DOCSLIB.ORG

THE LIFE-BOAT. the Journal of the Royal National Life-Boat Institution

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
THE LIFE-BOAT. the Journal of the Royal National Life-Boat Institution THE LIFE-BOAT. The Journal of the Royal National Life-boat Institution. VOL. XXX. DECEMBER, 1937. No, 332. THE LIFE-BOAT FLEET Motor Life-boats, 138 :: Pulling & Sailing Life-boats, 29 LIVES RESCUED from the foundation of the Institution in 1824 to November 30th, 1937 - 65,396 Radio Telephony in Life-boats. By Engineer-Captain A. G. Bremmer, O.B.E;, R.N., Superintendent-Engineer to the Institution. WIRELESS ' has now been in use in its life-boat at sea, it does so through life-boats of the Institution for eleven the shore station. years, but the severe limits of its use, and the great difficulties of its use, in A Fifty Mile Radius. life-boats are hardly understood by The first limit on the use of wireless those who have seen the spectacular by life-boats is that there must be results of wireless in bringing help to shore stations which can communicate vessels in distress on the high seas, and with them, and the shore stations have who think that, as a matter of course, low-power transmitters. At first they all the Institution's life-boats should be had to be within fifty miles of the life- equipped with it. boat station if they were to be able The use of wireless in life-boats is to get into touch with its life-boat. solely for the purpose of keeping them Now, with more modern sets ashore in touch with the shore when they are and in the life-boats, it has been found, out at sea and are too far away for in some cases, that considerably greater visual signals to be seen. They have ranges are possible. not the duty of picking up messages Again, those who are able, with simple from vessels in distress. That duty receiving sets in their homes, to hear belongs to the shore stations, of which distant broadcasting stations without the General Post Office now has thirteen any difficulty can hardly realize the round the coasts of the British Isles. difference of taking messages in a life- There are also a number of lighthouses boat at sea, when it comes, not from a and light-vessels, offices of Harbour powerful broadcasting station working Authorities, and a few coastguard on 50 to 200 kilowatts, but from a trans- stations, which have radio-telephony mitter with a power of only a fraction sets both for transmitting and receiving. of a kilowatt, and when that message It is the shore stations which receive has to be heard in the midst of the signals of distress. These messages are noise of wind and waves and the life- passed through the coastguard to the boat's engine. The difficulties of re- life-boat stations, which act upon them. ceiving are also increased by electrical In the same way, if a life-boat station interference from the engine and by the wishes to communicate by wireless with impossibility of having on a life-boat 370 THE LIFE-BOAT. [DECEMBER, 1937. masts sufficiently high to carry really mast and aerial could be kept up for effective aerials. regular testing. This could not be done when the life-boat was hauled up into The First Experiment—1927. a boat-house and the mast had to be lowered, and without this it was not The Institution began its experiments then found possible to maintain the with wireless by installing a wireless- apparatus. They had to have cabins telegraphy receiving and transmitting to protect the delicate apparatus from set in the Rosslare Harbour, Co. Wex- the sea. Even with cabins the damp ford, cabin motor life-boat, in 1927. caused great difficulties in the first three This life-boat might be at sea for a long life-boats in which radio telephony was time standing by local fishing boats. installed, and the sets had to be refitted The purpose of the wireless was to and rebuilt. They have since proved inform her while at sea of vessels in very efficient. Such were the severe distress elsewhere. If such a message reached the life-boat station, it was limits imposed on the first use of radio telephoned across the Irish Sea to the telephony in life-boats. wireless station at Fishguard in Wales, The Problem of Housed Life-boats. and wirelessed by that station to the life-boat at sea. This station has since As other motor life-boats were built been closed, and messages for the life- which fulfilled the three necessary con- ditions they were equipped with radio boat now go by way of Land's End telephony. Up to the end of 1936 nine Radio. This is the only life-boat which more had been so equipped. One of has been equipped with wireless tele- these boats (Yarmouth, Isle of Wight) graphy. It has not been used in other was destroyed in the fire at a building life-boats, because of the necessity