2021 Visitor Events Calendar
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Buchan School Magazine 1971 Index
THE BUCHAN SCHOOL MAGAZINE 1971 No. 18 (Series begun 195S) CANNELl'S CAFE 40 Duke Street - Douglas Our comprehensive Menu offers Good Food and Service at reasonable prices Large selection of Quality confectionery including Fresh Cream Cakes, Superb Sponges, Meringues & Chocolate Eclairs Outside Catering is another Cannell's Service THE BUCHAN SCHOOL MAGAZINE 1971 INDEX Page Visitor, Patrons and Governors 3 Staff 5 School Officers 7 Editorial 7 Old Students News 9 Principal's Report 11 Honours List, 1970-71 19 Term Events 34 Salvete 36 Swimming, 1970-71 37 Hockey, 1971-72 39 Tennis, 1971 39 Sailing Club 40 Water Ski Club 41 Royal Manx Agricultural Show, 1971 42 I.O.M, Beekeepers' Competitions, 1971 42 Manx Music Festival, 1971 42 "Danger Point" 43 My Holiday In Europe 44 The Keellls of Patrick Parish ... 45 Making a Fi!m 50 My Home in South East Arabia 51 Keellls In my Parish 52 General Knowledge Paper, 1970 59 General Knowledge Paper, 1971 64 School List 74 Tfcitor THE LORD BISHOP OF SODOR & MAN, RIGHT REVEREND ERIC GORDON, M.A. MRS. AYLWIN COTTON, C.B.E., M.B., B.S., F.S.A. LADY COWLEY LADY DUNDAS MRS. B. MAGRATH LADY QUALTROUGH LADY SUGDEN Rev. F. M. CUBBON, Hon. C.F., D.C. J. S. KERMODE, ESQ., J.P. AIR MARSHAL SIR PATERSON FRASER. K.B.E., C.B., A.F.C., B.A., F.R.Ae.s. (Chairman) A. H. SIMCOCKS, ESQ., M.H.K. (Vice-Chairman) MRS. T. E. BROWNSDON MRS. A. J. DAVIDSON MRS. G. W. REES-JONES MISS R. -
Eight Hour Coastal Tour
Eight Hour Coastal Tour To start this coastal tour, you will be picked up at the Sea Terminal and driven north along Douglas Promenade, around Onchan Head and along the coast road to Groudle Glen. Groundle Glen After a short time spent relaxing, walking in the Glen and taking in the sea views, we drive on towards Laxey. Laxey After spending a little while wandering around Laxey’s quaint waterfront, we set off North along the coastal road stopping at Dhoon Glen. Dhoon Glen Dhoon Glen is picturesque but the walk down to the sea is very steep. Some people may find it too difficult to walk back, so if you are a little unsteady on your feet or prone to get tired on steep walks you may wish to stay on the higher level of the Glen. For those who are a little fitter, the walk down to the sea has its rewards. The Glen is only small but very beautiful and boasts a small waterfall. When we leave Doon Glen, we carry on north toward Ramsey, passing through Glen Mona village and the parish of Margould. Ramsey Ramsey is the second largest town on the Isle of Man and has quite a nice choice of shops. You may wish to spend a little time here browsing through the many small shops along the high Street (Parliament Street). You will also get the chance for a little refreshment in one of the town’s cafes or pubs. When we leave Ramsey, we travel further north to the Point of Ayre Lighthouse. -
Form RB2 Reference
Form RB2 Reference. 18/00006/RBINV DEPARTMENT OF ENVIRONMENT, FOOD AND AGRICULTURE TOWN AND COUNTRY PLANNING ACT 1999 TOWN AND COUNTRY PLANNING (REGISTERED BUILDINGS) REGULATIONS 2013 NOTICE OF PROPOSAL TO REGISTER A BUILDING The Department of Environment, Food and Agriculture gives notice that, as it appears to the Department that the following building is of special architectural or historic interest, it proposes to enter the building in the Protected Buildings Register: Port St Mary Railway Station And Associated Goods Shed, Railway Station Station Road Port St. Mary IM9 5LF (Quote Ref 18/00006/RBINV) The effect of registration is to restrict the demolition, alteration or extension of the building without the consent of the Department, as approved by Part 3 of the Town and Country Planning Act 1999. Any person may, not later than 17th August 2018, make representations to the Department with respect to the proposal. Any representations should be addressed to the Department of Environment, Food and Agriculture Planning and Building Control Directorate, Murray House, Mount Havelock, Douglas, Isle of Man, IM1 2SF. Dated