ROYAL FESTIVAL HALL, TUESDAY MAY 16 TRIUMPH IN THE FACE OF A MOST TESTING WINTER 'GOOD MORNING, AND WELCOME . . .' The annual general meeting of governors of the RNLI, held this year for the first time in the Purcell Room of the Royal Festival Hall, was under way.

Major-General Ralph Farrant, chairman of the Committee of Management, in presenting his report to the governors drew together the threads of a year which could be remembered with justifiable pride and satisfaction both by our lifeboat crew members, who had rescued 1,134 people from death at sea, and by our voluntary workers who had done so much to help achieve a record income of £6,738,831. With such encouragement, the chairman could set the financial target necessary for the coming year in the confidence that lifeboat people would once again rise to the occasion: £8'/2 million would be needed to run the service in 1978.

Looking back on 1977 General Farrant recalled a year that had been both eventful and exciting: 7 say exciting because of our participation in many major events during Her Majesty the Queen's Silver Jubilee Year, culminating in the Royal Naming Ceremony at Hartlepool. Regarding eventfulness, it will come as no surprise to anyone who spent any length of time on almost any part of our coastline during the past winter to learn that the demands on our crews have been exceptionally heavy.

'This afternoon those who attend the presentation of awards will hear detailed accounts of some of the acts of outstanding bravery and steadfastness. It is in these, and in the other services rendered amounting to more than 2,700 which have not led to the making of awards, that the justification is to be found of all that we are doing. We are gathered here today to review the means we provide to enable our brave volunteer crews to carry out our objective of saving life at sea.

'As chairman of your Committee of Management it is my duty to render an account of our stewardship, and particularly of our financial management, and today I am in the happy position of being able to give some encouraging news.' General Farrant reminded the governors that at the beginning of the 1970s it had been decided to embark on an extensive new boat-building programme with the object of producing a self-righting fleet by 1980. The decision was described at the time as an act of faith which could now be seen to have been fully justified. As a result of inflation, however, this act of faith had been running the Institution's financial reserves dangerously low and a temporary slowing down of the boatbuilding programme became necessary while an attempt was made to build up reserves by practising strictest economy and also by strenuously seeking new money. It was only a pause, not a cessation of building and in fact six new lifeboats went into service in 1977. The chairman continued: 'At the end of 1976 the RNLI's free reserves represented only 13 weeks' expenditure at the current level. This was still disturbingly low. I am happy to be able to report that at the end of 1977 the free reserves amounted to 19 weeks' expenditure. Though this marked increase is partly due to delays in deliveries of equipment ordered, the amount of additional funds raised is most encouraging: in fact, it has encouraged the Committee of Management sufficiently for us to have taken the decision to step up planned expenditure on boat building in 1978. This, I think, is the most important news I have to convey to you today.' Turning to some of the ways in which the money had been raised, General Farrant spoke of the great contribution made by branches and guilds; of the encouraging response to the Shoreline appeal for new members which had resulted in new subscriptions amounting to £90,000, making a total income for Shoreline of £228,000 in 1977; and of the development in the work of the trading company which had shown a net profit of some £58,000 in the year.

'However,' the General added, 'our financial stability remains largely dependent on legacies, and it is gratifying to know that more and more people are considering the RNLI when contemplating what charitable bequests they could make. This does not happen by accident. It is the consequence of the good will which is felt towards the lifeboat service throughout Great Britain and Ireland. This good will is engendered in a wide variety of ways and by large numbers of people, the great majority of whom work voluntarily for the Institution.' Extra support was being sought from old friends and from new, and encouraging help in one form or another was coming in from such spheres of industry and commerce as shipping and oil companies. Help was coming from overseas, too: from the United States citizens who have pledged themselves to raise funds for a new lifeboat; and from a group of Belgians who have not only become Shoreline members but have also formed a Belgian branch.

Turning to the economies that had been practised, General Farrant said that it was inevitable that the burden of some of these should fall to a considerable extent on the permanent staff: ' We have a small staff for running what is in fact a major operational service.

Their devotion to duty is something which can easily be taken for granted, but it would be wrong to do so. The pay of our staff generally has slipped too far behind the national average; and, although in the past year we have done our best, within the guidelines laid down by the Government, to improve it, there is still some way to go. No one joins the lifeboat service to become rich, hut it is only right that those who give their services on a full-time basis, in whatever capacity, should be adequately paid; especially so because of the devotion to duty that they all show.' Returning to his earlier remark that the intention to try to have a virtually self-righting fleet by 1980 was an act of faith, General Farrant continued.