of yard last June, where she was re-fitting. carrying a fully certificated operator. Like the first five, these nine were all In 1929 the next step was taken when cabin life-boats lying afloat, with the the motor life-boats at Dover, Storno- exception of Cromer—a cabin boat kept way, in the Island of Lewis, and St. in a house. Peter Port, Guernsey, were equipped In 1936 experiments were carried not with wireless telegraphy, but with out with a radio-telephony set in the radio telephony, and a little later the Cromer boat, to see if, with improved motor life-boats at New Brighton, on apparatus, it could be used in a cabin the Mersey, and Barra Island, in the life-boat which did not lie afloat. Hebrides, were also equipped with it. These experiments were made with a These five life-boats had both receiving substitute aerial in the boat-house, and transmitting sets with a range of with which the apparatus could be fifty miles. tested each week. The results of this At that time the Post Office shore experiment, though not entirely satis- stations had wireless telegraphy only. factory, have been sufficiently good There were very few shore stations at to justify the Institution in deciding to all with radio telephony, and these were fit with radio telephony all cabin life- of very low power. Then, in 1931, the boats which are kept in boat-houses, Post Office equipped its shore stations provided, that is, that they are within with radio telephony of low power. fifty miles of shore wireless stations. This has added another thirteen to the The Difficulty of Protecting from the Sea. number of life-boats carrying both The six life-boats which had by this transmitting and receiving sets. These time been fitted (one with wireless have all been fitted during 1937. telegraphy and five with radio tele- phony) were the only life-boats which Experiments with Non-Cabin Life-boats. fulfilled the necessary conditions. They There remain the motor life-boats were within fifty miles of a shore signal which have not cabins. Receiving sets station, they were life-boats with built by amateurs are being tried in the cabins, and they lay afloat. Those Hythe and Hastings life-boats (both second two conditions were as necessary without cabins), and the Institution is as the first. now testing in the Aldeburgh life-boat T?hey kad to lie afloat, so that the a smaM receiving set, the radio part of DECEMBER, 1987.] THE LIFE-BOAT. 871 RECEIVING AND TRANSMITTING SETS, The Marconi R/T installation as used in life-boats By courtesy of] [Fox Photos OPERATOR AT THE TRANSMITTER. On board the Watson cabin motor life-boat at Fishguard, Pembrokeshire, fitted with R/T receiving and transmitting sets of the International Marine Radio Company. 872 THE LIFE-BOAT. [DECEMBER, 1937. which has been built by the Evrizone also to test sets by Gambrell Radio Radio Company to the Institution's Communication Co., Ltd. These sets, requirements, while the arrangements instead of being bought, are now rented, for making it water-tight have been the makers undertaking to maintain designed by the Institution. There is them. Receiving sets made by Invicta no space for transmitting sets as well Radio, Ltd., are also being fitted in the non-cabin life-boats, but the to replace, where necessary, the re- chief importance of radio telephony to ceivers in the earlier sets, which had life-boats is that they shall be able to been bought outright. receiv<e messages from the shore. The present position is as follows : Of fifty-three cabin life-boats in the In- Watertight Loud-speakers. stitution's fleet, one has wireless tele- graphy for receiving and transmitting, In 1937 a number of cabin life-boats twenty-six have radio telephony for have been fitted with water-tight loud- receiving and transmitting, and another speakers on deck, so that the cabin has ten will be fitted with it during 1938. only to be used in sending messages, Five cabin life-boats now under con- and these loud-speakers will eventually struction are to be fitted with it and be used with all sets in the cabin boats. eight more which are to be laid down They are, however, too heavy and cum- during 1938. Of the motor life-boats bersome for general use in the non- which have no cabins, two are now cabin boats. fitted with amateur experimental re- The types of receiving and trans- ceiving sets and another with the mitting sets which the Institution is Institution's experimental receiving set. using in its cabin life-boats are those Upon the result of the experiments with made by the Marconi International these three sets will depend the exten- Marine Communications Co., Ltd., the sion of wireless to other motor life-boats International Marine Radio Co., Ltd., without cabins which are within range and Coastal Radio, Ltd.
