DOCSLIB.ORG

Network Management Statement 2000 - Railtrack PLC

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Network Management Statement 2000 - Railtrack PLC Network Management Statement 2000 - Railtrack PLC (in Railway Administration) sitemap | contact us About Railtrack PLC Directors' Biographies Property & New Business Safety & Operations Regulatory Papers Corporate Documentation You are here: Home > Our Business > Corporate Documentation > Archive > Network Management Statement 2000 All of the documents with the symbol are available to download with the Adobe Acrobat reader. If you do not have this programme on your computer, click here to get it. Acrobat files are very easy to download and print. Just click on the document title and the file will open automatically. Chairman's Statement (13 kb) BACK TO REGULATORY PAPERS Volume 01 (3,414 kb) BACK TO CORPORATE Volume 02 (3,782 kb) DOCUMENTATION Regional Summary London and South East (1,967 kb) Regional Summary Midlands (904 kb) Regional Summary North (921 kb) Regional Summary Scotland (3,431 kb) Regional Summary South West (794 kb) Regional Summary Wales (761 kb) site by privacy statement | contact Railtrack PLC | legal notice | (c) 2001 Railtrack PLC vardus http://www.railtrack.co.uk/our_business/corp_doc/archive/network_man_state2000.cfm [25/06/2002 14:41:03] Developing rail services in London & the South East Developing rail services in London & the South East Base map ©MAPS IN MINUTES™ 1997 DEVELOPING RAIL SERVICES IN LONDON & THE SOUTH EAST 1 This is one of six regional documents which complement Railtrack’s Network Management Statement for 2000. It sets out a vision for the development of the rail network in London and South East England, covering: the role of the rail network in the economic and social development of the region; the improvements to which Railtrack is committed during the next ten years, ranging from maintenance and renewals of the existing network to major projects such as Thameslink 2000; our vision of how the network could be developed beyond those commitments – and a discussion of how such development could be achieved, in partnership with our stakeholders. In the first section we set out the strategic framework and key issues in planning the network, and describe the main upgrade schemes to which we are committed.The second section discusses a range of options for the further development of the network. Finally, we bring these together into a vision for the future of the rail network in the South East. CURRENT DEVELOPMENTS FUTURE DEVELOPMENTS OUR VISION FOR THE SOUTH EAST Strategic framework 2 Options for further network development 14 A coherent network 38 Key issues in planning the network 4 The East London Line 18 Expenditure tables 44 Our firm plans for the next five years 6 CrossRail 20 Committed schemes123 12 Interchanges and orbital transport hubs 22 Airport access 24 Airtrack 26 Channel Tunnel RailLink – Section Two 28 Radial route developments 30 Freight through and around London 32 Incremental outputs 34 Local authority aspirations 35 Other optional schemes 36 2 CURRENT DEVELOPMENTS Strategic framework The rail network serving London and the South East of England is a vital part of the infrastructure which supports the development of the region and maintains London’s position as a world city. Railtrack’s guiding objective is the integrated development of this network. We aim to build a strategic framework which provides firm guidelines for action yet which can respond flexibly to the changing needs of the many stakeholders. Unprecedented opportunity The year 2000 will be one of great significance for London and for the future of its rail network. The creation of Transport for London (TfL) will bring transport issues to the fore and offer an unprecedented opportunity to address them. Reporting directly to the new Mayor of London, TfL will have overall responsibility for all public transport within London and for services into and out of the capital. For the first time since the abolition of the Greater London Council, there will be a strategic body charged with planning London’s transport, in conjunction with the shadow Strategic Rail Authority.The Mayor will be required to produce a strategic plan for transport within 1a year of taking office. Growth in demand The London and South East England economy continues to grow. In London, extensive new office 2000 developments are under construction or planned both in the City and at key regeneration locations such as Docklands, King’s Cross, Paddington and the South Bank. In the region, there is strong economic growth in a 1500 number of areas such as the Thames Valley and Cambridgeshire. Both employment in London and levels of economic activity are forecast to increase over the next ten years, and this, together with current government policies, will stimulate increased demand for rail travel. Our current 1000 view is that demand for passenger rail travel in the South East will increase by approximately 36% by 2011. The recent substantial increases in passenger travel and freight movements mean that much of the 500 network is already operating at full capacity. Even though three substantial new railways have started operating in the past few months (the Jubilee Line extension to Stratford, Docklands Light Railway extension to Lewisham and Croydon Tramlink), further solutions are urgently needed to handle the increasing demand. Our proposals Passenger km (‘000) are set out later in this document. 