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 Оклахома-Сити, | Brookville Liberty | № 201802 | — маршрут D-Loop |
Ист-Хейвен - Бранфорд Дата: 14 декабря 2018 г., пятницаСтатистикаОценка
Рейтинг: +86
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Комментарии · 12Ymtram ·
Ист-Хейвен - БранфордФото: 20025 · Модератор неавторских материалов / Фотомодератор / Общий редактор / Редактор новостей / Перевод сайта (EN)
A base text of the article on the new Oklahoma City streetcar system, version of which will be used in various sources:
The second generation Oklahoma City (OKC) streetcar system opened on 14 Dec 2018. The streetcars returned to the city after a 71-year absence. The first generation streetcar system operated in the city between 07 Feb 1903 - 13 Apr 1947, with the last interurban line between OKC and Norman closing a few moths longer in October 1947. The new OKC streetcar system became yet another project in a long list of streetcar projects in the US that are associated with urban redevelopment ambitions. Even though in most cases such systems are clearly considered 'starter' projects, they are often viewed with skepticism in terms of feasibility due to a small coverage area within the core central districts. This was especially true for OKC, as the city was never known to outsiders for urban development. The news that I was going to attend the opening of the streetcar system in OKC out of all places - raised many eyebrows. By all measures it looks like the OKC streetcar projects' success is a case of the 'you have to see it to believe it' principle. THE OKC URBAN REDEVELOPEMNT PROGRAM OKC used to be yet another city in the US straggling with urban decline. In 1993 the city decided to turn its fortunes around, and signed up for an ambitious redevelopment program that included a series of subprojects known as MAPS (Metropolitan Area Projects). The program is officially described as a visionary capital improvement program for new sports, recreation, entertainment, cultural, convention facilities and urban infrastructure. It is supported by a one-cent self imposed project-specific tax approved by voters periodically for the duration of each subproject. The first MAPS subproject was implemented between 1993-2001, the second subproject called MAPS for Kids was implemented in 2002-2009. The current MAPS 3 subproject, which includes a modern streetcar system, was approved by the voters in 2009, and is to be implemented in 2010-2020. The total estimated cost of the entire MAPS 3 subproject is $777 million. The streetcar project cost was originally budgeted for $128 815 000, but ended up at $135 million following a decision in 2016 to expand the route by 2 miles, and procure an additional streetcar. The MAPS program and individual subprojects are outlined on the OKC government website: https://www.okc.gov/government/maps-3/about-maps-3 The following document describes the MAPS 3 subproject in particular in all the details: http://ymtram.mashke.org/usa/oklahoma_ci...maps_3.pdf OKC itself is considered 'a blue island in a red sea', even though rather uncharacteristically, the local urban redevelopment program, including the streetcar project, was initiated and implemented by an array of republican mayors. This illustrates bipartisan nature of urban development and modern transit projects, which benefit everybody. The MAPS program proved to be exceptionally successful. It represents perhaps one of the most aggressive urban redevelopment ambitions in the US history. The program is already responsible for a number of new facilities in town such as stadiums, convention centers, museums, libraries, parks, green spaces and attractive public areas. These are complemented by redeveloped and rebuilt neighborhoods, formerly urban 'rust belt' areas surrounding downtown. These neighborhoods now boast many popular new businesses such as restaurants, clubs, breweries, galleries, theaters and hotels. In the Bricktown neighborhood a small creek was redeveloped into an attractive riverfront. A number of new residential developments were also built in place of formerly rundown city blocks. Upon completion of the MAPS program the downtown area would literally double in size. It is planned that the city would reclaim and redevelop the waterfront of the Oklahoma River located some distance away south of the current downtown. In addition to MAPS projects, the I-40 interstate elevated structure immediately south of downtown was dismantled in 2012, and the I-40 corridor was relocated away from the downtown area - a project comparable in its ambition to the Boston's Big Dig. The freed-up space