Part 1 of this Schedule contains provisions concerning Tribunal decisions, and provides procedures for their enforcement. Paragraph 1 of this Schedule provides the procedure relating to decisions taken by the CAT. It contains similar provisions to those currently in paragraph 4 of Schedule 8 to CA repealed by paragraph 8 5 of Schedule 5.
Was the LMS too big? Frederic Stansfield In his reply to my earlier letter about the size of the LMS September issueDoug Landau November issue makes many interesting points describing the company's engineering innovations. But two of Landau's examples show how engineering developments within the LMS were subordinated to business issues.
LMS management's rejection of electrification proposals, because of insufficient return on capital, is unsurprising when neither the scheme nor the one linked London with a major city such as Birmingham.
Also, the belt repair system to which Landau refers represented the development in Britain of "scientific management" techniques. As he indicates, this system had the business aim of reducing repair times and costs. Letter writer would agree in general with Landau's observation that the Southern Railway was the most forward looking of the 'Big Four'.
However, in my previous letter I compared the LMS not with its British contemporaries but with other European railways, which received more government support. Britain's railways, including the LMS, did receive very limited government finance in the s. Landau does not address the question 'Was the LMS too big?
The company's business failure to follow-up engineering developments, such as electrification and main line diesel locomotives, would suggest the opposite. The LMS was if anything too small to attract the money needed to implement its engineers' technical innovations.
Restaurant Cars and their Development. John Macnab Many earlier restaurant cars of lasted well into BR days: The last five of these only went in mid Grahame Boyes Building on the success of the Early Railways Conference series, the organising committee has arranged to accommodate the interests of historians pursuing the origin and development of main line railways between and c This reflects the all-important years when railways first developed routes and networks and became major contributors to economic growth around the world.
This first conference has attracted papers from authors studying subjects in several parts of the world, in addition to the United Kingdom. These are related to economic, political, social and cultural progress in several countries, and business and financial incentive and practice.
They also cover developments in surveying, structural, architectural and building practices, as well as mechanical and electrical engineering. For information about the papers and other programme details, and to book your place at the conference, please go to www.
This pamphlet brought together some elements of both articles. The speaker 29 Novemberon whose input the pamphlet reported, was Col. O'Brien, the electrical engineer of the LYR. One voice from the floor: Hawksworth' - clearly a gathering worthy of record: In those relatively early days of electrification people naturally drew on such examples as were available: Paul were O'Brien's favourites on that occasion.
O'Brien and his audience touched on some crucial issues. O'Brien revealed, or claimed, that the Liverpool-Sandhills stretch alone ie first station out of Liverpool Exchange shared occupancy with a goods traffic "Greater than He noted that there were nine rush hours each day to cope with in this respect, including "ladies going into Liverpool to shop" On the technical side, O'Brien seemed to favour 1.
His sketch of an electric locomotive was one he employed elsewhere: The 'limitations' of the title were really snags, set against a general background favourable to electrification; for example the need to erect overhead conductors in marshalling yards, or how to counteract the track-unfriendly low centres of gravity suffered by EMUs.
Counter-intuitively, the Swindonians through either courtesy or breadth of mind. Hawksworth praised the even torque of electric motors; O'Brien responded politely that the imbalances of steam locomotives were "not a very serious defect".
Stanier brought the proceedings to a close with the dry and correct observation that electrification provided no real difficulties for the engineer, but "the real difficulties As O'Brien was later to discover, to his cost.
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