List of Approved Security Providers
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1 PE1804/P Petitioner Submission of 30 October 2020 In
PE1804/P Petitioner submission of 30 October 2020 In communications with HIAL managers the Benbecula Community Council (BCC) and Far North Aviation based at Wick Airport have found out that the HIAL Board have made their decision to downgrade the air traffic service provision at Benbecula and Wick airports without any supporting operational safety assessments or formal operational Safety Cases. Regardless that the Safety Cases have not yet been written, HIAL are now pressing on with implementing their decision, which have flight safety and flight regularity implications. Both Communities (Benbecula & Wick) have stakeholders, retired pilots/air traffic controllers who have the technical understanding to either comment on or review these Safety Cases when they written. Will HIAL permit any stakeholder involvement, the BCC suspect not. One of HIALs Managers has recently advised a stakeholder at Wick ‘the Flight Information Service unit would still allow most normal operations to take place'. This is a very glib statement for HIAL to make, considering that the operational Safety Cases have not been written. Using HIAL Islay airport as an example where Flight Information Service is the level of air traffic service provided, the following information is officially published under type of traffic permitted at the airport. (Instrument Flight Rules (IFR) /Visual Flight Rules (VFR)) The Aeronautical Information Publication (AIP) states VFR. Additionally, under Flight Procedures in the same document there is a warning: - Use of RNP (effectively IFR) procedures at this Aerodrome restricted to Highlands and Islands Airports Ltd - Approved Operators only. This raises the question how do IFR customers gain access to Benbecula and Wick if the airports are downgraded to the likes of Islay, and what is the HIAL the criteria required to become an HIAL 'Approved Operator'. -
Islay Whisky
The Land of Whisky A visitor guide to one of Scotland’s five whisky regions. Islay Whisky The practice of distilling whisky No two are the same; each has has been lovingly perfected its own proud heritage, unique throughout Scotland for centuries setting and its own way of doing and began as a way of turning things that has evolved and been rain-soaked barley into a drinkable refined over time. Paying a visit to spirit, using the fresh water a distillery lets you discover more from Scotland’s crystal-clear about the environment and the springs, streams and burns. people who shape the taste of the Scotch whisky you enjoy. So, when To this day, distilleries across the you’re sitting back and relaxing country continue the tradition with a dram of our most famous of using pure spring water from export at the end of your distillery the same sources that have been tour, you’ll be appreciating the used for centuries. essence of Scotland as it swirls in your glass. From the source of the water and the shape of the still to the wood Home to the greatest concentration of the cask used to mature the of distilleries in the world, spirit, there are many factors Scotland is divided into five that make Scotch whisky so distinct whisky regions. These wonderfully different and varied are Islay, Speyside, Highland, from distillery to distillery. Lowland and Campbeltown. Find out more information about whisky, how it’s made, what foods to pair it with and more: www.visitscotland.com/whisky For more information on travelling in Scotland: www.visitscotland.com/travel Search and book accommodation: www.visitscotland.com/accommodation Islay BUNNAHABHAIN Islay is one of many small islands barley grown by local crofters. -
SWS Significant Projects
