Are we there yet?
by Seamus Doyle
That question from the back seat feared by many a parent on a
long car journey, was the theme of the 2007 Royal Institute of
Navigation (RIN) NAV07 Conference. The destination in the case of
RIN was not the beach in Ballybunion but e-Navigation. e-Navigation
is a concept of integration of information into coherent displays.
On board ship e-Navigation will integrate all electronic
navigational information into an easy to interpret display to ease
the burden on the officer of the watch and to improve the
efficiency of ship operation. Ashore, e-Navigation is the
incorporation of information from a variety of sources such as
vessel traffic service, automatic identification system, radar, and
VHF radio communications into an integrated system to provide easy
access to relevant information for the management of shipping.
e-Navigation can be considered as having three essential elements-
positioning, charting, and communications. The development of
lighthouse aids to navigation supports the evolution towards
e-navigation, taking full advantage of developing
technologies.
Eeragh lighthouse
Eeragh, situated at the north western tip of the Aran Islands, forms part of the chain of lighthouses marking the western sea-board, with Loophead and Slyne Head on either side. It is an important mark for passing vessels and vessels entering Galway Bay from the north-west. The 31 metre high white and black banded tower provides a conspicuous daymark and supports the light. Eeragh has been powered by wind generator since the early 1980s and has provided valuable experience in the operation of small wind generators at offshore lighthouses. However advancing technology has provided the opportunity to replace the wind generator with a photovoltaic solar power system giving greater reliability and reduced operating costs. The station has been converted from hybrid wind-diesel power to hybrid solar-diesel power. The PRB24 rotating array optic was replaced with a Pelangi PRL400 rotating lens optic with 12 volt 35 watt halogen lamps on a sixposition Pelangi PA6 lampchanger, which resulted in a reduction in the range of the light from 23 to 18 nautical miles. The new light was first exhibited on 28th November 2006. The solar array comprises 44 solar panels mounted on a frame on the southern side of the dwelling and is made up of three subsystems- the main power system, the conditioning power system, and the engine start battery system. The main solar power system is made up of two arrays of 20 Solarnova 50D 50 watt panels, with each array charging an Absolyte 24 volt 2000 ampere-hour gel electrolyte lead acid battery. This duplicated system provides the main power for the aids to navigation and monitoring. This power system complies with a key target of e-Navigation, protecting the marine environment by using the photovoltaic solar powered renewable energy source. To make the station as environmentally friendly as possible the dwelling is conditioned using a solar-wind hybrid system. The conditioning solar power system comprises 2 Solarnova 50D solar panels charging a 12 volt 160 ampere hour gel electrolyte lead acid battery. This is used to drive a fan which ventilates the building with filtered air to create a small positive air pressure in the building. The old Proven wind generator was upgraded to 230 volt 3-phase AC output and used to provide energy for three 800 watt storage heaters for building conditioning. The diesel generator was retained to provide backup power to charge the solar batteries and an emergency 24 volt battery, and to provide power in the dwelling when people are at the station. The engine control panel was replaced with a modern electronic system in place of the old relay based equipment. The engine start battery is continuously charged by the remaining two solar panels in the solar array to ensure reliable starting of the diesel generator set. The remote control and monitoring system was updated and uses a mobile phone link to connect to the monitoring centre in Dun Laoghaire. Additional upgrading was carried out at the station including extension of the optic catwalk and safety rail around optic to provide safe access, installation of a programmable intelligent computer based intruder alarm, and upgrading the accommodation.