'In fact, in a sense, however carefully we manage our affairs, our whole economy rests on faith. So much depends on public good will, so vulnerable are we to a sudden drop in any source of funds—for instance in legacies—that we must always go on pressing for more and more money.

Nevertheless, I believe the financial policy which your Committee has maintained over the years and which we have shown can be successful in practice of continuing to rely on voluntary donation is the right one.

'I feel confident that our faith in continuing to plan to provide our volunteer crews with the best modern boats and equipment that they need and deserve will prove to be justified in the future as it has in the past.

'To illustrate the importance of adhering to this policy of providing the best, I would conclude by referring to a sad event which occurred towards the end of last year. On Christmas Eve Kilmore lifeboat put out following a report that distress signals had been seen. In appalling conditions the lifeboat was capsized twice by heavy breaking seas. Twice she righted herself and the engines were started immediately, but although the bulk of the crew who had been washed overboard on the second occasion were recovered safely, one man lost his life.

' That the loss of life was not greater was due in great part to the courage, skill and determination of the coxswain and crew, but there was another important factor. The lifeboat was one of the 37ft self-righting Oakley class. The first of these lifeboats came into service just 20 years ago. At the time of the capsize at Kilmore these boats had been launched over 1,750 times and had saved nearly 1,000 lives. Indeed, on that same Christinas Eve a similar Oakley boat at St Ires, having been hove over beyond 90 degrees by a rogue sea, came upright at once and was able to continue on her service. I believe and I hope you will agree that our boat-building programme to press ahead with the construction of new self-righting lifeboats is clearly shown to he on the right lines by these two important pieces of evidence, namely, immediate self-righting if capsized and yet excellent stability against capsizing.' Coming to the annual accounts for 1977 (summarised below), General Farrant made the following comments: 'The balance sheet shows that the improved liquidity of the Institution at the year end derives from three main sources: firstly, the surplus for the year of £437,000, which was caused largely by the late delivery of capital items of equipment; secondly unrealised appreciation of our investments of £479,000 together with realised profits of £54,000: and thirdly, the increase in restrictedfunds held for future purposes.

'The income and expenditure account shows an increase of 12 per cent in newincome which matches the national rate of inflation last year. Capital expenditure has been reduced by 3 per cent, reflecting the pause in the boat-building programme, while other expenditure was contained within a 9 per cent rise. The proportion spent on operational matters has risen slightly while that spent on other activities has remained unchanged overall although variations in detailed allocations have been necessary here and there.' The adoption of the report and accounts without further discussion was followed by the election of members of the Committee of Management.

The names of those nominated had been displayed in accordance with the bye-laws of the Institution both in the Poole headquarters and in the London office. The list of ladies, noblemen and gentlemen were now read out by Captain Nigel Dixon, director of the Institution, and they were declared elected.

A proposition arising from discussions by the Fund Raising Committee, a special working party and the Committee of Management that the subscription rates for governors should be raised from January 1, 1979, provoked considerable discussion. The rates suggested were either one sum of £150 or upwards for life governors or annual payment of £15 or upwards. Some governors thought the increase of the annual rate over modest in view of the fact that it is eight years since the rates were last reviewed, while others were afraid that the size of the increase might discourage potential governors —one speaker pointing out that many governors were also fund raisers and made other contributions both direct and indirect. In the end, however, there was overwhelming support for the rates as proposed.

Discussion then turned to the precise wording of the bye-law and the following amended proposal, suggested by P. R. Threlfall and seconded by Captain John Leworthy, was carried unanimously: The governors of the Institution shall consist of the persons who at January 1, 1979, shall already be life governors or who thereafter shall have subscribed to the funds either one sum of £150 or upwards, or by an annual payment of £15 or upwards, and of such other persons as shall be elected to be governors by a general meeting, as having rendered essential service to the Institution, and shall be entitled to vote at all general meetings.' During 'any other business,' Captain Watkin of Ramsey, Isle of Man, made a request that the Committee of Management consider publicising in yacht clubs and harbour masters' offices that the Institution is a voluntary organisation and that yachtsmen should not put coxswains into the position of having to make intolerable decisions by refusing to abandon their boats when in trouble.

