Articles de revues : « South Wales Railway Company »

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Mewes, David. « War Department Light Railways of the First World War ». Memoirs of the Queensland Museum - Culture 11 (2020) : 25–38. http://dx.doi.org/10.17082/j.2205-3239.11.1.2020.2020-03.

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This paper recounts some experiences on the Western Front of two men who had worked at the Ipswich Railway Workshops before the First World War. Lt. Colonel A. C. Fewtrell , who trained as a cadet engineer at Ipswich Railway Workshops, and was involved in the operations of a light railway unit on the Western Front presented a paper about his experiences to some graziers in New South Wales in 1920. Major S. H. Hancox had been in charge of the powerhouse at Ipswich Railway Workshops before enlisting and being sent to France where he worked on the construction of a section of the 60 cm gauge light railways during 1917. Hancox relates some of the horrific conditions he encountered through letters to his mother in Brisbane. In 1916, the British adopted the 60 cm gauge light railway system which was already being successfully used by both the Germans and the French. The British introduced the Hunslet 4-6-0T locomotives, many hundreds of other steam and early internal combustion locomotives as well as thousands of wagons providing a solution to maintaining the necessary supplies to the front lines. Following the end of the War, fifteen Hunslet locomotives built for use in France came to Queensland for use in the sugar industry. Hunslet Engine Company Works Number 1239, delivered to France in late 1916, was one of those Hunslet locomotives. We briefly follow the history of No.1239 after its delivery to Australia in 1920 and donation to the Queensland Museum in 2005.

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Baker, Robert. « The Steam Locomotive, the Electric Telegraph And the Demise of Distance : Opportunities and Threats in South Wales, 1845–56 ». Welsh History Review / Cylchgrawn Hanes Cymru 31, n^o 3 (15 juin 2023) : 397–427. http://dx.doi.org/10.16922/whr.31.3.3.

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The South Wales Railway was opened between Chepstow in Monmouthshire and Neyland on the Milford Haven estuary between 1850 and 1856, and in combination with the electric telegraph and ancillary railways established a transport and communications network that exercised a profound impact on society and identity in south Wales. By the narrowing of distance through speed, this network brought many urban communities and their nearby districts closer together and was instrumental in transforming the selfimage and identity of south Wales. Conversely, while the network compressed distance, it also forced excluded communities into relative isolation and consequently divided south Wales.

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Kramer. « Film Forays of the South Manchuria Railway Company ». Film History 24, n^o 1 (2012) : 97. http://dx.doi.org/10.2979/filmhistory.24.1.97.

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Aspen, Harald. « First encounters with industrial work : Kombolcha Industrial Park ». Annales d'Ethiopie 33, n^o 1 (2020) : 31–47. http://dx.doi.org/10.3406/ethio.2020.1686.

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The new industrial park in Kombolcha, South Wälo is one of a number of its kind which have recently been established in various regions of Ethiopia, as part of the government’s endeavor to boost industrialization and non-agricultural employment in the country by attracting foreign manufacturing companies. Kombolcha Industrial Park (KIP) is located in South Wälo, a region probably more widely known for its famines than for industrial development. In recent years the region has seen large scale infrastructural developments, especially the new airport, which opened in 2014, and the railway, which was under construction at the time of fieldwork. Coupled with a general economic growth in the country, this has contributed to an unprecedented population growth in Kombolcha and the nearby administrative centre of South Wälo, Dessie, even before the establishment of KIP. The industrial park alone is expected to employ about 20,000 workers when it is fully operational. Kombolcha and Dessie combined also host a number of teaching institutions, spanning from a full-fledged university with campuses in both towns, to technical and vocational training institutes, many of which offering teaching programmes tailored for industrial needs. That Kombolcha for decades has been a centre of textile industry, with the Kombolcha Textile factory, employing about 2,000 workers, as a cornerstone company, most probably accounts for the fact that many of the teaching institutions in the area educate workers for the textile industry. Hence, one might believe that recruitment to KIP of competent work force would be an easy task, even if it was mandatory for the new industrial companies in KIP to recruit their employees locally. The enterprise described here, however, specialized in leather handbags, and therefore needed to provide further specialized training for their newly recruited workforce. The article is based on observations of the start-up of the very first foreign company in Kombolcha Industrial Park, a South Korean manufacturer of leather hand bags for the international up-market, and which the author was able to follow intermittently from the instalment of machineries and training of the first cohort of machine operators in early 2018 until it was fully operational a year later. The article provides a brief account of issues of recruitment and training of local workers to industrial work in a multicultural setting. Both the management and the workers can be described as pioneers : the management being first to operate a foreign company in this part of the country, under the auspices of the Industrial Parks Development Corporation of Ethiopia (IPDC) and in close contact with and controlled by a number of national and district level authorities, and with a workforce they had little prior knowledge about, and, on the other hand, the workers, unused as they were to industrial work in an international setting and with expectations, especially about wage levels, that were far from being met when they encountered the realities of working in the factory. The article deals with the major stress points as seen both from the perspective of the management and of the workers. For the management the level of competence and stability of the workers were initial points of concern. For the workers, the main reason for dissatisfaction was the wage levels they were offered. On top of this, the international work environment in the factory, with Korean, Vietnamese, Chinese and Ethiopian employees and managers, accounted for problems related to language barriers and differences in work culture. It seems, however, that many problems were overcome a year after start-up ; the turnover of workers was relatively low, compared with other industrial parks in Ethiopia, and the quality of the work (and products) was reported by the management to be good. The label “ Made in Ethiopia” placed on up-market leather bag brands represented a victory for the factory and its management and employees, but a vulnerable one, given the dependence on low wages, reliable services and, not least, political stability. The latter part of the article deals with lessons learned about doing ethnographic fieldwork in a setting like this. Because the author approached the factory management prior to production start-up, contact with the international management group and the first Ethiopian trainees, who had been to Vietnam for training and were later called “ juniors,” indicating their potential path of career in the factory, was informal and unrestrained. Gradually, as proper production started and several production lines were in operation, middle managers were opposed to the presence of researchers in the factory hall, and it became obvious that the terms for doing fieldwork in the factory had to be negotiated and settled. Although this was an exploratory study, it gave insights to issues that need to be dealt with if international industry in Ethiopia is to be studied by Ethiopian and international scholars – which they should, also by anthropologists and other social scientists.