1998/99 2010/11 Planning for an integrated future n Other n Commuting The development of the rail network needs to be seen in the context of the region’s transport as a whole, including the Underground system, buses, trams, taxis, riverboats and private transport. All play their role, and opportunities for integration must be sought out and exploited. And as patterns of demand for transport emerge, any plans for the future must be capable of amendment in response to changing needs. We therefore fully recognise that planning for the region’s future rail network is not something we can do in isolation. It needs the full involvement of all stakeholders including the shadow Strategic Rail Authority,Transport for London, local government, the train operating companies and other transport undertakings such as BAA plc. DEVELOPING RAIL SERVICES IN LONDON & THE SOUTH EAST 3 4 CURRENT DEVELOPMENTS Key issues in planning the network Complex interactions The extensive rail network which serves London and the South East of England is extremely complex. Minor timetable changes can require substantial retimetabling over a large area. Within the Greater London area alone, the network carries passenger trains operated by 22 different companies as well as freight trains and mail trains, travelling through 32 London boroughs and the City. Among the many different stakeholders in the rail network are its passengers, freight customers, passenger train operators, local and national government, other transport operators such as London Transport and BAA plc, and a variety of other businesses.These stakeholders have different needs and expectations, which often conflict operationally and commercially – sometimes even within a single group of stakeholders. For example, passengers travelling within London typically require high-frequency services stopping at all stations, while those travelling into London from the Home Counties require fast trains making relatively few stops within London. This complexity means that, particularly in the London area, it is simply not possible to consider individual routes in isolation. Network development must be considered holistically to take account of the interactions between routes.We are uniquely well placed, at the heart of the railway, to provide this overview and develop plans for the network as a whole, in close co-operation with all other stakeholders. Equally important are the interactions between our network and other transport networks. For example at central London termini adequate means of dispersal, in the form of buses, Underground and taxis, are essential to allow passengers to reach their ultimate destination. Funding and commercial realities Investment in rail infrastructure has to be justified by the benefits it generates. Railtrack, as a commercial company, is required to cover the costs of investment and to generate a commercial return on asset enhancement. We achieve this through charging for network access. In some cases, an improvement or enhancement scheme will lead directly to additional fares revenue and, provided regulatory agreement can be reached on a suitable increase in access charges, the scheme will be commercially viable for us. However, in other cases – particularly in London – the benefits of investment are non-financial, such as time savings, reduced crowding and reduced road congestion.While such benefits can be valued financially, they do not directly generate funds to meet the cost of investment – so a scheme which shows substantial benefits to the economy as a whole may be commercially unviable. In such a case, funding from local or national government would be needed for the scheme to proceed, in recognition of the wider benefits. DEVELOPING RAIL SERVICES IN LONDON & THE SOUTH EAST 5 Risk, reward and benefit The structure of today’s rail industry means that any scheme will involve a number of players. Even when a scheme produces overall benefits for rail users, some of these players may lose out. Addressing the way in which risk and reward are apportioned between industry partners is an important part of ensuring a project’s success. An everyday example which is specific to London is that of the Travelcard. Offering unlimited availability on rail, bus and Underground within specified geographical zones,Travelcards account for a high percentage of travel in the London area. While the benefits to customers are obvious, the situation is much less clear for transport operators.The revenue from Travelcard sales is allocated between the various operators based on a quarterly survey of travel patterns. It can therefore take a considerable time for the farebox benefits of a scheme to find their way through to a train operator – and the actual level of benefits will be affected by the inevitable statistical variations in the survey.
Load more

Recommended publications
  • Taking Britain Further Heathrow’S Plan for Connecting the UK to Growth
    VOLUME 1 Taking Britain further Heathrow’s plan for connecting the UK to growth #BritainsHeathrow Disclaimer This document has been prepared by Heathrow Airport Limited solely in response to an invitation from the Airports Commission. It should not be used for any other purpose or in any other context and Heathrow Airport Limited accepts no responsibility for its use in that regard Contents Volume 1 - Technical submission Contents ........................................................................................................................ 3 Foreword ....................................................................................................................... 8 Executive Summary ................................................................................................... 11 Connecting for growth ................................................................................................................... 12 Listening to what our stakeholders say ........................................................................................... 18 Our vision for a world-class hub airport ........................................................................................... 20 Connecting all of the UK ................................................................................................................ 24 Building a sustainable Heathrow ..................................................................................................... 29 The deliverable solution .................................................................................................................
