A Round up of Recent Activities in Our Sections the Journal July 2017
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00 Primeras Paginas Rha5
RHA, Vol. 5, Núm. 5 (2007), 57-71 ISSN 1697-3305 RAILWAYS AND THE STATE IN THE UK Gerald W. Crompton* Recibido: 11 Junio 2007 / Revisado: 8 Septiembre 2007 / Aceptado: 30 Septiembre 2007 The UK was unusual in the absence of direct until the appearance of the internal combustion inputs by the state into the design, building or engine, increasingly important to the economy, financing of its railway system. This did not mean and increasingly dominant as a mode of transport. that the railways were ‘exemplars of Victorian pri- Furthermore, the industry was concentrated and vate enterprise, unfettered by the state’1. Each new the bigger companies were extremely large in rela- company required legislation, often contested, tion to their counterparts in other sectors. By 1870 which accounted for about 5% of all development the ‘big four’ accounted for 44% of railway turno- costs2. This factor, along with the high cost of land, ver. By 1905 the Midland had a paid-up capital ten and parochial taxation, helped to impose a long- times as great as the largest manufacturing firm. lasting over-capitalisation on the industry in its One authority has judged that price competition, first few decades the nineteenth century also left a which had been active in the early decades, was legacy of public regulation which had a uniquely ‘virtually dead by 18703. It is hardly surprising that high impact on the railways. fear of the consequences of railway monopoly took Before 1900 governments had taken powers root in the nineteenth century. to require the running of cheap trains for the bene- Beyond these broad aims, public policy had fit of workmen (1844 and 1883), the publication lacked consistency. -
Bargain Booze Limited Wine Rack Limited Conviviality Retail
www.pwc.co.uk In accordance with Paragraph 49 of Schedule B1 of the Insolvency Act 1986 and Rule 3.35 of the Insolvency (England and Wales) Rules 2016 Bargain Booze Limited High Court of Justice Business and Property Courts of England and Wales Date 13 April 2018 Insolvency & Companies List (ChD) CR-2018-002928 Anticipated to be delivered on 16 April 2018 Wine Rack Limited High Court of Justice Business and Property Courts of England and Wales Insolvency & Companies List (ChD) CR-2018-002930 Conviviality Retail Logistics Limited High Court of Justice Business and Property Courts of England and Wales Insolvency & Companies List (ChD) CR-2018-002929 (All in administration) Joint administrators’ proposals for achieving the purpose of administration Contents Abbreviations and definitions 1 Why we’ve prepared this document 3 At a glance 4 Brief history of the Companies and why they’re in administration 5 What we’ve done so far and what’s next if our proposals are approved 10 Estimated financial position 15 Statutory and other information 16 Appendix A: Recent Group history 19 Appendix B: Pre-administration costs 20 Appendix C: Copy of the Joint Administrators’ report to creditors on the pre- packaged sale of assets 22 Appendix D: Estimated financial position including creditors’ details 23 Appendix E: Proof of debt 75 Joint Administrators’ proposals for achieving the purpose of administration Joint Administrators’ proposals for achieving the purpose of administration Abbreviations and definitions The following table shows the abbreviations -
Outcomes of the Cycling City and Towns Programme: Monitoring Project Report
Outcomes of the Cycling City and Towns programme: monitoring project report Individual town results: York April 2017 Report authors: Andy Cope, Research and Monitoring Unit, Sustrans Angela Kennedy, Research and Monitoring Unit, Sustrans Fiona Crawford, Research and Monitoring Unit, Sustrans Nick Cavill, Cavill Associates John Parkin, University of the West of England, Bristol Lynn Sloman, Transport for Quality of Life PART A: INTRODUCTION PART B: DATA COLLECTION AND ANALYTICAL METHODOLOGIES PART C: OVERALL FINDINGS PART D: INDIVIDUAL TOWN RESULTS PART D1: BLACKPOOL PART D2: CAMBRIDGE PART D3: CHESTER PART D4: COLCHESTER PART D5: GREATER BRISTOL PART D6: LEIGHTON LINSLADE PART D7: SHREWSBURY PART D8: SOUTHEND PART D9: SOUTHPORT PART D10: STOKE-ON-TRENT PART D11: WOKING PART D12: YORK About Sustrans Sustrans is the charity making it easier for people to walk and cycle. We are engineers and educators, experts and advocates. We connect people and places, create liveable neighbourhoods, transform the school run and deliver a happier, healthier commute. Sustrans works in partnership, bringing people together to find the right solutions. We make the case for walking and cycling by using robust evidence and showing what can be done. We are grounded in communities and believe that grassroots support combined with political leadership drives real change, fast. Join us on our journey. www.sustrans.org.uk Head Office Sustrans 2 Cathedral Square College Green Bristol BS1 5DD © Sustrans April 2017 Registered Charity No. 326550 (England and Wales) SC039263 (Scotland) VAT Registration No. 416740656 Acknowledgments The authors are grateful for the extensive assistance of officers in the 12 Cycling City and Towns in supplying monitoring data for this research. -