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Kajimoto, Motonobu. « LATE-NINETEENTH CENTURY DOCK AND RAILWAY DEVELOPMENT IN SOUTH WALES ». Keiei Shigaku (Japan Business History Review) 34, n^o 1 (1999) : 1–24. http://dx.doi.org/10.5029/bhsj.34.1.

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Kim, Hyunseung, In-Jae Jeong et Dongjoo Park. « Railway Capacity Allocation Modeling Using a Genetic Algorithm ». Transportation Research Record : Journal of the Transportation Research Board 2608, n^o 1 (janvier 2017) : 115–24. http://dx.doi.org/10.3141/2608-13.

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The South Korean government has established guidelines for railway capacity allocation. Railway transport services are provided by a monopoly company, which together with the guidelines, has hampered research into railway capacity allocation in South Korea. Recently, a new high-speed railway company has been established. Therefore, there is a pressing need for a fair and objective railway capacity allocation procedure. A model was developed to be applicable to South Korean high-speed railway capacity allocation, which is optimized by viewing the railway network as a location–time network. Because railway capacity allocation in South Korea is an administered process, various requirements must be followed; the model uses a genetic algorithm for such requirements. Two test scenarios were used to validate the proposed model, the solution to which resolves more than 70% of conflicts within 20 iterations (148 min). When an attempt is made to schedule infeasible trains compulsively, it is impossible to do so without relaxing one or more constraints. The average headway among real operating trains is very close to the results of the analysis. The proposed model with a genetic algorithm is a rational solution.

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Patmore, Greg. « Arbitration and Bureaucracy : The New South Wales Railway Commissioners, 1892-1914 ». Journal of Industrial Relations 30, n^o 4 (décembre 1988) : 566–82. http://dx.doi.org/10.1177/002218568803000405.

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TURNER, DAVID A. « “Delectable North Wales” and Stakeholders : The London & ; North Western Railway’s Marketing of North Wales, c.1904–1914 ». Enterprise & ; Society 19, n^o 4 (28 août 2018) : 864–902. http://dx.doi.org/10.1017/eso.2017.70.

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This article discusses the London & North Western Railway’s (LNWR) marketing activities before 1914. It extends our understanding of British railway marketing by examining how the company forged links with stakeholders in North Wales, particularly the resort authorities, in support of its development of the tourist trade there. While the company remained the dominant force in promoting the region, cooperative working facilitated the sharing of market intelligence, exchange of best practice, coordination of advertising efforts, coordination of services, and the harmonizing of a promotional message that appealed to middle-class discretionary travelers that North Wales was a place for health and pleasure. The article also shows how the LNWR deployed a system of integrated marketing communications, providing one of the earliest known examples within British business of such practice. The sum result was positive impacts on the development of the North Welsh tourist trade in the years before the World War I.

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Symes, Colin. « Traveling by the Book : New South Wales Railway Guides and the "Tourist Gaze" ». Journeys 14, n^o 1 (1 janvier 2013) : 01–22. http://dx.doi.org/10.3167/jys.2013.140101.

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McDermott, | ,, P. D., et C. J. Buttler. « Upper Ordovician crinoid pavement lagerstätte from South Wales - the discovery and rescue ». Geological Curator 10, n^o 6 (décembre 2016) : 253–57. http://dx.doi.org/10.55468/gc3.

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In 2012 a new relief road was built in Carmarthenshire, South Wales cutting through fossiliferous rocks of Upper Ordovician age and revealing new geological sections. The engineering company undertaking the construction work developed a good working relationship with palaeontologists wanting to collect from new temporary exposures. This was extremely valuable when a bed revealing large accumulations of a single species of fossil crinoids was discovered. Due to engineering deadlines the specimens had to be excavated rapidly but cooperation with company allowed access to the site until all the material was removed.

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Dosovitskaia, V. V. « SOUTH MANCHURIAN RAILWAY COMPANY IN THE FIRST HALF OF THE 20TH CENTURY ». Journal of the Institute of Oriental Studies RAS, n^o 2 (12) (2020) : 277–83. http://dx.doi.org/10.31696/2618-7302-2020-2-277-283.

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Li, J. « Phantasmagoric Manchukuo : Documentaries Produced by the South Manchurian Railway Company, 1932 - 1940 ». positions : asia critique 22, n^o 2 (1 mars 2014) : 329–69. http://dx.doi.org/10.1215/10679847-2413826.

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Symes, Colin. « Time and Motion : Chronometry and the Railway Timetables of New South Wales, 1855-1906 ». KronoScope 11, n^o 1-2 (2011) : 145–65. http://dx.doi.org/10.1163/156852411x595314.

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Agbaji, Innocent Ikechukwu, et C. C. Egolum. « Assessment of Servqual Approach in The Management of Leasehold Properties of N.R.C in South-West, Nigeria ». International Journal of Civil Engineering, Construction and Estate Management 12, n^o 1 (15 janvier 2024) : 41–56. http://dx.doi.org/10.37745/ijcecem.14/vol12n14156.

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A major gap exists between users (occupants’) expectations on the real estate services promised and the actual real estate services that is provided to the occupiers. Examining the impact this gap has on the perception of users (occupants) of the real estate services cannot be over-emphasized. It is observed that most staff of public real estate organization do not understand the content of service quality (SERVQUAL). This research examined SERVQUAL approach in the management of leasehold properties of Nigeria Railway Corporation (N.R.C) by Railway Property Management Company Limited (R.P.M.C.L) in South-West, Nigeria. The study adopts stratified random sampling technique that accommodates every segment of the population. Data for the study were obtained from the users of leasehold properties of Nigerian Railway Corporation in the study area through the use of structured questionnaire, and were analyzed using tables, percentage and descriptive summary. The study revealed the absence of e-channel for communication between users (occupants) of N.R.C leasehold properties and management of R.P.M.C.L in the study area, no service quality office and inadequate RPMCL offices in the study area. The study recommends creation of e-communication channels in the study area, increase in skilled man-power, creation of more offices and equipping staff of Railway Property Management Company Limited with the knowledge of service quality (SERVQUAL) instrument.