will be redeveloped into an attractive boulevard currently under construction. The image of OKC as a progressive city is further enhanced by such small things as street art projects around the city, or electric scooters placed at key points and intersections and available for hire through the app. It is only natural that a modern dynamic city with aggressive development plans would need an attractive modern high-capacity transportation option such as a streetcar. To no surprise the new system seems to be very popular from the very first day it opened. SYSTEM PLANNING Here is the original streetcar system plan as envisioned back in 2010: http://transphoto.ru/photo/1170703/ The current streetcar network looks as follows: http://transphoto.ru/photo/1170701/ The original plan seemed to make a lot of sense from neighborhood and ridership flow coverage point of view. If compared to the current 'starter' network, some compromises undertaking by the planners are clearly visible. For instance, the Medical Community neighborhood and State Capitol Complex, which have a high ridership potential, were cut out of the final scheme. The original line also appeared to be more linear with somewhat general coverage of specific neighborhoods. The current network is more elaborate, clearly built with an aim to provide a more local 'streetcar-at-every-doorstep' coverage. Interestingly, the 'starter' streetcar project previously included the northern Downtown-to-Midtown segment only. The Bricktown Loop portion, covering newly redeveloped areas southeast of the central business district (CBD), was added to the project in 2016. THE CURRENT STREETCAR SYSTEM The streetcar line starts in the Bricktown neighborhood southeast of the CBD, a redeveloped area with 'historic' vibe, which also includes two sports venues - the Chesapeake Energy Arena and the Chickasaw Bricktown Ballpark. The urban redevelopment project in the area included sizeable new construction, mostly commercial space and recreational facilities. En route to/from Bricktown streetcars go near the Amtrak Santa Fe main railroad station. The above portion of the line was added to the project in 2016 as a 'last minute' decision to expand the system. The streetcar line then follows its originally planned route through the CBD, with a few skyscrapers and standard municipal buildings. Near the City Hall trams operate along the eastern border of the Arts District. The line then extends north, past the Oklahoma City National Memorial (the 1995 bombing memorial), which, rather unfortunately, became a major tourist attraction in the city. The line continues through Automobile Valley - a recently gentrified area, formerly a 'rust belt' adjacent to the CBD. The line then goes through Midtown, a traditional recreational area with a number of popular businesses, such as restaurants, breweries, clubs etc. The streetcar line ends near the St. Anthony medical center, at the fringes of an attractive gentrified residential area Mesta Park located just north of Midtown. Unfortunately, a popular redeveloped neighborhood Deep Deuce immediately to the east of the CBD is not covered by the current streetcar system. It is served by the so-called Circ Bus Loop, which seems to compliment the streetcar system, and is the only bus route that is shown on the streetcar system's map. The ridership during the two days immediately after the system's opening was exceptionally strong, in fact, the system was completely overwhelmed. Judging by the crowds of riders the OKC streetcar could seem even more popular than the recently-opened Milwaukee streetcar system. However, crowding in OKC may have been artificially inflated by low service supply despite vehicle availability (see below), while the opening in Milwaukee was by far better managed in terms of crowd control and service supply. The opening days' ridership naturally mostly consisted of curious riders, and cannot represent the real daily ridership, but there are clearly visible potential ridership opportunities between the CBD and the redeveloped neighborhoods of Bricktown, Automobile Alley and Midtown. It looks like the streetcar's strongest customer base will be recreational riders, who would park in one place while exploring the city's entertainment options by streetcar. For instance, there is a substantial ridership potential around sporting and other special events. This would probably make Fridays and Weekends the busiest days for the streetcar. THE CURRENT NETWORK TECH DETAILS The total length of revenue trackage is 5.2 miles (8,37 km). With non-revenue trackage the system's total length is 5.9 miles (9,5 km). The