DOCSLIB.ORG

20€™S Plenty for Us

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
20€™S Plenty for Us TrafficAuthorities“doing”20’sPlenty ThefollowingTrafficsAuthoritieshaveallinitiatedapolicyofimplementinganauthoritywide20mphspeedlimitfor residentialroads. PortsmouthwasthefirstcitytouseDfTCircular01/2006toimplement20mphacrossallresidentialroads.Thiswas startedin2007andcompletedinMay2008over5phases.Therewasmuchpublicengagementwithleafletsgoingout toallfamiliesineachphasedarea. NorwichCityCouncilvotedunanimouslytoimplement20mphacrosstheauthority.Currentlythisisbeingtrialledina smallnumberofroads. TR_1*#,27 -01 OxfordCityCounciliscurrentlygoingthroughpublicconsultationonimplementing20mphacrossthewholeauthority. Therewasconsiderabledebateastowhethertoincludearterialroadsaswell. Newcastle.Aftertriallingadvisory20mphspeedlimits,NewcastleCityCouncilhasdecidedthat,onthebasisof Portsmouth’sresults,itwillconverttheadvisory20mphschemesintomandatorylimits. Leicesterhasmadeadecisiontograduallyrollout20mphacrossthewholetownoverthenext5years. WarringtonhasisalreadypilotinganauthorityRwideimplementationbymeansofanexperimentaltrafficorderon147 roads. Bristolisplanning20mphasthedefaultacrossathirdofthecity. IslingtonisthefirstLondonBoroughtosetinplaceabudgetfortheimplementationof20mphacrossthewhole borough. Inconclusion Webelievethatthesedevelopmentsarecriticalinprovidinganewapproachtoroaddanger reductionthatinvolvescommunitiesanddriversinawaywhichisneverpossiblewithlocalised20 mphschemesorotherjunctionorhighwayengineeringimprovements. ItiscapableofcreatingwhatFredWegmannofSWOV(DutchRoadSafetyResearchInstitute) calledthe“paradigmshift”whichisrequiredintheUKifwearetocreateanenvironmentwhichis abletoprovidethesamelevelsofsafetyforVulnerableRoadUsersintheUKasinNorthern Europe. Theoldmethodsoflocalisedinfrastructureimprovementsataccidentblackspotsarereturningfewergainsperpound spentandweneedtomovetomethodswhichwillprovideafarwiderbenefitacrosscompletetownsandboroughs.20 mphasthedefaultspeedlimitforresidentialandurbanroads,whereinevitablytherearevulnerableroadusers,hasto bethemostimportantandeffectivemechanismfordeliveringsaferroadsonawiderbasis.Italsomatchesthe characteristicofvulnerableroaduserinjurieswhichtendtobemorescatteredthanmotoroccupantinjuries. Thecasefor20mphasthedefault Soifyouwanttofindouthowabetterroadenvironmentcanbedeliveredtoyourcommunitythenwhynothavea speedlimitforresidentialroads. lookatourwebsiteorcontactusforfurtherinformation. 20’sPlentyforUsisanationalcampaignthatsupportsthosecommunitieswishingto implement20mphasthedefaultspeedlimitforresidentialandtowncentreroads.Itis availabletoprovideadvice,andexamplesof20’sPlentyimplementationsacrossthe country. Thisspacereserved Implementinglowerspeedsthatworkrequiresfarmorethanhighwayengineering.20’s foryourtownor PlentyForUscanofferpracticaladviceonhowtoworkwithcommunitiestomaximise city*. RodKing drivercomplianceandcommunityownershipoflowerspeeds. Contact 20’sPlentyForUs 20’sPlentyForUs,TheRosebankCentre,PepperStreet,Lymm,Cheshire,WA130JG Email:[email protected] Tel:07973639781 20’sPlentyForUsto 19thMarch2009 findouthow. Publishedby20’sPlentyforUs.*Notethatcouncillogosusedonfrontpageareforinformativepurposesonlyanddo notindicateanyendorsementoforconnectionwith20’sPlentyForUsasanorganisationbythosecouncils. 