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Symonds, R. L. « Psychiatric aspects of railway fatalities ». Psychological Medicine 15, n^o 3 (août 1985) : 609–21. http://dx.doi.org/10.1017/s0033291700031469.

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SynopsisNational statistics for railway fatalities in England and Wales show a reduction of train crashes and a fluctuating level of deaths, of which an increasing proportion is from suicide. A closer examination of a two-year sample from the South of England revealed a large proportion of probable suicides and a small proportion of pure accidents. The remainder appeared to have medical, mainly psychiatric, contributions to their death, of which alcohol was an important factor in single young men. Rail suicides appear to be younger, the men less often married, the women more often married, and both sexes less often widowed than other suicides. They included more cases of major psychosis and neurosis, but fewer and less severe alcoholics. Characteristic patterns of this method of suicide are described with examples. Hypotheses to explain the choice of method suggest that it is not related to either volume of traffic, or residence in a rail-dense area or in an area with a high suicide rate, or the proximity of a psychiatric hospital.

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Robert Tierney. « The New South Wales Railway Commissioners' Strategic Pre-Planning for the Mass Strike of 1917 ». Labour History, n^o 98 (2010) : 143. http://dx.doi.org/10.5263/labourhistory.98.1.143.

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Xiao, Hong. « On the Colonial Expansion of Tsarist Russia and the Railway Construction in Eastern Province of China ». Journal of Research in Social Science and Humanities 2, n^o 6 (juin 2023) : 45–50. http://dx.doi.org/10.56397/jrssh.2023.06.06.

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At the end of the 19th century and the beginning of the 20th century, Tsarist Russia built a wide-gauge railway that crossed northeast China. The Railway in Eastern province of China, its arteries start from Manzhouli in the west, passes through Harbin in the middle and reaches Suifenhe in the east, and it is connected with the Russian Rear Baikal Railway and the South Wusuli Railway in the end. Later, Russia obtained the right to build the southern line of the railway through the Renewal Contract, thus forming the trend of connecting Europe and Asia. After the opening of the railway, Northeast China was forced to open passively in the shock of the steam-powered locomotive in which capitalism was established. Although the Railway in Eastern province of China has the legal basis of the Contract of Jointly running Eastern Province Railway Company, there are various unequal treaties in political, economic, military, social, cultural and other fields derived from it, all at the expense of China’s interests. In fact, it was the Russian who took the lead in the struggle for the interests of the world capitalist powers in our northeast. Starting with the Contract for the Joint operation of Eastern Province Railway Company, the Russians are able to misinterpret it arbitrarily. If they cannot explain it, they will show their strength by actual control, or regain their interests under various names such as “renewal” and “supplement”. This fully reflects that many texts on Sino-Russian relations around the railway in Eastern province of China basically follow the “law of the jungle”.

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Senevirathna, S. T. M. L. D., Andrea M. Goncher et Aaron Hollier. « Assessment of drinking water quality in regional New South Wales, Australia ». Journal of Water Supply : Research and Technology-Aqua 68, n^o 8 (13 novembre 2019) : 708–17. http://dx.doi.org/10.2166/aqua.2019.103.

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Abstract There is a substantial research gap relating to the quality of drinking water in regional Australia and identifying possible improvements. In particular, the quality of water available in public places (washing and drinking), such as water bubblers installed in regional parks, schools, rest areas and railway stations, is poorly investigated. This paper discusses the primary and secondary water quality of eight water distribution networks in New South Wales (NSW) regional towns. An analysis of a large number of drinking water samples (more than 11,000) identified that maintaining microbial water quality and the required free chlorine level (>0.2 mg/L) are challenging issues for regional water distribution networks. Sixty-three per cent of the samples collected from the water outlets available in public places of a regional town showed free chlorine levels of <0.2 mg/L, and 30% of samples showed positive results for total coliform. All heavy metal levels of the samples were within the safe level. Water temperature was identified as the most problematic secondary water quality parameter in public water bubblers. Stainless steel was the common material used in bubblers where surface temperatures exceeded 50 °C during summer. This study identifies possible design and operational modifications to improve regional drinking water quality and make public water bubblers more usable.

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Hunt, K. S. « The Blaauwkrantz bridge ». New Contree 5 (12 juillet 2024) : 6. http://dx.doi.org/10.4102/nc.v5i0.835.

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The opening of the Blaauwkrantz Bridge in 1884 was an important link in the completion of the railway line-between Grahamstown and Port Alfred. This line proved a boon to farmers of the area and to businessmen in Grahamstown and Port Alfred. For the private company who built the line, however, it was not a financial success, and in 1913 it was taken over by the South African Railways and integrated into their railway system. Unable to cope with the increased traffic and the heavier rolling stock, the original Blaauwkrantz Bridge was eventually replaced by a new one. The old bridge, however, is still remembered for a railway disaster in April 1911 in which twenty eight people were killed.

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WOTHERSPOON, GARRY. « The Determinants of the Pattern and Pace of Railway Development in New South Wales, 1850-1914 ». Australian Journal of Politics & ; History 25, n^o 1 (7 avril 2008) : 51–65. http://dx.doi.org/10.1111/j.1467-8497.1979.tb00271.x.

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Miller, Steven. « The Papunya Tula Archive at the Art Gallery of New South Wales : providing archival services for indigenous art ». Art Libraries Journal 33, n^o 2 (2008) : 29–33. http://dx.doi.org/10.1017/s0307472200015327.

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Papunya Tula Artists is a company owned and directed by Aboriginal people from the Western Desert, predominantly from the Luritja and Pintupi language groups. It currently has 49 shareholders and represents around 120 artists. The broad aims of the company are to promote individual artists, and to provide economic development for the communities to which they belong, thereby preserving and extending their traditional culture. Towards the end of 1993 the Art Gallery of New South Wales entered into a formal partnership with the company to assist it in preserving, copying and providing access to their immensely important archival records. The project, which at first seemed straightforward and easily manageable, raised a number of important issues about the provision of archival services for Indigenous art and provides a useful case study for reflecting on these.