streetcar tracks are built almost entirely in mixed traffic, with only a small 0.2 mile (0,32 km) segment along SW 3rd Street near the Scissortail Park Stop built on a dedicated right-of-way. The current streetcar system consists entirely of one-way trackage running on parallel streets. Curiously, the streets the streetcar follows are all two-way streets, so the one-way operational pattern is mostly a tool for wider route coverage. The one-way pattern does convey a sense of a looping service, thus both of the services operated are identified as 'loops' - the Downtown Loop (D-Loop), and the Bricktown Loop (B-Loop). The routing of the D-Loop is convoluted and complex, however, it begins to make sense if a closer look is taken at the local neighborhoods' geography and potential passenger flows. For example, a seemingly irrational deviation from direct routing south of downtown is an attempt to cover stadium parking lots, the future Central Park, and the not-yet-built new residential area southwest of the park. In fact in the south of the system trams currently run amid undeveloped fields with construction cranes in the background. Two non-revenue short turnarounds are provided so service can be run between Bricktown and Downtown only, with a turnaround via NW 5 St north of the CBD; or between Midtown and Downtown only, with a turnaround via S E.K. Gaylord Blvd near the Santa Fe railroad station, southeast of the CBD. The Scissortail Park Stop is equipped with two tracks, which arrangement looks like a passing point. However, this is a staging track for special events in the area. Strangely, the staging area is built one stop west of (e.g. after) the Chesapeake Energy Arena, even though relatively near it. The location of the staging area was most likely chosen in anticipation of the future Convention Center opening nearby, which is still under construction. A stop at the corner of S Hudson Ave and SW 3 St is missing despite plans for a large residential development just southwest of it. A long stretch without stops most likely implies that such stop will be built in the future. There is no overhead in the CBD portion of the system, around the Chesapeake Energy Arena and the parks south of the CBD, as well as next to the Oklahoma City National Memorial to the north of the CBD. There are 3 segments that are covered by the overhead: between the Transit Center - Law School Stops in the north of the system; between the Bricktown - Santa Fe Hub Stops in the Bricktown area, beginning/ending immediately to the east of the low railroad underpasses near the Santa Fe Railroad Station; and the short stretch over the non-revenue depot access track. In total 3,2 miles (5,15 km) of the system's 5,9 miles (9,5 km) of track are equipped with the overhead, or about 54% of trackage. There is no overhead available within the depot. The new depot is built south of the CBD, about 0.3 miles (0,48 km) south of revenue trackage, in the neighborhood slated for potential development, at the southern tip of the new Central Park currently under construction, and next to the former grand Union Station railroad building (the former railroad tracks are replaced with the new interstate I-40 alignment). The depot non-revenue access track is a single track, with depot runs operated in both directions of travel. THE CARS The original contract for streetcar procurement was awarded in 2015 to the Czech manufacturer Inekon for purchase of 5 cars at $22 million. After Inekon failed to provide financial guarantees, the city switched to the US manufacturer Brookville. The final contract awarded to Brookville was for 5 cars, with an option for 6 cars, at a cost of $24.9 million. The contract was soon expanded by 1 car, the cost of the additional car factored into an overall project expansion approved in 2016. The 1st car was delivered 13.02.2018, and the 7th car was delivered as late as 27.10.2018. The 7 cars the system is served with are double-ended three-section Brookville Liberty standard streetcars with the off-wire operation capability. The cars are about 60% low floor with most seating located in the high-floor sections. Only 4 flip-seats are available in the low-floor section, otherwise this area is mostly designed for standees. In the high sections while there are transverse seats on one side of the car, there are longitudinal seats on the other side. The seating arrangement is the same as in identical streetcars in Dallas, however, it differs from the arrangement in Detroit and Milwaukee, where there are transverse seats on both sides. The cars have nonpivoting bogies, which design often generates criticism, as it