20mphspeedlimitsacrossawholecommunity Democracyandcommunitycommitment Theinformationon20mphstreetsreducingcollisionsandaccidentsiswelldocumented Wherea“micro”limitisputinplacethenthisisusuallydecidedbytrafficengineerswithlimitedconsultationand fromexistingresearchandexperienceofthosetownsdeploying20mphlimitsandzones. engagementwithcommunities.Whilsttrafficengineersmayknowthatsuchamove“makessense”thisisnotalways communicatedtothecommunitiesinvolved.Eventhenitwouldbelimitedtotheresidentswithinthose20mphlimits However,mostresearchandexperienceisbaseduponwhatwecall“micro”20mph ratherthanthedrivers,whomayliveoutsideofthosestreets. sites.Thesearewheretheengineeringhasbeendoneonisolatedselectedstreetsor estates.Theyhavebeencharacterisedbythedefaultformostroadsstillbeing30mph However,whenaLocalAuthoritydecidesuponanauthoritywidelimitthenthisnaturallyinitiatesadebateatcitizen, andreducingthisinareaswherepastaccidentsstatisticsorotherrequirementshave memberandofficerlevelaboutthebenefitstothewholecommunityofsuchachange.Thiscanthereforebewidened offeredbenefitsfromlowerspeedsonaKSI(KilledorSeriouslyInjured)basis.Effectively toincludeobjectivesformodalshift,empowermentofthosewithoutcars,lowernoiselevels,lowerpollutionaswellas onewould“normally”driveat30mphandthen“slowdown”to20mphwheresuchspeedlimitsexisted. loweraccidentsandinjuries. Otherinitiativessuchas20mpharoundschoolsareflawedbecausemostchildpedestrianaccidentshappencloserto Thisthereforecreatesa“collectivecommunitycommitment”tolowerspeedsandroaddangerreductionwhichwould homethanschool.Infactsuchschemeslegitimiseanincreaseinspeedinjusttheplaceswherechildrenaremostat notandhasneverbeentheresultofpreviously“micro”andisolated20mphschemes. risk. Thismaximisesthecommitmentatalllevelsincreasescomplianceandreinforcespolicecommitmenttoenforcement. Ourlatestthinkingaboutloweringspeedlimitsrecognisesthatthroughoutmosttownsandurbanareasthehighlevel of30mphspeedlimits(60%higherthanthekphadoptedinNorthernEurope)isathreattovulnerableroadusers DriverBenefits whichdepressesanymodalshifttowalkingandcycling.WhilsttheremayhavebeenrecentgenericreductionsinUK KSI’sforpedestriansandcyclistsmuchmorecouldhavebeenachieved.InfacttheHealthDevelopmentAgency predictedin2003thatchildpedestriancasualtiescouldhavebeencutby2/3ifresidentialroadshada20mphspeed Inmost“micro”schemesmanydriverstravellingthroughsuchaschemeinvariablyliveon limit.Noiselevelsandpollutionarealsokepthighby30mphspeedlimitsespeciallyifmotoristsareperpetually astreetwitha30mphlimit.Thequestiongoingthroughtheirmindis“whatissospecial acceleratingto30mphandbrakingforthenextcongestionpointortrafficlights. aboutthesefamiliesthatIhavetoslowdownto20mphwhenmyfamilygetsnosimilar protectiononmystreet”.Thebenefitisperceivedasbeingtotallytotheadvantageofthe TheapproachthatbestmatchesthatofourNorthernEuropeanneighboursisthe“macro”settingof20mphspeed residentandnottothedriver. limitswherebyawholeauthorityhasitslimitforresidentialandurbanroadssetto20mphasadefaultwithexceptions beingmadewhereitisconsideredsafeto“speedup”to30mph.Thisreversestheexpectationofwhatconstitutesa However,whenoneintroducesa“macro”schemethenthefactthatitishighlylikelythat safespeedwhereroadsaresharedwithvulnerableroadusersandhasbecomepossiblethroughtheDfTissuingCircular thesamedriverwillbegettinghisownstreetchangedtoa20mphlimitprovidesarealbenefittothedriver.This 01/2006ontheSettingofLocalSpeedLimits. suddenlybecomesatwosidedrelationshipwherebythebenefitsoflowerspeedsareconferredonbothresidentand driver. ThefirsttowntousethiswasPortsmouthwhohaveset20mphasthedefaultspeedlimitforallresidentialroadsand byexceptionsetroadsat30mphforarterialandmainroads.Thefeaturesofthisinitiativewere: Thedecisionaboutanindividualdrivercomplyingwiththenewlimitthereforegetsmadeinthehome,withthefamily fromastrategicandfamilybenefitperspectiveratherthanasadriversuddenlyseeinga20mphspeedlimitsignforthe Completedwithoutanyphysicaltrafficcalming firsttime. DidnotrequireSecretaryofStateapproval Phasedinover18months