Captain Watkin expressed these views very strongly and stated that the Institution's aim is to save lives and not boats. The chairman replied that these sentiments were the same as those of the Committee of Management, and that the Public Relations Committee dealt with this kind of problem. He also said that an article stating the case very well had been published recently in one of the yachting journals. It was pointed out from the floor that the Royal Yachting Association devotes a great deal of publicity to warning people of the dangers of going on the water unprepared and the chairman confirmed that the RNLI works closely with the RYA.

* * * After a break for lunch, the governors assembled once again, but this time in the Royal Festival Hall together with representatives from stations, branches and guilds and many other Summary of Accounts 1977 Income General Purpose Legacies . . .

Subscriptions and donations ..

Contribution from Funds for Restricted Purposes Investment Income Trading Income Expenditure Life-boat service— Recurrent costs Capital costs Life-boat support— Fund Raising and Publicity Administration Other costs Balance transferred to General Fund £OOOs 2,984 2,617 709 258 171 6,739 3,467 1,211 1,134 489 1 6,302 437 friends of the lifeboat service for the presentation of awards. This year there was a break with tradition in that it was not possible for the Band of the Royal Marines to be present, but music was provided by Ralph Downes, CBE, organist-curator of the Royal Festival Hall, and Pipe Major D. P. Black. Welcoming all those in the crowded hall, General Farant said: 'We have lately come to the end—that is to say I hope we have come to the end—of one of the most testing winters which the lifeboat service has experienced in recent years. Even as early as November the north west coast of England in particular was struck by gales of exceptional violence. Our inshore lifeboat house at Fleetwood was destroyed and the launching tractor was found buried in the beach. Two months later in January it was the east coast of England which suffered worst. At one time no fewer than seven offshore stations were out of action because of damage to shore installations. We were indeed lucky to save the Margate lifeboat when the pier was wrecked and the boathouse and slipway were left isolated.' Between these two periods, continued the General, an even greater loss had been suffered, and he invited everyone present to stand and observe a moment's silence as a tribute to the late Fintan Sinnott who lost his life when, on Christmas Eve, Kilmore lifeboat had been capsized and had righted herself twice on service.

Resuming his speech after this silent tribute, General Farrant said that although the RNLI had come through a winter suffering material damage involving, in consequence, considerable extra financial costs, as a service it had come through this winter, and indeed the whole of the past year, triumphantly: 'The operational record has been a memorable one with no fewer than 1,134 lives saved by our offshore and inshore lifeboats. During the year lifeboats were launched on service 2,751 times and of these nearly 250 were carried out in gale conditions over force 7 and over 900 in partial darkness or at night. You will shortly be hearing details of a few of the lifesaving services, and I think you will conclude—and conclude rightly— from them that it was only the quality of the boats and of the men who manned them which prevented us from suffering further losses during the past winter.' The achievements of the crews had, the General continued, been truly matched by the achievements of the voluntary fund-raisers and he thanked all of them with equal warmth: 'The great strength of the lifeboat services lies in the fact that its activities are so widespread and extend to all parts of Britain and Ire/and. No centralised fund-raising organisation could ever be a substitute for our voluntary branch and guild system, and we know that whenever some extra pressure has to be put upon them, these branches and guilds always do their best to respond accordingly.' General Farrant then spoke of the gratifying responses that had been made to a number of special appeals, thanking in particular the National Federation of Round Tables and the Civil Service and Post Office Lifeboat Fund and remembering the many successful local appeals. He also mentioned the support coming from America and also from Belgium: 'All this activity reflects the standing which the RNLI enjoys in the nation's, and indeed in the world's, regard, and it was in recognition of this standing throughout the United Kingdom that the RNLI participated so prominently in the celebrations of the Silver Jubilee of Her Majesty the Queen. For our part, we are deeply indebted to Her Majesty for sparing the time, in the course of a year of such exacting demands, to name the new lifeboat at Hartlepool which had been provided by the efforts of the Scout Association. This was the first occasion on which the reigning sovereign had named a lifeboat at the boat's own station.' Speaking of the boat-building programme, the General said: 'Not only are we continuing to build our An/us, Waveneys, Rothers and Atlanlics, but for the longer term, we are considering in detail plans for the development of a new, fast boat to be launched from a slipway, and other new forms of design as well.' The financial demands of the service, the General continued, are large and would inevitably continue to grow: 7 do not wish to alarm you hut I would he neglecting my duty if I failed to mention that this year we shall be looking to raise something in the order of£8'/2 million.