Load more

Recommended publications
  • Liverpool Superport
    Freight in Merseyside and the role of the ITA Alan Stilwell Director of Integrated Transport Merseytravel 1 Context • Merseyside a major port area • City centre ports declined in 20th Century • Port activity moved to new site at Seaforth in 1970s • Other active ports at Garston and Birkenhead • Freight / logistics key sectors of economy • Freight also has downsides – Air quality problems – Noise / congestion / community severance Context: Rail Freight Multimodal Terminals 3 Merseytravel’s remit over Freight • LTP formerly joint responsibility of Merseyside LAs and Merseytravel – Merseytravel’s role was primarily passenger transport aspects • Under LTA 2008 Merseytravel became an ITA • Remit widened - responsibility for coordination of LTP – Freight policy thus an ITA area of responsibility – But LA / HA / NR / private sector etc role • In April 2011 the third LTP became operational – led by Merseytravel – Supports wider city region objectives – transport does not sit in isolation – delivered in partnership with Merseyside LAs and other partners 4 Vision of the Local Transport Plan “A city region committed to a low carbon future, which has a transport network and mobility culture that positively contributes to a thriving economy and the health and wellbeing of its citizens and where sustainable travel is the option of choice.” • Movement of goods vitally important • Supports the Local Enterprise Partnership – aims to create a thriving international city region based on global trade, science & innovation, manufacturing and tourism. • Freight
    [Show full text]
  • Ftbe ©Cean Steam Sbip Company Ximiteb Zhe Cbina Fldutual Steam
    ftbe ©cean Steam Sbip Company Ximiteb J^|^X|jp£fy or delivered for shipment in apparent good order and condition by. AND on board the steam-ship lying in or off the port of LIVERPOOL, Zhe Cbina flDutual Steam navigation Company Ximitet). having liberty as regards the whole or any part of the goods, and at the risk of the owners thereof, before shipment, or at any time during the transit, as often as may be deemed expedient, to ship by or to tranship to any other vessels, or to land, or store, or put into hulk, craft, or lighter, or reship in the same or other vessel proceeding by any route, or forward by lighter, rail or any other conveyance, whether such other vessel, store, hulk, craft, lighter, or conveyance belong OUTWARDS to the shipowners or not, and with liberty for the carrier to deviate, to call at any port or ports, in or out of the customary route, in any order and for any purpose : to sail with or without pilots : and to tow and assist vessels in all situations, PACKAGES, being marked and numbered as per margin ; for delivery from the ship's deck (where the carrier's responsibility shall cease), subject to exceptions and conditions both general and special hereinafter mentioned, and to ship's engagements not hereby disclosed, and though altering the voyage or involving a deviation therefrom, at the port of or so near thereunto as she may safely get {the act of God; enemies; robbers or thieves by land or sea, whether on board or not, or in the service oj the owners of the carrier; restraint of princes, rulers, or people; any
    [Show full text]
  • Mersey Tunnels Long Term Operations & Maintenance
    Mersey Tunnels Long Term Operations & Maintenance Strategy Contents Background ............................................................................................................................................. 1 Strategic Overview .................................................................................................................................. 2 Supporting Economic Regeneration ................................................................................................... 3 Key Route Network ............................................................................................................................. 6 National Tolling Policy ......................................................................................................................... 8 Legislative Context .................................................................................................................................. 9 Mersey Crossing Demand ..................................................................................................................... 12 Network Resilience ........................................................................................................................... 14 Future Demand ................................................................................................................................. 14 Tunnel Operations ................................................................................................................................ 17 Supporting Infrastructure
    [Show full text]
  • Dredging: Emerging Environmental Issues
    DREDGING AND SUSTAINABILITY IN NW ENGLAND SITE VISIT (1100-1300) AND HALF DAY SEMINAR (1400-1700) Tuesday 8th October 2019 PEEL PORTS GROUP, MARITIME CENTRE, PORT OF LIVERPOOL, LIVERPOOL L21 1LA This combined CEDA UK and Young CEDA event is open to all (non CEDA members welcomed) and is a free event. We hope that it will provide a useful and interesting discussion on the topic of dredging and sustainability focused on the North West of England. It also provides a good opportunity for networking and meeting those involved in CEDA in the UK and is aimed at anyone working or studying in a related field. The Port of Liverpool is one of the largest, busiest and most diverse ports in the UK, sitting on both sides of the River Mersey. The port was recently extended with the construction of Liverpool2, a new £400m deep- water container terminal, which opened in 2016. This has doubled the port’s container capacity and made it one of the country’s best-equipped and connected terminals. The day will consist of a site visit around Liverpool2 in the morning followed by an afternoon seminar; however, you are very welcome to just attend the seminar as placed are limited for the site visit. Liverpool is an excellent example of where both dredging and the adoption of a sustainable approach is vital for the ongoing success of the port. The seminar will consider various projects in the North West of England. Please note that the site visit will be restricted on numbers, following registration below.