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Miller, Aaron, Briony E. Croft, Jordan McMahon et Adam Sirianni. « Hypothetical assessment of light rail vehicles idling at a terminus in New South Wales ». Journal of the Acoustical Society of America 154, n^o 4_supplement (1 octobre 2023) : A65. http://dx.doi.org/10.1121/10.0022810.

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The NSW Rail Infrastructure Noise Guideline (RING) delineates the assessment of airborne noise from light rail vehicles and from railway activities taking place at fixed locations (stationary noise sources). Airborne noise from light rail vehicles is assessed against the RING criteria, while airborne noise from stationary noise sources is assessed against the much more stringent Industrial Noise Policy (INP) which has since been superseded by the Noise Policy for Industry (NPfI). In real-life operations, light rail vehicles will often idle with their air conditioners running at terminus locations that are often located near sensitive receivers due to network constraints. This creates a pseudo-stationary noise source, which to a nearby sensitive receiver is indistinguishable from a stationary noise source. This paper hypothetically assesses the noise emissions from light rail vehicles idling at a terminus against both the RING and hypothetical NPfI criteria, and examines the likely mitigation that would be required for each assessment. Commentary is also provided regarding the suitability of the RING and the NPfI to this kind of noise source.

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Cozens, Paul, Richard Neale, Jeremy Whitaker et David Hillier. « Managing crime and the fear of crime at railway stations––a case study in South Wales (UK) ». International Journal of Transport Management 1, n^o 3 (janvier 2003) : 121–32. http://dx.doi.org/10.1016/j.ijtm.2003.10.001.

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Diacon, Todd A. « Peasants, Prophets, and the Power of a Millenarian Vision in Twentieth-Century Brazil ». Comparative Studies in Society and History 32, n^o 3 (juillet 1990) : 488–514. http://dx.doi.org/10.1017/s0010417500016601.

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Flood lights illuminated the southern Brazilian night as thousands of railroad workers struggled to meet their daily trace construction quotas. Brazil Railway Company foremen shouted their orders so as to be heard above the din of massive steam-powered earth movers. These machines, a novelty for the region in 1910, were the North American-owned company's newest ally in its push to meet the rapidly approaching construction deadline. On December 17, 1910, a gayly decorated train crossed the Santa Catarina-Rio Grande do Sul border, thereby inaugurating Brazil's newest railroad line. The company had succeeded in connecting the agricultural south with Brazil's rising industrial star, the state of São Paulo.

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Alshamlan, Mohammed, Aos Alzahrani, Musaad BinYousef, Abdelhakim Abdelhadi, Khaled Akkad et Rakan Alyamani. « Optimization for Sustainable Train Shunting Services Using DMAIC Cycle ». Sustainability 14, n^o 3 (2 février 2022) : 1719. http://dx.doi.org/10.3390/su14031719.

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Railway operations is a complicated field that requires a specialized team to operate trains safely and effectively. The focus of this paper was on a Middle Eastern-based railway company to understand the current train shunting process at the north–south passenger line and investigate possible issues in order to resolve them. The aim of this paper is to go through the DMAIC cycle and use it to define, measure, analyze and recommend improvements to enhance and control the current process. The results show that the bottleneck process can be greatly improved and optimized by fixing the root causes identified by the cause and effect diagram, which should positively contribute to increasing the overall performance of train operations and provide more time to maintain the trains.

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Noguchi, Masayoshi, et Trevor Boyns. « The South Manchuria Railway Company and its Interactions with the Military : An Accounting and Financial History ». Japanese Accounting Review 3, n^o 2013 (2013) : 61–101. http://dx.doi.org/10.11640/tjar.3.2013.03.

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Chen, Tsu-Yu. « The South Manchurian Railway Company and the Mining Industry : The Case of the Fushun Coal Mine ». Cross-Currents : East Asian History and Culture Review 4, n^o 2 (2015) : 630–57. http://dx.doi.org/10.1353/ach.2015.0039.

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Lunn, Jon. « The Political Economy of Primary Railway Construction in the Rhodesias, 1890–1911 ». Journal of African History 33, n^o 2 (juillet 1992) : 239–54. http://dx.doi.org/10.1017/s0021853700032229.

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The main trunk lines of the Rhodesian railway system were built under the aegis of Cecil Rhodes' British South Africa Company (BSA Co.) between 1890 and 1911. This article begins with an analysis of the motivations behind railway construction during this period. It argues that interpretations which set up a dichotomy between ‘Rhodes-as-imperialist’ and ‘Rhodes-as-capitalist’ are misconceived. Nevertheless, it shows how the motivations behind railway development took on a more narrowly economic and financial character after the fiasco of the Jameson Raid in 1896 put paid to Rhodes' sub-imperial ambitions.There follows an analysis of the economic and financial foundations of the BSA Co.'s regional railway monopoly. The article charts how railway construction was sustained through the manipulation of the interlocking interests of the BSA Co. and the Witwatersrand; through the creation of a ‘group structure’ of railway companies; and through the triangular relationship which developed between the BSA Co., Paulings, the monopoly contractor, and d'Erlangers, the chief broker and underwriter of railway loan (debenture) capital.Finally, two fundamental allegations made by critics of the railway policy of the BSA Co. are assessed: firstly, that debenture finance was a means of distributing disguised dividends to itself and its friends; secondly, that these disguised dividends were paid for by the settlers through exorbitant railway rates. The nature of debt within the railway monopoly, the functions of debenture finance and the imperatives which shaped rating policy are discussed. The allegations are revealed to be ill-founded. It is argued that the tensions between the settlers and the BSA Co., their interdependence notwithstanding, were rooted in conflicting perceptions of what the priorities and parameters of economic development should be.

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Kazanskaya, Liliya, et Natalya Drivolskaya. « Ensuring the Economic Sustainability of the Railway National Company in a Globalizing World Economy ». SHS Web of Conferences 74 (2020) : 05010. http://dx.doi.org/10.1051/shsconf/20207405010.

