A Treatise On The Principles And Practice Of Harbour Engineering

CHANNEL DEMARCATION. 251 district authorities with little, if any, attempt at national supervision. The inévitable conséquence was a diversity of practice, which served to puzzle and confuse the navigator rather than to assist him. Each port adopted a system of its own, without reference to the broader interests of the country at large, and different rules and regulations were laid down in various quarters, which oftentimes proved as conflicting as they were involved. This lack of proper and effective centralisation is, of course, no un- common feature of British administrative methods, being due, in a great measure, to the spontaneous origin and independent growth of the national institutions. The fact is none the less regrettable, in that while the attendant evils do not always manifest themselves so prominently as to attract public notice, and bring about much needed reform, they invariably result in extravagance and confusion. Fortunately, in such cases, the natural trend of events is towards the establishment of a hegemony of sonie kind or another, even though it be imperfect and ill-deHned. This tendency, which is manifestly one to be fostered and encouraged, has shown itself in the present instance. There are still in existence, within the limits of the United Kingdom, three separate bodies endowed with the control of the lighting and buoying of the British coast-line.1 These are Trinity House, London, primus inter pares, the jurisdiction of which extends from Berwick-on-Tweed round to the Solway Firth ; The Commissioners of Northern Lights, who administer the coast-line of Scotland and the Isle of Man; and the Commissioners of Irish Lights, formerly the Dublin Ballast Board, who discharge similar duties in respect to Ireland. Apart from these corporations, however, though under their respective suzerainties, there are numerous local authorities exercising control within the limits of their several boundaries. Thus, the demarcation of the approaches to the river Mersey is in the hands of the Mersey Docks and Harbour Board; while the higher reaches of the same river are administered by the Upper Mersey Navigation Commissioners. Hull Trinity House super- vises the Humber and its precincts ; and the Corporation of Lynn, the channels of the Wash. Trinity House, London, looks after the Thames. Some little time ago there was held a conference which was attended by representatives of Trinity House, the Admiralty, and other interested parties. At this conference a series of regulations were formulated, and recommended for general adoption by all port authorities in this country. These regulations will be referred to in detail later. It is interesting, however, here to note that this step towards the general standardisation of chaunel marks has met with approval and success. In fact, a similar congress, but representing far wider interests, and international in character, assembled in Washington in 1899, and drew up certain principles for the regulation of navigable water- ways in general, and these principles have become recognised on the continent 1 In September 1906 a commission was appointed by the Government to report on the respective fonctions of these bodies, with a view to some method of co-ordination or amalgamation.