    [Show full text]
  • Regeneration of a City Centre Liverpool
    liverpool 1 regeneration of a city centre liverpool regeneration of a city centre Front cover; Liverpool One site boundary overlaid on the Designed by BDP city’s historic shoreline. (BDP). © 2009 BDP Produced by contents 2 Looking north towards the 3 Mersey Estuary – Liverpool One in the Heart of the City. introduction 4 1 a historical overview of liverpool 6 2 city regeneration 22 3 masterplan evolution 42 4 planning strategy 60 5 concept designs 70 6 the park 98 7 active streets 112 8 beyond 2008 128 epilogue 136 acknowledgments 138 introduction 4 by terry davenport It’s very rare to lead an undertaking that and fitted out in an eight year period plus, of undoubted impact that Liverpool One has had 5 transforms the fortunes of a great city. It’s course, all the enormous infrastructure works on the city, its visitors and proud inhabitants. even more unusual for that city to be your required for such an initiative. However, more importantly in these uncharted home town and place of birth. Because of The public support for the project times, the challenge to the industry is how my personal familiarity it has been a great was evident from the outset. So many to maintain the regeneration of our towns privilege for me to have led the Liverpool One disappointments over so many past years and cities under a quite different set of masterplan team, on behalf of Grosvenor, from meant that the public’s appetite for change was circumstances, circumstances which mean that the first day of the project.
    [Show full text]
  • Global Freight & Logistics
    SUPERPORT Global Freight & Logistics Hub Glasgow M8 Edinburgh M74 Newcastle Belfast M6 A1 Preston Bradford Liverpool Leeds IRELAND John Lennon M62 LIVERPOOL Airport Manchester Dublin Manchester Sheffield M56 International Airport M1 Stoke Nottingham M6 Derby Norwich Wolverhampton Birmingham Leicester Coventry A1 Cambridge M5 Northampton Felixstowe M40 NORTH Gloucester AND LATIN Swansea Oxford Luton AMERICA Cardiff M4 London Bristol M25 Southampton Brighton Plymouth MAINLAND EUROPE AND ASIA &DUERQ(IÀFLHQW&RVW(IIHFWLYH/RJLVWLFDO6HQVH 9LVXDOLVDWLRQRI0HUVH\*DWHZD\%ULGJH &217(176 SUPERPORT 1 SUPERPORT Developments 2 SUPERPORT Sites and Premises 3 Liverpool City Region 4 Long Term Vision 5 /LYHUSRROLQUHODWLRQWRJOREDOWUDGHURXWHV 9V[[LYKHT 30=,97663 -LSP_Z[V^L ;Z\NHY\ ;HP^HU:[YHP[ :H]HUUHO @\RH[HU :\La*HUHS +\IHP :OHUNOHP *OHUULS >PUK^HYK7HZZHNL :[YHP[VM 4VUH7HZZHNL /VYT\a 7HUHTH *HUHS :[YHP[VM )HI,S4HUKHI 4HSHJJH :\La9V\[L )HSIVH 4HRHZZHY :PUNHWVYL 3VTIVR ;VYYLZ *HWL9V\[L +\YIHU *HWLVM.VVK/VWL 4HNLSSHU7HZZHNL Executive Summary The £1billion investment in Liverpool of the UK from Birmingham of commercial and public sector SUPERPORT currently under way northwards – comprising over 30 stakeholders both within and beyond presents a generational opportunity million people and much of the UK’s the City Region. to place the port and surrounding manufacturing heartlands. logistics infrastructure at the heart of Liverpool SUPERPORT embodies business in the UK– creating a Global In order to redress that situation this ambition - encompassing local Freight
    [Show full text]
  • Commercial Portfolio Over 300,000 Sq
    PeelWirral Commercial Portfolio Over 300,000 sq. ft. of industrial & office space Enter the brochure > Development Location Enterprise Index Aerial Why Wirral? Zone Wirral Waters Peel Contact Wirral Commercial Portfolio Click on the circles to take you to the relevant developments page. Woodside Business Park West Float Industrial Estate Uveco Business Centre Tower Quays Britannia House Birkenhead Land and Yards The Peel International Trade Centre Development Location Enterprise Index Aerial Why Wirral? Zone Wirral Waters Peel Contact Woodside Business Park Woodside Business Park is located in a popular, well established mixed-use business location in Birkenhead. Fronting on to the River Mersey, the property offers occupiers superb views across the river. The development has excellent transport links and is within 300 metres of Hamilton Square train station and just 100 metres of Woodside Ferry Terminal. Woodside Business Park also benefits from easy access to the M53 motorway and A41. Woodside Business Park benefits from: • Good quality accommodation • Competitive rentals Warehouse – Roller shutter and personnel access / integral offices / gas, electricity, water connection / WC facilities / on-site parking Offices - Wide range of offices / open plan and/or private offices / carpeted / central heating / WC facilities /kitchen area / on-site parking / competitive rentals Accommodation Workshop / labs / offices / storage accommodation Workspaces available from 250 sq. ft. – 6,000 sq. ft. (23.2 sq. m. – 557.4 sq. m.) Terms Flexible terms available. Availability Aerial Site Plan Map Details available upon request. Address: Woodside Business Park, Shore Road, Birkenhead, CH41 1EL Click on the above icons to view the relevant item. Development Location Enterprise Index Aerial Why Wirral? Zone Wirral Waters Peel Contact West Float Industrial Estate West Float Industrial Estate is located in a popular, well established commercial location in Wallasey and is an excellent base for trade counter/workshop/warehouse businesses.
