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Britain's Transition from Rail to Road-Based Food Distribution, 1919-1975 Thomas James Spain MA
‘Food Miles’: Britain’s Transition from Rail to Road-based Food Distribution, 1919-1975 Thomas James Spain MA Doctor of Philosophy University of York Railway Studies September 2016 Abstract Britain’s railways were essential for the development of the British economy throughout the nineteenth century; however, by 1919 their seemingly unassailable position as goods carriers was about to be eroded by the lorry. The railway strike of September 1919 had presented traders with an opportunity to observe the capabilities of road haulage, but there is no study which focuses on the process of modal shift in goods distribution from the trader’s perspective. This thesis therefore marks an important departure from the existing literature by placing goods transport into its working context. The importance of food as an everyday essential commodity adds a further dimension to the status of goods transport within Britain’s supply chain, particularly when the fragility of food products means that minimising the impact of distance, time and spoilage before consumption is vital in ensuring effective and practical logistical solutions. These are considered in a series of four case studies on specific food commodities and retail distribution, which also hypothesise that the modal shift from rail to road reflected the changing character of transport demand between 1919 and 1975. Consequently, this thesis explores the notion that the centre of governance over the supply chain transferred between food producers, manufacturers, government and chain retailer, thereby driving changes in transport technology and practice. This thesis uses archival material to provide a qualitative study into the food industry’s relationship with transport where the case studies incorporate supply chain analyses to permit an exploration of how changes in structure might have influenced the modal shift from rail to road distribution. -
The Commercial & Technical Evolution of the Ferry
THE COMMERCIAL & TECHNICAL EVOLUTION OF THE FERRY INDUSTRY 1948-1987 By William (Bill) Moses M.B.E. A thesis presented to the University of Greenwich in fulfilment of the thesis requirement for the degree of Doctor of Philosophy October 2010 DECLARATION “I certify that this work has not been accepted in substance for any degree, and is not concurrently being submitted for any degree other than that of Doctor of Philosophy being studied at the University of Greenwich. I also declare that this work is the result of my own investigations except where otherwise identified by references and that I have not plagiarised another’s work”. ……………………………………………. William Trevor Moses Date: ………………………………. ……………………………………………… Professor Sarah Palmer Date: ………………………………. ……………………………………………… Professor Alastair Couper Date:……………………………. ii Acknowledgements There are a number of individuals that I am indebted to for their support and encouragement, but before mentioning some by name I would like to acknowledge and indeed dedicate this thesis to my late Mother and Father. Coming from a seafaring tradition it was perhaps no wonder that I would follow but not without hardship on the part of my parents as they struggled to raise the necessary funds for my books and officer cadet uniform. Their confidence and encouragement has since allowed me to achieve a great deal and I am only saddened by the fact that they are not here to share this latest and arguably most prestigious attainment. It is also appropriate to mention the ferry industry, made up on an intrepid band of individuals that I have been proud and privileged to work alongside for as many decades as covered by this thesis. -
Transport Act 1962 Is up to Date with All Changes Known to Be in Force on Or Before 08 July 2021
Status: Point in time view as at 13/06/2003. Changes to legislation: Transport Act 1962 is up to date with all changes known to be in force on or before 08 July 2021. There are changes that may be brought into force at a future date. Changes that have been made appear in the content and are referenced with annotations. (See end of Document for details) Transport Act 1962 1962 CHAPTER 46 10 and 11 Eliz 2 An Act to provide for the re-organisation of the nationalised transport undertakings now carried on under the Transport Act 1947, and for that purpose to provide for the establishment of public authorities as successors to the British Transport Commission, and for the transfer to them of undertakings, parts of undertakings, property, rights, obligations and liabilities; to repeal certain enactments relating to transport charges and facilities and to amend in other respects the law relating to transport, inland waterways, harbours and port facilities; and for purposes connected with the matters aforesaid. [1st August 1962] Extent Information E1 For extent see s. 93(1) Modifications etc. (not altering text) C1 Act excluded by Transport Act 1981 (c. 56, SIF 126), s. 5(4), Sch. 4 Pt. I para. 2(1)(2) C2 Act extended by Transport Act 1981 (c. 56, SIF 126), s. 5(4), Sch. 4 Pt. I para. 4(2) C3 Power to amend and repeal conferred by Transport (Scotland) Act 1989 (c. 23, SIF 126), s. 14(3)(d) Commencement Information I1 Act not in force at Royal Assent see s. -