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The railway industry of the Republic of Uzbekistan is currently an emerging market for transport services that integrates into the global economy, primarily in the Asian space. This is explained by the fact that the Republic of Uzbekistan occupies a strategic geographical position in Central Asia and is the center of the region’s geopolitical development, the main transit corridors connecting the North and South, East and West of the continent pass through the territory of the Republic of Uzbekistan [1]. When organizing both freight and passenger rail traffic, the issues of ensuring their safety should be considered taking into account the parameters of economic sustainability, which is still not given due attention. Based on the analysis of the indicators and the assessment of traffic safety in JSC “Uzbekistan Temir Yollari”, the authors identified such planning steps as analyzing traffic safety indicators and identifying problems, analyzing the causes of the problems identified, forming the idea of a goal, checking the achievement of a goal, development of options for activities to achieve goals. For each stage, based on the methods of correlation, regression and factor analysis, algorithms for their implementation have been developed. A concept of measures has been developed with the aim of increasing the economic efficiency of traffic safety management depending on the method of control. The authors believe that the implementation of the proposed recommendations for decision-making on road safety is a comprehensive preventive measure to ensure a guaranteed level of economic security in the developing market of Uzbekistan.

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Phelps, N. A., et M. Tewdwr-Jones. « Institutional Capacity Building in a Strategic Policy Vacuum : The Case of the Korean Company LG in South Wales ». Environment and Planning C : Government and Policy 16, n^o 6 (décembre 1998) : 735–55. http://dx.doi.org/10.1068/c160735.

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Thabit, S. S., et P. L. Primrose. « Conditions under Which Wind Turbines Can Be Financially Viable for Private Power Generation in Industry ». Proceedings of the Institution of Mechanical Engineers, Part A : Power and Process Engineering 200, n^o 2 (mai 1986) : 109–15. http://dx.doi.org/10.1243/pime_proc_1986_200_016_02.

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Methods of evaluating the economics of wind energy conversion systems (WECS) reported in the literature are not readily understood by management in industry, and are not presented in a form suitable for appraising industrial investment in capital projects. This has led to companies being unaware of the advantages of investing in WECS as an option in private electricity generation. This paper presents the general principles of a comprehensively structured method of investment in a wind turbine, using a company's own local and financial conditions. The return on such an investment for an example company in south-east England is 15.8 per cent, rising to 22.4 per cent if the same company was located in North Wales where wind availability is slightly higher. These results indicate that the prospects of economically viable WECS installations for industrial applications are evident over large geographical areas of the UK.

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Hearn, Mark. « ‘A good man for the department’ : The ethos of the railway and tramway officers association of New South Wales, 1913–1939∗ ». Australian Historical Studies 29, n^o 112 (avril 1999) : 61–78. http://dx.doi.org/10.1080/10314619908596087.

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Gregor, Shirley, Gary Beavan, Adrian Culbert, Priscilla Kan John, Nguyen Viet Ngo, Byron Keating, Ruonan Sun et Ibrahim Radwan. « Patterns of pre-crash behaviour in railway suicides and the effect of corridor fencing : a natural experiment in New South Wales ». International Journal of Injury Control and Safety Promotion 26, n^o 4 (4 septembre 2019) : 423–30. http://dx.doi.org/10.1080/17457300.2019.1660376.

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Taksa, Lucy. « The Material Culture of an Industrial Artifact : Interpreting Control, Defiance, and Everyday Resistance at the New South Wales Eveleigh Railway Workshops ». Historical Archaeology 39, n^o 3 (septembre 2005) : 8–27. http://dx.doi.org/10.1007/bf03376691.

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Harris, CR. « Mound Springs : South Australian Conservation Initiatives. » Rangeland Journal 14, n^o 2 (1992) : 157. http://dx.doi.org/10.1071/rj9920157.

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The mound springs of inland Australia are of outstanding scientific and cultural importance. Natural outlets for the waters of the Great Artesian Basin, they are found mostly on or near its margins. The most numerous and active are in the far north of South Australia. Parts of westem Queensland still have active springs, but almost all in north-westem New South Wales are now extinct, presumably because of aquifer draw-down in the wake of bore sinking. As permanent sources of potable water in a desert environment they have been a focus for human activity over many years. Aboriginal occupation has been documented to at least 5000 years BP and almost all the springs are rich in archaeological material and mythological associations. Since European settlement they have been of strategic importance in exploration and in the location of pastoral stations, the Overland Telegraph and the old Ghan narrow gauge railway from Marree to Oodnadatta. Biologically, they represent unusually specialised aquatic habitats, the discontinuity being analogous to islands and the isolation just as great for species with limited dispersal abilities. The result is an assemblage of plants and animals of evolutionary, biogeographic and ecological interest, with many endemic and relict species. Heavily degraded by aquifer draw-down and over a century of pastoralism, the springs were given little attention until relatively recently. In the past decade two key areas have been acquired for the national parks system and ten important springs on pastoral country outside of the parks have been fenced. Important research has also been carried out, with a particular focus on the endemic elements of the invertebrate fauna. These are positive achievements, but the remoteness of the localities where the springs occur presents a continuing difficulty for on-going conservation and management programs.

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Dungey, H. S., J. T. Brawner, F. Burger, M. Carson, M. Henson, P. Jefferson et A. C. Matheson. « A New Breeding Strategy for Pinus radiata in New Zealand and New South Wales ». Silvae Genetica 58, n^o 1-6 (1 décembre 2009) : 28–38. http://dx.doi.org/10.1515/sg-2009-0004.

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Abstract A new breeding strategy is presented for the Radiata Pine Breeding Company, a New Zealand based research consortium, that drives the breeding program for Pinus radiata for both the New Zealand and New South Wales based Australian forest plantation industry. The new strategy builds on the existing base for P. radiata, and on the last strategy review in 2000. The new strategy comprises a large open-pollinated (OP) Main Population (MP) with 500 female parents and two sublines (250 female parents per subline). The MP will be tested using alpha designs, single-tree plots and incomplete blocks to maximise efficiency. Each subline will be tested on four sites, geographically distant from the other subline. The MP will be managed in discrete generations. Selection of the next generation will be using a combination of backward and forward selection, but the strict control of inbreeding with identified lineage will rely on the development of parental reconstruction for OP progeny. There are alternatives to this, however, such as estimating the group coancestry and accepting some additional increase in inbreeding. This is a new and significant departure from previous breeding strategies for P. radiata in New Zealand. There will also be a single, small Elite Population (EP), tested 50% as progeny and 50% as clones. Twenty four parents will be tested each year as clones and 24 as seedling progeny with some overlap between the two. It is expected that the clonal population will capture the greatest gains in traits with low heritabilities, and the half-sib progeny will capture the greatest gains in traits with high heritabilities. The two sublines will be maintained in the EP, and breeding will be managed as a rolling front with trials established every year, while trials of the MP will be established every 10 years.