Thisundoubtedlyhastheeffectofincreasingcomplianceandrespectforthelowerspeedlimits.Inadditionmostpolice CompletedbybulkTrafficOrders forceswhereauthoritywide20mphschemesareinplaceareprovidingenforcementwithfixedpenaltynotices. Costs£475,000for1,200streets(£333perstreet) Hasalreadyreducedaveragespeedsby3mph Communitybenefits Thebenefitsof20mphspeedlimitsaremostsignificantinaccidentandinjuryreduction.Howeverthebenefitsgofar ThisisbeingfollowedbyWarrington,Oxford,Norwich,Leicester,NewcastleandIslingtonwhohavealreadycommitted beyondthisforthecommunityandinclude: toasimilarinitiativeandarebeingrolledoutandpiloted.Thisamountstoover1.5mresidentsinsuchareas. Greatermodalshifttowalkingandcycling Therearecertainadvantagesofsuchmacroapproachonatown,cityorboroughbasisandtheseinclude: Increasedchildmobility Lowercoststhroughbulktrafficorders Lowernoiseandpollutionlevels Lowercostsof20mphsignsthroughbulkpurchaseanddeployment Greaterindependencefortheelderlyandinfirm Betterandcheapermarketingofchangesbybeingabletoeducate/consultwiththecomplete Calmerdrivingconditionswitheasiersideroadintegration community Increasedamenityinurbancentres. Clearerunderstandingofwhichstreetswillbe20mph Agreatersenseofcommunitywellbeing. Howevertherearetwoaspectswhichuntilnowwebelievehavebeenunrecognisedandnotbeenatallpresentin Increasedhealththroughincreasedwalkingandcycling. “micro”andisolated20mphschemes. Lesstraffic. Theseareconnectedtothedemocraticprocessofadoptinga20mphspeedlimitasadefaultandalsotheenhanced Lowerspeedsinresidentialroadsisa“winwin”policy.Wefindthat80%ofthosequestionedareinsupportandthe compliancewhichresultsfromdriversmutuallybenefitingfromlivingin20mphstreets. BritishSocialAttitudesSurveyfoundthat75%ofdriverswereinfavourof20mphspeedlimitsforresidentialroads. .
Load more

Recommended publications
  • Norfolk Through a Lens
    NORFOLK THROUGH A LENS A guide to the Photographic Collections held by Norfolk Library & Information Service 2 NORFOLK THROUGH A LENS A guide to the Photographic Collections held by Norfolk Library & Information Service History and Background The systematic collecting of photographs of Norfolk really began in 1913 when the Norfolk Photographic Survey was formed, although there are many images in the collection which date from shortly after the invention of photography (during the 1840s) and a great deal which are late Victorian. In less than one year over a thousand photographs were deposited in Norwich Library and by the mid- 1990s the collection had expanded to 30,000 prints and a similar number of negatives. The devastating Norwich library fire of 1994 destroyed around 15,000 Norwich prints, some of which were early images. Fortunately, many of the most important images were copied before the fire and those copies have since been purchased and returned to the library holdings. In 1999 a very successful public appeal was launched to replace parts of the lost archive and expand the collection. Today the collection (which was based upon the survey) contains a huge variety of material from amateur and informal work to commercial pictures. This includes newspaper reportage, portraiture, building and landscape surveys, tourism and advertising. There is work by the pioneers of photography in the region; there are collections by talented and dedicated amateurs as well as professional art photographers and early female practitioners such as Olive Edis, Viola Grimes and Edith Flowerdew. More recent images of Norfolk life are now beginning to filter in, such as a village survey of Ashwellthorpe by Richard Tilbrook from 1977, groups of Norwich punks and Norfolk fairs from the 1980s by Paul Harley and re-development images post 1990s.