Executive Traffic Arrangements at York Railway Station. Summary
Appendix 1 Executive 30 March 2010 Report of the Director of City Strategy Traffic Arrangements at York Railway Station. Summary 1 This report updates Members on the progress made to date in reviewing the traffic arrangements at York Railway Station and in particular the concerns raised by Members in a motion to Full Council on 2 April 2009. The report identifies key issues arising from initial investigations and sets out possible improvement options for further consideration. It recommends further work takes place with East Coast and Network Rail to investigate possible short, medium and long term improvements and that this be co-ordinated with the Capacity Study being undertaken for East Coast. Background 2 The scheme to improve facilities at York Rail Station Frontage was outlined to Members of the City Centre Planning and Transport Sub Committee on 10 October 2002. It advised that an outline scheme had been developed to better integrate and manage the many activities that occur in front of the station, and enhance the visual integrity of the area. Members approved that a formal consultation be undertaken with residents, rail station users and affected parties regarding the remodelling of the Railway Station Frontage. 3 At the Planning and Transport (City Centre Area) Sub-Committee held on 6 March 2003, Members considered a report which sought approval to amend the location of the appointed public taxi rank outside York Railway Station and subject to the outcome of the legal process, enter into a licence agreement with Network Rail for works in Tea Room Square and the former Red Star Parcel Office. -
Transit Architecture for Growing Cities
COMMUNICATIVE DESIGN: TRANSIT ARCHITECTURE FOR GROWING CITIES A Thesis presented to the Faculty of California Polytechnic State University, San Luis Obispo In Partial Fulfillment of the Requirements for the Degree Master of Science in Architecture by James Derek Holloway June 2014 © 2014 James Derek Holloway ALL RIGHTS RESERVED ii COMMITTEE MEMBERSHIP TITLE: Communicative Design: Transit Architecture for Growing Cities AUTHOR: James Derek Holloway DATE SUBMITTED: June 2014 COMMITTEE CHAIR: Umut Toker, Ph.D. Associate Professor of City and Regional Planning COMMITTEE MEMBER: Mark Cabrinha, Ph.D. Associate Professor of Architecture COMMITTEE MEMBER: Kevin Dong, SE Professor of Architectural Engineering iii ABSTRACT Communicative Design: Transit Architecture for Growing Cities James Derek Holloway Increasing urban populations are currently magnifying the importance of the transit station in the context of its surrounding systems. In order to prepare our cities for higher population densities in the future, an examination of the relationships between station form and individual experience may lead to the identification of specific design objectives with implications for increased pub- lic transit riderships. Data is collected through research on sensory perception in architecture, spatial organization, and connectivity between an individual structure and it’s local surroundings. Site-specific observations and information describing current professional practices are used to determine prominent design objectives for future implementation. Keywords: -
6 October 2017
OFFICE OF THE TRAFFIC COMMISSIONER (NORTH EAST OF ENGLAND) NOTICES AND PROCEEDINGS PUBLICATION NUMBER: 2287 PUBLICATION DATE: 06/10/2017 OBJECTION DEADLINE DATE: 27/10/2017 Correspondence should be addressed to: Office of the Traffic Commissioner (North East of England) Hillcrest House 386 Harehills Lane Leeds LS9 6NF Telephone: 0300 123 9000 Fax: 0113 249 8142 Website: www.gov.uk/traffic-commissioners The public counter at the above office is open from 9.30am to 4pm Monday to Friday The next edition of Notices and Proceedings will be published on: 13/10/2017 Publication Price £3.50 (post free) This publication can be viewed by visiting our website at the above address. It is also available, free of charge, via e-mail. To use this