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Kilian, Cornelius G., et Elizabeth Snyman-Van Deventer. « Claiming Damages where Dividends remain Unpaid : A Contribution towards a More Balanced Approach in South Africa ». Potchefstroom Electronic Law Journal 20 (2 novembre 2017) : 1–26. http://dx.doi.org/10.17159/1727-3781/2017/v20i0a1322.

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In the matter between Sumiseki Materials Co Ltd v Wambo Coal Pty Ltd 2013 NSWSC 235 (25 Mar 2013) the Supreme Court of New South Wales had to decide on the legal difficulty arising from unpaid dividends. The Court was required to decide whether a shareholder has a right to a predetermined annual dividend. The principles applied by the Supreme Court entailed estoppel (common law), minority oppression (company law) and contractual law principles. Although the principles of estoppel were relevant, these fall outside the ambit of this article concerning unpaid dividends. The Supreme Court cited approximately 40 cases and considered 5000 pages of documentary evidence pertaining to the contractual right to a predetermined dividend. Although the latter seems applicable and relevant to the South African corporate law environment, South African case law does not support it. Besides a contractual right, this article also investigates the Oxford Legal Group case in establishing at least an implied right (based on the doctrine of proper purpose) to claim an undeclared dividend or unauthorised dividend that is contrary to the board of directors discretion not to authorise any dividends. Both these cases argue when and why a court should interfere in company resolutions in striking a better balance between a right to a dividend and a company's discretionary power not to recommend or declare a dividend.

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Kilian, Cornelius G., et Elizabeth Snyman-Van Deventer. « Claiming Damages where Dividends remain Unpaid : A Contribution towards a More Balanced Approach in South Africa ». Potchefstroom Electronic Law Journal / Potchefstroomse Elektroniese Regsblad 20 (2 novembre 2017) : 1–26. http://dx.doi.org/10.17159/1727-3781/2017/v20i0a4175.

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In the matter between Sumiseki Materials Co Ltd v Wambo Coal Pty Ltd 2013 NSWSC 235 (25 Mar 2013) the Supreme Court of New South Wales had to decide on the legal difficulty arising from unpaid dividends. The Court was required to decide whether a shareholder has a right to a predetermined annual dividend. The principles applied by the Supreme Court entailed estoppel (common law), minority oppression (company law) and contractual law principles. Although the principles of estoppel were relevant, these fall outside the ambit of this article concerning unpaid dividends. The Supreme Court cited approximately 40 cases and considered 5000 pages of documentary evidence pertaining to the contractual right to a predetermined dividend. Although the latter seems applicable and relevant to the South African corporate law environment, South African case law does not support it. Besides a contractual right, this article also investigates the Oxford Legal Group case in establishing at least an implied right (based on the doctrine of proper purpose) to claim an undeclared dividend or unauthorised dividend that is contrary to the board of directors discretion not to authorise any dividends. Both these cases argue when and why a court should interfere in company resolutions in striking a better balance between a right to a dividend and a company's discretionary power not to recommend or declare a dividend.

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Newell, Edmund, et Simon Watts. « The Environmental Impact of Industrialisation in South Wales in the Nineteenth Century : 'Copper Smoke' and the Llanelli Copper Company ». Environment and History 2, n^o 3 (1 octobre 1996) : 309–36. http://dx.doi.org/10.3197/096734096779522248.

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Curthoys, Patricia. « ‘“problem” children of this community’ : Christ Church St Laurence and the Children’s Court, Sydney, 1936-41 ». Sydney Journal 4, n^o 1 (21 octobre 2013) : 86–98. http://dx.doi.org/10.5130/sj.v4i1.2788.

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This article seeks to explore the experiences of those boys who, in late 1930s/ early 1940s Sydney, were considered, by the courts and the churches, amongst others, to be 'the "problem" children of this community'. The sources for this exploration are the records of the Metropolitan Children's Court, Surry Hills and the Christ Church St Laurence Boys' Welfare Bureau. Children's courts were established in New South Wales in 1905. From 1934 onwards all metropolitan cases were heard at Surry Hills. The Boys' Welfare Bureau was established in April 1936 by Christ Church St Laurence, an Anglican church situated near Central Railway Station, Sydney. The records of the Bureau and the Court provide insights into the ways in which both religion and the law attempted to shape the lived experience of these boys, in inner city Sydney, within the context of current ideas about juvenile delinquency and its treatment.

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Shepherdson-Scott, Kari. « Conflicting Politics and Contesting Borders : Exhibiting (Japanese) Manchuria at the Chicago World's Fair, 1933–34 ». Journal of Asian Studies 74, n^o 3 (19 juin 2015) : 539–64. http://dx.doi.org/10.1017/s0021911815000558.

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In 1933 and 1934, the Japanese-owned South Manchuria Railway Company and the government of the newly formed nation-state, Manchukuo, sponsored a Manchuria pavilion on the Japanese exhibition grounds of Chicago'sA Century of ProgressWorld Exposition. Though small, this pavilion bore immense political weight. Opening a year after the Japanese Kwantung Army declared the formation of the new state in Northeast Asia and just three months after the Japanese delegation announced Japan's withdrawal from the League of Nations, the Manchuria exhibit demonstrates how Japanese military and corporate interests attempted to sway international public opinion on the cultural world stage. This paper examines the ways in which the Manchuria displays functioned during this crucial diplomatic moment and how the visually dazzling American exhibit, the Golden Temple of Jehol, upset Japanese claims of dominance in the region.

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Florio, Brendan, Fillipe Georgiou, Olivier Huet, Melanie E. Roberts, Matthew Tam et Dimetre Triadis. « Concrush : Understanding fugitive dust production and potential emission at a recycled concrete manufacturing facility ». ANZIAM Journal 62 (16 mars 2022) : M1—M41. http://dx.doi.org/10.21914/anziamj.v62.15997.

