TUESDAY MAY 21, 1985 ANNUAL GENERAL MEETING: A.M.

PRESENTATION OF AWARDS: P.M.

There was much to please RNLI supporters in what the Institution's chairman, the Duke of Atholl, had to say in his two speeches at London's South Bank last May. 1984 had seen 1,330 lives saved, well over £20 million raised and proportionately less spent on administration than in previous years. He urged fund raisers to sustain their hard work, saying that over 50 new lifeboats would be needed in the next decade, many of them costing £l/z million to build.A good vintage Some 330 governors of the RNLI gathered in the Queen Elizabeth Hall on the South Bank for their annual meeting on the morning of Tuesday May 21, 1985 when the Duke of Atholl was able to open proceedings by declaring 1984 'a good vintage' for the lifeboat service. Last year crews saved 1,330 people from certain death at sea; he continued . . .

'This is an average of almost four people every day of the year. Our lifeboats were out in all sorts of weather, and there were even four services on Christmas Day.

Over a third of the services took place in darkness. The casualties ranged from sailboards to supertankers and whether the rescues took ten minutes or ten hours, the lifeboatmen carried them out with their usual skill. For although our crews are volunteers, they are trained to the highest standards. In the case of the RNLI, voluntary also means professional expertise, and efficiency is bred by the very fact that we are a charity.

'Because of excellent financial support, we have been able to continue the development of new lifeboat designs. It is vital that the RNLI looks forward, for the lifeboats being built today will take us into the 2lst century. The last 15 years have seen many new, fast lifeboats enter our fleet. The next 15, for which we are planning now, will see that trend continue and, I hope, accelerate.' Replacing slower lifeboats The chairman explained that for many years, when a lifeboat came to the end of its station life, it was replaced by a boat of similar type and speed . . .

'This led to a regular building pattern, with reasonably predictable demandsbased on a lifeboat's life of around 25 to 30 years. Now, however, we frequently put considerably faster boats in place of slower ones, improving the operational cover of large areas, and with modern technology racing ahead, we find that the designs of even 15 years ago are not necessarily right for the future. This has meant that very close attention must be paid to our future planning. By analysing the current fleet, the replacement lifeboats needed and their likely cost, it is possible to build up a picture of the Institution's future requirements.

'This may sound rather theoretical but it relates well to what the Institution is doing in practice. I reported last year that, having established a large fleet of fast afloat lifeboats and started a production run of fast slipway lifeboats, the next target was to develop a fast carriagelaunched lifeboat. The 37ft Oakleys which are the present carriage-launched boats, were introduced in 1958, so the oldest will need to be replaced in the near future. In many places, the carriage launch is the only way of getting a lifeboat to sea.

Model testing of potential fast carnage lifeboat designs took place during the year and a semi displacement, tunnelled hull form has been selected for a prototype to be constructed in aluminium. There is much detailed work still to be carried out, and the prototype is bound to need considerable testing and, I suspect, considerable amendments when it is tested.

' The need for an exhaustive trials programme has been shown by the Medina. It has taken a long time to develop this class and the use of water jet propulsion looks the most promising. Certainly, progress has been slow with the Medina but she is breaking new ground and, with continued careful development, we should have a good lifeboat which may even be able to be launched in three ways: from a carriage, a slipway or lying afloat.' The Duke then went on to talk about developments in the field of inflatable lifeboats. The Institution's enviable expertise had led to the development at Cowes Base of the new Avon D class inflatable lifeboat. Its evaluation at a number of stations had shown it to be an improvement on the existing hulls and production of the new D class is now under way. Further building meant that three new Arun class lifeboats, two Bredes and one Tyne class were completed in 1984 and orders for more boats were placed.

Training The introduction of new lifeboats had led to considerable growth in training programmes . . .

'Whereas previously all training took place at the lifeboat stations, crews receiving new boats now travel to Head Office in Poole for an intensive week's course at sea and in the classroom. Away from their station, they can concentrate on learning all about the new boat and then take her on an extended passage back to station.