SWS Significant Projects Ronnie: Comment. 1. My checker showed spelling and spacing issues. At start I corrected some then changed to showing them as [? Gap etc] or my understanding of the correct spelling [eg Jencks not Jenks]. It might be easier to download this copy to accept or reject changes. 2. Some Irish Job names showed as errors. My system should have all the correct names from other work I have done. Check or leave it until I get back from holiday. 3. I am happy with your choice of ‘significance’. 4. I have added names of key staff [where I know them] and highlighted where I think we should try to add names or at least indicate that there were others who should be acknowledged. Regards, Jim. 14 July 2014. This table attempts to record significant projects carried out by Scott Wilson in the operational areas which became the responsibility of Scott Wilson Scotland (comprising Scotland, North of England, Northern Ireland and Ireland). Prior to the formation of SWS, projects were carried out by the UK Partnership. There is no simple definition of a significant Project. Whilst large projects can easily fall into this category, I have also included projects which added to the geographic and technical expansion of the firm. I have also included projects which created a stream of commissions. In part, the data in itself provides a detailed history of the development of SWS over the years. The data has been taken from job number lists which were obtained from archive catalogues. This data appears very comprehensive from 1971 to 2001. -
Piper PA-28-140 Cherokee, G-BHXK No & Type of Engines
AAIB Bulletin: 1/2016 G-BHXK EW/C2015/04/01 ACCIDENT Aircraft Type and Registration: Piper PA-28-140 Cherokee, G-BHXK No & Type of Engines: 1 Lycoming O-320-E2A piston engine Year of Manufacture: 1965 (Serial no: 28-21106) Date & Time (UTC): 4 April 2015 at 1030 hrs Location: Near Loch Etive, Oban, Argyll and Bute Type of Flight: Private Persons on Board: Crew - 1 Passengers - 1 Injuries: Crew - 1 (Fatal) Passengers - 1 (Fatal) Nature of Damage: Aircraft destroyed Commander’s Licence: Private Pilot’s Licence Commander’s Age: 28 years Commander’s Flying Experience: 150 hours1 (of which 100 were on type) Last 90 days - 62 hours Last 28 days - 19 hours Information Source: AAIB Field Investigation Synopsis The aircraft was on a private flight from Dundee Airport to Tiree Airport. While established in the cruise at an altitude of 6,500 ft it entered a gentle right turn, the rate of which gradually increased with an associated high rate of descent and increase in airspeed. The aircraft struck the western slope of a mountain, Beinn nan Lus, in a steep nose-down attitude. Both persons on board were fatally injured. No specific cause for the accident could be identified but having at some point entered IMC, the extreme aircraft attitudes suggest that the pilot was experiencing some form of spatial disorientation and the recorded data and impact parameters suggest that the accident followed a loss of control, possibly in cloud. History of the flight The pilot had arranged to fly to Tiree with his wife for a family visit, departing on Saturday, 4 April, the day of the accident, and returning on Monday evening. -
A Review of Cardiff Airport's Performance And
Y Pwyllgor Cyfrifon Cyhoeddus / Public Accounts Committee PAC(5)-08-20 P2 BRIEFING PAPER A REVIEW OF CARDIFF AIRPORT’S PERFORMANCE AND PROSPECTS IN THE CONTEXT OF CURRENT UK REGIONAL AIRPORT ECONOMICS Prepared by February 2020 Contents 1 Introduction 2 Historical Perspectives 3 Recent Achievements 4 Benchmarking Financial Performance 5 Future Plans, Ambitions and Ownership 6 Conclusions Executive Summary I This paper was commissioned by Cardiff International Airport Ltd (CIAL) from Northpoint Aviation, in order to provide independent expert evidence with which to: Apprise CIAL’s Board and the Airport’s shareholder about a number of matters relating to the Airport that have arisen in the public domain; address the ongoing close scrutiny of its performance (and its public ownership by the Welsh Government), by Welsh Assembly committees and members, and respond to the significant interest shown by other strategic stakeholders, including local MPs, the media and Welsh taxpayers. II It will also help to inform CIAL’s representations to the impending UK Government Regional Aviation Review and ongoing discussions between the Welsh Government and the Office of the Secretary of State for Wales, HM Treasury and DfT about the devolution of APD to Wales, route development from Cardiff and other initiatives which may contribute to maximising the connectivity and economic value of the Airport to Wales. Introduction III The paper provides an overview of Cardiff Airport’s recent performance under CIAL and compares it with that under its previous owners Abertis Infraestructuras, S.A; it also benchmarks Cardiff relative to peer airports elsewhere in the UK over the last 10-15 years with a view to: Measuring Cardiff’s outputs against both the best and worst in class; explaining the factors in Wales that impact significantly upon that analysis (e.g. -