service please send an e-mail with your details to: [email protected] Remember to keep your bus registrations up to date - check yours on https://www.gov.uk/manage-commercial-vehicle-operator-licence-online NOTICES AND PROCEEDINGS General Notes Layout and presentation – Entries in each section (other than in section 5) are listed in alphabetical order. Each entry is prefaced by a reference number, which should be quoted in all correspondence or enquiries. Further notes precede sections where appropriate. Accuracy of publication – Details published of applications and requests reflect information provided by applicants. The Traffic Commissioner cannot be held responsible for applications that contain incorrect information. Our website includes details of all applications listed in this booklet. The website address is: www.gov.uk/traffic-commissioners Copies of Notices and Proceedings can be inspected free of charge at the Office of the Traffic Commissioner in Leeds. -
Interurban Bus | Time to Raise the Profile V 1.0 | Introduction
Interurban Bus Time to raise the profile March 2018 Contents Acknowledgements Foreword 1.0 Introduction . 1 2.0 The evolution of Interurban Bus services . 3 3.0 Single route Interurban services (case studies) . 19 4.0 Interurban Bus networks . 35 5.0 Future development: digital and related technologies . 65 6.0 Conclusions and recommendations. 79 Annex A: TrawsCymru network development history and prospects. .A1 Annex B: The development history of Fife’s Express City Connect interurban bus network . A4 Annex C: Short history of Lincolnshire's interurban bus network . A6 www.greengauge21.net © March 2018, Greengauge 21, Some Rights Reserved: We actively encourage people to use our work, and simply request that the use of any of our material is credited to Greengauge 21 in the following way: Greengauge 21, Title, Date Acknowledgements Foreword The authors (Dylan Luke, Jim Steer and Professor Peter White) are grateful to members of the The importance of connectivity in shaping local economic prosperity is much discussed, both in Omnibus Society, who facilitated researching historic records at its Walsall Library. terms of digital (broadband speeds) and personal travel – for instance to access job markets or to reach increasingly ‘regionalised’ key services. Today’s policy makers are even considering re-opening We are also grateful to a number of individuals and organisations whose kind assistance has long closed branch railways to reach places that seem remote or cut off from jobs and opportunity. been very useful in compiling this report. Particular thanks go to David Hall (Network Manager) in respect of the TrawsCymru case study; Sarah Elliott (Marketing Manager) of Stagecoach East Here we examine a mode of transport that is little understood and often over-looked. -
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. -
Strategic Change in the UK Railway Network Through Reorganization and Major Projects
CORE Metadata, citation and similar papers at core.ac.uk Provided by University of Birmingham Research Archive, E-theses Repository Strategic Change in the UK Railway Network through Reorganization and Major Projects by AGATA SUROWIEC A thesis submitted to The University of Birmingham for the degree of MASTER OF PHILOSOPHY Mechanical Engineering School of Mechanical Engineering The University of Birmingham, UK November 2010 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. ABSTRACT Immense effort is expended by the likes of the Office for Rail Regulation, Transport Statistics Great Britain and the Office of National Statistics in generating extensive time series data for the various measures of passenger numbers, freight activity, performance and much more. Unfortunately, the sheer volume and complexity of the data are such as to confound ready analysis but a combination of normalization with the use of Simplex diagrams has the potential to reveal some key correlations and trends in a highly visual manner. This will be used to assess the impact of the key strategic initiatives of recent times – Nationalization (1947), the Beeching Axe (1963), Privatization (1993) – and also the effects of various major projects – e.g. -
Notices and Proceedings