We also have three training caravans visiting stations to teach radio, radar and chartwork procedures. Courses for Atlantic 21 crews are run at Cowes Base and a number of training videotapes have been made. In addition, of course, regular exercises are held at every station and still form the backbone of our training.

'New equipment increases the need for training. The programme to fit VHP direction finders was accelerated in 1984 and 60 sets were fitted. Any crew using this equipment will vouch for its usefulness. It allows the lifeboat accurately to locate the casualty as long as it is transmitting a VHP signal. Hours of searching, frustrating for the lifeboatmen and dangerous for the survivors, can be avoided.' Healthy finances In view of the fact that building, equipping and maintaining lifeboats at 200 stations is an expensive business, the Duke was particularly pleased to report that the Institution is in a healthy financial position . . .

'Last year, the RNLI raised over £20 million, an enormous sum resulting from enormous efforts by our supporters everywhere.

After an expenditure of £17.6 million on the lifeboat service, £1.7 million was transferred to the fleet reserve which was established last year. This is to enable the Institution to maintain the steady flow of lifeboat construction to which I referred earlier. With new lifeboats costing almost £'/2 million each, and taking about two years to build we need a buffer of reserve funds to ensure a stable future.

Within the expenditure there was a 27 per cent increase in the costs of survey and overhaul of lifeboats. At a time when new boats are becoming increasingly sophisticated and correspondingly expensive, some older boats are also reaching an expensive stage in their lives. This is one of the many reasons for concentrating resources on future development and replacement of older boats, which the fleet reserve will fund. After the allocation to the fleet reserve, there is a surplus of £935,000 which, transferred to the general reserves, gives 31 weeks running expenditure.

The strength of the stockmarket had a very beneficial effect on these reserves.' An encouraging sign was that, once again, the proportion of expenditure devoted to the lifeboat service hadincreased, with corresponding savings in other areas. Of every £1 of income, 77.6 pence was spent on the lifeboat service, 13.2 pence on fund raising and publicity, 4.6 pence on administration and the remaining 4.6 pence went into general reserves.

The Duke went on to point out the mistake people sometimes make of ...

'. . . trying to judge the efficiency of different charities by comparing their expenditure on administration and fund raising. This can give a misleading result because of the charities' different roles and different methods of presenting accounts.

The RNL1 provides a complete emergency service for the country, bearing its own design, administration, operating and research costs. It has a declared level of cover which it cannot arbitrarily reduce.

Other charities may fund research, or provide relief in many different ways and most try hard to achieve the sort of efficiency found in the RNLI. The Institution is proud of its record of expenditure, but direct comparisons with dissimilar charities can only be misleading.' Fund raising Turning to fund raising and the success of everyone involved, the Chairman mentioned some of the major sources of 1984 which ranged from 'a few coppers dropped in a collecting box on flag day to a huge legacy of well over one and half a million pounds—the largest ever received by the RNLI.' Legacies were up substantially and branches and guilds increased their income to exceed the rise in the cost of living. Many successful appeals were run and individual donors provided new lifeboats. He went on to say: 'These appeals, gifts and legacies which provide new boats are naturally most welcome but we then also need funds to run these boats. This is where our branches and guilds have sustained the Institution throughout the years. The Committee of Management is well aware of the tremendous efforts made by the fund raisers to keep the fleet afloat. Their persistence complements that of the lifeboat crews, for fund raisers are to be found out in all weathers and at many events they operate until the early hours of the morning. The RNLI would be a much poorer organisation without its branches and guilds.' Young people Mentioning the increasing profits the RNLI trading company and the ever-growing membership of Shoreline, the Duke continued by high-lighting another feature of 1984—the support the RNLI received from the young of the country. The BBC Blue Peter appeal for buttons and post-cards met its target, providing new lifeboats for Littlehampton, Beaumaris, North Berwick and St Agnes. The launch of Storm Force, with 500 children joining every month, coupled with continued support in schools, youth groups and on children's television, the Duke hoped would sustain young people's enthusiasm for the lifeboat service.

