The pre-Grouping Companies were fiercely competitive and would defend any incursion by another company penetrating what they considered to be their ‘territories’. Nevertheless, at times they would cooperate. This cooperation resulted in a large number of joint lines. These joint lines ranged from fully independent operations, complete with their own staffs, locomotives and rolling stock, to short lengths of railway used by the joint companies, the cost of maintenance of which was shared.

The railways of France present a uniquely interesting picture, consisting as they once did of two entirely separate but overlapping systems: the standard-gauge network of the great railway companies and the mostly metre-gauge network of the local rural railways. This book attempts to provide a comprehensive picture of this fascinating diversity. Featuring a variety of locations throughout France, subjects covered include the seven pre-nationalisation railway companies; locomotives of all t...

The range and variety of British railway stations is truly astonishing; from the tiny wayside halt made of corrugated iron to the magnificent stone-built city centre terminus. No less remarkable in their variety are the buildings devoted to the transport of goods, and indeed for most years of their existence this traffic was by far the most important to the railway companies. Author Patrick Bennett also covers signal boxes and signalling, locomotive depots, bridges and viaducts and much el...

England’s second largest county contains a wealth of railway history. The county was dominated by two companies – the Great Central in the north and the Great Northern in the centre and south. The county was also penetrated by the Midland Railway and there were no fewer than three joint lines. In the south the Midland & Great Northern Joint passed through from west to east, while the Great Northern & Great Eastern Joint ran north to south. In the far north-west of the county was the Isle o...

This book examines the current research in gene-environment transactions (GEX) and its potential use in developing interventions and applications tailored to individual genetic makeups. Key concepts underlying GEX studies in this area are defined, identifying fundamental challenges in devising informed research questions and conducting valid and useful experiments. Chapters analyze GEX models inspired by the present day genome-based frameworks, particularly in terms of advances in identify...

Heartbroken? Horrible boss? Confidence crisis? Rubenesque body? Anxious? Lonely?The solution is to find out what’s bothering you and change it, right?Sorry lady. WRONG.You aren’t going to suddenly start loving yourself. You aren’t going to just become the Best Version of Yourself. You can’t stop your dad drinking, or your rubbish boyfriend from breaking up with you.Fact is, there are some things you just can’t change, and will become miserable trying.

In the five years since the first edition of this book published, there has been an accelerated rise in the number and influence of COO roles in the legal sphere. No longer the preserve of the largest national and international firms, mid-tier firms and even New Law and alternative legal service providers are considering a COO as a potential – perhaps even essential – component of law firm management, to achieve increased efficiency, productivity, and meet the demands of a highly competiti...

Selby was an important location from the earliest days of the railways, with the arrival of the Leeds & Selby Railway in 1934. Over the succeeding years it became an important nodal point, with the opening of railways to Market Weighton and Driffield, to Hull, to Goole, to Leeds, northwards on the East Coast Main Line to York and south to London. Not to be forgotten, there is also the charmingly rural Cawood, Wistow & Selby Railway. Close by were the Hull & Barnsley Railway and the Derwent...

1980 to 1995 was an extraordinary time for the railways of Britain, especially the freight sector. In 1980 there was a unified, monochrome railway. Freight traffic was still abundant, with marshalling yards active and many branch lines still operating. There were hundreds of collieries. In the early 1980s, Sectorisation arrived. The freight division was separated from the passenger side and further sub-divided into different freight sectors. New locomotives were introduced, and the older t...

First on the scene was the London & Southampton, soon to change its name to the London & South Western. The branch on to Salisbury was the start of the LSW’s drive to reach Exeter. Other routes followed including the Portsmouth Direct, intended to outdo the London & Brighton’s attempt to capture the Portsmouth traffic. The need to reach Bournemouth resulted in two separate lines built by the LSW. Gradually the LSW developed its network; some routes such as the Meon Valley or the Sprat & Wi...

The railway in 1980 had not changed much since the 1960s. There were certainly no more steam locomotives, but passenger trains consisted largely of carriages hauled by locomotives, which had mostly been constructed in the 1950s or early 1960s. Secondary services were provided by various types of multiple units from the same era. Freight traffic was still buoyant and marshalling yards busy. There were numerous freight branches and sidings. Traditional signalling was still very much in evide...

No fewer than sixteen pre-grouping companies were represented within Cumbria’s borders, seven of these in Carlisle alone. To the east of the mountains are the great Anglo-Scottish lines of the London and North Western and the Midland. Venturing across the Pennines were the transversal routes of the North Eastern Railway, from Newcastle to Carlisle, and Darlington to Tebay and Penrith. The Cumbrian coast presents a completely different picture. Here the multiple competing companies were con...