DOCSLIB.ORG

Virtual Aids to Navigation Alternative Delivery Methods

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Virtual Aids to Navigation Alternative Delivery Methods RR111 Virtual Aids to Navigation Alternative Delivery Methods Report No: RPT-39-NW-2011 Report Version: 1.0 Report Version Date: 09/04/2011 GLA/DfT Confidential RPT-39-NW-2011 GLA Confidential Lead Author Reviewer Approved for Release N Ward A Grant/M Bransby N Ward Research Director Principal Development Research Director Engineer/R&RNAV Manager Please make comments in this box: Version Date: 09/04/11 Page 2 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential Executive Summary The purpose of the Virtual AtoN System is to provide a near-instantaneous warning to the mariner of a new danger, such as a wreck, obstruction or floating debris. This warning must be provided in a form that can be received, interpreted and displayed by any class of vessel in the required operational area and carrying appropriate equipment. The ability to provide Virtual AtoNs could be one of the most significant technical developments for the GLA in the medium term. This only becomes possible through the deployment of a network of AIS base stations around the coast and the installation of onboard equipment with the capability of displaying the Virtual AtoN symbols. This network is provided and operated by the respective coast guard services in the UK and Ireland (MCA & IRCG). Agreements are necessary on the use and service levels of these networks for providing Virtual AtoNs. Such an agreement is nearing completion between CIL and IRCG, but it is proving difficult to finalise an agreement with the MCA, therefore alternative delivery methods have been explored. Version Date: 09/04/11 Page 3 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential Document Disclaimer Insert document disclaimer text here – minimum includes that this is uncontrolled when removed from iManage (either electronic or printed) Document Information Client GLA Project Title Virtual Aids to Navigation Project Number M108/2010 Report Title Alternative Delivery Methods Report Identifier RPT-39-NW-2011 Report Version 1.0 Report Version Date 09/04/2011 Lead Author N Ward Lead Author’s Contact N Ward Information GLA Research and Radionavigation Trinity House, Harwich Quay, Harwich, Essex, CO12 3JW, UK, T: +44-1929 426021 E: [email protected] Contributing Author(s) iManage Location Circulation 1. GLA Navigation Departments 2. Project Files (hard copy) 3. R&RNAV Distribution List Version Date: 09/04/11 Page 4 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential 1 Background R&RNAV Strategic Objective Number 2 for 2010/11 was: Produce a business case (for) design and delivery of a virtual AtoN service, by October 2010. The Project Initiation Document (v 03) set out 9 work packages: WP1, Define mission and system requirements; WP2, Develop Plan; WP3, Outline design of system; WP4, Requirements capture (incl. workshop); WP8, Finalise Plan & Design have all been completed and reports produced (see Refs. 9.1 & 9.2). WP5 & WP6: Carry out trials, Analyse results & report will follow in 2011/12. Delays in establishing working arrangements with the relevant agency in the UK have prevented trials and demonstrations being carried out with an operational system. The results of these trials are needed to further develop and refine requirements and confirm the suitability of the design. WP7, Develop Business Case, was planned for completion by March 2011, but depends heavily on the final delivery method, as that will influence costs. WP9, Review standardisation process and determine actions required is an ongoing activity within IMO and IALA. 2 Mission Requirement The purpose of the Virtual AtoN System is to provide a near-instantaneous warning to the mariner of a new danger, such as a wreck, obstruction or floating debris. This warning must be provided in a form that can be received, interpreted and displayed by any class of vessel in the required operational area and carrying appropriate equipment. The GLA have classified their areas of responsibility according to times to respond to wrecks and other incidents. These times range from 6 hours in the busiest areas (e.g. Dover Straits) to 36 hours to the West of Ireland. Assuming a close correlation between shipping density and probability of collisions and wrecks, the same classification areas might be applicable to the provision of supporting infrastructure for Virtual AtoNs. 3 Implementation Constraints The major technical matter to be resolved is the availability of a transmission network. Negotiations continue with the MCA on a Service Level Agreement for the AIS Data feed and on the more difficult procedures for providing Virtual AtoNs on behalf of the GLA. The provision of an additional software module for the MCA system (at GLA expense) has been investigated and its feasibility confirmed. However, little progress has been made in finalising a Service Level Agreement (SLA) with MCA. This process started in late 2009 and shows no sign of reaching completion. Therefore alternatives, such as expanding the GLA network, or providing transportable base stations need to be considered. Similar negotiations between CIL and the IRCG appear to be reaching a successful conclusion and the system used by IRCG already has the capability of providing Virtual AtoNs. 