    [Show full text]
  • Responses to the Rail Strategy Consultation Page 1 West Anglia
    Responses to the Rail Strategy Consultation Appendix1 West Anglia Mainline Organisation Consultation Comments - WAML HCC Response Action for Rail Strategy Broxbourne 4-tracking & CR2 to be given higher profile - Include CR2 on page 14 but Borough Council e.g. on pages 4 & 32 & in figure 2.2 on page not on pages 4 & 32 as 14. Include Ambition Broxbourne's aspiration these figures list existing of Cheshunt as strategic hub with CR2, links services and lines. Include to Stratford, London & Stansted, and reference to Ambition significant development around the station Broxbourne's aspiration of associated with a potential redevelopment of Cheshunt as strategic hub, Delamare Road. Include lobbying for early and of lobbying for early safeguarding of regional CR2 route. CR2 safeguarding of regional route. Cambridgeshire Include addressing single track tunnel at Single track tunnel at None. County Council Stansted to improve journey times & capacity Stansted as constraint for all services, from the north & south. already included in Strategy. East Herts District Objects to wording on page 41 re - HCC not pursuing Hertford Council investigation into the implementation of East as CR2 terminus and development around Hertford East branch so text will be removed. stations. Serious constraints of implementing Amend text on page 40 re CR2 in East Herts should be recognised. Ware platform. There was never a second platform at Ware (page 40). Hertford Town Appropriate service mix with more semi-fasts - Include reference to semi- Council to London, and longer term to Liverpool St. fasts including to Liverpool St. Hertfordshire Lobby for Hertford East & Harlow as northern HCC not pursuing Hertford None.
    [Show full text]
  • Consultation Technical Report
    Making Meaningful Connections Consultation Technical Report East West Rail Consultation: 31 March – 9 June 2021 This document contains the full Consultation Technical Report, without the Appendices. To access the Appendices, please visit www.eastwestrail.co.uk 01. Introduction 18 - 26 07. Project Section B: Bletchley and the Marston Vale Line 100 - 229 1.1. Chapter Summary 18 7.1. Chapter Summary 101 1.2. East West Rail 19 7.2. Introduction 104 1.3. The Project 19 7.3. Service Concepts 109 1.4. Consultation 23 7.4. Bletchley Station 141 1.5. Technical Report 26 7.5. Fenny Stratford Additional Track 144 02. The Case for East West Rail 27 - 31 7.6. Level Crossings on the Marston Vale Line 146 2.1. Chapter Summary 27 7.7. Marston Vale Line Infrastructure Upgrade 228 2.2. The overall case for East West Rail 28 08. Project Section C: Bedford 230 - 299 2.3. Benefits of railways over road improvements 31 8.1. Chapter Summary 230 03. Project Objectives 32 - 42 8.2. Introduction 234 3.1. Chapter Summary 32 8.3. Bedford St Johns 238 3.2. Introduction 33 8.4. Bedford Station 250 3.3. Safety 34 8.5. North Bedford 268 3.4. Environment 34 8.6. Conclusion 297 3.5. EWR Services 34 09. Project Section D: Clapham Green to The Eversdens 300 - 371 3.6. Connectivity 36 9.1. Chapter Summary 301 3.7. Customer Experience and Stations 37 9.2. Introduction 303 3.8. Powering EWR Services 38 9.3. Option Development 306 3.9.
    [Show full text]
  • Flying Into the Future Infrastructure for Business 2012 #4 Flying Into the Future
    Infrastructure for Business Flying into the Future Infrastructure for Business 2012 #4 Flying into the Future Flying into the Future têáííÉå=Äó=`çêáå=q~óäçêI=pÉåáçê=bÅçåçãáÅ=^ÇîáëÉê=~í=íÜÉ=fça aÉÅÉãÄÉê=OMNO P Infrastructure for Business 2012 #4 Contents EXECUTIVE SUMMARY ________________________________________ 5 1. GRowInG AVIATIon SUSTAInABlY ______________________ 27 2. ThE FoUR CRUnChES ______________________________ 35 3. ThE BUSInESS VIEw oF AIRpoRT CApACITY ______________ 55 4. A lonG-TERM plAn FoR GRowTh ____________________ 69 Q Flying into the Future Executive summary l Aviation provides significant benefits to the economy, and as the high growth markets continue to power ahead, flying will become even more important. “A holistic plan is nearly two thirds of IoD members think that direct flights to the high growth countries will be important to their own business over the next decade. needed to improve l Aviation is bad for the global and local environment, but quieter and cleaner aviation in the UK. ” aircraft and improved operational and ground procedures can allow aviation to grow in a sustainable way. l The UK faces four related crunches – hub capacity now; overall capacity in the South East by 2030; excessive taxation; and an unwelcoming visa and border set-up – reducing the UK’s connectivity and making it more difficult and more expensive to get here. l This report sets out a holistic aviation plan, with 25 recommendations to address six key areas: − Making the best use of existing capacity in the short term; − Making decisions about where new runways should be built as soon as possible, so they can open in the medium term; − Ensuring good surface access and integration with the wider transport network, in particular planning rail services together with airport capacity, not separately; − Dealing with noise and other local environment impacts; − Not raising taxes any further; − Improving the visa regime and operations at the UK border.