Transport Act 1985
Transport Act 1985 CHAPTER 67 ARRANGEMENT OF SECTIONS PART I GENERAL PROVISIONS RELATING TO ROAD PASSENGER TRANSPORT Abolition of road service licensing Section 1. Abolition of road service licensing. Meaning of " local service " 2. Local services. Traffic commissioners 3. Traffic commissioners. 4. Inquiries held by traffic commissioners. 5. Assistance for traffic commissioners in considering financial questions. Registration of local services 6. Registration of local services. 7. Application of traffic regulation conditions to local services subject to registration under section 6. 8. Enforcement of traffic regulation conditions, etc. 9. Appeals against traffic regulation conditions. Taxis and hire cars 10. Immediate hiring of taxis at separate fares. 11. Advance booking of taxis and hire cars at separate fares. 12. Use of taxis in providing local services. A ii c. 67 Transport Act 1985 Section 13. Provisions supplementary to sections 10 to 12. 14. Operation of taxis and private hire cars in Scotland for the carriage of passengers at separate fares. 15. Extension of taxi licensing in England and Wales. 16. Taxi licensing: control of numbers. 17. London taxi and taxi driver licensing: appeals. Modification of PSV requirements in relation to vehicles used for certain purposes 18. Exemption from PSV operator and driver licensing requirements of vehicles used under permits. 19. Permits in relation to use of buses by educational and other bodies. 20. Further provision with respect to permits under section 19. 21. Permits under section 19: regulations. 22. Community bus permits. 23. Further provision with respect to community bus permits. Further amendments with respect to PSV operators' licences 24. Limit on number of vehicles to be used under a restricted licence. -
Groups, Governance and the Development of UK Alcohol Policy: an Adversarial Policy Communities Approach
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Online Repository of Birkbeck Institutional Theses Groups, governance and the development of UK alcohol policy: An Adversarial Policy Communities Approach Gareth Paul Barrett A thesis presented for the Degree of Doctor of Philosophy Department of Politics Birkbeck, University of London January 2020 1 Declaration of Work I certify that the thesis I have presented for examination for the PhD degree of the University of London is solely my own work other than where I have clearly indicated that it is the work of others. The copyright of this thesis rests with the author. Quotation from it is permitted, provided that full acknowledgement is made. This thesis may not be reproduced without my prior written consent. 2 Abstract The governance of UK alcohol policy looks like a textbook case of decision-making by a closed community of policymakers and industry insiders, but this thesis challenges this view. Drawing on Jordan and Richardson’s policy communities approach and Dudley and Richardson’s later work on adversarial policy communities, it examines the complex development of UK alcohol policy using archival sources, government and pressure group reports, news releases and historic media coverage going back over a century. The primary focus of this research is Westminster, but the importance of subnational policy communities is also considered through an examination of Scottish alcohol policy development. Through case studies of four key areas of UK alcohol policy – licensing, drink- driving, pricing and wider alcohol strategies – this thesis finds that the governance of UK alcohol policy is formed within policy communities, but ones that are much less closed and much more adversarial than traditionally thought. -
London Passenger Transport Act 1933
Changes to legislation: There are currently no known outstanding effects for the London Passenger Transport Act 1933. (See end of Document for details) London Passenger Transport Act 1933 1933 CHAPTER 14 23 and 24 Geo 5 An Act to provide for the establishment of a Passenger Transport Board for an area to be known as the London Passenger Transport Area, which shall comprise certain portions of the London Traffic Area and of the districts adjacent thereto, and for the transfer to that Board of various transport undertakings and interests; to make other provisions with respect to traffic in the said area; and for purposes connected with the matters aforesaid. [13th April 1933] Modifications etc. (not altering text) C1 This Act has been affected by private and local Acts which have not been noted C2 In this Act “the Executive” means the London Transport Executive: Transport (London) Act 1969 (c. 35), s. 45(1), Sch. 3 para. 1(1)(2)(g) and by virtue of London Regional Transport Act 1984 (c. 32, SIF 126), s. 67(2), Sch. 4 para. 1(1)(2)(a) it is provided that for any reference to the London Transport Executive substituted by the said Act of 1969 there is substituted (E.W.) a reference to London Regional Transport and any subsidiary of theirs (within the meaning of that 1984 Act) PART I 1—4 . F1 Textual Amendments F1 Ss. 1–4, 6–15 repealed by Transport Act 1962 (c. 46), Sch. 12 Pt. II 2 London Passenger Transport Act 1933 (c. 14) Part II – The Undertaking of the Board Document Generated: 2021-03-26 Changes to legislation: There are currently no known outstanding effects for the London Passenger Transport Act 1933. -