4 Essential Elements of System The components of the system for deploying Virtual AtoNs can be identified as follows: 1. Reception point for information on hazards 2. Analysis & decision making function Version Date: 09/04/11 Page 5 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential 3. Means of sending request to deploying agency 4. Method of deployment. 5. Procedure for monitoring correct deployment 6. Procedure for monitoring continued correct deployment 7. Procedure for confirming correct cessation The reception point for information would be a function of the existing GLA monitoring centres. Analysis and decision on deploying a Virtual AtoN would rest with GLA navigation departments. The request to deploy could be sent using existing communication lines, either to another GLA department (e.g. Marine Operations) for action, or to an external agency such as MCA or IRCG for broadcast via their AIS networks. The analysis in this report deals only with item 4, method of deployment. The other elements have been considered in the system design (Ref. 9.2). 5 Alternative Delivery Methods If the difficulties in negotiating an agreement with MCA for the transmission of Virtual AtoNs using their AIS network cannot be overcome, then alternative delivery methods must be considered. Responsibility for the integrity of information and liability for any incident resulting from incorrect information are the major obstacles to reaching such an agreement. Arrangements for assigning any costs involved would also need to be agreed and it is recognised that reaching agreement is likely to take a long time (it has already taken over a year). This report details a feasibility study of alternative methods of providing Virtual AtoNs, if an emergency arises to which they would be an appropriate response. 5.1 Deployment of a full GLA network When AIS first started to become operational, proposals were made for a network of GLA Base Stations covering the whole coastline of the British Isles. Subsequently the MCA undertook to provide such a network for the UK and it was recognised as the appropriate organisation to do that. The costs of deploying a full network at that time were considerable and could not be justified on the basis of the AtoN use envisaged. However, a number of Base Stations have been deployed by the GLA (see Annex) and the option of completing a network has therefore been considered. Trinity House has only four base stations in place. It is estimated that an additional 23 stations would be needed to give full coverage of the coastlines of England, Wales and the Channel islands for deploying Virtual AtoNs. Northern Lighthouse Board has 7 base stations, mostly on the West coast. It is estimated that a further 12 would be needed to complete coverage. CIL has 13 stations in place covering much of the North and East coasts of Ireland. An additional 5 stations should be enough to cover the South and West coasts. Therefore a total of 40 new stations would be required to provide adequate coverage of the UK and Irish coasts for the deployment of Virtual AtoNs. The capital cost of an AtoN base station with the required functionality is now approximately £2k. With supporting power supplies, communication links and installation this would increase to about £3.5k. Therefore the total capital cost of deploying the additional base stations needed would be in the region of £140k. Version Date: 09/04/11 Page 6 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential If it is assumed that the RoI is covered adequately by the arrangement with IRCG and the additional base stations for the UK alone would be 35 at an estimated cost of £122.5k. Additional running costs, using solar power on existing sites and dial-up communications, would be minimal. 5.2 Deployment of a partial network It could be decided that only the additional stations identified as covering critical areas need to be equipped, critical areas being those with high traffic density or navigational hazards, as indicated by asterisks in the Annex. In this case the number of new stations would be reduced to 21 and the outlay would be about £73.5k, or £66.5k, excluding the RoI. As above running costs using solar power on existing sites and dial-up communications are assumed to be minimal. The investment required to provide a full or partial network of base stations should really be justified by a risk analysis. The risk analysis already carried out for Virtual AtoNs (Ref. 9.3) considers the potential failure modes of the method of deployment, but does not address the actual risk of an incident for which deployment of a Virtual AtoN would be appropriate.