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The production and emission of fugitive dust is a topic ofconcern that Concrush brought to the MISG, 2020. Concrushis recycled concrete manufacturing company in the Hunterregion of New South Wales. Concrush's operations producefugitive dust, fine particles that can escape the site. Fugitive dust can travel long distances from the site ofemission, and can have negative health impacts includingrespiratory illnesses. Presently, concrete recyclingfacilities are managed by the Environmental ProtectionAgency using guidelines initially developed for the coalindustry. Concrush seeks to understand the appropriatenessof these guidelines, and how they can reduce and managefugitive dust on their Teralba site. Mathematical modellingof dust emission and transport, together with a review ofsimilar processes in the literature, identified a number ofpractical options for Concrush to reduce their dustemissions. In addition, opportunities for improved datacollection are identified.

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Kaminishi, Miriam. « The seasonal demand for multiple monies in Manchuria : re-examining Zhang Zuolin's government's economic policy during the 1920s ». Financial History Review 20, n^o 3 (9 août 2013) : 335–59. http://dx.doi.org/10.1017/s0968565013000140.

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This article reviews the political economy of Manchuria under the rule of Zhang Zuolin, which resulted in the economic instability that occurred during the winter of 1928. One can conjecture that the economic instability did not occur only because of the arbitrariness of the political and military regional government. The instability appears to be related to an ongoing seasonal demand for monies, which was relatively high between the months of September and March, since it corresponded to the period of commerce in soybeans − the region's main economic activity −, the migration of seasonal workers, and also the festive period of the Chinese New Year. The analysis was conducted based on primary materials published by the South Manchuria Railway Company, such as currency issuance and the variation of the exchange rate of the major currencies in circulation among foreign and Chinese currencies.

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Rae, Ian D. « The Roche Research Institute of Marine Pharmacology, 1974 - 1981 : Searching for Drug Leads from Australian Marine Organisms ». Historical Records of Australian Science 20, n^o 2 (2009) : 209. http://dx.doi.org/10.1071/hr09013.

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In the late 1960s the Swiss pharmaceutical company Hoffmann-La Roche was attracted to the pharmacological potential of extractives from Australian marine organisms. At first the company supported the work of University of Queensland zoologist Robert Endean and work at the Great Barrier Reef Research Station on Heron Island. Within a few years, however, they severed their connection with Endean and established the Roche Research Institute of Marine Pharmacology (RRIMP) at Dee Why, New South Wales. Opened in April 1974, the Institute was led by Dr J. T. Baker, an Australian organic chemist who had researched marine natural products. State-of-the-art pharmacology was introduced with guidance from Professor Michael Rand of the University of Melbourne. The staff that Baker recruited included chemists, pharmacologists, microbiologists and marine biologists. Despite the conjecture, raised in some quarters, that RRIMP was established to mute the Australian Government's criticism of the pricing of Roche's most famous product, Valium, it is argued that the research venture was a genuine attempt to find lead compounds in organisms from Australian waters with a view to the development of new drugs. Before any such success could be achieved by RRIMP scientists, however, sweeping changes in the parent company resulted in the closure of RRIMP in mid-1981 and dispersal of its expert staff, mostly to other Australian laboratories.

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Dallison, Richard J. H., Sopan D. Patil et A. Prysor Williams. « Influence of Historical Climate Patterns on Streamflow and Water Demand in Wales, UK ». Water 12, n^o 6 (12 juin 2020) : 1684. http://dx.doi.org/10.3390/w12061684.

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Ensuring reliable drinking water supplies is anticipated to be a key future challenge facing water service providers due to fluctuations in rainfall patterns and water demand caused by climate change. This study investigates historical trends and relationships between precipitation, air temperature and streamflow in five catchments in Wales, before correlating these with actual total abstraction data provided by the water company, to give insight into the supply-demand balance. Changes in seasonal and annual averages, as well as extreme events, are assessed for a 34-year period (1982–2015) and a breakpoint analysis is performed to better understand how climate has already changed and what this might mean for the future of water supply. Results show a north-south divide in changes in extreme temperature and streamflow; a strong warming trend in autumn average temperatures across Wales (Sen’s slope range: 0.38–0.41, p <0.05), but little change in precipitation. Abstraction, as a proxy for overall water demand, is shown to be positively correlated to temperature (Spearman’s ρ value range: 0.094–0.403, p <0.01; Pearson’s r value range 0.073–0.369, p <0.01) in four of five catchments. Our study provides new insight into the relationship between abstraction volume and hydroclimatic factors and highlights the need for catchment-scale water resource planning that accounts for hydroclimatic variations over small spatial distances, as these nuances can be vital.

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Matthews, Gethin. « ‘Splendid patriotism and heroic self-sacrifice’ : First World War memorials in Welsh metalworks ». Historical Encounters : A journal of historical consciousness, historical cultures, and history education 8, n^o 3 (22 décembre 2021) : 73–84. http://dx.doi.org/10.52289/hej8.306.

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Much of the academic attention on issues of Great War mourning and commemoration has focussed on the civic memorials, particularly given that they are designed to be public, visible reminders of the local community’s contribution to the war effort. The focus of this article is on a different subset of memorials, in that they refer specifically to workers from particular companies who served in the war. As such they were not always public memorials, being located in many cases within the works and thus only on display to fellow workers. Yet neither were they entirely ‘private’ memorials, such as the ones established in so many family homes to those they had lost. This article considers twenty five metalworks memorials in the south Wales counties of Monmouthshire, Glamorgan and Carmarthenshire. Taken as a whole, these memorials convey a number of messages about south Wales society in the immediate aftermath of the war. In most examples these were commissioned within three years of the Armistice, and the terms they deploy show that the ‘language of 1914’ was still in vogue. Patriotism was ‘splendid’; self-sacrifice was ‘heroic’; the memory of the fallen was ‘glorious.’ Death was preferable to dishonour. In naming these men, the metalworks companies claimed them as their own and by extension laid claim to a share of the glory. The men’s identity as employees was highlighted in the numerous memorials which noted their position within the company. They had an identity as steelworkers or tinplaters, as well as their identities as men of their hometown, and as Welshmen, Britons and sons of the Empire.

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Reiff, Janice L. « Rethinking Pullman ». Social Science History 24, n^o 1 (2000) : 7–26. http://dx.doi.org/10.1017/s0145553200010063.

