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A Short History of the Highlands Hill and Monykebbock Tramway
A Short History of the Highlands Hill and Monykebbock Tramway By A. White-Settler Introduction to the Second Edition On hearing ‘Highlands’ in connection with Scotland, images of the hills and mountains towards the middle and the west of the country usually come to mind. In this case however, ‘Highlands’ is the local name given to a small area of rolling countryside to the north of Dyce in Aberdeenshire, close to the village of Newmachar. The Highlands Hill and Monykebbock Tramway (to give it its full name) was a short narrow gauge line originally built to serve a pair of crofts in that area by taking feed out to the fields, quarrying stone for boundary walls and collecting ‘Swailend Earth’, used as fertile topsoil for local growers. In later years, it was used by a local college to provide courses for light railway operations, and to support forestry courses, and became home for the Garioch Industrial Narrow Gauge Railway Society (G.I.N.G.R.S.). In conversation (and often in writing), most people would call it “The Highlands Tramway” or simply “The Tramway”. What follows is a very short history of an obscure line, built up from snippets of conversation in various pubs and small businesses around the area. It is thought that the line fell out of use in the late 1960s; an increasingly small number of people have distant memories of the tramway, and I have been unable to find any reference to it in any library or local newspaper archives. Although the local farmer kindly granted me access to his land, it would appear that all but a few traces of the tramway have been obliterated, and so whilst I have made my best efforts to make this history as comprehensive as possible, unfortunately the accuracy of any information that follows cannot always be assured. -
DIRECTIONS and GUIDANCE to the Strategic Rail Authority
DIRECTIONS AND GUIDANCE to the Strategic Rail Authority ESTABLISHMENT OF THE STRATEGIC RAIL AUTHORITY 1. The Strategic Rail Authority (“the Authority”) has been established under section 201(1) of the Transport Act 2000 (“the Act”) as a body corporate. PURPOSES OF THE STRATEGIC RAIL AUTHORITY 2.1. The Authority is to provide leadership for the rail industry and ensure that the industry works co-operatively towards common goals. This objective should underpin the whole range of the Authority’s activities. The Authority will set priorities for the successful operation and development of the railway. It will work with other industry parties to secure continuing private investment in the railway, and to deploy public funding to best effect. To this end, the Authority has been given a wide range of statutory powers and duties. 2.2. Section 205 of the Act sets out the Authority’s purposes as: • to promote the use of the railway network for the carriage of passengers and goods; • to secure the development of the railway network; and • to contribute to the development of an integrated system of transport for passengers and goods. 2.3. Section 207 of the Act requires the Authority to exercise its functions with a view to furthering its purposes and it must do so in accordance with any strategies that it has formulated with respect to them. In so doing the Authority must act in the way best calculated: • to protect the interests of users of railway services; • to contribute to the achievement of sustainable development; 1 • to promote efficiency and economy on the part of persons providing railway services; • to promote measures designed to facilitate passenger journeys involving more than one operator (including, in particular, arrangements for the issue and use of through tickets); • to impose on operators of railway services the minimum restrictions consistent with the performance of its functions; and • to enable providers of rail services to plan their businesses with a reasonable degree of assurance. -
Railway Operations and the Environment Guidance
RAILWAY OPERATIONS AND THE ENVIRONMENT GUIDANCE A CONSULTATION DOCUMENT Published by the Office of the Rail Regulator July 1994 Environmental guidance Contents 1. The Regulator’s Environmental Guidance................................................................1 Introduction....................................................................................................................1 The Regulator's environmental guidance .......................................................................2 The environmental policy...............................................................................................2 The policy statement ......................................................................................................2 Objectives.......................................................................................................................3 Management arrangements and systems........................................................................3 Monitoring......................................................................................................................4 Other sources of advice on environmental policy..........................................................4 Updating the guidance....................................................................................................5 Appendix 1: Summary of Issues, Current Best Practice and Options for Improvement........................................................................................................................7 Enclosure -