    [Show full text]
  • Handbook to Cardiff and the Neighborhood (With Map)
    HANDBOOK British Asscciation CARUTFF1920. BRITISH ASSOCIATION CARDIFF MEETING, 1920. Handbook to Cardiff AND THE NEIGHBOURHOOD (WITH MAP). Prepared by various Authors for the Publication Sub-Committee, and edited by HOWARD M. HALLETT. F.E.S. CARDIFF. MCMXX. PREFACE. This Handbook has been prepared under the direction of the Publications Sub-Committee, and edited by Mr. H. M. Hallett. They desire me as Chairman to place on record their thanks to the various authors who have supplied articles. It is a matter for regret that the state of Mr. Ward's health did not permit him to prepare an account of the Roman antiquities. D. R. Paterson. Cardiff, August, 1920. — ....,.., CONTENTS. PAGE Preface Prehistoric Remains in Cardiff and Neiglibourhood (John Ward) . 1 The Lordship of Glamorgan (J. S. Corbett) . 22 Local Place-Names (H. J. Randall) . 54 Cardiff and its Municipal Government (J. L. Wheatley) . 63 The Public Buildings of Cardiff (W. S. Purchox and Harry Farr) . 73 Education in Cardiff (H. M. Thompson) . 86 The Cardiff Public Liljrary (Harry Farr) . 104 The History of iNIuseums in Cardiff I.—The Museum as a Municipal Institution (John Ward) . 112 II. —The Museum as a National Institution (A. H. Lee) 119 The Railways of the Cardiff District (Tho^. H. Walker) 125 The Docks of the District (W. J. Holloway) . 143 Shipping (R. O. Sanderson) . 155 Mining Features of the South Wales Coalfield (Hugh Brajiwell) . 160 Coal Trade of South Wales (Finlay A. Gibson) . 169 Iron and Steel (David E. Roberts) . 176 Ship Repairing (T. Allan Johnson) . 182 Pateift Fuel Industry (Guy de G.
    [Show full text]
  • Watford Character of Area Study
    Character Area 18 Period Generally 1930s. Includes 1900s – 1950s. Heights Predominantly two storeys. Some bungalows. Urban grain Intermediate form. Block size / structure Regular pattern of blocks varying in size (450m x 80m). Generally larger block sub-division than Victorian/Edwardian development. Plot sizes Typically 8m x 40m. Gaps between buildings of 4m- 5m. Streetscene Suburban streetscene. Wide carriageways (6-7m for total), with pavements of 2.5-3.5m widths – some of which feature street trees. Limited street furniture. Building lines Generally consistent building lines behind front gardens. Front boundaries Marked by hedges of varying heights, brick walls or timber fences. Many original hedges / walls are now open frontages to allow car access. Roof forms Generally hipped tile roofs, with brick chimneys. Windows Originally metal or timber framed windows. These have generally been replaced since with various types of uPVC windows. Projecting two storey bay windows are common. Materials Materials include variety of brick types, render and mock-Tudor style timbering. Tile roofs. Car parking Large proportion of houses have garages as later additions to the side. Majority of parking is accommodated in front drives. Some on-street parking. Landscaping Front gardens typically 6m deep. Rear gardens typically 15m-25m deep. Hedges are relatively common in rear gardens, but less so in front gardens. Street tree planting along some pavements. Limited green space outside of gardens and formal parkland/playing fields/allotments. No grass verges between carriageways and pavements 103 Character Area 18A 104 Area 18A Summary This residential character area is located on the eastern side of the Borough, at the border with Hertsmere.
