Marine Matters
Owen M. Deignan, Inspector of Lights & Marine
Superintendent
The pace of change in our Service over the past year has, in keeping with modern trends, accelerated considerably. As the broad spectrum of future policy and direction is referred to earlier by our Chief Executive, it remains for me to mention a number of other issues my Department has been involved with since the last publication of Beam.
Inter-GLA Co-operation
During the last few years, both the Trinity House vessel Mermaid and the Northern Lighthouse Board vessel Pharos have been sighted around the coast of Ireland, engaged on lighthouse and buoy work. This is because the Irish Lights Tender Service has been reduced to one vessel since the sale of Gray Seal. Granuaile on her own cannot cope with the full workload, and we require assistance to complete our annual schedule of work.
Both Trinity House and the Northern Lighthouse Board have declared excess ship capacity and are consequently in a position to help. The end result of this is closer co-operation between the General Lighthouse Authorities (GLAs) on a number of fronts.
Ship Intervention
Mermaid was engaged for 30 working days on the south and west coasts during April and May. Pharos was engaged for the same number of days on the north and east coasts during October and November. Granuaile has occasionally helped with casualty buoy work on the west coast of England.
Future Ships
Negotiations are currently ongoing with regard to the make-up of the combined GLA tender fleet and the type of ship required for operating into the next century. As operating funds for the GLAs are almost entirely coming from the same source and controlled by the Department of Transport in the UK, emphasis is placed on the need for 'sharing and commonality'.
Tender Working Group
A Study Group has been set up comprising a senior marine officer from each Authority to study objectively the working practices in the different GLA tenders, with a view to evolving a code of best working practice to be followed by each GLA as appropriate. Captains Tullock (NLB), Catesby (TH) and O'Higgins (CIL) are spending some time on each other's tenders. A more uniform work approach, agreed ship design, and a common work and equipment standard is the desired result.
Ships' officers have been exchanged between Trinity House and Irish Lights in order that the separate practices that have evolved over the years can be viewed and examined. It is planned to make similar exchanges with the Northern Lighthouse Board. If successful, such exchanges may become common in the future.
Navigation and Hydrographic Equipment
Granuaile has recently been fitted with a navigational package which uses Differential GPS as its primary system. Its functions include precise positioning of the ship to an accuracy of within five metres, and the consequent high confidence positioning of navigational buoys. The Inspector's Department has worked closely with the software company Intera to achieve this customised product. The system is also capable of comparing the position quality of other systems such as Decca, Loran-C or GPS. A computerised hydrographic package recently installed will give Granuaile capability to undertake accurate and extensive seabed and wreck surveys.
Buoy Exchange
Early in 1996 Irish Lights will be supplying a Lanby (Large Automatic Navigational Buoy) temporarily to Trinity House for placing off Liverpool while their own Lightfloat is withdrawn for servicing. Standard arrangements are in place with Trinity House to supply emergency wreck marking buoys if required.
Electronic Charts
Electronic charting has been discussed for many years but is now a reality. The Hydrographic Office are digitising their charts at a rapid rate and a comprehensive suite of Irish 'Raster' charts will be ready by the end of 1996. The software necessary to run the electronic charts 'behind' the positioning system mentioned above is close to delivery. The networking of the electronic charts within my Department is an obvious cost saving over the provision and maintenance of paper charts.
Level of Service Review
A comprehensive review of every Aid to Navigation provided by Irish Lights was undertaken at the beginning of 1995. This review looked at current technology and the mix of Aids provided in the various maritime regions around Ireland. It attempted to predict our requirements into the future. Many users were consulted, from Harbour Masters, ships' captains, navigators, RNLI and fishermen, to leisure users and yachtsmen. The resultant document is our analysis of future needs in the Lighthouse Service.
User Consultation
Like the other GLAs, there is an annual meeting of Users of our Aids to Navigation in order that we may review progress, put forward our plans for the future, and listen to the concerns of the Users. Constructive independent comment may be forwarded to the Users' Committee and is always welcome.