Nestrans Draft Nestrans Strategic Investment Programme - 2017/18 Appendix 2
Nestrans Draft Nestrans Strategic Investment Programme - 2017/18 Appendix 2 RTS Project Project Details 2016/17 2017/18 2017/18 delayed proposals draft draw down budget IC1 Rail Kintore Railway Station Design of Car Park, Further works associated with Station Fund Bid and £527,000 £488,000 £1,015,000 Legal Costs associated with the Compulsory Purchase Order THEME TOTAL £527,000 £488,000 £1,015,000 IC2a Strategic Road Capacity Improvements Strategic network monitoring Phase The Third phased deployment of an Internet Protocol closed-circuit £150,000 £150,000 3 television (IPCCTV) equipment at traffic signals, along strategic transport corridors. This phase would aim to further capture nodes along A956 Wellington Road and King Street and the A944 corridor. AWPR Signage in Aberdeenshire Development of Signage Strategy and Preliminary Design of Strategic £30,000 £30,000 Signage THEME TOTAL £30,000 £150,000 £180,000 IC2b Strategic Road Safety Improvements A947 Road Safety Improvements Delivery of Action Plan and Development of Business Cases for £80,000 £80,000 individual schemes along the corridor A92 / A90 Lower Northwater Bridge Reflective Road Studs £1,680 £1,680 A93 Peterculter to Braemar Reflective Road Studs £21,112 £21,112 A944 / B993 to A97 Reflective Road Studs £28,630 A97 / A944 to Formartine Reflective Road Studs £48,426 A93 Neth Knox Embankment Reconstruction (Gabions) £100,000 B9119 Queen’s Cross pedestrian Two pedestrian crossings at the Queens Cross Roundabout (Queens £25,000 £25,000 crossing upgrades Road and Carden Place) have been the location of child pedestrian injury accidents. It is proposed to provide additional and updated infrastructure at these locations to highlight the crossings to drivers, reducing red light running, and make a safer environment for pedestrians. -
Daily Report Monday, 23 July 2018 CONTENTS
Daily Report Monday, 23 July 2018 This report shows written answers and statements provided on 23 July 2018 and the information is correct at the time of publication (07:01 P.M., 23 July 2018). For the latest information on written questions and answers, ministerial corrections, and written statements, please visit: http://www.parliament.uk/writtenanswers/ CONTENTS ANSWERS 8 DEFENCE 15 ATTORNEY GENERAL 8 Afghanistan: Armed Forces 15 National Fund 8 Air Force: Alcoholic Drinks and BUSINESS, ENERGY AND Drugs 15 INDUSTRIAL STRATEGY 8 Armed Forces: Sexual Companies: Registration 8 Offences 15 Conditions of Employment: EU Army 16 Action 9 AWACS 17 Department for Business, Conflict, Stability and Security Energy and Industrial Strategy: Fund: Islamic State 17 Former Members 9 European Fighter Aircraft 17 Electricity Interconnectors 9 Military Aircraft 17 Maternity Leave 10 Ministry of Defence: Buildings 18 Modern Working Practices Ministry of Defence: Former Review 10 Members 18 Retail Trade: Insolvency 11 NATO 19 CABINET OFFICE 11 NATO: Maritime Patrol Aircraft 19 Civil Servants: Pay 11 NATO: Military Aircraft 19 Civil Servants: Redundancy 11 Patrol Craft 20 Conflict, Stability and Security Warships 20 Fund 12 Yemen: Military Intervention 20 Electoral Register 13 DIGITAL, CULTURE, MEDIA AND Government Departments: SPORT 21 Location 13 Arts: Small Businesses 21 Oral Statements 14 Department for Digital, Public Sector: Job Creation 14 Culture, Media and Sport: Former Members 21 Electronic Commerce: EU Law 21 Pupils: Mental Health 44 Gambling: -
A947 Route Improvement Strategy
A947 ROUTE IMPROVEMENT STRATEGY CONSULTATION REPORT People reached via Social Media about 14000 the consultation Circulation of 9800 newspapers (Turriff/Ellon/ Inverurie Advertiser) which carried an advert promoting the consultation exercise @# Freepost Travel Surveys inserted into the 750 Banffshire Journal Paper Surveys distributed at Community Facilities and GP 4500 Surgeries on the A947 500 People spoken to during a 681 two day consultation Respondents to the stand at the Turriff Show detailed A947 Travel Survey (Online & Paper) “ 297 Respondents to a Freepost Freepost Travel Surveys completed Travel Survey provided as via the Banffshire Journal Inserts ” part of a Roadside Interview Surveys on the A947 155 7 Businesses A947 in located on the A947 participated in a detailed Numbers telephone interview. Table of Contents 1. Approach to Consultation ................................................................................................................................................ 1 2. Summary of Findings........................................................................................................................................................ 3 Appendix A: RSI Survey – Questionnaire and Results ............................................................................................................. 17 Appendix B: Online Survey – Questionnaire & Results ............................................................................................................ 18 Appendix C: Newspaper Survey – Questionnaire -
Explanatory Memorandum to The