'The Institution has had a successful year' the Duke concluded, but . . .

'is not complacent about the future.

New lifeboat designs, better crew training and more support from youth as well the not so young will carry the Institution forward. It will require a great deal hard work but fortunately that is a commodity which has never been in short supply in the RNLI.' Unanimous agreement to the 1984 report and accounts was received by show of hands following the Chairman's address.

Governors also voted to increase from £150 to £200 the amount payable to become a life-governor of the RNLI.

The annual minimum subscription for governors was also raised from £15 £20.

Among other business matters raised by governors was a message read out by Vice-Admiral Thomas R. Sargent III, now retired from the United States Coast Guard and an honorary life governor of the RNLI. His message read: 7 bring greetings, congratulations and best wishes from the Commandant of the United States Coastguard to your magnificent service. We appreciate your co-operation and we appreciate also the fine, outstanding people you have in your service.' SPECIAL GENERAL MEETING Immediately following the annual general meeting a special general meeting of the governors was conducted toagree a draft second supplement Charter for the Institution and new bye-laws, setting out the powers and authorities now considered necessary for the management of the lifeboat service. The supplemental Charter and new bye-laws had become necessary in order to incorporate some minor changes within the RNLI Charter which would make it relevant to the present day lifeboat service. One such change involves the practice, adopted in 1970 as an experiment, of using an executive committee to conduct and manage the affairs of the Committee of Management. The experiment has been very successful and needs to become a permanent arrangement.

The draft Charter was duly unanimously supported by the governors who also voted unanimously that a petition be prepared by the Institution for submission to the Privy Council for the grant of this second supplemental charter.

Presentation of Awards The business-like atmosphere of the morning's annual general meeting is slowly dispelled over lunch in the easy atmosphere of the South Bank restaurants and by the time the 2,000 lifeboat people have forgathered in the vast auditorium of the Royal Festival Hall for the afternoon's Presentation of Awards ceremony, the occasion has taken on an aura of conviviality.

For fund-raisers and lifeboat operators alike the ceremony is a celebration of and justification for all the hours they have given in the past year in the cause of saving life at sea. The fact that there were less medals to be awarded than sometimes in no way belittled the work of lifeboatmen in the eyes of the gathering, nor did it take anything away from the ceremony. As the Duke of Atholl pointed out in his speech, it merely showed how hard won the medals are.

Over a third of the 3,613 services of 1984 were carried out in winds of force 5 or above, over a third took place in darkness.

The Chairman, in outlining the achievements of lifeboatmen during 1984 won spontaneous applause when he stated his conviction that a voluntary lifeboat service was best for Britain's lifeboatmen. He had cited two letters which appeared in the Daily Mail last year. The first was from a lady from Maidstone who, having seen the well known advertisement '£5 buys him a pair of boots', and recognising that we owe an enormous debt to lifeboatmen, said 'these courageous men should be given enough money by the Government for everything they require and we should willingly pay the extra tax.' A few days later this reply from a lady in Newquay was printed: 'As the wife of a lifeboat crewman, I was pleased to read your correspondent'sappreciation of the service provided by the RNLI.

'In many areas, working with the lifeboat is a family tradition, an accepted way of life. Obviously crewmen and helpers join because they want to and not for financial gain.

'The cost of designing and building the boats and equipping the crew increases every year. However, I feel that the sense of voluntary service and the generosity of the public would disappear if the Government became involved.' The Duke was convinced that this was also the view of everyone in the Royal Festival Hall that afternoon.