Tiree Onshore Scenario Mapping
Tiree Onshore Scenario Mapping Consultative Draft Report Prepared by IronsideFarrar On behalf of Tiree Onshore Scenario Mapping Steering Group Contents Contents 1.0 INTRODUCTION 1 1.1 Background 1 1.2 Consultant’s Brief 2 1.3 Scope of Work / Approach 3 1.4 Consultation 5 2.0 TIREE: CONTEXT 7 2.1 Tiree - Place 7 2.2 Community 10 2.3 Policy Context 11 3.0 CONSULTATIONS 13 3.1 Communications Strategy 13 4.0 OPERATIONS AND MAINTENANCE SCENARIOS & ANALYSIS 23 4.1 SPR’s O&M Scenarios 23 4.2 Scenario Planning / Tools / Assumptions 24 4.3 Scenario Description, Mapping & Analysis 25 5.0 COMPARATIVE ASSESSMENT 27 Scenario 1 27 Scenario 2 33 Scenario 3 37 Scenario 4 43 6.0 OBJECTIVE LED ANALYSIS 49 6.1 Development of Objectives 49 6.2 Identifying Opportunity for Mitigation 49 6.3 Summary of Objective Led Analysis 50 7.0 MITIGATION AND MONITORING 53 7.1 Developing Mitigation and Monitoring Measures 53 7.2 Structuring Community Benefits 53 7.3 Building Community Capacity, Skills Development & Training 53 7.4 Consenting Requirements 54 7.5 Licence & Planning Conditions & S75 Agreements 55 7.6 Future Change / Project Uncertainties 55 8.0 FUTURE STEPS 61 APPENDICES Appendix 1 Socio-Economic Assessment Appendix 2 Environmental Baseline Information Appendix 3 Scenario Profiles and Assumptions Appendix 4 Assessment Matrix & Methodology Appendix 5 Planning Baseline & LDP Appendix 6 Communication Strategy Appendix 7 Consultation Boards Events 1-3 Appendix 8 Consultation Event Summaries Tiree Onshore Scenario Mapping Study i ii IronsideFarrar Section 1 Introduction Introduction 1.1 Background The Scottish Government has set a range of challenging targets for energy and climate change. -
National Coastal Change Assessment: Vulnerability Assessment Scotland’S Centre of Expertise for Waters
Scotland’s centre of expertise for waters Dynamic Coast - National Coastal Change Assessment: Vulnerability Assessment Scotland’s centre of expertise for waters Published by CREW – Scotland’s Centre of Expertise for Waters. CREW connects research and policy, delivering objective and robust research and expert opinion to support the development and implementation of water policy in Scotland. CREW is a partnership between the James Hutton Institute and all Scottish Higher Education Institutes supported by MASTS. The Centre is funded by the Scottish Government. Please reference this report as follows: Hansom, J.D., Fitton, J.M., and Rennie, A.F. (2017) Dynamic Coast - National Coastal Change Assessment: Vulnerability Assessment, CRW2014/2. Dissemination status: Unrestricted All rights reserved. No part of this publication may be reproduced, modified or stored in a retrieval system without the prior written permission of CREW management. While every effort is made to ensure that the information given here is accurate, no legal responsibility is accepted for any errors, omissions or misleading statements. All statements, views and opinions expressed in this paper are attributable to the author(s) who contribute to the activities of CREW and do not necessarily represent those of the host institutions or funders. National Coastal Change Assessment Steering Committee Scotland’s National Coastal Change Assessment Vulnerability Assessment Dynamic Coast – Scotland’s National Coastal Change Assessment Executive Summary The NCCA seeks to address a gap in the national understanding of the resilience and vulnerability of Scotland’s coastal assets. No organisation has an overarching view of the past and recent coastal changes affecting the country nor the implications for society’s adjacent assets. -
Scotland Golf Adventure Guide the Essential Planning Resource for Great Scottish Golf Trips