Transport Act 1981 Is up to Date with All Changes Known to Be in Force on Or Before 15 May 2021
Status: Point in time view as at 07/06/2002. This version of this Act contains provisions that are prospective. Changes to legislation: Transport Act 1981 is up to date with all changes known to be in force on or before 15 May 2021. There are changes that may be brought into force at a future date. Changes that have been made appear in the content and are referenced with annotations. (See end of Document for details) Transport Act 1981 1981 CHAPTER 56 An Act to make provision with respect to the disposal by the British Railways Board of part of their undertaking, property, rights and liabilities; to provide for the reconstitution of the British Transport Docks Board under the name of Associated British Ports and to confer on a company powers over that body corresponding to the powers of a holding company over a wholly-owned subsidiary; to dissolve the National Ports Council and amend the Harbours Act 1964; to make further provision for promoting road safety; to make provision with respect to road humps; to provide a new basis of vehicle excise duty for goods vehicles; to amend the law as to the payments to be made for cab licences and cab drivers’ licences; to make provision for grants to assist the provision of facilities for freight haulage by inland waterway; to make provision with respect to railway fires; to amend Schedules 7 and 8 to the Public Passenger Vehicles Act 1981; and for connected purposes. [31st July 1981] F1 PART I Textual Amendments F1 Pt. I (ss. -
Groups, Governance and the Development of UK Al- Cohol Policy: an Adversarial Policy Communities Ap- Proach
ORBIT-OnlineRepository ofBirkbeckInstitutionalTheses Enabling Open Access to Birkbeck’s Research Degree output Groups, governance and the development of UK al- cohol policy: an adversarial policy communities ap- proach https://eprints.bbk.ac.uk/id/eprint/40473/ Version: Full Version Citation: Barrett, Gareth Paul (2020) Groups, governance and the de- velopment of UK alcohol policy: an adversarial policy communities ap- proach. [Thesis] (Unpublished) c 2020 The Author(s) All material available through ORBIT is protected by intellectual property law, including copy- right law. Any use made of the contents should comply with the relevant law. Deposit Guide Contact: email Groups, governance and the development of UK alcohol policy: An Adversarial Policy Communities Approach Gareth Paul Barrett A thesis presented for the Degree of Doctor of Philosophy Department of Politics Birkbeck, University of London January 2020 1 Declaration of Work I certify that the thesis I have presented for examination for the PhD degree of the University of London is solely my own work other than where I have clearly indicated that it is the work of others. The copyright of this thesis rests with the author. Quotation from it is permitted, provided that full acknowledgement is made. This thesis may not be reproduced without my prior written consent. 2 Abstract The governance of UK alcohol policy looks like a textbook case of decision-making by a closed community of policymakers and industry insiders, but this thesis challenges this view. Drawing on Jordan and Richardson’s policy communities approach and Dudley and Richardson’s later work on adversarial policy communities, it examines the complex development of UK alcohol policy using archival sources, government and pressure group reports, news releases and historic media coverage going back over a century. -
Road and Rail Traffic Act 1933
Changes to legislation: There are currently no known outstanding effects for the Road and Rail Traffic Act 1933. (See end of Document for details) Road and Rail Traffic Act 1933 1933 CHAPTER 53 23 and 24 Geo 5 An Act to make provision for regulating the carriage of goods on roads by motor vehicles and for controlling the use of vehicles on certain roads; to amend certain provisions of the Road Traffic Act 1930; to amend the law relating to railways and to make provision for constituting a council to advise on questions in connection with the means of, and facilities for, transport; and for purposes connected with the matters aforesaid. [17th November 1933] Commencement Information I1 Act not in force at Royal Assent by s. 49(2) (now repealed) PART I 1—36. F1 Textual Amendments F1 Ss. 1–36 repealed by Road Traffic Act 1960 (c. 16), Sch. 18 PART II RAILWAY TRAFFIC 37 . F2 2 Road and Rail Traffic Act 1933 (c. 53) Part II – Railway Traffic Document Generated: 2021-03-27 Changes to legislation: There are currently no known outstanding effects for the Road and Rail Traffic Act 1933. (See end of Document for details) Textual Amendments F2 S. 37 repealed by Transport Act 1962 (c. 46), s. 95(3), Sch. 12 Pt. I 38 . F3 Textual Amendments F3 S. 38 repealed by Transport Charges &c. (Miscellaneous Provisions) Act 1954 (c. 64), Sch. 2 Pt. II 39 . F4 Textual Amendments F4 S. 39 repealed by Transport Act 1962 (c. 46), s. 95(3), Sch. 12 Pt. -