potentially leads to more wear of both track and wheels, reduces the tram's speed in curves, and could also be a source of excessive screeching noise. Most revenue curves on the system, however, are well designed and built with precision, which reduces the potential for wear and noise. Some curves in sparsely populated areas around the parks and stadiums in the south of the system, and non-revenue curves at the depot, however, remain a source of some notable screeching noise. SYSTEM OPERATION There are two services operated. The Downtown Loop operates Mon-Thur 6 am - Midnight, Fri 6 am - 2 am, Sat 7 am - 2 am & Sun 11 am - 7 pm. The Bricktown Loop operates Fri, Sat 7 am - 2 am & Sun 11 am - 7 pm. The route designations lacks route numbering, which creates notable confusion among passengers boarding trams in the Bricktown area. Unfortunately, the short versions of route designations the 'D-Loop' & 'B-Loop' are not used in the field. The total round trip running time during the first two days of operation averaged at 56 min. for the 5-mile (8,05 km) long D-Loop, thus yielding the average speed of 5.34 mph (8,59 km/h). The record was clocked on Saturday early morning at 48 min. runtime and the average speed of 6.24 mph (10,04 km/h). The runtime for the 2.1-mile (3,38 km) long Bricktown Loop which has very low passenger patronage averaged at about 20 min., with the average speed of 6.3 mph (10,14 km/h). It looks like under regular conditions the system will be averaging speeds of about 6 mph (9,65 km/h). The announced headway on the main D-Loop is 12-14 minutes, on the B-Loop is 15 min. Considering the above runtimes, this implies the carrier's intent to operate 4 cars on the D-Loop on regular basis. The B-Loop is always operated with a single car. The single fare is $1, the day pass is $3. The monthly and annual passes could be purchased through the app only at $32 & $384 respectively. The streetcar schedule is not published and is not available to the general public. The next streetcar arrival time information is displayed in real time at the stops only, but it is often wrong. Unfortunately there is no such information available online. A need for the Bricktown Loop service seems somewhat dubious, as it covers a relatively small area and barely touches the CBD. However, it serves the Bricktown redeveloped neighborhood with many popular businesses, two sports arenas and parking lots, and boasts sizeable ridership during sporting events. It would probably make sense to run this service during sporting and special events only. Otherwise the service might be viable on Friday nights and on weekends, but it does not make sense to operate it during Friday daytime as is currently intended. The single car serving the B-Loop ran empty even on the systems' opening day. THE OPENING The official opening ceremony took place at downtown's Leadership Square at 11:00 am on Friday, December 14th. The date chosen was to commemorate the 25th anniversary of the MAPS program, since the very first project was approved by the voters on December 14th, 1993. The first car to pull out of the depot on the opening day was impossible to identify as testing of cars still took place early in the morning. Car 201802 left the depot for the official staging position at 8:00 am. Car 201806 was borrowed for the unofficial opening and ribbon cutting ceremony held at Leadership Square for employees only at 8:45 am. Following that cars 201802, 201806, 201801 & 201803 were staged at the Law School, Dewey Avenue, Art Park and Scissortail Park Stops respectively. The city's mayor with his kids and some officials boarded 201802 at the Law School Stop for a short ride, paused at the Oklahoma City National Memorial, and arrived at the Business District (Leadership Square) Stop precisely at 11:00 am, hence kicking off the official ceremony. The ceremony was well attended and upbeat. There were many optimistic and happy faces despite cold weather and long speeches, as well as impressive media coverage. The Oklahoma City streetcar service officially commenced at 11:43 am with 201802 leaving the Business District Stop with the first load of passengers which included the mayor, officials, some journalists, and rather democratically some regular passengers who managed to fit in. This was followed by 201806 entering service from the Business District Stop in an attempt to collect the remaining spectators who formed a long line. 201801 & 201803 began service from their respective staging locations, while 201804 opened service on the Bricktown Loop. UNFORTUNATE SHORTCOMINGS The ambitious urban redevelopment plan, which trams are supposed