Load more

Recommended publications
  • Influence of the Spatial Pressure Distribution of Breaking Wave
    Journal of Marine Science and Engineering Article Influence of the Spatial Pressure Distribution of Breaking Wave Loading on the Dynamic Response of Wolf Rock Lighthouse Darshana T. Dassanayake 1,2,* , Alessandro Antonini 3 , Athanasios Pappas 4, Alison Raby 2 , James Mark William Brownjohn 5 and Dina D’Ayala 4 1 Department of Civil and Environmental Technology, Faculty of Technology, University of Sri Jayewardenepura, Pitipana 10206, Sri Lanka 2 School of Engineering, Computing and Mathematics, University of Plymouth, Drake Circus, Plymouth PL4 8AA, UK; [email protected] 3 Faculty of Civil Engineering and Geosciences, Delft University of Technology, Stevinweg 1, 2628 CN Delft, The Netherlands; [email protected] 4 Department of Civil, Environmental and Geomatic Engineering, Faculty of Engineering Science, University College London, Gower Street, London WC1E 6BT, UK; [email protected] (A.P.); [email protected] (D.D.) 5 College of Engineering, Mathematics and Physical Sciences, University of Exeter, Exeter EX4 4QF, UK; [email protected] * Correspondence: [email protected] Abstract: The survivability analysis of offshore rock lighthouses requires several assumptions of the pressure distribution due to the breaking wave loading (Raby et al. (2019), Antonini et al. (2019). Due to the peculiar bathymetries and topographies of rock pinnacles, there is no dedicated formula to properly quantify the loads induced by the breaking waves on offshore rock lighthouses. Wienke’s formula (Wienke and Oumeraci (2005) was used in this study to estimate the loads, even though it was not derived for breaking waves on offshore rock lighthouses, but rather for the breaking wave loading on offshore monopiles.
    [Show full text]
  • Norman Rule Cumbria 1 0
    NORMAN RULE I N C U M B R I A 1 0 9 2 – 1 1 3 6 B y RICHARD SHARPE A lecture delivered to Cumberland and Westmorland Antiquarian and Archaeological Society on 9th April 2005 at Carlisle CUMBERLAND AND WESTMORLAND ANTIQUARIAN AND ARCHAEOLOGICAL SOCIETY N O R M A N R U L E I N C U M B R I A 1 0 9 2 – 1 1 3 6 NORMAN RULE I N C U M B R I A 1 0 9 2 – 1 1 3 6 B y RICHARD SHARPE Pr o f essor of Diplomat i c , U n i v e r sity of Oxfo r d President of the Surtees Society A lecture delivered to Cumberland and Westmorland Antiquarian and Archaeological Society on 9th April 2005 at Carlisle CUMBERLAND AND WESTMORLAND ANTIQUARIAN AND ARCHAEOLOGICAL SOCIETY Tract Series Vol. XXI C&W TRACT SERIES No. XXI ISBN 1 873124 43 0 Published 2006 Acknowledgements I am grateful to the Council of the Society for inviting me, as president of the Surtees Society, to address the Annual General Meeting in Carlisle on 9 April 2005. Several of those who heard the paper on that occasion have also read the full text and allowed me to benefit from their comments; my thanks to Keith Stringer, John Todd, and Angus Winchester. I am particularly indebted to Hugh Doherty for much discussion during the preparation of this paper and for several references that I should otherwise have missed. In particular he should be credited with rediscovering the writ-charter of Henry I cited in n.
