tramways Trust (MTT) and transferred to Victor Harbor to support No. 7 in service to the island. It was built by Adelaide and Suburban Tramway company around 1900/ It was converted from standard tramway gauge (1435mm) to railway broad gauge (1600mm) by mounting axle boxes to a wooden unperformed which protruded from the sides of the body panels. No. 25 joined No. 7 in 1910 until its retirement in 1929.


1931: Trams No. 5 & No. 6
When the Moonta Tramways closed in 1931 the two trams of best condition were towed by a railway line inspection car to the Islington Workshop for overhaul.

They were standard SAR six-windowed 'American' type double ended, double-deck broad gauge horse trams.

The wheel bases were imported from John Stevenson of New York, U.S.A. and they were built by Duncan & Frazer of Adelaide in 1883.

Both continued in service until the mid 1950's.

1900-1954: The Honeyman Brothers
George Honeyman operated the service, under a contract with SAR, from the beginning of the 1900s until 1940 when his younger brother Frank took over and operated t until closure in 1955.

The horses were kept in stables on Seymour lane and walked to the trams, which were parked on a siding behind the Station Master's house. The cars were parked in the open and exposed to the elements. When an extra long railway train was in town the cars were even parked on the Causeway.

Every two years they were towed to Islington for overhaul during winter.

During the early 1950s Frank Honeyman and Mayor William Jenkins had a number of differences about the operation of the tramway. The old Working Jetty and the remnants of the Victoria Per were being demolished by the Harbour's Board.

At the time essential repairs to the Causeway were decided upon, but to strengthen the Causeway for continued operation of the tramway required an additional expenditure of 3,000 pounds.

Frank Honeyman stabled the horses for the last time in June 1954 and then retired.

The Council offered the service at tender but there was no interest. The Causeway was reconstructed without rails and the Horse Drawn Tramway came to an end.

Tram No. 5 continued to operate on the remaining Granite Island tracks through the summer of 1955-56, under the ownership of the proprietor of the kiosk.

It was finally put on static display, at the approach to the Screwpile Jetty, where it remained until the weather and vandals reduced it to a public danger. Sadly, it was disposed of by being pushed off the edge into the sea!

Tram No. 6 was purchased by Raymond Schmidt, an American who had ridden the tramway during the war years. In 1971 he found it on display at a service station in Auburn. It is now restored as a single deck and is featured in his museum in Connecticut, USA.

The stories that people tell about their me











London Country.




London Country.





AEC 404?

From Wikipedia:

AEC History


The London General Omnibus Company, or LGOC, was founded in 1855 to amalgamate and regulate the horse-drawn omnibus services then operating in London. The company began producing motor omnibuses for its own use in 1909 with the X-type designed by its chief motor engineer, Frank Searle, at works in Blackhorse Lane, Walthamstow, London. The X-type was followed by Searle's B-type design, considered to be one of the first mass-produced commercial vehicles.[1][2]

In 1912, LGOC was taken over by the Underground Group of companies, which at that time owned most of the London Underground, and extensive tram operations. As part of the reorganisation following the takeover, a separate concern was set up for the bus manufacturing elements, and was named Associated Equipment Company, better-known as AEC.[3]
A 1921 AEC S-type Bus at the Heritage Motor Centre

AEC's first commercial vehicle was a lorry based on the X-type bus chassis. With the outbreak of the First World War in 1914, AEC's ability to produce large numbers of vehicles using assembly line methods became important in supplying the increasing need for army lorries. AEC began large-scale production of the 3-ton Y-type lorry, commenced in 1916, and continued beyond the end of the war. From then on, AEC became associated with both lorries and buses.
[edit] Interwar years

In 1926, AEC and Daimler formed the Associated Daimler Company (ADC), which was dissolved two years later. In 1927, AEC moved its manufacturing from Walthamstow to a new plant at Southall in London.

G. J. Rackham was appointed Chief Engineer and Designer in 1928. He had previously worked for Leyland Motors. His ideas contributed significantly to AEC's reputation for quality and reliability.
1962-built AEC Mercury

From 1929, AEC produced new models: the names of lorries began with "M" (Majestic, Mammoth, Mercury, and so on), and those of buses began with "R" (Regent, Regal, Renown, and so on). These original "M-models" continued in production until the end of the Second World War. AEC introduced diesel engines across the range in the mid-1930s.

From 1931 to 1938, AEC and English Electric co-produced trolleybuses. AEC supplied the chassis, and EE the electric motors and control equipment.

In 1932, AEC took a controlling interest in the British subsidiary of the American Four Wheel Drive (FWD) company, and began to use more standard AEC components in those vehicles. To avoid confusion, these were marketed under the name Hardy. Production ceased about 1936.
[edit] Second World War

Non-military production stopped in 1941. During the war, AEC produced their 10 ton 4x4 Matador artillery tractor (an adaptation of their commercial 4x2 Matador lorry that exploited AEC's experience with the Hardy FWD venture). A 6x6 version was designated as the AEC Marshall but almost always called the Matador. To this they added the AEC Armoured Car in 1941.
[edit] Post war
A 1957 AEC Regent V

In 1946, AEC and Leyland Motors formed British United Traction Ltd (BUT) as a joint venture to manufacture trolleybuses and traction equipment for diesel railcars since reduced demand would not require the existing capacity of both parents.

In 1948, AEC resumed civilian production with the Mammoth Major, Matador and Monarch. Also in 1948, AEC acquired Crossley Motors and Maudslay Motor Company. Soon after, AEC changed its name to Associated Commercial Vehicles (ACV) Ltd., although it kept the initials "AEC" on its vehicles — with the exception of some badge-engineered versions, such as the Crossley Regent bus (one example of which may be seen at the North West Museum of Road Transport). In 1949, ACV acquired a (bus) bodybuilding company, Park Royal Vehicles, along with its subsidiary Charles H. Roe. Park Royal designed a new cab for the AEC Mercury in the mid-1950s; this appeared on all models across the range about this time.

In 1961, AEC acquired Transport Equipment (Thornycroft). Thornycroft's name disappeared from all the vehicles except the specialist airport crash tenders, such as the Nubian, and the "Mighty" Antar off-road tractor unit.
[edit] Leyland takeover

Leyland Motors Ltd acquired ACV in 1962. AEC lorries were given the same "Ergomatic" cabs used across several Leyland marques (including Albion). In 1968, all AEC double-decker buses ceased production, and its last buses,motorcoaches and lorries were built in 1979. The AEC name actually disappeared from commercial vehicles in 1977, but the Leyland Marathon was built at the Southall plant until British Leyland (as the parent company was named by then) closed it in 1979.









wheel horse tractor history







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