Rockabill lighthouse
This major light fulfils a number of functions in addition to the primary one of marking the isolated rock on which it stands. Its red western sector delineates unlighted Lambay Island to the south, and the Skerries Islands-St Patrick's, Colt, and Shenick's Islands-to the west. It also makes a useful visual reference point for inshore coastal traffic and vessels accessing from the south the various ports and harbours between Skerries and Carlingford Lough. A major project has been carried out to convert the lighthouse from cycle charge diesel generator power to hybrid solar-diesel power. The project included fitting an energy efficient optic which reduced the range of the light, fitting an aid to navigation automatic identification system, and removing the existing 3.9 nautical mile fog signal. As Rockabill is a special protected area under the Birds Directive, being designated as a Refuge for Fauna in May 1988 due to the Rosette Tern population, care had to be taken to avoid undue interference with the bird population on the island. An assessment of the project was carried out by a consultant ecologist in accordance with the Natural Habitats Regulations to ensure that the effects of the project works on the breeding Tern population was minimised. The rotating sealed beam array PRB24 optic was replaced with a Pelangi PRL400 rotating lens lantern with 12 volt 35 watt halogen lamps on a six position PA6 lampchanger. The new light was brought into service on 11 August 2006 with the nominal range of the light reduced from 22 to 17 nautical miles in the white sector and from 18 nautical miles to 13 nautical miles in the red sector. The fog signal was discontinued on 7 April 2006. As the fog detector was removed, exhibition of the light during periods of reduced visibility was discontinued. The solar array is mounted on a frame beside the tower facing south. The solar system comprises two arrays of 20 SOL50D 50 watt photovoltaic solar panels each charging a 2750 ampere hour 24 volt BP S-550 lead acid battery. The three diesel generators were removed and replaced with a single TR3 engine driving a 6 kW Genco alternator to provide emergency battery charging power and power for the dwelling when people are at station. Additional work was required to extend the lantern catwalk, provide emergency lights in the tower, replace wiring in the dwelling, extend the existing battery room, provide batteries and chargers, install hydrogen detection system and controls, replace the existing monitoring equipment with an energy efficient unit using cellphone communications, re-roof the accommodation building, and install equipment to condition the buildings when the lighthouse is unattended.
Fastnet Rock lighthouse
This major light is of prime importance to shipping. It is a landfall light for transatlantic traffic approaching from the south-west, and provides an excellent clearance mark and reference point for vessels making coastal passages in the area. Fastnet Lighthouse is the southernmost link in a great chain of rock lighthouses which stand off the south-west coast, and provides early warning of the particularly precipitous and rugged coastline beyond to vessels approaching from the west. The station has undergone refurbishment to ensure reliable routine operation for a further ten years. The project included replacement of the generating plant for which replacement parts are no longer available, replacement of batteries and fog signal emitters, upgrading the remote control and monitoring communications link using cellphone communications, and installing an aid to navigation automatic identification system. Fastnet Rock is our only lighthouse using water cooled engines. The station is equipped with three diesel generator sets, with one engine running when the light or fog signal is on and the other two in standby mode. The cooling water from the engines is fed through radiators at each level in the tower providing a very effective central heating system. The old generator sets were replaced with three Lister LPW4 engines coupled to Genco totally enclosed 10 kW alternators.
Chaine Tower lighthouse
Chaine Tower, originally a gas station, was electrified in 1962, and the range of the light was increased in 1996. The station is powered from utility mains supply with battery backup. The station has undergone a full refurbishment to provide reliable operation for 20 years. The lamp in the main light was 250 watt 100 volt L11 type while the standby light was 50 watt 50 volt in order to conserve battery energy. Thus the standby lamp provided a reduced range light. Both lamps were replaced with 35 watt 12 volt halogen lamps on a six-position lampchanger providing equal range from all lamps and a more reliable optic system. Batteries were replaced with Absolyte absorbed glass matt lead acid batteries. Chargers and electrical services were replaced with lightning surge protection fitted on all incoming services lines. The remote control and monitoring system was updated with land line communications directly to the monitoring centre in Dun Laoghaire. The mains cable has been placed in a new duct along the causeway to the lighthouse and the causeway handrail has been refurbished.