1 Scotland Golf Adventure Guide The essential planning resource for great Scottish golf trips. Contents Introduction Using This Guide (PDF Version) Scotland Tourism Board Scotland Golf Adventure Guide, 1 Planning my first golf trip to Scotland was time This guide is designed to be printed on letter- or Scotland’s National Tourism Board is the official The Big Picture, 2 consuming and difficult. The tourist board informa- A4-size paper, but you can also view it directly in tourism marketing body for Scotland. They main- tion, travel guides, books about golf in Scotland, Adobe Acrobat. It’s your choice. tain an excellent web site at: Tools for Planning Your Trip, 3 and countless web sites overwhelmed me with Printing When to Go, 4 possibilities but provided minimal guidance on www.visitscotland.com In the Adobe Reader toolbar click the Print button making smart choices. And whenFree faced with Demonearly PDF Temperature & Rainfall Statistics, 5 , or choose File > Print. Specify the printer, page Contact them and they will gladly send you a free 600 golf courses and thousands of hotels, you range, number of copies and other options, and Vacation Planner. Be sure to also ask for a copy Building a Rough Itinerary, 6 need to make a lot of choices. This is a FREE DEMO PDFclick of OK. the Enable Scotland (check) Golfthe option to “Shrink of the Official Guide to Golf in Scotland. Use the Sample Itineraries, 7 I started by filteringAdventure the golf course Guide. and accom I -hope youoversized like pages what to paperyou size.”see. web site to request these publications or call: Getting on St Andrews Old & Muirfield, 8 modation choices down to a manageable number. -
Islay Airport Carbon Footprint 2019
Islay Airport Carbon Footprint 2019 In accordance with the UK Government’s Conversion Factors for Company Reporting Report for Highlands and Islands Airports Limited Included Emissions Sources The following emissions sources are included in the 2019 carbon footprint for Islay Airport: Scope 1: Direct emissions: • Utilities: Islay uses electricity for heating. Therefore, there are no Scope 1 emissions from utilities. • Operational vehicles: Diesel, gas oil and petrol. • Business travel: Petrol purchase. • Fire training: Wood and kerosene. Scope 2: Indirect emissions: • Purchased electricity (in HIAL’s case, purchased electricity is 100% supplied by renewable sources). Ricardo Energy & Environment in Confidence © Ricardo-AEA Ltd 2 Key Stats - Carbon Emissions by Scope 2019 Total 2019 emissions % of total (tCO2e) emissions Scope 1 38.49 98.8% Scope 2 0.00 0.0% Outside of Scope 1.2% Outside of Scopes 0.48 1.2% Total 38.97 100.0% Scope 2 0.0% Scope 1: Emissions on-site, or an associated process, from the combustion of fossil fuels, e.g. natural gas, oil, LPG and company-owned vehicles. Scope 2: Emissions associated with the use of electricity imported from the grid Scope 1 or from a third party supplier of energy in the form of heat or electricity. 98.8% Outside of scope emissions: Outside of scope emissions account for the direct carbon dioxide (CO2) impact of burning biomass and biofuels. The emissions are labelled ‘outside of scope’ because the Scope 1 impact of these fuels has been determined to be a net ‘0’. Ricardo Energy & Environment in Confidence © Ricardo-AEA Ltd 3 Key Stats - Intensity Metrics Intensity metrics demonstrate the emission 2019 rate of a given pollutant (CO2e) in relation to a specific activity/process. -
South West Islay Kintrye
Draft Regional Locational Guidance – Tidal Energy in Scottish Waters 5. WEST The West Region includes two Scoping Areas of Search. The Scoping Areas of Search are: South West Islay Kintrye 5.1 Resource 5.1.1 This scoping area of search is divided into five separate sections of different sizes that total 1139 km2 . 5.1.2 This area of search as a whole shows a mean annual power density of 1.13 kWatt m-2. The mean neap power density is of 0.69 kWatt m-2 and the mean spring power density is 4.45 kWatt m-2. Mean peak spring flow shows an annual mean of 2 ms-1 and can reach a maximum of 3.06 ms-1. The mean tidal range rises from 1.7 m during neap tide to 3.2 m during spring tide. 5.1.3 Average annual power density is strongest at the west Islay-Jura site at 2.25 kWatt m-2 (max: 3.66 kWatt m-2) and lowest is at the Kintyre site which has an annual mean power density of 0.76 kWatt m-2 (max: 2.46 kWatt m-2). Fig.5.1 South West Islay & Kintyre (Area of Search) Tidal Energy Resource 177 Draft Regional Locational Guidance – Tidal Energy in Scottish Waters 5.2 Aquaculture 5.2.1 Marine aquaculture sites within the West Region are shown in Figure 5.2. There are 67 finfish and 72 shellfish sites. The figure reveals that aquaculture sites are widespread along the coastline within this region, with particular concentrations in Loch Fyne, the Firth of Lorn and around the Isle of Mull. -