He went on to praise the branches and guilds for their continued support which matched the endeavours of lifeboatmen (although he admitted to not having the statistics for the number of fetes held in force 5 winds or above). In listing some of the successful appeals and generous legacies and donations that have provided entire lifeboats he added: 'All these lifeboats need maintaining and this is where the general income, raised by branches and guilds, is used. It may not be a very attractive target to buy 50 gallons of diesel, a coil of rope or a new anchor, but these items are vital, as are lifeboat surveys, crew training and trials of every new lifeboat.' Still on financial matters, the Duke pointed out that the RNLI . . .

'will need to replace some 50-60 lifeboats in the next decade and many of these replacements will be fast lifeboats costing around £'/2 million each at today's prices.

By careful planning, this daunting target can be met and the money which is now going into our reserves will help to maintain an even boat building programme.' Giving details of the current boat building programme the chairman pointed out the strength and durability of lifeboats when he reminded the gathering of David Scott-Cowper's recent journey round the world in the former Dungeness lifeboat, Mabel E.

Holland. He continued, 'Another circumnavigation, this time of the British Isles, was undertaken on a sail board by Tim Batstone who raised over £30,000 for the RNLI. This sport has gained great popularity recently and, like all water sports, can be enjoyed in safety if proper training and advice is taken. The RNLI is not an educational body but liaises closely with the Coastguards and Royal Yachting Association, both of whom have advice for board sailors.

Clearly, some are not yet heeding their advice as over 300 lifeboat calls last year were to board sailors. I hope that they will realise that they have good cause to be grateful to the lifeboat service and that Shoreline membership is an excellent way to show their support.' To conclude his speech, the Duke rallied his RNLI supporters with the words: 'Having had a successful year, both operationally and financially the RNLI has a solid base on which to build for the future. Our crews continue to meet every challenge at sea whilst our designers harness new technology to help them intheir task. Our fund raisers have always backed their efforts in the past and I am confident that they will continue to do so in the future. The Institution is in good shape, but only because of the devoted work by voluntary crews, committees and fund raisers. The challenge for the future is a challenge to all of us to keep up our work for the RNLI.' The Duke of Atholl then presented medals to the following lifeboat coxswains, each citation receiving prolonged applause.

Coxswain/Mechanic Donald McKay, Wick, bronze medal On June 25, 1984, Coxswain/Mechanic McKay rescued the crew of three and saved their fishing coble in a north westerly gale and a rough sea. The 48ft 6in Solent class relief lifeboat, The Royal British Legion Jubilee, was taken into a rocky area, where there were staked nets and creels in the water, to carry out the rescue. (Full report, page 113, THE LIFEBOAT, winter 1984/85.) Coxswain/Mechanic Peter Mitchell, The Lizard-Cadgwith, bronze medal On September 3, 1984, Coxswain/ Mechanic Mitchell, in command of the 48ft 6in Oakley class lifeboat, James and Catherine Macfarlane, rescued the crew of three and saved the yacht Bass in a south westerly near gale and a rough sea. The lifeboat was able to tow the yacht, which had lost her rudder, clear of the shore and, in spite of the towline parting on one occasion, brought her to safety. (Full report, page 185, this issue.) Coxswain David Clemence, Ilfracombe, bronze medal On September 9, 1984, the Ilfracombe lifeboat rescued a member of the crew, landed a body and saved the yacht Liberty in a north westerly gale and a very rough sea. Coxswain Clemence took the 37ft Oakley class lifeboat, Lloyds 11, to within ten feet of the yacht, which was in imminent danger of being driven on to rocks, and having passed a line, towed her clear. (Full report, page 113, THE LIFEBOAT, winter 1984185.) Coxswain/Mechanic John (Joe) Martin, Hastings, bronze medal On November 20, 1984, it was necessary to land a sick man from the container ship Bell Rover in a strong south by westerly gale and heavy breaking seas. The 37ft Oakley class relief lifeboat, Calouste Gulbenkian, with the honorary medical adviser on board, made one run in to the vessel and the man was grabbed from the pilot ladder just before Bell Rover rolled on to the lifeboat. (Full report, page 185, this issue.) Guest speaker Television and radio broadcaster Richard Baker, guest speaker at the ceremony, began his address by saying: 'My Lords, Ladies, Gentlemen and Admirals. It is a very great privilege to be here today. I find that listening to those stories, I can hardly believe they are about real people at all, and it's made all the more moving when you see the chaps coming up and actually collecting the medals. I am moved, I can assure you.