    [Show full text]
  • Liverpool2: a Historic Port City Revived
    TERMINAL PLANNING, DESIGN AND CONSTRUCTION TERMINAL PLANNING, DESIGN AND CONSTRUCTION Liverpool2: a historic port city revived David Huck, Port Director, Peel Ports Group, Liverpool, UK 300 years ago, Liverpool was at the is a critical determinant in decision- – the cargo owners – by offering a wider forefront of international shipping and making. So, our solution had to be able to range of services supporting the whole trade, with the creation of the world’s meet the market requirements for service supply chain. first enclosed commercial wet dock. The predictability, reliability and turnaround. The port and shipping sectors are often city remained one of the world’s leading Our answer to these challenges has considered to be traditional, hierarchical ports well into the 20th century, but the been the Liverpool2 terminal. This will and conservative industries. We have advent of containerisation and new market provide Liverpool with an additional 1 taken steps to streamline our structure and conditions meant it was overtaken by some million TEU capacity, help us to deal more challenge – indeed remove – some of the of its competitors. effectively with the 26,000 annual vessel ‘old port’ mindset. We have also worked Now, Peel Ports – port authority and movements through the port, and deliver to create a more flexible workforce that operator of the Port of Liverpool – is ‘best in class’ capabilities to our customers. can respond to changes in demand and gearing up for the opening of its new not just respond to customer needs but to US$463m container terminal, Liverpool2. Management approach anticipate them. The development will make maximum For us, it has been fundamental to ensure The single most important action to use of technology and automation to more that we are taking the right management support this has been training with a strong than double the port’s TEU capacity on a approach.
    [Show full text]
  • Shipping Safety Within the Port of Liverpool Adrian Jarvis
    Safe Home in Port? Shipping Safety within the Port of Liverpool Adrian Jarvis Introduction: Sources and Methods The issue of safety at sea has long exercised the minds of those who were concerned by what they perceived as irresponsible shipowners who sent their men to sea in dangerous vessels or with dangerous cargoes. Samuel Plimsoll is just the most famous among many who sought to bring to the shipping industry the sort of controls which already existed in many shore-based industries, and a number of Parliamentary enquiries investigated these questions in the nineteenth century.' Maritime historians have taken a good deal of interest in the answers, at both scholarly and more popular levels. Further down the scale comes the literature of spectacular shipwrecks, the worst examples of which are not merely voyeuristic or ghoulish but positively necrophiliac. What author of third-rate novels could improve on the real-life storyline of the Titanic? It raised issues of class and gender, of social, financial and technological hubris, and of heroism and neglect.' The common perception is that such tragic events invariably unfolded either in mid- ocean or on storm-battered rocky shores and in terms of bulk fatalities that perception is obviously correct. Its corollary, that one is safe in po rt, is not merely widely accepted but has extended to the use of the po rt as a metaphor for Heaven, with Jesus as celestial pilot and the Holy Trinity as the po rt authority.' This paper makes a rapid survey of the records of the Mersey Docks & Harbour Board (MD&HB), which shows that there obviously were accidents to ships when they were supposedly safe in po rt, that such accidents were numerous and that some of them were serious.