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For the residents of the former model town of Pullman, Illinois, 1994 was an important year. In May, 100 years earlier, a strike had broken out that pitted workers at the Pullman Car Works against George M. Pullman and the company that bore his name. Before the strike finally collapsed in August, it shutdown railroad traffic across much of America, brought federal troops into Chicago and cities as far away as Los Angeles, and led to the imprisonment of Eugene V. Debs, the president of the American Railway Union (ARU). It also brought to a close the long-standing debate on the most famous of the company’s social experiments: the model town located on Chicago’s far south side. Since 1880, George Pullman had trumpeted the architecturally and socially crafted town and life inside it as solutions for the problems of urban, industrial America, and large numbers of observers had concurred with that evaluation (Wright 1884; Smith 1995: 177–270; Reiff and Hirsch 1989: 104–6). For almost as long, its critics had excoriated the town as representing the worst excesses of a capitalist society where one man and his company could dominate every aspect of a worker’s life in their dual roles as landlord and employer (Ely 1885; Carwardine 1973 [1894]).

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Kim, Eun-Kyoung. « Expansion of Japanese Ceramic Industry in Manchuria and Colonial Exploitation in the Early 20th Century ». Korean Journal of Art History 321 (31 mars 2024) : 101–27. http://dx.doi.org/10.31065/kjah.321.202403.004.

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Towards the end of the Qing Dynasty and into the early Republic of China, the ceramics industry, a vital component of China’s economy, faced stagnation. In response, the central government embarked on modernization efforts to rejuvenate the industry, achieving tangible progress such as establishing modern systems through the Porcelain Company. Despite these efforts, Japan aggressively exported goods to China, aiming to expand its trade and dominate the Chinese market. Additionally, the ceramics department within the central laboratory of the South Manchurian Railway Company was established to mass-produce ceramics for heavy chemical use, utilizing resources from Manchuria to meet the substantial material demands for foreign invasions. Furthermore, modern Japanese apprenticeships were extended to Chinese laborers to meet the daily ceramic needs of Japanese residents in the northeastern region. Thus, on the surface, the ceramics industry in the Northeast appeared to have expanded in various aspects.The Chinese ceramics industry underwent significant changes in production scale, distribution, technology, and infrastructure. However, these developments were not the result of natural growth but rather arose from the allocation of raw materials and products essential for Japan’s ceramics sector. Moreover, they were fueled by the harsh exploitation of laborers in the northeastern ceramics industry, serving as a key aspect of Japan’s broader strategy of mass colonization.

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Elokhina, Alexandra, et Evgeny Stelnik. « Reconstruction of the First Battles for the Central Railway Station of Stalingrad on September 14–15, 1942 ». Vestnik Volgogradskogo gosudarstvennogo universiteta. Serija 4. Istorija. Regionovedenie. Mezhdunarodnye otnoshenija, n^o 5 (décembre 2022) : 237–53. http://dx.doi.org/10.15688/jvolsu4.2022.5.18.

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Introduction. Traditionally the notion of fighting for the central station is based on the memories (in different variations) of Senior Lieutenant A.K. Dragan, who is considered commander of the 1st Company of the 1 st Battalion of Z. Chervyakov (sometimes A.K. Dragan is described as commander of the machine-gun company). The problem is that most likely the company commander was Filin, not A.K. Dragan. A.K. Dragan as one of the few survivors of the hardest battles left very important, but extremely subjective memories, which in addition are available to us in someone else’s interpretation (V.I. Chuikov or M.G. Vainrub). These memories have become the dominant narrative. Our task is to try to reconstruct the events surrounding the station on the basis of the maximum number of sources, though not reliable, but the only ones. Methods and materials. The article is written in the context of microhistorical methodology, understanding this term in the Italian rather than German research sense. We will be interested in a limited number of people in a limited territory at a specific time. We will pay special attention to the place in which the events took place; in this sense microhistory should connect with topography. Analysis. The very location of the station made it a key object in this part of the city. Located at the intersection of the city tracks from north to south (Kommunisticheskaya St.) and from west to east (Kubanskaya St.) the station has never been empty; it always housed some of the Red Army troops. Results. An analysis of the fighting of the 1 st Battalion of the 42nd Guards Regiment from the evening of 14 to 15 September allows us to answer a number of important questions. The reinforced battalion of Z.P. Chervyakov, as the advance unit of the division, was able to take advantage of the effect of surprise and immediately break through to the “Zapolotnovsky” district and seize the station building. However, subsequent events showed that Z.P. Chervyakov’s battalion had broken through too far. The 1st Battalion of Z.P. Chervyakov, which captured the central station in the morning of 15 September, was cut off from the main forces of the 42nd Guards Regiment, which had entrenched in the “too distant” station. Due to the large volume of archival materials, the authors performed the following tasks: A.K. Elokhina processed the German sources, and E.V. Stelnik – data from the Central Archive of the Ministry of Defense of the Russian Federation. The concept of the article emerged in the course of joint discussions.

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Matlock, Daniel. « DR. SMILES AND THE “COUNTERFEIT” GENTLEMEN : SELF-MAKING AND MISAPPLICATION IN MID-NINETEENTH-CENTURY BRITAIN ». Victorian Literature and Culture 46, n^o 1 (mars 2018) : 83–94. http://dx.doi.org/10.1017/s106015031700033x.

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On the morning of 15 May 1855, career criminal Edward Agar and his associate, William Pierce, walked away from the London Bridge Station of the South-Eastern Railway Company with over £14,000 in stolen gold. The bullion was the property of the City of London merchants, whose intention had been to ship the bars via train to Dover and then on to Calais by ferry. Security was comprehensive and the success of Agar's en route interception was made possible only through labor-intensive planning and meticulous execution. It was the type of job in which the thief specialized. Even before what would become known as the “Great Bullion Robbery,” Agar's criminal diligence and self-drive had provided him with the monetary resources to establish himself in the wealthy, middle-class suburb of Cambridge Villas, where he enjoyed a reputation as a consummate gentleman. Throughout Agar's planning of the bullion heist, his neighbors remained entirely unaware that his home was headquarters to an extensive criminal ring.

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