This may seem a daunting task, but I have served long enough on the Committee of Management of the RNLI and as its chairman to hope and believe that no task can be too daunting, nor challenge too great for the supporters of a service which incorporates so much of what is best in this country. I don't want you to give yourselves heart attacks, or nervous breakdowns but just ask you to keep on doing better than you have ever done before—and you always do!' Coming to the end of his opening speech, General Farrant introduced the guest speaker: 'This is someone who is also undaunted in the face of difficulties and dangers. Miss Clare Francis, who to all those who know anything about sailing and the sea needs no further introduction.

We are delighted and privileged to have her as our speaker today.' Clare Francis had only arrived back in this country a few weeks before, on Easter Saturday, after skippering the 64ft LOA ketch ADC Accutrac in the Whitbread Round-the-World Race (a review of Cape Horn to Port, the official account of the race, appears on page 66). The fleet of 15 yachts had set out from Portsmouth the previous August and at the end of March had completed the four legs of a race which had taken them to Cape Town, round the Cape of Good Hope to Auckland, through the Southern Ocean on a leg for which the sailing instructions just read 'from the starting line to Rio de Janeiro leaving A Buoy to starboard and Cape Horn to port', and from Rio back to Portsmouth: a tremendous voyage during which the yachts had been driven on through many gales and storms. Despite that, Miss Francis declared that some of the lifeboat services for which the medals for gallantry were awarded made the round-theworld race seem tame! Yachtsmen setting out on such a race, Miss Francis continued, know that they must rely on themselves and they make provision accordingly. They have to be independent. After all, she said, there is not a lifeboat on Cape Horn yet! But regardless of the most careful preparation, the unforeseen could happen. Towards the end of the third leg of the race a ere w member was seriously injured when, in winds approaching hurricane force, a huge wave from abeam crashed down on one of the smaller yachts, throwing her on her side. Although messages were sent and every effort made, it was not possible for help to get to her and it was several days before she made Rio Grande, the nearest port some 400 miles away. Fortunately, after a day or two a French yacht with a doctor in her crew was able to rendezvous with the smitten boat. The swell still running made it impracticable for either the injured man or the doctor to be transferred by rubber dinghy, but, undeterred, Dr Jean Louis Sabarly jumped into the sea and swam through the waves to be hoisted aboard to take care of his patient.

Incidents of that sort, Miss Francis said, made seamen appreciate how fortunate they were when sailing in British and European waters where help is never far away. She herself had received a blow on the head as her yacht ran before a strong gale approaching the end of the last leg; ADC Accntrac was, she maintained, the only boat to finish whose helmsman saw two lines! To the delight of the audience Miss Francis first told them that her husband.

Jacques Redon, was hoping to join the crew of Lymington ILB and then made a surprise presentation on behalf of the whole crew of ADC Accittrac, the only boat which in fact completed the whole round-the-world race with the same crew on each of the four legs. It was an historic bottle of champagne which had been presented to Sir Francis Chichester in Sydney on January 29, 1967, and which had voyaged with him in Gipsy Moth IV round the Horn. After he arrived at Plymouth on May 28, 1967, the champagne was auctioned at Bonhams and bought by Bonhams. It was given subsequently to the crew of ADC Accutrac who had taken it round the world again. Now it had been given to Major-General Farrant for the benefit of the lifeboat service and will be used for fund raising.

Coming to the end of her speech, Miss Clare Francis moved the timehonoured resolution: 'That this meeting fully recognising the important services of the Royal National Life-boat Institution in its national work of lifesaving, desires to record its hearty appreciation of the gallantry of the coxswains and crews of the Institution's lifeboats, and its deep obligation to the local committees, honorary secretaries and honorary treasurers of all station branches; to all other voluntary committees and supporters and to the honorary officers and thousands of voluntary members of the financial branches and the ladies' lifeboat guilds in the work of raising funds to maintain the service.' General Farrant then presented the awards for gallantry. Sadly, Coxswain Horace Pengilly of Sennen Cove had died since the service for which he was awarded the silver medal; the presentation was, therefore, made to his widow, Mrs Dorothy Pengilly.

Coxswain Eric Pengilly, Sennen Cove: silver medal On November 16. 1977, Sennen Cove lifeboat Diana White was launched into 'maelstrom' conditions to search for the motor vessel Union Crystal which was listing and in difficulties.