    [Show full text]
  • Place-Names in Islay and Jura Ainmean-Àite Ann an Ìle Agus Diùra
    Gaelic in the Landscape Place-names in Islay and Jura A’ Ghàidhlig air Aghaidh na Tìre Ainmean-àite ann an Ìle agus Diùra Jacob King and Michelle Cotter Ainmean-Àite na h-Alba Gaelic in the Landscape Place-names in Islay and Jura A’ Ghàidhlig air Aghaidh na Tìre Ainmean-àite ann an Ìle agus Diùra Jacob King and Michelle Cotter, Ainmean-Àite na h-Alba Text and research training/Teacs agus trèanadh an luchd-rannsachaidh: Jacob King and Michelle Cotter, Ainmean-Àite na h-Alba Place-name research/Rannsachadh nan ainm-àite: Susan Campbell, Heather Dewar, Mary Richards, Mairi Trawber and Rob Tìgeir Project co-ordinator/Co-òrdanaiche pròiseict: Emily Edwards, Scottish Natural Heritage Photography/Dealbhan: Lorne Gill SNH and Toll na Caointich p.35 by Mairi Trawber Maps/Mapaichean: Mick Ashworth, Ashworth Maps and Interpretation Ltd Gaelic translation/Eadar-theangachadh gu Gàidhlig: Alison Ghrannd Funded by/Maoineachadh bho: SOILLSE, Iomairt Ghàidhlig Ìle & Dhiùra and Scottish Natural Heritage Thanks to/Taing do: The communities of Islay and Jura; Lynn MacDonald and Iomairt Ghàidhlig Ìle & Dhiùra; Niall Woodrow and staff at Ionad Chaluim Chille Ìle; Small Isles Primary School; Norman MacLeod, Edinburgh; Scottish Natural Heritage; Ainmean-Àite na h-Alba; Ardlussa Estate and Roddy Maclean Coimhearsnachdan Ìle agus Dhiùra; Lynn NicDhòmhnaill agus Iomairt Ghàidhlig Ìle & Dhiùra; Niall Woodrow agus an luchd-obrach aig Ionad Chaluim Chille Ìle; Bun-sgoil nan Eilean Beaga; Tormod MacLeòid, Dùn Èideann; Dualchas Nàdair na h-Alba; Ainmean-Àite na h-Alba;
    [Show full text]
  • Landscape Wind Energy Capacity Study
    Landscape Character Type 13: Rolling Farmland and Estates Introduction This character type occurs in four separate areas within Argyll and Bute. This assessment considers the areas on the mainland in the Helensburgh, Roseneath Peninsula and Toward Point areas only. A separate assessment has been undertaken for the ‘Bute Rolling Farmland and Estates’ (13a) because of its different context and the requirement of the study brief for turbines under 50m height only to be considered for islands within Argyll and Bute. This sensitivity assessment considers both larger and smaller development typologies. Operational and consented wind farm development There is no operational or consented wind farm development located within this character type. The operational Cruach Mhor wind farm is theoretically visible from the western tip of Toward Point at around 20km distance. The operational wind farm of Ardrossan, located in North Ayrshire, is visible from parts of the Toward Point but seen at distances over 20km. The consented Kelburn wind farm and the operational wind farm of Dalry, both located in North Ayrshire, may also be visible from this area. Summary of sensitivity The Rolling Farmland and Estates character type comprises three small low-lying areas on the tips of the Rosneath Peninsula, Toward Point and in the Helensburgh/Cardross area. They all lie in prominent locations on the edge of the Firth of Clyde. These landscapes are principally characterised by the presence of designed landscapes with wooded policies, strongly enclosed pastures and a number of landmark historic and archaeological features. They are backed by the more extensive hill slopes of the ‘Open Ridgeland’ (5) and ‘Steep Ridgeland and Mountains’ (1) landscape character types and provide a strong and scenic contrast with these simpler upland landscapes and the narrow sea lochs and basin of the Firth of Clyde.
    [Show full text]
  • Late Devensian and Holocene Relative Sea Level Changes on the Isle of Skye, Scotland Selby, K
    Late Devensian and Holocene relative sea level changes on the Isle of Skye, Scotland Selby, K. Submitted version deposited in CURVE June 2010 Original citation: Selby, K. (1997) Late Devensian and Holocene relative sea level changes on the Isle of Skye, Scotland. Unpublished PhD Thesis. Coventry: Coventry University. Note: This is volume 1 of 2 – please see https://curve.coventry.ac.uk/open/items/0e151cae- 7151-0ae4-e4f3-99a45f12ce84/1/ for volume 2. Copyright © and Moral Rights are retained by the author. A copy can be downloaded for personal non-commercial research or study, without prior permission or charge. This item cannot be reproduced or quoted extensively from without first obtaining permission in writing from the copyright holder(s). The content must not be changed in any way or sold commercially in any format or medium without the formal permission of the copyright holders. CURVE is the Institutional Repository for Coventry University http://curve.coventry.ac.uk/open Late Devensian and Holocene Relative Sea Level Changes on the Isle of Skye, Scotland Katherine Selby A thesis submitted in fulfilment of the University's requirements for the degree of Doctor of Philosophy August 1997 Volume 1: Chapters 1-11 and References Statement of copyright The copyright of this dissertation rests with the author. No quotation from it should be published without prior written consent. Any information derived from it should be acknowledged. Declaration This dissertation is the result of the author's own work. Data or information from other authors, which are referred to or quoted in the text, are acknowledged at the appropriate point in the text.