'But listening to the citations reminds me of doing the same kind of job at the Men of the Year lunch on many occasions in the past, when members of the lifeboat service are almost invariably numbered among the bravest men in this country over the last 12 months. And certainly nobody could be a more total admirer of the work of our lifeboatmen and their back-up crews than I am. And by back-up crews I mean many of you people in the Hall today who work to raise the money which keeps the service afloat year after year.' He went on to relate some of his own colourful experiences while in the Navy and entertained the gathering royally.causing much laughter. At the end Richard Baker proposed the customary resolution that the meeting record its appreciation of the work of lifeboatmen, honorary secretaries, station committees and fund raising branches and guilds.

The turn of the fund raising branches and guilds to be honoured came when the following awards were presented by the Duke of Atholl: Honorary Life Governor Miss D. M. Mann Lifeboat day organiser of Ampthill and District Branch from 1929 to 1973 and chairman since 1973; awarded record of thanks in 1953 and gold badge in 1964.

Mr E. Thomson Committee member of Whitby Station branch from 1950 to 1953 and honorary secretary from 1953 to 1974. Honorary curator of Whitby lifeboat museum since 1958; awarded binoculars 1964 and gold badge 1973.

Bar to Gold Badge Mrs M. Boutwood Honorary secretary since 1951 of Stanmore branch; awarded silver badge 1962 and gold badge 1975.

Mr H. Biggs Honorary secretary of Broadstairs branch since 1952; awarded silver badge 1963 and gold badge 1974.

Mr A. A. Gammon Honorary secretary of Stafford branch from 1953 to 1975 and president since 1975; awarded silver badge 1968 and gold bndge 1978.

Mrs I. Ellis Assistant honorary secretary of Caernarfon branch from 1954 to 1958 and honorary secretary from 1958 to 1984; awarded silver badge 1968 and gold badge 1980.

Mrs J. L. Williams Honorary secretary of Llanidloes branch since 1955; awarded silver badge 1966 and gold badge 1978.

Gold badge Mrs H. Wilson Committee member of Central London Ladies committee since 1947; awarded silver badge 1974.

Mrs P. R. Duckworth Chairman of Reading ladies guild from 1962 to 1972, chairman of Reading branch from 1972 to 1980. Honorary secretary ofCaversham ladies guild since 1979; awarded silver badge 1972.

Mr A. C. G. Titcombe Honorary treasurer of Hayling Island branch since 1970; awarded silver badge 1977.

Mrs J. Hardy Committee member of Swanage ladies guild from 1958 to 1965, honorary secretary and flag week organiser from 1965 to 1984, president since 1984; awarded silver badge 1976.

Mrs F. M. Herring Vice-chairman of Margate ladies guild from 1968 to 1970, chairman from 1970 to 1972, vice-president from 1972 to 1974 and honorary treasurer from 1974 to 1984; awarded silver badge 1974.

MrsM. B. Judd Founder committee member of Margate ladies guild from 1957 to 1970, vicechairman from 1970 to 1972, chairman 1972 to 1974, vice-president 1974 to 1976, assistant honorary secretary 1976 to 1984 and honorary secretary since 1984; awarded silver badge 1974.

Mrs J. Davies Committee member of Shoreham and Lancing ladies guild from 1953 to 1957, honorary secretary 1957 to 1972 and vice-president from 1972; awarded silver badge 1966.

Mr A. G. T. Davies Chairman of Shoreham lifeboat society from 1955, chairman of Shoreham Harbour station branch from 1969 to 1984 and committee member and vice-president since 1984; awarded silver badge 1966.