The lifeboat searched for nearly six hours in a north-westerly storm and very heavy seas. Union Crystal sank and the only survivor was picked up by helicopter.

Coxswain Matthew Lethbridge, BEM, St Mary's, Isles of Scilly: second bar to his silver medal On February 13, 1977, St Mary's lifeboat Guy and Clare Hunter attempted to rescue the crew of the French trawler Enfant de Bretagne in a fresh south-westerly wind and a very heavyswell. The search for survivors was carried out in hazardous conditions among rocks, many of which are uncharted.

Coxswain Antony Warnock, Padstow: silver medal Second Coxswain Trevor England, Padstow: silver medal On July 17, 1977, Padstow lifeboat James and Catherine Macfarlane saved the yacht Calcutta Princess, her crew of two and a dog in a westsouth- westerly gale and heavy confused seas. The lifeboat had to be manoeuvred between the yacht and rocks, some of which are submerged, in order to pass a tow.

Helmsman David Bliss, St Agnes: silver medal On July 17, 1977, St Agnes ILB Blue Peter IV rescued a man trapped in a narrow cove at the base of 150 feet overhanging cliffs. The ILB, being swamped continually by breaking waves, was driven through dangerous surf and over rocks just below the surface.

Coxswain Thomas Cocking, Senior, St Ives: silver medal On December 24, 1977, St Ives lifeboat Frank Penfold Marshall launched in a west-south-westerly storm and very heavy seas to search for the motor vessel Lady Kamilla reported in distress. The lifeboat, which was at sea for nearly seven hours in the very severe weather, was rolled over to nearly 90 degrees by a breaking wave estimated to be 30 to 35 feet high which appeared to starboard as 'a wall of water'.

Coxswain Thomas Walsh, Kilmore: silver medal Acting Motor Mechanic John Devereux, Kilmore: bronze medal On December 24, 1977, Kilmore lifeboat Lady Murphy was capsized twice in a strong west-south-westerly gale and a very heavy breaking sea while investigating a report of red flares. The coxswain and acting motor mechanic, helped by other crew members, rescued one crew member who was washed out of the lifeboat during the first capsize and three of the four crew members who were washed out of the lifeboat during the second capsize.

Coxswain John Petit, St Peter Port, Channel Islands: silver medal On February 1, 1978, the relief lifeboat The John Gellatly Hyndman, on temporary duty at St Peter Port, rescued two men from the oil rig Orion which was driven aground at night in west-north-westerly gales. One man was taken off a scrambling net and the other rescued from the sea when he fell from the net. The lifeboat then stood by the rig for over three hours while helicopters lifted off 25 men.

Coxswain/Mechanic Bruce Brown, Walmer: bronze medal On August 4, 1977, the relief lifeboat Beryl Tollemache on temporary duty at Walmer, rescued the crew of four of the cabin cruiser Shark and saved the second coxswain of the lifeboat who became trapped by the leg on board the casualty. The coxswain boarded the cabin cruiser and, using great physical strength, pulled his second coxswain free only moments before the casualty sank.

Helmsman John Marjoram, Aldeburgh: bronze medal On August 17, 1977, Aldeburgh ILB rescued a young boy from the yacht Spreety in an easterly gale and a rough sea. The ILB was launched in very difficult conditions despite being completely filled by breaking seas and took the boy off the yacht which was later towed into the River Ore, with her single-handed skipper on board, by Aldeburgh lifeboat.

Coxswain William Jones, Holyhead: bar to his bronze medal On September 4, 1977, the relief lifeboat Thomas Forehead and Mary Rowse on temporary duty at Holyhead, saved the yacht Gika and one of her crew in a south-westerly gale and a very rough sea. The lifeboat, being pounded heavily, after two attempts managed to come alongside the casualty and take off her sole occupant; the other crew member had been taken off by helicopter. The yacht was then towed to Holyhead in arduous conditions.

Coxswain John Petit, St Peter Port: third bar to his bronze medal On November 11, 1977, St Peter Port lifeboat Wlliam Arnold saved the four crew of the French yacht Canopus in a strong west-south-westerly gale. The yacht was close to the shore and very heavy seas made it extremely difficult to bring the lifeboat alongside the yacht to take off the occupants. Four separate approaches had to be made and the boats could be held together for only seconds each time.