    [Show full text]
  • CITATION RINNS of ISLAY SITE of SPECIAL SCIENTIFIC INTEREST Argyll & Bute Site Code: 1354
    CITATION RINNS OF ISLAY SITE OF SPECIAL SCIENTIFIC INTEREST Argyll & Bute Site code: 1354 NATIONAL GRID REFERENCE: NR 235620 OS 1:50,000 SHEET NO: Landranger Series 60 1:25,000 SHEET NO: Explorer Series 353 AREA: 8784.95 hectares NOTIFIED NATURAL FEATURES Geological: Structural and metamorphic geology: Dalradian Geomorphology: Coastal geomorphology of Scotland Biological: Bogs: Blanket bog Coastlands: Maritime cliff Machair Sand dune Woodlands: Scrub Birds: Breeding bird assemblage Chough Pyrrhocorax pyrrhocorax, breeding Corncrake Crex crex, breeding Hen harrier Circus cyaneus, breeding Greenland barnacle goose Branta leucopsis, non-breeding Greenland white-fronted goose Anser albifrons flavirostris, non-breeding Whooper swan Cygnus cygnus, non-breeding Invertebrates: Beetle assemblage DESCRIPTION The Rinns of Islay SSSI lies on the western peninsula of the island of Islay on the west coast of Scotland. Extending from near Ardnave in the north to Portnahaven in the south, the western shores are exposed to the Atlantic Ocean. It is a large site with geological, biological and ornithological interest over a mosaic of open habitats with coastline, boggy moorland, woodland scrub and low-intensity agricultural land. The Rinns of Islay SSSI contains internationally-important exposures of rocks whose affinity is uncertain. The succession of Colonsay Group rocks is almost entirely visible in the coastal rocks, along the north-west edge of the SSSI. The rocks originated as sea-floor muds and sands, which were then much folded. In the south, a second group of rocks, the Rinns Complex, is seen below a complicated contact zone. These igneous rocks (cooled from molten rock) have been greatly altered by heat and pressure.
    [Show full text]
  • Port Charlotte, Isle of Islay Pa48 7Tx
    FOR SALE DEVELOPMENT SITE PORT CHARLOTTE, ISLE OF ISLAY PA48 7TX • DEVELOPMENT SITE SUITABLE FOR A VARIETY OF USES SUBJECT TO PLANNING CONSENT • BEAUTIFUL LOCATION OVERLOOKING LOCH INDAAL • SITUATED WITHIN CENTRE OF PEACEFUL VILLAGE • TOTAL SITE AREA 0.309 ACRES (0.125 HECTARES) www.g-s.co.uk the complete property service LOCATION PORT The Isle of Islay is the southernmost island of the Inner Hebrides off the west coast of Scotland. It is the fifth largest island in Scotland with a total area of 620 sq.km CHARLOTTE, and has a total population of around 3,300 people. Private car ownership is high. The island has an outstanding ISLE OF ISLAY, natural environment and is a popular tourist destination, offering safety, freedom, outstanding scenery and PA48 7TX beautiful beaches. Port Charlotte is situated within the Rinns of Islay peninsula on the west of the Isle of Islay and enjoys panoramic views over Loch Indaal. The village is very picturesque with beautiful white painted houses and the site is set between The Port Charlotte Hotel and Port Charlotte Youth Hostel. The site is bounded by the shore of Loch Indaal to the east and the to the west. FOR SALE DEVELOPMENT DESCRIPTION The site extends to a total of 0.309 acres or thereby and currently comprises a derelict warehouse of traditional stone construction with yard space. SITE PLANNING SITE AREA VAT The subjects are situated within an area covered by the Argyll Change SITE AREA wording as follows:- Unless otherwise stated, all figures, prices, etc are quoted and Bute Local Development Plan adopted in March 2015.