Loran-C
This topic has had exhaustive coverage in the national press and is currently the subject of court proceedings. Suffice to say that as a mariner, I consider Loran-C an essential terrestrial navigational backup to the satellite Global Positioning System. Dependency on one system was never the practice of the prudent mariner. Satellite navigation and location is obviously the way forward - but not yet. Loran-C still has a place as a navigational instrument on board ships, and probably will for many years to come. The Governmental and European decision to provide this Aid must be stressed.
Public Relations
Public relations within Irish Lights has been transferred to the Inspector's Department. This may already be evident to some who have heard Captain Hickey on the airways, both nationally on RTE and on local radio, putting the positive side to the Loran-C argument.
Other aspects of the transfer are the editorship of Beam, with David Bedlow appointed as Editor. Our aim is to try to make the magazine interesting and to achieve better presentation. Drawing attention to ourselves has not been a characteristic of Irish Lights' Public Relations in the past but perhaps it is time we did so, as we can justifiably be proud of the service we provide.
Helicopter Operations
Irish Helicopters Ltd retained the three-yearly contract to Irish Lights when it came up for tender early this year. Their pilots, Captains Sean Oakes, Mick Hennessy and Mick Conneely are well known to many of our offshore people and I am glad to see our air operational capability continue in such safe hands. Helicopter performance and safety standards are under constant review. Rules such as 'Hoods Up Zips Up' and the requirement to view the video prior to flight are implemented for safety reasons and must be adhered to. Helicopter navigation and precision of position monitoring has been dramatically improved with the fitting of GPS in the contract helicopter. Our revised communications procedures between shore-base Attendants, off-shore Attendants, and the Radio Officers at Malin and Valentia Coast Radio Stations have been finalised and will ensure even better safety cover for the aircraft.
Lightkeepers
As we move inevitably towards full automation, it is with regret I see the passing of our corps of Lightkeepers. Lightkeepers and Mariners have been inextricably linked for centuries and it is difficult to comprehend that this link is almost finally broken. Hook Point and Mew Island Lighthouses will be automated next March, with only Baily to follow in 1997. Many old friends have accepted redundancy or retirement. The news is not all bad, however, as a number of Lightkeepers have taken up positions as Attendants of automated stations. Many question the monetary value of automation and the savings achievable but it is difficult to argue with the figures. I salute all our Lighthkeepers, serving and retired, and wish you well.
The pace of change in our Service over the past year has, in keeping with modern trends, accelerated considerably. As the broad spectrum of future policy and direction is referred to earlier by our Chief Executive, it remains for me to mention a number of other issues my Department has been involved with since the last publication of Beam.
Inter-GLA Co-operation
During the last few years, both the Trinity House vessel Mermaid and the Northern Lighthouse Board vessel Pharos have been sighted around the coast of Ireland, engaged on lighthouse and buoy work. This is because the Irish Lights Tender Service has been reduced to one vessel since the sale of Gray Seal. Granuaile on her own cannot cope with the full workload, and we require assistance to complete our annual schedule of work.
Both Trinity House and the Northern Lighthouse Board have declared excess ship capacity and are consequently in a position to help. The end result of this is closer co-operation between the General Lighthouse Authorities (GLAs) on a number of fronts.
Ship Intervention
Mermaid was engaged for 30 working days on the south and west coasts during April and May. Pharos was engaged for the same number of days on the north and east coasts during October and November. Granuaile has occasionally helped with casualty buoy work on the west coast of England.
Future Ships
Negotiations are currently ongoing with regard to the make-up of the combined GLA tender fleet and the type of ship required for operating into the next century. As operating funds for the GLAs are almost entirely coming from the same source and controlled by the Department of Transport in the UK, emphasis is placed on the need for 'sharing and commonality'.
Tender Working Group
A Study Group has been set up comprising a senior marine officer from each Authority to study objectively the working practices in the different GLA tenders, with a view to evolving a code of best working practice to be followed by each GLA as appropriate. Captains Tullock (NLB), Catesby (TH) and O'Higgins (CIL) are spending some time on each other's tenders. A more uniform work approach, agreed ship design, and a common work and equipment standard is the desired result.
Ships' officers have been exchanged between Trinity House and Irish Lights in order that the separate practices that have evolved over the years can be viewed and examined. It is planned to make similar exchanges with the Northern Lighthouse Board. If successful, such exchanges may become common in the future.