Coxswain Arthur West, Falmouth: bronze medal On November 28, 1977, the relief lifeboat Rotary Service at Falmouth landed six men from the jack-up barge Mer d'Iroise which was pitching and rolling heavily in gale force winds and rough seas. The decks of the barge were awash and her four legs projected 40 feet below and 70 feet above the surface.

The lifeboat was held alongside the casualty and the crew told the survivors the exact moment to jump.

Coxswain George Dyer, Torbay: bronze medal On February 19, 1978, Torbay lifeboat Edward Bridges (Civil Service and Post Office No. 37) saved three men from the pilot cutter Leslie H in storm force east-south-easterly winds.

While towing the cutter the lifeboat was knocked down by a huge wave and a lifeboatman was washed overboard.

The coxswain flicked a rope to him and with the help of two of his crew hauled him back on board the lifeboat.

Since the last presentation of awards meeting the Committee of Management had awarded four honorary life governorships, three bars to the gold badge and 12 gold badges to honorary workers for long and distinguished service.

Fourteen of the recipients were at the Festival hall to receive their awards, which were presented by General Farrant: Honorary Life Governor Mrs W. L. Else, MBE JP Honorary secretary of St Helens ladies' guild from 1942 to 1952 and chairman since 1952; awarded statuette (joint) in 1952, gold badge in 1967 and bar to gold badge in 1972.

J. E. Roberts, MBE JP (retd.) Honorary secretary of Porthdinllaen station branch since 1937; awarded binoculars in 1949, gold badge in 1964 and bar to gold badge in 1973.

Bar to Gold Badge Mrs B. A. Golby Honorary secretary of Kenilworth branch since 1949; awarded silver badge in I960 and gold badge in 1969.

Mrs J. M. Lucas Honorary organiser from 1947 and honorary secretary of Barking branch since 1949; awarded silver badge in I960 and gold badge in 1971.

Gold Badge C. J. Morehouse Committee member of Sonthend branch since 1940 and chairman since 1952.

Mrs A. C. R. Scorgie President of Dumfries' ladies' guild since 1952; awarded silver badge in 1963.

Mrs J. L. Williams Honorary secretary of Llanidloes branch since 1955; awarded silver badge in 1966.

Mrs J. Daryl Neal Honorary secretary of Blackburn branch for three years; a member and collector for Hoy lake ladies' guild for over 30 years and president since 1967; chairman of Liverpool and District ladies' guild since 1975; awarded silver badge in 1959.

Mrs F. W. Radcliffe Joint Honorary secretary of Stalybridge ladies' guild from 1936 to 1948, a committee member from 1948 to 1956, honorary treasurer from 1956 to 1967 and honorary secretary from 1967; awarded silver badge in 1964.

Mrs G. H. A. Haynes Committee member of Stanmore branch since 1948; awarded silver badge in 1966.

Mrs L. Cobb Chairman of Broadstairs ladies' guild since 1972; awarded silver badge in 1966.

N. O. Mabe Honorary secretary of Fishguard station branch from 1953; awarded binoculars in 1964.

Mrs H. Mackenzie-Gillanders Committee member of Dingwall ladies' guild and vice-president since 1964.

A. A. Gammon Honorary secretary of Stafford branch from 1953 and chairman from 1975; awarded silver badge in 1968.

An honorary life governorship was also awarded to the late Ex-Provost A. P.

MacGrory, MBE, honorary secretary of Campbeltown station branch from 1934 to 1969 and chairman from 1969 to 1976, and to Mrs A. A. Ritchie, president of Ramsey ladies' guild and donor of two lifeboats, one at Ramsey, carrying out the wish of her late husband, Mr J. B. Ritchie, and the other at Port St Mary; a bar to the gold badge was awarded to G. S. Storm, honorary secretary and treasurer of Nairn branch since 1937; and gold badges were awarded to Miss D. North, honorary secretary of Kirkby Lonsdale branch since 1952, and to Brian O'Gallachair, NT, honorary secretary of Arranmore station branch since 1954.

Drawing the business of the day to a close Captain J. B. Leworthy, a member of the Committee of Management, moved a vote of thanks to Miss Clare Francis for addressing the meeting and announced that in the Whitbread Round-the-World Race ADC Accutrac had in fact finished fifth out of the 15 yachts on corrected time. On behalf of those present, Captain Leworthy also thanked the chairman, Major-General Farrant, not only for conducting the day's proceedings but also for so ably guiding the affairs of the Institution during the past year.

The resolution of hearty thanks was adopted with great warmth..