    [Show full text]
  • Watford Station Closure Panel
    Watford Station Closure Panel Document L Final Report, 28 08 2012 Author: Vincent Stops Final report of the consideration by London TravelWatch of the proposed closure and discontinuance of services to and from Watford station 1 Purpose of report 1.1 To set out the background and process undertaken as part of the consideration of the proposed closure and discontinuance of services to and from Watford station. 1.2 To summarise London Underground Limited’s (LUL’s) case for the closure, the concerns of passengers and the conclusions of Panel members consideration of the issues. 1.3 To report to the Mayor of London any hardship that would result from the closure, should it proceed. 1.4 To report to the Mayor of London measures that would alleviate hardship resulting from the closure, should it proceed. 1.5 To report any other conclusions from London TravelWatch’s consideration of the closure. 2 Background 2.1 Watford station is one of the northern terminal stations on the Metropolitan line. There is a long-standing aspiration to divert the Metropolitan line, via the former Croxley Green branch line, to terminate at Watford Junction station. This would entail a short section of new railway being built to connect the Metropolitan line to the former Croxley Green branch line. The Link would have two new accessible stations at Ascot Road and Vicarage Road and connect to Watford Junction station via Watford High Street station. The project is known as the Croxley Rail Link. See Appendices A & B below for schematics of the existing and proposed Metropolitan line.
    [Show full text]
  • South West Herts Economy Study
    South West Hertfordshire Economic Study A Final Report by Regeneris Consulting and GL Hearn South West Hertfordshire Councils South West Hertfordshire Economic Study February 2016 Regeneris Consulting Ltd www.regeneris.co.uk South West Hertfordshire Economic Study Contents Page Executive Summary i Purpose of the Study and Approach i Functional Economic Market Area (FEMA) i Policy Context ii Economic Baseline ii Market Assessment iii Growth Scenarios iv 1. Introduction and Purpose of Study 1 2. Defining the Functional Economic Area 4 Housing Market Area 6 Local Enterprise Partnership Geographies 9 Flow of Goods, Services and Information 13 Service Market for Consumers 16 Cultural and Social Well-Being Catchments 19 Transport Network 21 Future Considerations 22 The FEMA of South West Herts 24 3. Policy Context 27 4. The South West Herts Economy: An Overview 37 Size of the South West Herts Economy 37 Geography of the South-West Hertfordshire Economy 39 Recent Economic Performance 41 Labour Market 44 Broad Sectoral Composition 46 Sector Strengths 49 Structure of Business Base 57 Enterprise 60 5. Commercial Property Market Assessment 63 South West Hertfordshire Economic Study National Economic Conditions 63 Office Market Review 63 Industrial Sector Review 71 Commercial Agents Consultations 76 Summary 78 6. Future Growth Scenarios 80 Higher Growth Scenario 102 Conclusions on Preferred Scenario 108 7. Relationship with London 111 Introduction 111 Migration 112 8. Supply of Employment Land 120 Introduction 120 Site Assessment Methodology 120 Sites in Dacorum 122 Sites in Hertsmere 124 Sites in St Albans 141 Sites in Three Rivers 145 Sites in Watford 151 Conclusion 158 9.
    [Show full text]
  • High Speed Rail
    House of Commons Transport Committee High Speed Rail Tenth Report of Session 2010–12 Volume III Additional written evidence Ordered by the House of Commons to be published 24 May, 7, 14, 21 and 28 June, 12 July, 6, 7 and 13 September and 11 October 2011 Published on 8 November 2011 by authority of the House of Commons London: The Stationery Office Limited The Transport Committee The Transport Committee is appointed by the House of Commons to examine the expenditure, administration, and policy of the Department for Transport and its Associate Public Bodies. Current membership Mrs Louise Ellman (Labour/Co-operative, Liverpool Riverside) (Chair) Steve Baker (Conservative, Wycombe) Jim Dobbin (Labour/Co-operative, Heywood and Middleton) Mr Tom Harris (Labour, Glasgow South) Julie Hilling (Labour, Bolton West) Kwasi Kwarteng (Conservative, Spelthorne) Mr John Leech (Liberal Democrat, Manchester Withington) Paul Maynard (Conservative, Blackpool North and Cleveleys) Iain Stewart (Conservative, Milton Keynes South) Graham Stringer (Labour, Blackley and Broughton) Julian Sturdy (Conservative, York Outer) The following were also members of the committee during the Parliament. Angie Bray (Conservative, Ealing Central and Acton) Lilian Greenwood (Labour, Nottingham South) Kelvin Hopkins (Labour, Luton North) Gavin Shuker (Labour/Co-operative, Luton South) Angela Smith (Labour, Penistone and Stocksbridge) Powers The committee is one of the departmental select committees, the powers of which are set out in House of Commons Standing Orders, principally in SO No 152. These are available on the internet via www.parliament.uk. Publication The Reports and evidence of the Committee are published by The Stationery Office by Order of the House.