this 20th July 2018 By Order of the Department To: Owner/Occupier Local Authority - PORT ST MARY Director, Manx National Heritage Department of Environment, Food & Agriculture, Planning & Building Control, Murray House, Mount Havelock, Douglas Isle of Man, IM1 2SF. Email [email protected]. Tel 01624 685950 DEFA Planning & BC Ballaqueeney Cottage Ballaqueeney Farm 414210 Bowling Green Pavilion & Premises 411627 Car Park Level Crossing Shanhowe GP Railway Station Ballaghreiny Car Gas Works Store Park Ballaghreiney Station Tks Hotel Garage Drain Department DEFA Division/Office Planning & BC Case Reference 18/00006/RBINV 411629 05 10 20 Scalebar: Metres Date 10/07/2018 Reproduced from the IoM Survey map with permission of the Department of Infrastructure © Crown Copyright 2015. -
Roads Are Often Crowded, Frequently in Poor Condition, Chronically Underfunded, and Are Becoming More Dangerous
OVERVIEW America’s roads are often crowded, frequently in poor condition, chronically underfunded, and are becoming more dangerous. More than two out of every five miles of America’s urban interstates are congested and traffic delays cost the country $160 billion in wasted time and fuel in 2014. One out of every five miles of highway pavement is in poor condition and our roads have a significant and increasing backlog of rehabilitation needs. After years of decline, traffic fatalities increased by 7% from 2014 to 2015, with 35,092 people dying on America’s roads. CAPACITY & CONDITION With over four million miles of roads crisscrossing the United States, from 15 lane interstates to residential streets, roads are among the most visible and familiar forms of infrastructure. In 2016 alone, U.S. roads carried people and goods over 3.2 trillion miles—or more than 300 round trips between Earth and Pluto. After a slight dip during the 2008 recession, Americans are driving more and vehicle miles travelled hit a record high in 2016. With more traffic on the roads, it is no surprise that America’s congestion problem is getting worse, but adding additional lanes or new roads to the highway system will not solve congestion on its own. More than two out of every five miles of the nation’s urban interstates are congested. Of the country’s 100 largest metro areas, all but five saw increased traffic congestion from 2013 to 2014. In 2014, Americans spent 6.9 billion hours delayed in traffic—42 hours per driver. All of that sitting in traffic wasted 3.1 billion gallons of fuel. -
The Permanence of Limited Access Highways*
The Permanence of Limited Access Highways* Adolf D. M ay, Jr. Assistant Professor of Civil Engineering Clarkson College of Technology Potsdam, N. Y. Almost all studies of urban and state highway needs point out that in general streets and highways are not adequate for present traffic. Furthermore, these studies indicate that future traffic will have greater demands, and unless more action is taken, the highways will deteriorate, structurally and geometrically, at a rate faster than they can be replaced. The American way of life is dependent upon highways, as ex emplified by the rapid development of commercial, industrial, and residential areas along a new highway. In certain cases, this land development has occurred before the highway was opened to traffic. In the development of a new high-type highway, design features are controlled to permit optimum safe speeds, but as soon as some highways are open there is so much of a conflict between the high speed of through traffic and the variable speed of local traffic that control of speed is often a necessity. Soon afterwards, slow signs, blinking lights, and finally stop signs and traffic lights become necessary, thus decreasing the effectiveness in the movement of through traffic. Then it is usually too late and too expensive to rehabilitate the geometric design of the route, and the usual procedure is to leave the existing route to serve adjacent property and to build a new route for the through traffic. However, without protection of the new route from the development of the adjacent property, the strangulation will occur again and the highway, particularly near urban areas, will again become geometrically inadequate for the intended purpose. -