    [Show full text]
  • NORWICH, ENGLAND Global Education NORWICH, ENGLAND
    Global Education Education Global NORWICH, ENGLAND NORWICH, (CGE) for Center HOBART AND WILLIAM SMITH COLLEGES SMITH WILLIAM AND HOBART Excursions UEA is not a “study abroad program” in the traditional sense in that HWS students will be directly enrolled at the university. While there will not be excursions designed specifically for HWS students, UEA does have a full-service student travel agency on its campus in order to assist those planning their own travel. In addition, the university has an extremely active student union and international student office which plan a variety of educational, cultural and travel opportunities in which all students are invited to participate (fees will vary). Independent and self-starting students will have a multitude of opportunities to immerse themselves in the local culture and to explore southeastern England and beyond. Norfolk coastline Going Abroad With the CGE Students will be charged standard HWS tuition and fees and a $550 administrative fee. This will cover credit for a four-course semester, airport arrival services and orientation program. Note that no room or board charge is included. Students will pay room fees directly to the University of East Anglia (note that several housing options are available at different price levels; housing expenses will be higher during the spring semester due to the longer term) and they should bring their board fee to cover meals. While board expenses will vary according to individual tastes, we estimate that $2000—$2300 should be sufficient for students who prepare their own meals (during the spring semester, students should bring $2400—$2700 for meals due to the longer semester).
    [Show full text]
  • New - Unit 4 - Chelmsford Station
    NEW - UNIT 4 - CHELMSFORD STATION UNIT 4, Duke Street, Chelmsford, CM1 1HT, Description The premise is located within the main station building adjacent to the station's rear entrance and the taxi rank. An arcade leads from the rear entrance through to the main station concourse, booking hall and ticket gates. The unit measures approximately: Ground Floor Retail: 37.72 sq.m First Floor: 27.7 sq m The unit has an A3 user, and was previously a sandwich bar and coffee shop. It is arranged over two floors. Key Details Serving the Essex city of Chelmsford, the busy station with a host of major retailers sees over 7.3 million passengers per annum. Built upon a series of railway arches the two platforms serve passengers travelling to Norwich, Ipswich, Clacton-on-sea and London Liverpool Street with the latter having a journey time of circa 35 minutes. Other Information Chelmsford Station is currently under redevelopment with works due to complete September 2016. Unit 4 is currently being used as a temporary ticket office, and will revert back to a retail unit once the new ticket office is open. The redevelopment, incorporates a new ticket office, an improved staircase to the London-bound platform, improved retail outlets and a new station front. Queries and registrations of interests should be submitted to Ross McKechnie. Email: [email protected] Size: 65.4 sq m (~ 704 sq ft) Type: Retail Nearest Station: CHM Offer invited: Yes Available from: Immediate Local Authority: Chelmsford City Council Deposit: 3 months rent - Subject to a minimum of £1,000 Location Description Chelmsford is the only City in Essex.
    [Show full text]
  • Name of Deceased (Surname First)
    Name of Deceased Address, description and date of death of Names, addresses and descriptions of Persons to whom notices of claims are to be Date before which (Surname first) Deceased given and names, in parentheses, of Personal Representatives notices of claims to be given ROBERTS, Robert Goronwy 1 Afon Wen, Pontfadog, Llangollen, Clwyd. Midland Bank Trust Co. Ltd., 5 Beatrice Street, Oswestry, Salop SY11 1QF. 30th March 1980 Engineer (retired). 29th December 1979. (097) TIELENS, Auguste Albert Breadbares Cottage, Clay Lane,. .Oakwood, Arnold Cooper & Tompkins, 14 Queen Street, Emsworth, Hants PO10 7BN, Solicitors. 28th March 1980 Marie Bosham, Sussex. 25th September 1979. (Thomas Roger Lamble and Albert Edmund Humphry.) (098) STANTON, Louis Francois 50 Park Close, Hethersett, Norfolk. Port Superin- Clapham & Collinge, 7 Princes Street, Norwich, Norfolk, Solicitors. (Ref. MM.) (Gladys 30th March 1980 Hanory tendent. Captain. 25th December 1979. Jane Stanton.) (099) RmsDALE, Annie Flat 6, Ingledew Court, Sandringham Drive, Leeds Midland Bank Trust Co. Ltd., 1 Bond Court, Leeds LSI 1LZ. 25th March 1980 H 17. Widow. 24th December 1979. (100) NEWBIOIN, Agnes Jane 21 Ilfracombe Avenue, Newcastle upon Tyne. Barclays Bank Trust Co. Ltd., Bamburgh House, Market Street, Newcastle upon Tyne 22nd March 1980 1 Waugh University Lecturer (retired). 5th January 1980. NE1 6BH. (101) 5 AOAR, Charles 17 Madison Avenue, Hodge Hill, Birmingham 36. Midland Bank Trust Co. Ltd., 2 Stephenson Street, Birmingham B2 4AX. (Brian Agar.) 31st March 1980 Bartholomew Greengrocer. 14th December 1979. (102) BOWEY, Florence Ada ... 27 Milsom Street, Easton, Bristol. 22nd December Lloyds Bank Ltd., Bristol Trust Branch, PO Box 126, Bank House, Wine Street, Bristol 1st April 1980 1979.