EXPLANATORY MEMORANDUM TO THE RAILWAYS ACT 1993 (DETERMINATION OF TURNOVER) ORDER 2005 2005 No. 1. This explanatory memorandum is laid before Parliament by Command of Her Majesty. It has been prepared by the Department for Transport. 2. Description 2.1 The draft instrument defines "turnover" for the purposes of the powers under the Railways Act 1993 (“the 1993 Act”), as amended, to impose penalties (and obligations to pay reasonable sums) not exceeding 10% of turnover on railway operators in certain circumstances. 3. Matters of special interest to the Joint Committee on Statutory Instruments 3.1 None. 4. Legislative Background 4.1 Sections 55(7B) and 57A(3) of the 1993 Act enable the Secretary of State to make an order determining what constitutes a railway operator's turnover for the purposes of imposing a penalty (or obligation to pay a reasonable sum) not exceeding 10% of turnover in certain circumstances. The relevant circumstances are those where an operator has breached any condition of a railway operator’s licence, a term of a franchise agreement or a requirement attached to the closure of a railway service, station or network. A penalty may also be imposed if an operator contravenes an enforcement order made under section 55 of the Act. 4.2 The application of a ceiling of 10% of turnover was introduced in the Transport Act 2000 (by amendment to the 1993 Act) to make the railway enforcement regime consistent in this regard with the regimes of other regulated utilities and the regime under the Competition Act 1998. 4.3 Sections 55 and 57A of the 1993 Act provide the powers to impose penalties (and obligations to pay reasonable sums). -
Statement of Sustainable Economic Growth 2017/18
Sustainable Economic Growth Statement 2017/18 – 2018/19 Introduction Section 32(1)(a) of the Public Services Reform (Scotland) Act 2010 provides that as soon as reasonably practicable after the end of each financial year each listed public body must publish a statement of the steps it has taken during the financial year to promote and increase sustainable growth through the exercise of its functions. Nestrans is a listed body within the Act. This statement is intended to fulfil the requirement of the Act in relation to Sustainable Economic Growth. This statement should be read in conjunction with the statement on Efficiency, Effectiveness and Economy and the financial information provided on the Nestrans website that are also required by the Act. Government purpose and performance framework The purpose of the Scottish Government is to focus government and public services on creating a more successful country, with opportunities for all of Scotland to flourish, through increasing sustainable economic growth. The approach to delivering this Purpose is set out in the Scotland’s Economic Strategy published in March 2015 which combines work to boost economic growth and increase competitiveness with a drive to tackle inequality. The updated Strategy has four priorities, namely: • Investing in people and infrastructure in a sustainable way; • Fostering a culture of innovation and research and development; • Promoting inclusive growth and creating opportunity through a fair and inclusive jobs market and regional cohesion; and, • Promoting Scotland on the international stage to boost our trade and investment, influence and networks. Progress towards the Purpose is being measured through a range of Purpose Targets and National Indicators in the National Performance Framework that was updated in March 2016. -
37190 Transport Sector Unit, Infrastructure Department East Asia & Pacific Region the World Bank Public Disclosure Authorized
37190 Transport Sector Unit, Infrastructure Department East Asia & Pacific Region The World Bank Public Disclosure Authorized China: Managing the economic interfaces in Public Disclosure Authorized multi-operator railway environments Review of international approaches prepared for the Ministry of Railways China Public Disclosure Authorized Public Disclosure Authorized June 2006 Abstract: A seminar held by the Chinese Ministry of Railways in September 2005 examined the policy environment that would need to be in place to attract private investment into China’s medium and long-term railway development plan. Since then the Ministry has set up several joint ventures with provincial governments and other, non-governmental partners to finance specific new lines. This innovative approach creates a need to manage the economic interfaces when the activities of one railway enterprise have a direct economic impact on another. This paper summarizes, for the benefit of the Ministry of Railways, the approaches that have been adopted elsewhere in the world to address this need. It considers three main interfaces: track access, when the train services of one railway entity use the infrastructure owned by another such entity; vehicle interchange, when the train services of one entity use the vehicles owned by another; and revenue division, when commercial income must be divided because a freight consignment or passenger journey carried by one railway company is interchanged to the trains of another railway company for onward transport, but with a single customer paying for the whole journey. Acknowledgements: This report was prepared by Paul Amos, Transport Advisor of the World Bank, and Richard Bullock, railway financial specialist (consultant), under the management of Graham Smith, Transport Sector Coordinator in the World Bank Office, Beijing. -
Railway Byelaws