to support, deserves a lot of praise, and the new tram service has a lot of potential and seems to be very popular. However, some aspects of service planning choices seem to be counterproductive, and the local operations planning and management of the system conveys certain naivete. The new system's operation was given over to the local bus carrier EMBARK, which seem to have experience with running buses, but not with operating a high passenger capacity rail service such as trams. In this respect the widely criticized choice by other cities such as Detroit and Milwaukee of contracting out the new tram systems' operation to an outside transit operator with appropriate experience, actually begins to make sense. First and foremost, it seems that the current tram operation plan does not include layovers at terminals - a basic service recovery tool. The trams did operate at full capacity and with delays on the opening days, so it is possible that the layovers were simply not observed. However, trams didn't pause at terminals on Saturday morning either, when ridership was very light. In addition, the announced headway of 12-14 min on the D-Loop in relation to the runtimes and the number of trams used - clearly does not include recovery time at terminals. Provided trams' popularity, accessibility options offered, and mixed traffic operation throughout the system - service-related problems will inevitably come up on daily basis. Layovers at terminals would be a remedy for most of such issues. True, it is difficult to factor in layovers in the Bricktown area in the southeast end of the system since many passengers are riding through the loop, and there is no discernible endpoint stop. In addition, streetcars of two different services can get in a way of one another if holding. However, a layover at the northwestern endpoint of the D-Loop at the Dewey Avenue Stop would be easily possible. Recovery time for the B-Loop service is not really necessary since only one car is operated there. Unfortunately, while the opening ceremony was grand, memorable and well organized, the service and the crowd management on the opening days was not. Following th opening ceremony on Friday 6 out of 7 available cars were pressed into service: 5 on the D-Loop, and 1 on the B-Loop. One car, however, pulled back into the depot at 4:30 pm right before the beginning of the evening 'peak' hour and the Friday-late evening recreational 'rush', while first-day-of-service crowds were still in full force and all trams operated jam-packed. On the following Saturday the weekend crowds were predictably larger than those on Friday. However, I was surprised to find only 3 cars in operation on the D-Loop for most of the day, which arrangement yielded an 18-19 minute headway. This didn't conform to the announced 12-14 min headway on the D-Loop. The system was absolutely overwhelmed, with all runs operating crush-loaded. Many passengers were forced to wait up to 40 minutes for trams until they manage to fit in. True, the system's inability to cope with demand on the first days of operation could easily be blamed on an unusually high demand, while service deficiencies could be written off as the first day teething issues. However, I was dumbfounded by the fact, that 3 cars, almost a half of the fleet, simply remained parked at the depot with no attempts to press them into service. The low service supply seemed so irrational, that it almost looked as an attempt to artificially boost perceived popularity of the new service by keeping less trams in service. I just hope journalists didn't see those excess cars seating at the depot while trams operated in service crush-loaded. In any case, it is possible that many new customers walked away with negative impressions of the system. In sharp contrast the opening days in Milwaukee just a month earlier were planned rather meticulously with additional service capacity provided. In addition, there were some signs of poor real-time operations management and clear lack of dispatching training. On the first day of operation on Friday the headway between the 5 cars operating on the D-Loop quickly morphed into 6-6-10-10-24 due to various operational issues. However, there were no attempts to fix service, so the distorted service pattern was operated for the rest of the day. On Saturday an additional 4th car entered service on the D-Loop toward the evening prior to a basketball game at the Chesapeake Energy Arena. The car had gotten stuck at the junction that was not fully operational yet, awaiting for supervision to operate switches and wave it through. Following this delay, the car was promptly