THE TRAFFIC COMMISSIONER FOR THE NORTH EASTERN TRAFFIC AREA NOTICES AND PROCEEDINGS PUBLICATION NUMBER: 2151 PUBLICATION DATE: 14 June 2013 OBJECTION DEADLINE DATE: 05 July 2013 Correspondence should be addressed to: North Eastern Traffic Area Office Hillcrest House 386 Harehills Lane Leeds LS9 6NF Telephone: 0300 123 9000 Fax: 0113 249 8142 Website: www.gov.uk The public counter at the above office is open from 9.30am to 4pm Monday to Friday The next edition of Notices and Proceedings will be published on: 28/06/2013 Publication Price £3.50 (post free) This publication can be viewed by visiting our website at the above address. It is also available, free of charge, via e-mail. To use this service please send an e-mail with your details to: [email protected] NOTICES AND PROCEEDINGS General Notes Layout and presentation – Entries in each section (other than in section 5) are listed in alphabetical order. Each entry is prefaced by a reference number, which should be quoted in all correspondence or enquiries. Further notes precede sections where appropriate. Accuracy of publication – Details published of applications and requests reflect information provided by applicants. The Traffic Commissioner cannot be held responsible for applications that contain incorrect information. Our website includes details of all applications listed in this booklet. The website address is: www.gov.uk Copies of Notices and Proceedings can be inspected free of charge at the traffic area office in Leeds. 2 LIST OF CONTENTS Section 1 – Special Notices Section -
Portland's Big Step
THE INTERNATIONAL LIGHT RAIL MAGAZINE HEADLINES l Grand Paris Express project approved l Chicago invites new L-Train bids l New cross-industry lobbying group formed CROSSING THE RIVER: PORtland’s big step 120 years of the Manx Electric Railway Budapest renewals Czech car building The challenges of From Tatra to modernising one PRAGOIMEX: of Europe’s Proven tram largest tramways technology MAY 2013 No. 905 WWW . LRTA . ORG l WWW . TRAMNEWS . NET £3.80 TAUT_1305_Cover.indd 1 04/04/2013 16:59 Grooved rail to carry you far into the future Together we make the difference At Tata Steel, we believe that the secret to developing rail products and services that address the demands of today and tomorrow, lies in our lasting relationships with customers. Our latest innovation is a high performance grooved rail that has three times wear resistance* and is fully weld-repairable, responding to our customers’ needs for reduced life cycle costs. Tata Steel Tata Steel Rail Rail 2 Avenue du Président Kennedy PO Box 1, Brigg Road 78100 Saint Germain en Laye Scunthorpe, DN16 1BP France UK T: +33 (0) 139 046 300 T: +44 (0) 1724 402112 F: +33 (0) 139 046 344 F: +44 (0) 1724 403442 www.tatasteelrail.com [email protected] *Compared to R260 Untitled-2 1 03/04/2013 11:26 TS_Rail Sector Ad_Revised.indd 1 25/09/2012 08:57 Contents The official journal of the Light Rail Transit Association 164 News 164 MAY 2013 Vol. 76 No. 905 European electrified transport lobbying group launched; Not- www.tramnews.net tingham enters intensive works phase; US public transport’s EDITORIAL 57-year high; 200km Grand Paris Express metro network Editor: Simon Johnston approved; Chicago invites bid for next-generation L-train cars; Tel: +44 (0)1832 281131 E-mail: [email protected] Eaglethorpe Barns, Warmington, Peterborough PE8 6TJ, UK. -
R01 HSUK Scottish Rail Strategy
HSUK SCOTTISH RAIL STRATEGY With Edinburgh and Glasgow comprising two of the UK’s principal conurbations, it is natural that both cities will be primary stakeholders in any future UK high speed rail network. Projections for HS2 show high speed lines extending northwards to both Edinburgh and Glasgow, and the scheme’s proponents claim major economic benefits accruing from accelerated North-South links, and environmental benefits accruing from short-haul air flows converted to rail. It is important to appreciate that the core rationale of any high speed rail system is to connect primary conurbations (of 500,000+ population), and this is likely to deter the opening of new lines north of the Forth-Clyde Line. Hence a major proportion of the Scottish population away from the Central Belt seems likely to see no direct benefits from the UK high speed rail project. These areas have been poorly served by rail since the ‘Beeching’ cuts of the 1960’s, and the economic impacts are continuing. The Scottish Government has taken significant steps to redress these connectivity deficiencies, with several rail routes reopened in recent years. But whilst the pace of Scottish reopenings far outstrips performance elsewhere in the UK, progress is still slow. It seems vital that the UK high speed rail initiative is developed in such a way as to extend operation of high speed services north of the Forth-Clyde Line, and in doing so to spur further reopenings. This will bring benefit to the widest practicable spread of Scottish communities. The following diagrams chart the development of the Scottish rail network, and illustrate the likely impacts of both HS2 and the alternative High Speed UK scheme.