    [Show full text]
  • London to Norwich Direct Train
    London To Norwich Direct Train Kristos gurgles her incautiousness frontally, dree and patchier. Nightmarish Adnan usually calibrate some lurkers or sleet jawbreakingly. Weighted Stillman bade ministerially or bales harmonically when Wyatan is rhotic. East anglia is direct, there are implemented and can travel entry to change or parks on this car, no direct train to london norwich. How to Travel From London to Norwich by Train Bus TripSavvy. National Express runs a regular bus service between London Victoria Coach now and the Norwich Bus Station which leaves London at. Bus from London to Norwich Find schedules Compare prices Book Megabus National Express and National Express tickets. The cheapest train connections from London to Norwich. When creating an average northern advanced fare. Norwich is also elm hill and table service is definitely worth trying when it from your train to yorkshire and make significant damage to alcohol, london to norwich direct train! Click on a gift card pin. What is Norwich like about visit? Get cheap train tickets to Norwich with our split up search. The direct from london st pancras international partners sites selected are as nationalrail and direct train tickets between london liverpool street every kind of. Our London Sidcup Hotel is Located between London and Kent and just 100m from the Train them Free Wi-Fi Throughout Your content Book Direct. How it is regarded as a colourful excursion to norwich here when we cannot wait to ironically for all! Connect to new azuma trains from time limit fuel facility supplies renewable compressed natural habitats, so just under a button down.
    [Show full text]
  • Economic Growth Potential of the Cambridge Norwich Technology Corridor
    Economic Growth Potential of the Cambridge Norwich Technology Corridor Draft Final Report Adam Brown December Cambridge Econometrics [email protected] 2017 Cambridge, UK www.camecon.com Economic Growth Potential of the Cambridge Norwich Technology Corridor Cambridge Econometrics’ mission is to provide clear insights, based on rigorous and independent economic analysis, to support policy-makers and strategic planners in government, civil society and business in addressing the complex challenges facing society. Cambridge Econometrics Limited is owned by a charitable body, the Cambridge Trust for New Thinking in Economics. www.neweconomicthinking.org Cambridge Econometrics 2 Economic Growth Potential of the Cambridge Norwich Technology Corridor 1 Introduction Background Cambridge Econometrics has been commissioned by Breckland District Council and Partners to carry out an evidence review and analysis of sectoral growth potential for the Cambridge‐Norwich Technology Corridor (CNTC). The work is divided into three phases: Phase 1: Collection of economic data from a range of official government sources and presentation in graphical and GIS formats. Data on major growth sites is also to be collected and mapped. Phase 2: A statistical analysis of current sectoral strengths and weaknesses of the corridor and its sub‐areas using location quotient analysis, and an assessment of sectoral growth risks and opportunities based on national trends Phase 3: the presentation of a projection for population and economic growth for the next 15 years, combined with some recommendations for policy intervention The work builds on a previous study carried out by Bruton Knowles’ (BK, 2015), along with the marketing research of the Deyton Bell Report (2016), the New Anglia SEP (2017) and GCGP SEP (2013), and this work should be seen in the context of the recommendations outlined in those papers.
    [Show full text]
  • Leicester, Liverpool, and Norwich. Measles Caused the Highest
    421 tious hospital, erected during a period of small-pox epidemic, this and in many other directions. The clashing interests does not properly meet the requirements of the district. It of education and health are referred to under circumstances is freely admitted that the hospital has done, and is still which, it might have been hoped, were such as could not doing, excellent service; but the accommodation provided is occur in view of the provisions of recent Education Codes. unsatisfactory, the means for separating cases needing The voluntary system of notifying infectious diseases in special isolation are most imperfect, and some parts of the this district is stated to work without friction. In addi- -structure are old and worn out. Some alterations and tion to the hospital in the Alcester district, it is to be - extensions were made during the past year, but we fear that hoped that one will be established for the Evesham joint nothing short ofagood deal of preliminary demolition of exist- district before the expiration of the present year. The plans ing buildings will place Leicester in the position it should have already been prepared and approved by the Local occupy in ttiis respect. Referring to comments which have Government Board. Amongst the important sanitary works appeared in this journal as to the failure which has been evi- that have been dealt with, the completion of the Evesham dent in many towns having hospitals and immediate notifica- water-works may be named; a scheme for the supply of tion of infectious diseases, to red uce the amount of scarlet fever, Stratford-on-Avon is also wellnigh completed.
