Littérature scientifique sur le sujet « Midland Counties Railway Company »

This paper examines the extent to which the Midland Railway workforce in nineteenth-century Derby constituted some form of occupational community. Evidence for this paper is drawn from Midland Railway Company (MR) records combined with census data and other documentary and textual material. It explores the social and domestic world of employees at the Midland Railway Company's headquarters and critically examines the construction of community in both functional and symbolic terms.

The Great War and Trianon opened a new chapter in the history, not only of the Kingdom of Hungary, but also of Western Hungary. Besides dividing up the counties of Sopron, Moson and Vas, the newly re-drawn borders also split up most of the railway lines running within them as well. From the territory sliced from the three counties, the previously non-existent province of Austria, Burgenland, was established in 1922. In many cases, the new demarcation lines followed boundaries of old districts or settlements, but it was rare to find natural boundaries among them. As a result, between the two World Wars, the use of the affected railway tracks began to change similar to several contemporary Central European cases, with the exception of GYSEV (Győr–Sopron–Ebenfurth Railway Company), which could remain in its original form. This research paper aims to examine how the shift of borders in this region affected railway transport. It is based on the local historical literature on the railway, regional history and primary resources.

Oncor Electric Delivery Company, LLC (Oncor) is planning to construct the Owl Hills—Tunstill 138-kV Transmission Line Route in Culberson, Reeves and Loving Counties, Texas. Oncor contracted with Halff Associates, Inc. to conduct an intensive pedestrian survey of 18.5 miles of new 138-kV transmission line on private property. The survey was conducted January 20-24, 2020 and a total of 102 shovel tests were excavated in areas where buried archeological deposits where expected, and two 15-meter (32.8-foot) transects underwent pedestrian survey within the 70-foot (21.3-meter) wide survey corridor, which measures approximately 157 acres. Three archeological sites (41RV208, 41RV209 and 41RV213) were identified and recorded during the archeological survey. Site 41RV208 is a prehistoric occupation containing a surface deposit of 12 lithic debitage, 6 flake tools, 6 cores, 2 groundstone fragments and 40 fire cracked rocks (FCR). The site is situated on a gravelly and deflated upland that forms the western rim of the Pecos River valley. Site 41RV209 consists of a prehistoric occupation containing a surface deposit of 12 FCR, 6 lithic debitage, 3 flake tools, 2 cores, 1 uniface, and 1 biface. This site is situated on the heavily eroded west bank of Salt Creek and has been disturbed by construction activities associated with an adjacent pipeline corridor. Site 41RV213 is an abandoned section of the Atchison, Topeka & Santa Fe (ATSF) Railway that parallels U.S. Highway 285 to the east. The section of railroad in the surveyed area has undergone extensive disturbance and consists of a narrow linear piling of fill, railroad gravels and non-descript metal debris. It is Halff’s recommendation that sites 41RV208, 41RV209 and 41RV213 are ineligible for National Register of Historic Places consideration in the surveyed area and no further cultural resources investigations are warranted for the project. While shovel testing within the lower terraces of the Pecos River valley floor resulted in negative findings, most of the shovel tests in this area did not encounter restrictive deposits soil or geologic deposits that antedate the Holocene. Therefore, the installation of the transmission line poles located along the lower alluvial terraces of the Pecos River was recommended for archeological monitoring. Halff recommends that construction of the remainder of the proposed transmission line route be allowed to proceed and that no additional archaeological investigations are recommended outside of the monitoring area. However, if the proposed transmission line route alignment changes, additional archeological survey may be necessary. In addition, should any cultural resources be discovered during the construction or maintenance activities associated with the project, work in the immediate area shall cease and the Texas Historical Commission be notified of the discovery.

Attitudes to environmental and investment risk are examined to determine whether they were a defining characteristic of middle-class behaviour in the period 1760 to 1850. Approximately 6,000 investors in eleven canal companies and seven railway companies were investigated to determine whether evaluation and mitigation of investment risk is determined by socio-economic background and gender. Investment risk was defined as inadequate access to, and imperfect interpretation of, information. The effectiveness of information transfer through public and private spheres was examined and the effect of differential access to these information conduits, as a consequence of gender or socio-economic background, was investigated. Investors' response to the risk environment of early death, war and unpredictable economic cycles was examined. Each canal company and the group of railway companies was ranked according to the level of investment risk during both the construction and operating period, using a mix of quantitative and qualitative tests. The risk preferences of 'economic' and 'financial' investors were compared. The strategies used by each group of investor to mitigate risk were examined. The study provides new evidence of the effective transmission of national market sentiment by the 1770s, but reveals that the physical market in canal company shares remained local and continued its separate existence long after the institutionalised national market for railway shares was established. Perceptible differences in the risk assessment and risk mitigation strategies of different groups of investors were observed. This was attributed to differential access to information, which in turn was attributed to gender and social, political and religious affiliation. The study provides evidence that although differences in behaviour were observed amongst groups within the sample population, it shared common investment strategies and that attitudes to risk and risk mitigation should be considered as valid criteria for class differentiation.

This thesis focuses on Litchurch, the railway suburb of Derby, the headquarters of the Midland Railway Company and its workforce, during the period 1840-1900, It examines the consequences of factory paternalism and company loyalty for the construction of 'community', exploring the connections between work, family, and wider social and political life. It begins by looking at Derby as a county town where an early alliance between Whigs and Liberals resulted in the political dominance of the town by a group of Liberal-radical textile manufacturers as a form of extended factory village. There is then a discussion of railway paternalism which investigates the many differences between the family firm and the corporate railway company. The relationship between the railways and the state is examined, through the twin theorization of the railway within the state-intrinsic to national integrity and as a state in microcosm- a form of space management derived from military and civil government. The role of Derby as headquarters of the M.R.is then considered: its decision making and service function; the technological mix of productive techniques; and the distinctive relationship between public and private space. A model of company loyalty based on the experience of the physical and organizational space of the railway company is developed through the notions of the career and the appropriation to the self of organisational space, the 'bailiwick'. The spatial and social structure of Litchurch is examined and its marriage and residence patterns. In the discussion of social institutions, churches, recreation and self-help, the tensions are explored between vertical integration and horizontal stratification which are intrinsic to corporate culture. The extent and limits of collective action in terms of local and national consciousness are then considered. A model of community is then proposed, founded on the routine practices of everyday life, which recognises the multiplicity of motivations and experiences subsumed within the symbolic affirmations of collective solidarity. It concludes with an examination of the antagonism between the county town of Derby, with its history and expectations of paternal intervention, and the corporate Midland Railway 1 which was economically, socially and politically independent of local systems.