RAILWAY BYELAWS Made under Section 219 of the Transport Act 2000 by the Strategic Rail Authority (the “Authority”) and confirmed under Schedule 20 of the Transport Act 2000 by the Secretary of State for Transport on 22 June 2005 for regulating the use and working of, and travel on or by means of, railway assets, the maintenance of order on railway assets and the conduct of all persons while on railway assets (the “Byelaws”). CONTENTS Introduction: Railway Byelaws – Why they help us to help you RAILWAY BYELAWS Conduct and behaviour 1. Queuing 2. Potentially dangerous items 3. Smoking 4. Intoxication and possession of intoxicating liquor 5. Unfit to be on the railway 6. Unacceptable behaviour 7. Music, sound, advertising and carrying on a trade 8. Unauthorised gambling Equipment and safety 9. Stations and railway premises 10. Trains 11. General safety 12. Safety instructions 1 Control of premises 13. Unauthorised access and loitering 14. Traffic signs, causing obstructions and parking 15. Pedestrian-only areas 16. Control of animals Travel and fares 17. Compulsory ticket areas 18. Ticketless travel in non-compulsory ticket areas 19. Classes of accommodation, reserved seats and sleeping berths 20. Altering tickets and use of altered tickets 21. Unauthorised buying or selling of tickets 22. Fares offences committed on behalf of another person Enforcement and interpretation 23. Name and address 24. Enforcement (1) Offence and level of fines (2) Removal of persons (3) Identification of an authorised person (4) Notices (5) Attempts (6) Breaches by authorised persons 25. Interpretation (1) Definitions (2) Introduction, table of contents and headings (3) Plural (4) Gender 2 26. -
Modernising English Criminal Legislation 1267-1970
Public Administration Research; Vol. 6, No. 1; 2017 ISSN 1927-517x E-ISSN 1927-5188 Published by Canadian Center of Science and Education Modernising English Criminal Legislation 1267-1970 Graham McBain1,2 1 Peterhouse, Cambridge, UK 2 Harvard Law School, USA Correspondence: Graham McBain, 21 Millmead Terrace, Guildford, Surrey GU2 4AT, UK. E-mail: [email protected] Received: April 2, 2017 Accepted: April 19, 2017 Online Published: April 27, 2017 doi:10.5539/par.v6n1p53 URL: http://dx.doi.org/10.5539/par.v6n1p53 1. INTRODUCTION English criminal - and criminal procedure - legislation is in a parlous state. Presently, there are some 286 Acts covering criminal law and criminal procedure with the former comprising c.155 Acts. Therefore, it is unsurprising that Judge CJ, in his book, The Safest Shield (2015), described the current volume of criminal legislation as 'suffocating'. 1 If one considers all legislation extant from 1267 - 1925 (see Appendix A) a considerable quantity comprises criminal law and criminal procedure - most of which is (likely) obsolete.2 Given this, the purpose of this article is to look at criminal legislation in the period 1267-1970 as well as criminal procedure legislation in the period 1267-1925. Its conclusions are simple: (a) the Law Commission should review all criminal legislation pre-1890 as well as a few pieces thereafter (see Appendix B). It should also review (likely) obsolete common law crimes (see Appendix C); (b) at the same time, the Ministry of Justice (or Home Office) should consolidate all criminal legislation post-1890 into 4 Crime Acts.3 These should deal with: (a) Sex crimes; (b) Public order crimes; (c) Crimes against the person; (d) Property and financial crimes (see 7). -
GNER), a Major Train Operator, Was Unable to Meet Its Contractual Obligations Shortly After Successfully Re-Tendering for Its Second Franchise
Privatisation and Franchising of British Train Operations: the decline and derailment of the Great North Eastern Railway By Carmen A. Li Department of Economics University of Essex and John Stittle Department of Accounting, Finance and Management University of Essex WP07/04 Correspondence to: John Stittle, Dept of Accounting, Finance and Management, University of Essex Wivenhoe Park, Colchester, Essex CO4 3SQ, UK [email protected] Tel: + 44 1206 874860 1 Privatisation of British Train Operations: the decline and derailment of the Great North Eastern Railway. Abstract As a result of the 1993 Railways Act, the British railways industry was privatised which resulted in the separation of ownership and control of the railway infrastructure (track, signals and stations) from that of passenger train operations. The Great North Eastern Railway (GNER), a major train operator, was unable to meet its contractual obligations shortly after successfully re-tendering for its second franchise. Within the context of incomplete contract theory, this paper discusses the main problems inherent in the franchising process and which specifically contributed to the collapse of GNER. In particular, the paper argues that the fragmented structure of asset ownership, the lack of coordination and investment incentives and flaws in the franchise method itself explain the demise of GNER and have undermined the general objectives of railway privatisation. Key words: Railways, privatisation, incomplete contracts, franchises. 2 Privatisation of British Train Operations: the decline and derailment of the Great North Eastern Railway. “…the passenger rail franchising system (is) a self-contradictory muddle, providing no coherent framework or vision for the development of passenger services for future generations.