THE BILL of REASONABLE RIGHTS: SOLVING a CONUNDRUM and STRENGTHENING an ENACTMENT Geeti Faramarzi* Introduction
THE BILL OF REASONABLE RIGHTS: SOLVING A CONUNDRUM AND STRENGTHENING AN ENACTMENT Geeti Faramarzi* Introduction Those trained in the common law tradition are generally uncomfortable with statute. It is the creature of a politically partisan institution. Ironically, in a parliamentary system its word in statute is considered the highest form of law. New Zealand’s Westminster constitution is grounded in the notion of parliamentary sovereignty. Diceyan absolutism posits that Parliament has the power to make or unmake any law whatever.1 The role of the judiciary is to interpret and apply that law. This is a deceptively simple proposition. It suggests the judicial branch of government is subservient to the will of Parliament. In reality, parliamentary sovereignty is a label depicting a legal order. Discussion on its scope and meaning is increasing, particularly in the context of human rights and freedoms.2 The question that emerges is, essentially, whether the concept of fundamental rights ought in principle to affect the reach and exercise of democratic power.3 In 1985, the then Minister of Justice, Geoffrey Palmer, introduced a White Paper on a Bill of Rights4 purporting to elevate and expand on traditionally recognised rights and freedoms, and preserve them in a supreme law statute. The resulting legislation did not achieve that status. The New Zealand Bill of Rights Act 1990 (NZBORA) was passed as an ordinary statute with the dual purpose of affirming and promoting fundamental rights and freedoms in New Zealand, and affirming New Zealand’s international human rights commitments under the International Covenant on Civil and Political Rights (ICCPR).5 The NZBORA has been described as an interpretive instrument.6 However, its operative provisions, ss 4-6, do not sit comfortably together. -
The Treachery of Strategic Decisions
The treachery of strategic decisions. An Actor-Network Theory perspective on the strategic decisions that produce new trains in the UK. Thesis submitted in accordance with the requirements of the University of Liverpool for the degree of Doctor in Philosophy by Michael John King. May 2021 Abstract The production of new passenger trains can be characterised as a strategic decision, followed by a manufacturing stage. Typically, competing proposals are developed and refined, often over several years, until one emerges as the winner. The winning proposition will be manufactured and delivered into service some years later to carry passengers for 30 years or more. However, there is a problem: evidence shows UK passenger trains getting heavier over time. Heavy trains increase fuel consumption and emissions, increase track damage and maintenance costs, and these impacts could last for the train’s life and beyond. To address global challenges, like climate change, strategic decisions that produce outcomes like this need to be understood and improved. To understand this phenomenon, I apply Actor-Network Theory (ANT) to Strategic Decision-Making. Using ANT, sometimes described as the sociology of translation, I theorise that different propositions of trains are articulated until one, typically, is selected as the winner to be translated and become a realised train. In this translation process I focus upon the development and articulation of propositions up to the point where a winner is selected. I propose that this occurs within a valuable ‘place’ that I describe as a ‘decision-laboratory’ – a site of active development where various actors can interact, experiment, model, measure, and speculate about the desired new trains. -
Statute Law Revision 17Th Report (SLC 193; LC 285)
[Coat of Arms] The Law Commission and The Scottish Law Commission (LAW COM No 285) (SCOT LAW COM No 193) STATUTE LAW REVISION: SEVENTEENTH REPORT DRAFT STATUTE LAW (REPEALS) BILL Report on a Reference under Section 3(1)(e) of the Law Commissions Act 1965 Presented to the Parliament of the United Kingdom by the Lord High Chancellor by Command of Her Majesty Laid before the Scottish Parliament by the Scottish Ministers December 2003 Cm 6070 SE/2003/313 £xx.xx The Law Commission and the Scottish Law Commission were set up by the Law Commissions Act 1965 for the purpose of promoting the reform of the law. The Law Commissioners are: The Honourable Mr Justice Toulson, Chairman Professor Hugh Beale QC Mr Stuart Bridge Professor Martin Partington CBE Judge Alan Wilkie QC The Chief Executive of the Law Commission is Mr Michael Sayers and its offices are at Conquest House, 37-38 John Street, Theobalds Road, London WC1N 2BQ. The Scottish Law Commissioners are: The Honourable Lord Eassie, Chairman Professor Gerard Maher QC Professor Kenneth G C Reid Professor Joseph M Thomson Mr Colin J Tyre QC The Secretary of the Scottish Law Commission is Miss Jane L McLeod and its offices are at 140 Causewayside, Edinburgh EH9 1PR. The terms of this report were agreed on 17 November 2003. The text of this report is available on the Internet at: http://www.lawcom.gov.uk http://www.scotlawcom.gov.uk ii LAW COMMISSION SCOTTISH LAW COMMISSION STATUTE LAW REVISION: SEVENTEENTH REPORT DRAFT STATUTE LAW (REPEALS) BILL CONTENTS Paragraph Page REPORT 1 APPENDIX 1: DRAFT