The Automobile Accident Insurance Act
1 AUTOMOBILE ACCIDENT INSURANCE c A-35 The Automobile Accident Insurance Act being Chapter A-35 of The Revised Statutes of Saskatchewan, 1978 (effective February 26, 1979) as amended by the Statutes of Saskatchewan, 1979, c.69; 1979-80, c.92; 1980-81, c.34 and 83; 1982-83, c.16 and 22; 1983, c.66, 80 and 82; 1983-84, c.1, 16 and 54; 1984-85-86, c.1 and 47; 1986, c.1 and 33; 1986-87-88, c.29; 1988-89, c.37, c.42, c.44, c.54 and c.55; 1989-90, c.15; 1990-91, c.35; 1992, c.20; 1994, c.34; 1996, c.9; 1997, c.S-50.11 and 12; 1998, c.18; 2000, c.A-5.3, I-2.01 and 5; 2001, c.33; 2002, c.44; 2004, c.L-16.1, T-18.1 and 35; 2005, c.5; 2006, c.25; 2011, c.3; 2012, c.14; 2013, c.S-15.1, W-17.11 and c.27; 2014, c.E-13.1; 2015, c.F-13.1001, c.I-9.11, c.21 and c.28; 2016, c.11, c.27 and c.28; 2018, c.6, c.21 and c.42; and 2020, c.20. NOTE: This consolidation is not official. Amendments have been incorporated for convenience of reference and the original statutes and regulations should be consulted for all purposes of interpretation and application of the law. In order to preserve the integrity of the original statutes and regulations, errors that may have appeared are reproduced in this consolidation. -
ANALYSIS of HIGHWAY CONCESSIONS in EUROPE French Study for the DERD/WERD
CONTENTS ANALYSIS OF HIGHWAY CONCESSIONS IN EUROPE French Study for the DERD/WERD INTRODUCTION ……………………………………………………………………………………….….1 I. ROAD INFRASTRUCTURE CONCESSION PRACTICE IN EUROPE ……………………………2 I.1 TOLL CONCESSIONS …………………………………………………………………………………..5 I.1.1 Toll system advantages and disadvantages I.I.2. Toll system functions I.1.3. Acceptability of toll systems in Europe I.2 SHADOW TOLL CONCESSIONS…………………………………………………………………….14 I.2.1 Definition I.2.2 Shadow toll practice in Europe I.2.3 Advantages and disadvantages of shadow tolls I.3. INITIAL CONCLUSIONS CONCERNING THE ROAD INFRASTRUCTURE CONCESSION APPROACH IN EUROPE …………………………………………………………18 I.3.1. Concession approach and remuneration of the concession company I.3.2. Widely varying road infrastructure practice in Europe I.3.3. Concession contracts compared with other infrastructure funding systems I.3.4 Principal merits of concession contracts I.3.5 Integration of socio-economic and equity return in connection with the decision to set up a concession contract I.3.6 Comparison of state-owned and private concession companies II. KEY COMPONENTS OF A ROAD INFRASTRUCTURE CONCESSION….………………...…38 II. 1. CONCESSION LOT SIZE………………………………………………………………………….…38 II. 2. ROAD INFRASTRUCTURE CONCESSION PERIOD……………………………………..………3 II.3 DEFINITION OF TOLL CHARGES …………………………………………………..………………40 II.3.1 Setting toll charges II.3.2 Remuneration of concession companies on a DBFO type basis – the interesting "traffic band concept II.4 CONCESSION COMPANY SELECTION PROCEDURES AND CRITERIA……………………...44 II.5 CONCESSION COMPANY FREEDOM………………………………………………………………46 II.6 SHARING OF RISKS BETWEEN PUBLIC AUTHORITIES AND CONCESSION COMPANIES ……….48 II.6.1. Transfer of risks in the case of a toll concession II.6.2 Transfer of risks in a shadow toll system II.7. -
The Barrovian
THE BARROVIAN KING WILLIAM'S COLLEGE MAGAZINE Published three times yearly NUMBER 232 . JULY I 9 $ J A Career for young men that carries responsibility Britain's need for coal increases every year. Oil and nuclear energy can only bridge the gap between the coal we have and the power we need. The bulk of this energy must, for many generations, come from coal. To meet the increasing demands for coal, vast schemes of recon- struction and expansion are being undertaken by the coal-mining industry, for which there must be an adequate supply of suitably qualified and well-trained men. University Scholarships.—The National Coal Board offer a hundred University Scholarships a year ; most are in Mining Engineering, and some are available in -Mechanical, Electrical and Chemical Engineering and in Fuel Technology. They are worth about the same as State Scholarships but there is no parental means test. School Leavers.