    [Show full text]
  • Railways List
    A guide and list to a collection of Historic Railway Documents www.railarchive.org.uk to e mail click here December 2017 1 Since July 1971, this private collection of printed railway documents from pre grouping and pre nationalisation railway companies based in the UK; has sought to expand it‟s collection with the aim of obtaining a printed sample from each independent railway company which operated (or obtained it‟s act of parliament and started construction). There were over 1,500 such companies and to date the Rail Archive has sourced samples from over 800 of these companies. Early in 2001 the collection needed to be assessed for insurance purposes to identify a suitable premium. The premium cost was significant enough to warrant a more secure and sustainable future for the collection. In 2002 The Rail Archive was set up with the following objectives: secure an on-going future for the collection in a public institution reduce the insurance premium continue to add to the collection add a private collection of railway photographs from 1970‟s onwards provide a public access facility promote the collection ensure that the collection remains together in perpetuity where practical ensure that sufficient finances were in place to achieve to above objectives The archive is now retained by The Bodleian Library in Oxford to deliver the above objectives. This guide which gives details of paperwork in the collection and a list of railway companies from which material is wanted. The aim is to collect an item of printed paperwork from each UK railway company ever opened.
    [Show full text]
  • The Role of Accessibility in Passengers' Choice of Airports
    JOINT TRANSPORT RESEARCH CENTRE Discussion Paper No. 2008-14 August 2008 The Role of Accessibility in Passengers' Choice of Airports Marco KOUWENHOVEN Significance The Hague, Netherlands JOINT TRANSPORT RESEARCH CENTRE Discussion Paper No. 2008-14 Prepared for the Round Table of 2-3 October 2008 on Airline Competition, Systems of Airports and Intermodal Connections The Role of Accessibility in Passengers' Choice of Airports Marco KOUWENHOVEN Significance The Hague Netherlands August 2008 The views expressed in this paper are those of the authors and do not necessarily represent positions of Significance, the OECD or the International Transport Forum. TABLE OF CONTENTS 1. INTRODUCTION ........................................................................................................ 5 1.1. Growth of regional airports .............................................................................. 5 1.2. Implications for policy makers ......................................................................... 6 1.3. Objective of this paper ..................................................................................... 7 2. DEFINITIONS OF ACCESSIBILITY ........................................................................... 8 3. ACCESS MODE CHOICE .......................................................................................... 9 3.1. Observed access mode shares ....................................................................... 9 3.2. Factors influencing access mode choice behaviour .....................................
    [Show full text]
  • «Title» «Initial» «Lastname»
    Crediton Town Council Market Street Crediton Devon EX17EX17 2BN Telephone: 01363 773717 Email: [email protected] PUBLIC NOTICE You are hereby invited to attend a Meeting of Crediton Town Council, which will be held on Tuesday, 16th January 2018, at the Council Chamber, Market Street, Crediton, at 7.00 pm for the purpose of transacting the following business. In accordance with the Public Bodies (Admission to Meetings) Act 1960 members of the public are welcome to attend. Clare Dalley (Mrs) Town Clerk 10th January 2018 Members of the press and public requiring access to any of the documents mentioned in this agenda are asked to contact the Town Clerk (electronic links to documents are provided where available). AGENDA 1. To receive and accept apologies (Please make any apologies known to the Town Clerk) 2. Declarations of Interest - To receive declarations of personal interest and disclosable pecuniary interests (DPI’s) in respect of items on this agenda. 3. Public Question Time - To receive questions from members of the public relevant to the work of the Council. (A maximum of 30 minutes is allowed for this item, verbal questions should not exceed 3 minutes) 4. Order of Business - At the discretion of the Chairman, to adjust, as necessary, the order of agenda items to accommodate visiting members, officers or members of the public. 5. Chairman’s and Clerk’s Announcements - To receive any announcements which the Chairman and Clerk may wish to make. For information only. 6. Town Council Minutes - To approve and sign the minutes of the Crediton Town Council meeting held on Tuesday, 12th December 2017, as a correct record.
    [Show full text]