    [Show full text]
  • The Transport System of Medieval England and Wales
    THE TRANSPORT SYSTEM OF MEDIEVAL ENGLAND AND WALES - A GEOGRAPHICAL SYNTHESIS by James Frederick Edwards M.Sc., Dip.Eng.,C.Eng.,M.I.Mech.E., LRCATS A Thesis presented for the Degree of Doctor of Philosophy University of Salford Department of Geography 1987 1. CONTENTS Page, List of Tables iv List of Figures A Note on References Acknowledgements ix Abstract xi PART ONE INTRODUCTION 1 Chapter One: Setting Out 2 Chapter Two: Previous Research 11 PART TWO THE MEDIEVAL ROAD NETWORK 28 Introduction 29 Chapter Three: Cartographic Evidence 31 Chapter Four: The Evidence of Royal Itineraries 47 Chapter Five: Premonstratensian Itineraries from 62 Titchfield Abbey Chapter Six: The Significance of the Titchfield 74 Abbey Itineraries Chapter Seven: Some Further Evidence 89 Chapter Eight: The Basic Medieval Road Network 99 Conclusions 11? Page PART THREE THr NAVIGABLE MEDIEVAL WATERWAYS 115 Introduction 116 Chapter Hine: The Rivers of Horth-Fastern England 122 Chapter Ten: The Rivers of Yorkshire 142 Chapter Eleven: The Trent and the other Rivers of 180 Central Eastern England Chapter Twelve: The Rivers of the Fens 212 Chapter Thirteen: The Rivers of the Coast of East Anglia 238 Chapter Fourteen: The River Thames and Its Tributaries 265 Chapter Fifteen: The Rivers of the South Coast of England 298 Chapter Sixteen: The Rivers of South-Western England 315 Chapter Seventeen: The River Severn and Its Tributaries 330 Chapter Eighteen: The Rivers of Wales 348 Chapter Nineteen: The Rivers of North-Western England 362 Chapter Twenty: The Navigable Rivers of
    [Show full text]
  • Norwich Catholic Cathedral: Roof Re-Leading (Project 1 of 1 Funded) Awarded £179,900 in March 2015 and a Further £10,000 in May 2016
    Norwich Catholic Cathedral: Roof re-leading (project 1 of 1 funded) Awarded £179,900 in March 2015 and a further £10,000 in May 2016 The need The application was for replacement of the failing lead on the roof of the nave and north aisle. This was the last remaining area of lead replacement needed under the most recent Quinquennial Inspection: lead replacement elsewhere had been carried out piecemeal over the last 35 years. Outcomes All the original lead roofing of the cathedral, some 130 years old, has now been renewed, ensuring that the entire cathedral is watertight and reducing the risk of water damage. The works have also improved the accessibility of the cathedral. Norwich Catholic Cathedral. Photo credit: David Ross. Economic impact The project support 15 full-time jobs including trainee apprentices in stonemasonry and carpentry. These trainees were brought in via a local scheme which meant that new skills within these traditional building methods were developed and retained in the local community. Works completed The works were commissioned via a competitive tender process and were carried out by Anglia Lead Ltd. The works included replacing the lead roofs of the tower, south nave and south aisle. Over 40 tons of sand-cast lead was used to carry out these vital works. The fund’s Expert Panel allocated a further £10,000 from underspend elsewhere towards c. £40,000 of additional repair needs that emerged as the work progressed. The Cathedral Norwich is the second largest Catholic cathedral in England, after Westminster. It was constructed between 1882 and 1910 to designs by George Gilbert Scott Jr.