—There are also good opportunities for advance- ment for boys with initiative who come straight into the industry from school. You can attend part-time courses (for example. National Certificate courses) at technical colleges for which you are given day release from work with pay. Management Training.—When you are qualified—either through the University or through technical college while working—you are eligible for a two or three-year course under the Board's Management Training Scheme. Each trainee has a course mapped out for him personally, with a senior engineer to give him individual supervision. Scientific Careers.—If you are interested in a Scientific Career, there is absorbing and rewarding work at the Board's Research establishments, in the coalfields on operational work. -
P R O C E E D I N G S
T Y N W A L D C O U R T O F F I C I A L R E P O R T R E C O R T Y S O I K O I L Q U A I Y L T I N V A A L P R O C E E D I N G S D A A L T Y N HANSARD Douglas, Tuesday, 17th September 2019 All published Official Reports can be found on the Tynwald website: www.tynwald.org.im/business/hansard Supplementary material provided subsequent to a sitting is also published to the website as a Hansard Appendix. Reports, maps and other documents referred to in the course of debates may be consulted on application to the Tynwald Library or the Clerk of Tynwald’s Office. Volume 136, No. 19 ISSN 1742-2256 Published by the Office of the Clerk of Tynwald, Legislative Buildings, Finch Road, Douglas, Isle of Man, IM1 3PW. © High Court of Tynwald, 2019 TYNWALD COURT, TUESDAY, 17th SEPTEMBER 2019 PAGE LEFT DELIBERATELY BLANK ________________________________________________________________________ 2092 T136 TYNWALD COURT, TUESDAY, 17th SEPTEMBER 2019 Business transacted Questions for Written Answer .......................................................................................... 2097 1. Zero Hours Contract Committee recommendations – CoMin approval; progress; laying update report ........................................................................................................... 2097 2. GDPR breaches – Complaints and appeals made and upheld ........................................ 2098 3. No-deal Brexit – Updating guide for residents before 31st October 2019 ..................... 2098 4. No-deal Brexit – Food supply contingency plans; publishing CoMin paper.................... 2098 5. Tax returns – Number submitted April, May and June 2018; details of refunds ............ 2099 6. Common Purse Agreement – Consideration of abrogation ........................................... -
The Regulation of Road Infrastructure Operators in Portugal
The Regulation of Road Infrastructure Operators in Portugal Extended Abstract Gonçalo Pereira Rosmaninho October 2010 The Regulation of Road Infrastructure Operators in Portugal Extended abstract Technical University of Lisbon Gonçalo Pereira Rosmaninho Abstract In the last two decades the Portuguese road sector has experienced profound changes. The main outcome of these changes is a superior highway network, which allows traveling across almost all the country with comfort and ease. These highways are operated by private entities, through concession contracts signed between them and the public partner, the State directly, or indirectly by the Portugal Road Company (EP). These concessions, which are public-private partnerships, need to be subject to regulation. This regulation could be contained in the concession contracts, or done by a road sector regulator, which in Portugal is the Institute for the Road Sector (InIR). The contract regulation, although with some common features, differs and has specific particularities on each contract type. The regulation duties assigned to InIR, jointly with the concession contracts and the legal framework, defines the Portuguese road sector participation rules. In Portugal, the success of concessions in the road sector can be much higher if there are improvements on contract design and if the regulator becomes more independent, more pro-active, and is endowed with more tools. Keywords: regulation; concession; road sector; contract. 1. Introduction Since the last decade of the past century until nowadays, the Portuguese government has made a great effort to improve the road sector in Portugal, with the main objectives of renewing the network, shortening the distances between the populations and reducing accidents, and this last was a serious problem to solve. -