put in service right in-front of another car, already in service. Again, no attempts were made to even-out the headway between cars, so the 2 cars continued to operate in a tandem. The headway on the D-Loop yielded approximately 12-18-24-2, which pattern, again, was operated for the rest of the day. The dispatch's lack of proactiveness is especially surprising considering that the vehicles' real time locations data must be available at dispatch's disposal, since the next streetcar's arrival times are available at stops. The OKC streetcar rather unfortunately joined a long list of modern US operations that take a very formal approach to operations in terms safety measures and operating 'by the book'. Trams in OKC are very slow, as drivers are being too careful. The average speed of trams is merely twice higher than walking. In stark contrast, the recently opened Milwaukee streetcar system's management took a notably different approach, which values travel time as a part of positive customer experience. Consequently, trams in Milwaukee are much speedier, with drivers accelerating at every opportunity. Trams in OKC sound loud railroad-style horns and warning bells upon crossing every intersection or encountering any possible source of interference, such as driveways etc. Some less experienced drivers seem to sound warning bells as much as possible just to be on the safe side. One driver was observed activating warning bells whenever the tram moved. Such extreme noise pollution seems to be incomprehensible in a populated urban area. One wonders what image the streetcars projects amid residents living next to the line. There are also many delays due to formal communications over the radio between drivers and dispatchers to report on activities or obtain permissions that could clearly be left to drivers' discretion. On the opening days drivers were observed reporting to the dispatch over the radio every time they lowered or raised pantographs at the end or the beginning of sections with overhead. Drivers in OKC are not allowed to perform such simple duties as operating points, thus requesting assistance from field management every time an unusual non-revenue move is performed. And last but not list, on the opening days many drivers appeared untrained and unprepared for revenue operations, and/or some cars were not tested well enough. Some drivers operated with instructors in cabs, which training should have been done before the opening. Drivers often made mistakes and struggled with streetcars' controls. This was especially evident when it came to operating doors. Sometimes doors would be shut into customers' faces, while operator couldn’t reopen. In one case a passenger in a wheelchair who required extra time to board the tram was repeatedly hit by closing doors from both sides, while operator was struggling to reopen, and resorted to asking for instructions over the radio. The period between delivery of some cars and the opening date seemed to be relatively short for appropriate testing to be completed. Some infrastructure was not ready as well. The switches and the signals at the system's main junction at the beginning of the depot access track at S Hudson Avenue / SW 3rd St were not yet activated, with each non-revenue move requiring manual operation and waving through by the field management. All of the above factors most likely indicate that the system was not completely ready for the opening, which was rushed through to meet the 25th anniversary of MAPS program deadline for political gains, as well as to be ready for the December holidays. Again, in stark contrast, the Milwaukee system was very well tested for prolonged periods before the opening, and operated flawlessly from the start. It is a known fact that Milwaukee's management explicitly studied other systems' experiences prior to the opening. Unfortunately, no such preparations were done in Oklahoma City. HOPES FOR THE BETTER Fortunately the OKC streetcar does show the capacity to learn from its own mistakes. For instance, the original service plan called for trams not to operate on Sundays, the same as the city's bus network. This was reflected in all published service-related materials upon the streetcar's opening, including maps and info boards at stops. The arrangement basically meant that, urban redevelopment or not, every resident in OKC would need to buy a car, or forgo any activities on Sundays. A viable transit system, however, must provide readily available travel options at all times, including unpopular hours, even if operating at a loss during such hours. Otherwise trams become just a nice additional