    [Show full text]
  • Welsh Route Study March 2016 Contents March 2016 Network Rail – Welsh Route Study 02
    Long Term Planning Process Welsh Route Study March 2016 Contents March 2016 Network Rail – Welsh Route Study 02 Foreword 03 Executive summary 04 Chapter 1 – Strategic Planning Process 06 Chapter 2 – The starting point for the Welsh Route Study 10 Chapter 3 - Consultation responses 17 Chapter 4 – Future demand for rail services - capacity and connectivity 22 Chapter 5 – Conditional Outputs - future capacity and connectivity 29 Chapter 6 – Choices for funders to 2024 49 Chapter 7 – Longer term strategy to 2043 69 Appendix A – Appraisal Results 109 Appendix B – Mapping of choices for funders to Conditional Outputs 124 Appendix C – Stakeholder aspirations 127 Appendix D – Rolling Stock characteristics 140 Appendix E – Interoperability requirements 141 Glossary 145 Foreword March 2016 Network Rail – Welsh Route Study 03 We are delighted to present this Route Study which sets out the The opportunity for the Digital Railway to address capacity strategic vision for the railway in Wales between 2019 and 2043. constraints and to improve customer experience is central to the planning approach we have adopted. It is an evidence based study that considers demand entirely within the Wales Route and also between Wales and other parts of Great This Route Study has been developed collaboratively with the Britain. railway industry, with funders and with stakeholders. We would like to thank all those involved in the exercise, which has been extensive, The railway in Wales has seen a decade of unprecedented growth, and which reflects the high level of interest in the railway in Wales. with almost 50 per cent more passenger journeys made to, from We are also grateful to the people and the organisations who took and within Wales since 2006, and our forecasts suggest that the time to respond to the Draft for Consultation published in passenger growth levels will continue to be strong during the next March 2015.
    [Show full text]
  • A Review of Office Accommodation in Norwich
    A Review of Office Accommodation in Norwich Prepared for: Norwich City Council 1 By RAMIDUS CONSULTING LIMITED Date: 6th July 2020 A Review of Office Accommodation in Norwich Executive summary The Norwich office market is in a fragile and vulnerable condition, and this is especially true in the city centre. It has under-performed comparator cities in recent years. It is also shrinking when the trend should be one of expansion. Office occupiers are evolving rapidly Fundamental changes in the economy are bringing about major changes in the demand for property, particularly the office sector. Drivers are economic, business, technological and social, creating what is widely called the ‘knowledge economy’, typified by technology-enabled, knowledge- intensive businesses. This disruption is seen in the amount of space required; the nature of buildings; workplace design and workplace management. As firms adopt more agile, networked approaches, offices will become ‘less generic’ and less single purpose, and will work harder to provide choice and flexibility. The Norwich office market is fragile The Norwich office market is small and vulnerable. It is half the size of Cambridge, and has been reduced by 30% in recent years due to implemented or consented conversions to residential use through Permitted Development Rights. The Prior Approvals process has exacerbated this to the extent that the very survival of the city centre office market is at risk. Despite some recent rental growth induced by scarcity, new development remains unviable. The shrinking stock of remaining offices is ageing and vulnerable to further conversion activity. Take-up of space is comparatively low for a city the size of Norwich: between 2015 and 2019 there was an annual average of 11,000 sq m of lettings (mostly second-hand), in 39 deals averaging 280 sq m each.
    [Show full text]
  • Tariff of Mortgage Charges (Known at Norwich & Peterborough As a Guide to Our Mortgage Fees and Charges) Effective 1St March 2018
    Tariff of Mortgage Charges (Known at Norwich & Peterborough as A Guide to Our Mortgage Fees and Charges) Effective 1st March 2018 At Norwich and Peterborough Building Society we are working closely with the mortgage industry’s initiative with UK Finance (formerly Council of Mortgage Lenders) and Which? to make our fees and charges easy for you to understand. Our tariff of charges fully reflects the initiative’s good practice principles which are being used across the industry to help customers compare mortgages. When looking at the fees that other firms charge, you may notice some that don’t appear in our tariff (below). This means we don’t charge you these fees. NAME OF CHARGE WHAT THIS CHARGE IS FOR HOW MUCH IS THE CHARGE? Before your first monthly payment (These are the fees and charges you may have to pay before we release your mortgage funds) Funds Transfer Fee Electronically transferring the mortgage funds to £30 Also called ‘Telegraphic you or your conveyancer. transfer fee’ Legal Fee You will normally instruct a conveyancer to act These fees/costs vary and are charged by the conveyancer directly to on your behalf in connection with your home you. purchase transaction. You may be required to pay their legal fees and costs as part of their work on your behalf. These fees/ costs are normally charged by the conveyancer, directly to you unless we tell you that we will contribute to the legal costs as part of your product deal. Product Fee This is charged on some mortgages as part Typically ranging from £0 - £1545 of the deal.
    [Show full text]