    [Show full text]
  • Argyll-Bird-Report-3
    Argyll Bird Report 2020 published by the Argyll Bird Club 2021 The Thirty Second ARGYLL BIRD REPORT With Systematic List for the year 2020 Editor, layout & design: Jim Dickson on behalf of the Argyll Bird Club ISSN 1363-4386 Copyright: Argyll Bird Club March 2021 FRONT COVER: Red-throated Diver Tom Lilley 2 Argyll Bird Club Officials as at 1st Jan. 2021 Chairman Nigel Scriven, 14 Taylor Ave., Kilbarchan, Johnstone PA10 2LS Vice-Chairman David Jardine, The Old Schoolhouse, 26 Kilmartin, Lochgilphead, Argyll PA31 8RN Secretary Dr Alun ap Rhisiart, Braeside, Clynder, Argyll G84 0QL Treasurer Peter Hogbin, South Craleckan, Furnace, Argyll PA32 8XN Committee Malcolm Chattwood, Neil Hammatt, Gordon Holm, Alistair McGregor, Dr Steve Petty and Andy Robinson Membership Dorothy Hogbin, South Craleckan, Furnace, Argyll PA32 8XN Secretary Argyll Bird Dr John Bowler, Jim Dickson (Secretary), David Jardine, Dr Records Committee Malcolm Ogilvie and Andy Robinson Editor of The Eider Dr Steve Petty, Cluaran Cottage, Ardentinny, Dunoon, Argyll PA23 (newsletter) 8TR S.O.C. Recorder for Argyll and Editor of the Argyll Bird Report: Jim Dickson, 11 Pipers Road, Cairnbaan, Lochgilphead, Argyll PA31 8UF E-mail: [email protected] Assistant Recorder: Malcolm Chattwood, 1 The Stances, Kilmichael Glassary, Lochgilphead, Argyll PA31 8QA E-mail: [email protected] Wetland Bird Survey (WeBS) Organisers: for Argyll mainland & Mull: Nigel Scriven, 14 Taylor Ave., Kilbarchan, Johnstone PA10 2LS E-mail: [email protected] For Tiree and Coll: John Bowler, Pairc na Coille, Balephuil, Isle of Tiree, Argyll, PA77 6UE E-mail: [email protected] For Islay, Jura and Colonsay: David Wood, Kinnabus, The Oa.
    [Show full text]
  • Is Bamburgh Castle a National Trust Property
    Is Bamburgh Castle A National Trust Property inboardNakedly enough, unobscured, is Hew Konrad aerophobic? orbit omophagia and demarks Baden-Baden. Olaf assassinated voraciously? When Cam harbors his palladium despites not Lancastrian stranglehold on the region. Some national trust property which was powered by. This National trust route is set on the badge of Rothbury and. Open to the public from Easter and through October, and art exhibitions. This statement is a detail of the facilities we provide. Your comment was approved. Normally constructed to control strategic crossings and sites, in charge. We have paid. Although he set above, visitors can trust properties, bamburgh castle set in? Castle bamburgh a national park is approximately three storeys high tide is owned by marauding armies, or your insurance. Chapel, Holy Island parking can present full. Not as robust as National Trust houses as it top outline the expensive entrance fee option had to commission extra for each Excellent breakfast and last meal. The national trust membership cards are marked routes through! The closest train dot to Bamburgh is Chathill, Chillingham Castle is in known than its reputation as one refund the most haunted castles in England. Alnwick castle bamburgh castle site you can trust property sits atop a national trust. All these remains open to seize public drove the shell of the install private residence. Invite friends enjoy precious family membership with bamburgh. Out book About Causeway Barn Scremerston Cottages. This file size is not supported. English Heritage v National Trust v Historic Houses Which to. Already use Trip Boards? To help preserve our gardens, her grieving widower resolved to restore Bamburgh Castle to its heyday.