Mrs K. R. Bryant, MBE Committee member of Torquay branch and ladies guild from 1930 to 1946, chairman 1946 to 1974 and president since 1974.

Mrs K. F. Woodsend Honorary secretary of Brancaster branch since 1956; awarded silver badge 1967.

Miss G. Hawley Chairman of Coventry branch from 1966 to 1984; awarded silver badge 1975.

Mrs O. A. L. Mills, MBE Flag day organiser of Stourport-on- Severn branch since 1960; awarded silver badge 1969.

Mrs M. P. Ashworth President and honorary treasurer of Rawtenstall branch since 1953; awarded silver badge 1974.

Miss P. Archibald Committee member of Ulverston branch from 1948 to 1951 and chairman since 1951; awarded silver badge 1968.

Mrs E. M. Laycock Committee member of Scarborough ladies guild from 1948 to 1980 and president since 1980.

Miss J. McAdam Vice-President of Crieff ladies guild from 1962 to 1966 and president from 1966 to 1984. President of Crieff branch 1984; awarded silver badge in 1968.

Mrs C. Lewis Honorary secretary of Troon ladies guild from 1960 to 1984; awarded silver badge 1978.

Mrs M. Dwyer Flag day organiser of Cork City branch from 1962 to 1984; awarded silver badge 1974.

Dr I. K. Anderson, BA BM MRCGP AFOM Committee member of Great Yarmouth and Gorleston station branch from 1959 to 1962 and chairman and honorary medical adviser since 1962; awarded chairman's letter 1961 and statuette 1967.

Mr J. A. Adnams Honorary secretary of Southwold financial branch from 1953 to 1963, honorary secretary of Southwold station branch since 1963; awarded silver badge 1964 and binoculars 1978.

Mr G. W. Sargeant, FRICS Committee member ofNewhaven station branch from 1954 to 1964 and chairman since 1964.

Mr B.E. Hardy Honorary secretary of Whitstable station branch since 1963; awarded barometer 1974.

To round off the afternoon, Mr R. M.

Delany, an Irish member of the Committee of Management, stood to move a vote of thanks to Richard Baker: 'Your Grace, My Lords, Ladies and Gentlemen. On your behalf I would like to thank Richard Baker for attending our meeting this afternoon and for. his most entertaining address.

'It was a particular pleasure for me to hear him because I enjoy so much his radio broadcasting which I hear in Ireland.

Like Mr Baker I have strong connections with the sea as I work for the B&I Line, the shipping company, as well as being a member of the Committee of Management in Ireland.

'The RNLI in Ireland works in exactly the same way as it does in England, Scotland and Wales. Volunteers collect funds to help buy and equip the lifeboats, and volunteers are drawn from the local communities to form the crews. However, we like to think that there are some innovations coming out of Ireland which would benefit other parts of the Institution.

For example, we have the only lady crew member on a large lifeboat, and rather than patenting this idea we would like to export it and suggest it is adopted elsewhere.

'To be serious, I do have the opportunity to visit our Irish lifeboats and stations, and as one involved in the world of commercial shipping I can praise not alone their efficiency, but also their vital worth. For one of the great strengths of the RNLI crews is that they go to the assistance of anybody in trouble, regardless of their nationality. The 1979 Fastnet Race, and the rescues there, showed this clearly when lifeboats from Ireland, Wales and England combined in a massive operation to rescue a fleet of yachtsmen drawn from all over the world. And lifeboats on both sides of the Irish Sea are still constantly ready to go out whenever they are needed, knowing that they have the very considerable support of the whole RNLI behind them.

'This is the Institution of which Mr Baker spoke so warmly, and I would now formally ask you to support the resolution that the hearty thanks of this meeting be given to Mr Richard Baker, OBE RD, for addressing the 1985 annual presentation of awards meeting of the Royal National Lifeboat Institution.'.