POPE of LNMS: A31 Canford Bottom Roundabout Evaluation Report
POPE of LNMS A31 Canford Bottom Roundabout Evaluation Report January 2016 Notice This document and its contents have been prepared and are intended solely for Highways England’s information and use in relation to POPE of LNMS. Atkins Limited assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. This document has 74 pages including the cover. Document history Job number: 5107696 Document ref: S11031_POPE of Large LNMS Report_v2.0.docx Revision Purpose description Originated Checked Reviewed Authorised Date Rev 1.0 First Draft JB RF RD AC 16/10/15 Rev 2.0 Final Report JB RG AC AC 05/02/16 Client signoff Client Highways England Project POPE of LNMS Document title POPE of LNMS Evaluation Report Job no. 5107696 POPE of LNMS | A31 Canford Bottom Roundabout Improvement 2 Table of contents Chapter Pages Glossary 5 1. Introduction 8 Background 8 Purpose of this report 9 2. Scheme Detail 10 Introduction 10 Background 10 Location 11 Pre-Scheme Junction Layout 11 Post-Scheme Junction Layout 14 Post-Scheme Site Observations 15 Stakeholder Feedback 20 3. Traffic Volumes 24 Introduction 24 Data Source 24 Traffic Volume 24 Daily Traffic Patterns 25 Traffic Turning Movements 28 Summary 31 4. Journey Time Analysis 32 Introduction 32 Data Source 32 Journey Time Comparison 33 Journey Time Reliability 35 Calculation of annual vehicle hour benefits 37 Summary 39 5. Safety Impacts 40 Introduction 40 Data Source 40 Post-Scheme 42 Accident Rate Change 44 Accident Causation 45 Location Breakdown 46 Security 46 Summary 47 6. -
Control of Highway Access Frank M
Nebraska Law Review Volume 38 | Issue 2 Article 4 1959 Control of Highway Access Frank M. Covey Jr. Northwestern University Law School Follow this and additional works at: https://digitalcommons.unl.edu/nlr Recommended Citation Frank M. Covey Jr., Control of Highway Access, 38 Neb. L. Rev. 407 (1959) Available at: https://digitalcommons.unl.edu/nlr/vol38/iss2/4 This Article is brought to you for free and open access by the Law, College of at DigitalCommons@University of Nebraska - Lincoln. It has been accepted for inclusion in Nebraska Law Review by an authorized administrator of DigitalCommons@University of Nebraska - Lincoln. CONTROL OF HIGHWAY ACCESS Frank M. Covey, Jr.* State control of both public and private access is fast becom- ing a maxim of modern highway programming. Such control is not only an important feature of the Interstate Highway Program, but of other state highway construction programs as well. Under such programs, authorized by statute, it is no longer possible for the adjacent landowner to maintain highway access from any part of his property; no longer does every cross-road join the highway. This concept of control and limitation of access involves many legal problems of importance to the attorney. In the following article, the author does much to explain the origin and nature of access control, laying important stress upon the legal methods and problems involved. The Editors. I. INTRODUCTION-THE NEED FOR ACCESS CONTROL On September 13, 1899, in New York City, the country's first motor vehicle fatality was recorded. On December 22, 1951, fifty- two years and three months later, the millionth motor vehicle traffic death occurred.' In 1955 alone, 38,300 persons were killed (318 in Nebraska); 1,350,000 were injured; and the economic loss ran to over $4,500,000,000.2 If the present death rate of 6.4 deaths per 100,000,000 miles of traffic continues, the two millionth traffic victim will die before 1976, twenty years after the one millionth.