option available as an alternative to driving, which due to absence of traffic jams and parking shortages is relatively easy in OKC. Within a week from the opening, however, the streetcar operating schedule was updated to include Sundays, even though during very limited hours between 11 am - 7 pm. PLANS FOR FUTURE EXPANSION There are extensive plans for the streetcar system expansion. The current network was designed with the three future extensions envisioned: http://transphoto.ru/photo/1170702/ The northwest extension would follow a wide Classen Drive and N Classen Blvd, and would go as far as the planned 63rd Street commuter rail station stop 5 miles (8,05 km) to the north of the current streetcar terminal in Midtown. Another planned branch in this area would follow NW 16th Street through the historic Plaza District, and continue to the Oklahoma City University campus. The northeast extension would follow NE 4th Street through the redeveloped Deep Deuce neighborhood. It will then continue via a corridor with high potential ridership through the Research Park and Medical Community neighborhoods, practically a business park, which includes two medical centers. The line would then continue to the State Capitol Complex, which is located outside of the CBD, and is basically a satellite development of government buildings further northeast. The southern extension would follow S Walker Avenue to the planned 25th Street commuter rail station stop in the Capital Hill neighborhood, 1.5 miles (2,4 km) south of the CBD. This line would cover the planned redevelopment of the currently neglected Oklahoma River riverfront. Unfortunately, the westward expansion option is absent from the plans, even though the Reno Avenue / I-40 corridor clearly has some ridership potentials. Most other potential transit corridors in the city don’t look as feasible for the streetcar due to low density of population of the city's outlying neighborhoods. Despite the above plans, the current newly built depot is inconspicuously designed for 8 cars only, while 7 cars are already purchased to serve the current system. The parcel of land used for the depot does not have any potential for expansion, so any system expansion would have to include building the additional depot or storage facility. The current streetcar network is a part of the MAPS 3 project, which is to be completed by 2020. Any further streetcar development is possible within the future MAP 4 project only, to be approved along with the next corresponding one-cent tax in 2019. Have fan / fun. +14
+14 / –0 Синий трамвай ·
 ХарьковФото: 931 · Редактор новостей
Спасибо за как всегда развёрнутый рассказ!
Кто у нас следующий в очереди на открытие в Северной Америке? В Канаде система iON Китченер—Уотерлу, а в США на 2019 год какие-то открытия вообще планируются? Или после столь бурного 2018 года следующий год принесёт некоторое затишье? +9
+9 / –0 Ymtram ·
Ист-Хейвен - БранфордФото: 20025 · Модератор неавторских материалов / Фотомодератор / Общий редактор / Редактор новостей / Перевод сайта (EN)
Цитата (Синий трамвай, 27.12.2018):
> Спасибо за как всегда развёрнутый рассказ! Всегда пожалуйста. > Кто у нас следующий в очереди на открытие в Северной Америке? Уотерлу и Оттава. > Так 06 же зелёного цвета Ошибка при поточной привязке. На фото 201802, открывший движение. +3
+3 / –0 AlexSan ·
ОдессаФото: 536
Спасибо за такое подробное и обстоятельное описание. Трамваи в ОКС мне до этого были в основном знакомы в контексте интерурбана, закрытие которого привело к большому неудовольствию местных жителей.
+9
+9 / –0 Potato ·
 Санкт-ПетербургФото: 987
Спасибо, очень интересно. Позабавила средняя скорость и фразы про излишнюю осторожность и перестраховки водителей. Создаётся ощущение, что наш главный ревизор переехал на ПМЖ в Оклахома-сити и сразу нашёл работу по профилю :D
+4
+4 / –0 Илья Князев ·
ВоронежФото: 16
Этот грузовик сам похож на ГАЗон-Некст с фарами от обычной ГАЗели.
–3
+0 / –3 ak_timur ·
КраснодарФото: 854
Цитата (Илья Князев, 28.12.2018):
> Этот грузовик сам похож Это "Газел" "сам пахош"... +3
+3 / –0 Mike Somerset ·
ПермьФото: 6
Грузовик «Пепси» торопится, чтобы не опоздать за грузовиками Coca-Cola...
+2
+2 / –0 Нет фотографий
Зимой кока-кола уделала пепси вчистую маркетингом с лютыми рекламными компаниями под каждое рождество/новый год, попутно создав образ Санта Клауса как доброго деда в красной шубе. Это ж надо - заставить народ зимой массово закупать летний, в общем-то товар - газированную прохладительную воду)
+3
+3 / –0 Ваш комментарийЗа обсуждение политики будет выноситься бан на 1 месяц и более.
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