    [Show full text]
  • The Life-Boat. Journal
    THE LIFE-BOAT. JOURNAL OF THE IRo^al Bational %ife*Boat Snstftutfon. (ISSUED QUABTEBLY.) VOL. XXL—No. 243.] IST FEBRUARY, 1912. [PRICB 3d. THE MOTOE FLEET. THE progress in construction and New Boats offered to stations the results in the past year of the and accepted, but not yet under work of the Motor-Boats now on construction, include a Motor-Boat the coast are very satisfactory, and for Arklow, in Ireland, of the self- we now give a revised Table of righting type, 40ft. by 10ft. 6 ins., the Motor-Boats with the motors to be equipped with a Tylor Motor installed in them. A comparison of 40 B.H.P. Arklow possesses a •of this with the Table published very large fishing fleet, and the in 1911 will show that, although Boat stationed there has in past only two Boats have been added years had great difficulty in working to the Fleet, yet there have been her way to sea over the Bar in an some important modifications. The onshore gale. A Motor-Boat will old experimental Boats previously consequently prove a very valuable stationed at Tynemouth and Sea- asset to the station, and for work ham have been replaced by new on the distant banks. ones, the two former being trans- A Motor-Boat of the same type ferred to new stations which have is also to be provided for Fraser- been established at Sunderland and burgh, but with an increased length Teesmouth, where it is hoped they of 1 foot, and an additional 1 foot of will do good work.
    [Show full text]
  • The General Lighthouse Fund 2003-2004 HC
    CONTENTS Foreword to the accounts 1 Performance Indicators for the General Lighthouse Authorities 7 Constitutions of the General Lighthouse Authorities and their board members 10 Statement of the responsibilities of the General Lighthouse Authorities’ boards, Secretary of State for Transport and the Accounting Officer 13 Statement of Internal control 14 Certificate of the Comptroller and Auditor General to the Houses of Parliament 16 Income and expenditure account 18 Balance sheet 19 Cash flow statement 20 Notes to the accounts 22 Five year summary 40 Appendix 1 41 Appendix 2 44 iii FOREWORD TO THE ACCOUNTS for the year ended 31 March 2004 The report and accounts of the General Lighthouse Fund (the Fund) are prepared pursuant to Section 211(5) of the Merchant Shipping Act 1995. Accounting for the Fund The Companies Act 1985 does not apply to all public bodies but the principles that underlie the Act’s accounting and disclosure requirements are of general application: their purpose is to give a true and fair view of the state of affairs of the body concerned. The Government therefore has decided that the accounts of public bodies should be prepared in a way that conforms as closely as possible with the Act’s requirements and also complies with Accounting Standards where applicable. The accounts are prepared in accordance with accounts directions issued by the Secretary of State for Transport. The Fund’s accounts consolidate the General Lighthouse Authorities’ (GLAs) accounts and comply as appropriate with this policy. The notes to the Bishop Rock Lighthouse accounts contain further information. Section 211(5) of the Merchant Shipping Act 1995 requires the Secretary of State to lay the Fund’s accounts before Parliament.
    [Show full text]
  • THE TRINITY HOUSE LUNDY ARCHIVE: a PAPER in MEMORY of the LIGHTHOUSE KEEPERS of LUNDY by R.W.E
    Rep. Lundy Field SOc. 44 THE TRINITY HOUSE LUNDY ARCHIVE: A PAPER IN MEMORY OF THE LIGHTHOUSE KEEPERS OF LUNDY By R.W.E. Farrah 4, Railway Cottages, Long Marton, Appleby, Cumbria CAI6 6BY INTRODUCTION The approaches to the Bristol Channel along the northern coast of Cornwall and Devon offer very little shelter for the seafarer during severe weather conditions. Lundy, however, situated at the mouth of the Channel central to the busy sea lanes, is one exception and has provided an important refuge on the leeward side of the island throughout the historic period. Before the navigational aids of the lighthouses were built, the island must also have proved hostile to the mariner, especially during hours of darkness and poor visibility. The number of shipwrecks and marine disasters around the island bear testimony to this. The dangers were considerable; although the tidal streams to the west of Lundy are moderate, they are strong around the island. There are several bad races, to the north-east (The White Horses), the north-west (T)1e Hen and Chickens) and to the south-east. There are also overfalls over the north-west bank. Some appreciation of the dangers the island posed can be seen from the statistics issued by a Royal Commission of 1859 who were reporting on a harbour refuge scheme. They noted that: "out of 173 wrecks in the Bristol Channel in 1856-57, 97 received their damage and 44 lives were lost east of Lundy; while 76 vessels were lost or damaged and 58 lives sacrificed west of Lundy, thus showing the island to be nearly in the centre of the dangerous parts" (quoted in Langham A and M, 1984,92).
    [Show full text]