    [Show full text]
  • The Port of Liverpool and the Shipowners, Cl910-38 Adrian Jarvis
    The Port of Liverpool and the Shipowners, cl910-38 Adrian Jarvis Cet article examine l'évolution de la relation entre le Mersey Docks & Harbour Board et ses principaux clients; il fait voir qu 'avant la Grande Guerre, ces derniers pouvaient forcer le Conseil à faire d'importants investissements aux rendements douteux. Après la Guerre, le Conseil modifia ses politiques au profit de clients plus modestes, depuis longtemps démunis. Il chercha de plus à faire d'importantes économies ainsi qu'à mettre en œuvre certaines mesures de modernisation à travers le port. Les causes proposées de ce virage résident dans un changement d'image, de statut et de vigueur du marché de l'industrie du transport, particulièrement face aux propriétaires des navires les plus prestigieux, dont provenaient les plus coûteuses demandes relatives aux infrastructures. This paper sets out to investigate the rights and wrongs of the poor relationship which existed between major (and some minor) shipping companies and the Mersey Docks & Harbour Board. Since the Board had been established by statute in 1857 to allow the port to be run by representatives of the port users for the general benefit of those users, something had clearly gone badly wrong by about 1900 to produce the situation recounted in an earlier paper.1 Major shipping lines were fomenting wasteful competition between port authorities resulting in enormous and uneconomic investment in port facilities over the industry as a whole. In Liverpool (as elsewhere) this was particularly harmful in that investment decisions
    [Show full text]
  • Waterfront Development, Urban Regeneration and Local Politics in New Orleans and Liverpool
    University of New Orleans ScholarWorks@UNO College of Urban and Public Affairs (CUPA) Working Papers, 1991-2000 Department of Planning and Urban Studies 1994 Waterfront development, urban regeneration and local politics in New Orleans and Liverpool Mickey Lauria University of New Orleans Follow this and additional works at: https://scholarworks.uno.edu/cupa_wp Recommended Citation Lauria, Mickey, "Waterfront development, urban regeneration and local politics in New Orleans and Liverpool" (1994). College of Urban and Public Affairs (CUPA) Working Papers, 1991-2000. Paper 2. https://scholarworks.uno.edu/cupa_wp/2 This Working Paper is brought to you for free and open access by the Department of Planning and Urban Studies at ScholarWorks@UNO. It has been accepted for inclusion in College of Urban and Public Affairs (CUPA) Working Papers, 1991-2000 by an authorized administrator of ScholarWorks@UNO. For more information, please contact [email protected]. WATERFRONT DEVELOPMENT, URBAN REGENERATION AND LOCAL POLITICS IN NEW ORLEANS AND LIVERPOOL By Mickey Lauria College of Urban and Public Affairs University of New Orleans New Orleans, Louisiana 70148, USA E-mail: [email protected] fax: 504-286-6272 1 INTRODUCTION New Orleans and Liverpool were great world ports that declined precipitously in the mid 20th century, but have begun to modernize recently (in the 1970s - 1980s). Both cities have remnant populations that reflect their historical slave trade and unusually large merchant class. Both cities traditionally have had low manufacturing bases, and thus had difficulty absorbing their large pools of unemployed dock workers during port decline and restructuring to meet containerization. Finally, both New Orleans and the Merseyside Development Corporation have largely pursued what has been called the “Corporate Centered Approach” to waterfront development and urban regeneration.
    [Show full text]
  • Liverpool City Region
    Liverpool City Region The beating heart of UK logistics GLASGOW BeLFASt LeeDS DUBLIN LIVERPOOL mANcheSter SheFFIeLD NOttINGhAm BIrmINGhAm CARBON EFFICIENT COST EFFECTIVE LOGISTICAL SENSE GRESHAM HOUSE plc GRESHAM HOUSE plc LIVERPOOL CITY REGION Contents SuperPOrt 1 SuperPOrt Developments 2 Sites and premises 3 Liverpool City region 4 Long Term Vision 5 Executive Summary As fuel costs continue to rise At the heart of this is peel port’s City region’s road connectivity. inexorably, the need to ensure that development of Liverpool2, a new Liverpool John Lennon Airport, the movement of goods from, to and deep water container facility, capable one of europe’s fastest growing around the uK and Ireland takes place of handling some of the world’s regional airports continues to as efficiently as possible has never largest container ships. This will allow improve and expand its service been greater. global services to be shipped direct to offer to passengers and business. the heart of major uK conurbations, Liverpool City region SuperPOrt Developers, landowners and local doubling the port’s container capacity. has a major part to play in helping to authorities are bringing forward Liverpool2 will operate alongside fulfil that need and already supports development sites located close to the Manchester Ship Canal, now in some of the uK’s leading retail and the port, motorways and rail freight common ownership and operation manufacturing operations including facilities as demand for warehousing for the first time, providing a green Shop Direct Group, QVC, Jaguar Land space and facilities ramps up. corridor of water borne access deep rover and unilever.
    [Show full text]