Navigation and Hydrographic Equipment
Granuaile has recently been fitted with a navigational package which uses Differential GPS as its primary system. Its functions include precise positioning of the ship to an accuracy of within five metres, and the consequent high confidence positioning of navigational buoys. The Inspector's Department has worked closely with the software company Intera to achieve this customised product. The system is also capable of comparing the position quality of other systems such as Decca, Loran-C or GPS. A computerised hydrographic package recently installed will give Granuaile capability to undertake accurate and extensive seabed and wreck surveys.
Buoy Exchange
Early in 1996 Irish Lights will be supplying a Lanby (Large Automatic Navigational Buoy) temporarily to Trinity House for placing off Liverpool while their own Lightfloat is withdrawn for servicing. Standard arrangements are in place with Trinity House to supply emergency wreck marking buoys if required.
Electronic Charts
Electronic charting has been discussed for many years but is now a reality. The Hydrographic Office are digitising their charts at a rapid rate and a comprehensive suite of Irish 'Raster' charts will be ready by the end of 1996. The software necessary to run the electronic charts 'behind' the positioning system mentioned above is close to delivery. The networking of the electronic charts within my Department is an obvious cost saving over the provision and maintenance of paper charts.
Level of Service Review
A comprehensive review of every Aid to Navigation provided by Irish Lights was undertaken at the beginning of 1995. This review looked at current technology and the mix of Aids provided in the various maritime regions around Ireland. It attempted to predict our requirements into the future. Many users were consulted, from Harbour Masters, ships' captains, navigators, RNLI and fishermen, to leisure users and yachtsmen. The resultant document is our analysis of future needs in the Lighthouse Service.
User Consultation
Like the other GLAs, there is an annual meeting of Users of our Aids to Navigation in order that we may review progress, put forward our plans for the future, and listen to the concerns of the Users. Constructive independent comment may be forwarded to the Users' Committee and is always welcome.
Loran-C
This topic has had exhaustive coverage in the national press and is currently the subject of court proceedings. Suffice to say that as a mariner, I consider Loran-C an essential terrestrial navigational backup to the satellite Global Positioning System. Dependency on one system was never the practice of the prudent mariner. Satellite navigation and location is obviously the way forward - but not yet. Loran-C still has a place as a navigational instrument on board ships, and probably will for many years to come. The Governmental and European decision to provide this Aid must be stressed.
Public Relations
Public relations within Irish Lights has been transferred to the Inspector's Department. This may already be evident to some who have heard Captain Hickey on the airways, both nationally on RTE and on local radio, putting the positive side to the Loran-C argument.
Other aspects of the transfer are the editorship of Beam, with David Bedlow appointed as Editor. Our aim is to try to make the magazine interesting and to achieve better presentation. Drawing attention to ourselves has not been a characteristic of Irish Lights' Public Relations in the past but perhaps it is time we did so, as we can justifiably be proud of the service we provide.
Helicopter Operations
Irish Helicopters Ltd retained the three-yearly contract to Irish Lights when it came up for tender early this year. Their pilots, Captains Sean Oakes, Mick Hennessy and Mick Conneely are well known to many of our offshore people and I am glad to see our air operational capability continue in such safe hands. Helicopter performance and safety standards are under constant review. Rules such as 'Hoods Up Zips Up' and the requirement to view the video prior to flight are implemented for safety reasons and must be adhered to. Helicopter navigation and precision of position monitoring has been dramatically improved with the fitting of GPS in the contract helicopter. Our revised communications procedures between shore-base Attendants, off-shore Attendants, and the Radio Officers at Malin and Valentia Coast Radio Stations have been finalised and will ensure even better safety cover for the aircraft.
Lightkeepers
As we move inevitably towards full automation, it is with regret I see the passing of our corps of Lightkeepers. Lightkeepers and Mariners have been inextricably linked for centuries and it is difficult to comprehend that this link is almost finally broken. Hook Point and Mew Island Lighthouses will be automated next March, with only Baily to follow in 1997. Many old friends have accepted redundancy or retirement. The news is not all bad, however, as a number of Lightkeepers have taken up positions as Attendants of automated stations. Many question the monetary value of automation and the savings achievable but it is difficult to argue with the figures. I salute all our Lighthkeepers, serving and retired, and wish you well.