Argyll & Bute Taxi Unmet Demand and Private Hire Overprovision Survey
Appendix 3 Argyll & Bute Taxi Unmet Demand and Private Hire Overprovision Survey Mid Argyll, Kintyre and Islay Taxi Licensing Zone August 2019 Argyll & Bute Taxi Unmet Demand and Private Hire Overprovision Survey – i Mid Argyll, Kintyre and Islay Zone 2019 Executive Summary This Mid Argyll, Kintyre and Islay zone taxi unmet demand and private hire overprovision survey has been undertaken on behalf of Argyll & Bute Council following appropriate available guidance. This Executive Summary draws together key points from the main report. Within the taxi licensing zone, there are 23 taxis and 36 private hire cars. Taxis which are licensed in the zone, may only operate within the zone. However, private hire cars may operate throughout Argyll & Bute. The council currently does not limit either taxis or private hire cars. Data has been collected through consultation with stakeholders, the trade and members of the public. In addition, observations of activity at taxi ranks were undertaken to record volumes of taxis and passengers using each rank and whether any passengers had to wait for taxis to arrive at the ranks. Surveys were undertaken at all taxi ranks in the Mid Argyll, Kintyre and Islay zone. Video cameras were used to record activity at the taxi ranks and the levels of activity during active periods were tabulated and analysed. The relative levels of activity at the ranks are presented in the following figures. Argyll & Bute Taxi Unmet Demand and Private Hire Overprovision Survey – ii Mid Argyll, Kintyre and Islay Zone 2019 Some passengers were occasionally observed waiting from time to time at the ranks, for taxis to arrive at the ranks. -
Low Carbon Access Strategies for Inverness and Kirkwall Airports
Low Carbon Surface Access Strategies Inverness and Kirkwall Airports PREPARED FOR: HITRANS HIAL Urban Foresight® is a multidisciplinary innovation practice that is dedicated to advancing the next generation of technologies, services and policy frameworks for cities. We work with ambitious organisations around the world on projects that improve lives, protect the environment and boost local economies. Highlands and Islands Transport Partnership (HITRANS) is the statutory regional transport partnership covering Eilean Siar (Western Isles), Orkney, Highland, Moray and most of the Argyll and Bute area. HITRANS work with Councils, the Scottish overnment, Transport Scotland, HIE, transport operators and other stakeholders to improve transport services and infrastructure in the north of Scotland and on routes to the Highlands and Islands. Highlands and Islands Airports Limited (HIAL) is the company that owns and operates 11 airports in the Scottish Highlands, the Northern Isles and the Western Isles. These airports include Inverness and Kirkwall. The Northern Periphery and Arctic (NPA) Programme , co-funded by the European Regional Development Fund (ERDF), forms a cooperation between 9 programme partner countries: the Member States of Finland, Ireland, Sweden and the UK (Scotland and Northern Ireland) in cooperation with the Faroe Islands, Iceland, Greenland and Norway. Version: 2.0 Project ref: 1815 Executive Summary This study has been prepared for Highlands and Islands Transport Partnership (HITRANS) and Highlands and Islands Airports Limited (HIAL), in support of the Smart Peripheral and Remote Airports (SPARA) project. This study has considered best practice in decarbonising surface access to and from remote and peripheral airports to inform the development of low carbon access strategies and subsequent delivery of priority programmes at Inverness airport and Kirkwall airport.