Coningbeg ALF
The marking of the Coningbeg Rock goes back to the 19th century when a lightvessel called Seagull, built by W. Roberts of Milford Haven, was established on 1 September 1824. Thus started a long history of lightvessels on the Coningbeg. An automated vessel was placed on the station on 24 January 1982. The crew was withdrawn on 31 March 1982 and the vessel was left unmanned and subsequently designated an automated light float (ALF). ALF Gannet was permanently removed from Coningbeg station on 26 February 2007 and replaced with a superbuoy on the Coningbeg station and first class cardinal buoys on the new Red Banks and Bore Rocks stations. The superbuoy comprises a 3.5m diameter bowl, tail tube, and daymark and is fitted with-
The buoys are fitted with automatic identification system transponders to provide an aid to navigation automatic identification system service and remote monitoring by the monitoring centre at Dun Laoghaire via AIS base stations at Rosslare and Hook Head. In addition, the system on the superbuoy can automatically change the racon character, switch off the aid to navigation light and switch on a hazard warning light if the buoy drifts off station. ALF Gannet was overhauled in Dun Laoghaire and placed on the South Rock station, off the coast of Co. Down. ALF Kittiwake was removed from the South Rock to Dun Laoghaire and subsequently sold, leaving Gannet as the only remaining lightfloat in the Service.
Buoys
The development of buoys to meet the needs of e-Navigation continues in a number of areas. The International Association of Aids to Navigation Authorities (IALA) has recommended a new system of marking wrecks on a trial basis using alternating blue and yellow lights with a blue and yellow daymark. Two third class BM24 wreck marking buoys and two Mobilis plastic wreck marking buoys are undergoing trials on ILV Granuaile. These buoys are painted in the blue and yellow IALA wreck marking colours and are equipped with lanterns providing alternating blue and yellow lights. Use of better materials is a constant challenge in the provision of aids to navigation. Traditionally buoy bodies and daymarks were constructed from mild steel and painted to protect them against corrosion. Over recent years the steel daymarks have been replaced with aluminium. To assess the performance of plastic bodies, a Mobilis JET 9000- PE 3 metre diameter port lateral plastic buoy has been placed on the No. 2 Glassgorman station on 19 October 2007 for trial over a two year period. Centralisation of buoy refurbishment and improved logistics has enabled the removal of the gantry crane at Ferris Point.
Electronic position fixing systems
An essential element of e-Navigation is a reliable position fixing system. The United States' GPS Navstar satellite system has been the main method of accurate position fixing in recent years, while the Russian Glonass system is being refurbished with new satellites on an on-going basis. Provision of the European Galileo satellite positioning system was originally planned for 2007 but completion has been delayed and full operating capability is now anticipated for 2013. With high reliance on automated systems, integrity monitoring, and warning systems that detect and provide automatic corrections and warnings in the event of malfunction of individual satellites are essential for the safe use of satellite navigation systems. The General Lighthouse Authorities' (GLA's) Differential Global Positioning System (DGPS), installed in 1998 using radiobeacon transmitters to broadcast the DGPS corrections, provides this integrity warning system as well as an improved accuracy for users. However the DGPS equipment is nearing the end of its useful life and a joint GLA project is in hand to upgrade the present generation of DGPS to a new Differential Global Navigation Satellite System (DGNSS) system capable of working with the present GPS system and upgradeable to work with Galileo and an upgraded GPS and Glonass. Because satellite signals are weak and vulnerable to interference, blocking, and spoofing, a backup terrestrial electronic positioning system that is not subject to the same interruption of service as GPS is considered to be essential. eLoran is such a system and a test transmitter was set up at the timing standard station in Rugby to assess system performance. The eLoran test signal from Rugby was discontinued on 4 July 2007 and the transmitter was relocated to Althorn in Cumbria. eLoran transmission from Anthorn, operated under contract by VT Communications, started test transmissions at the end of September 2007. For the initial phase, the station was transmitting as a master station on GRI 8940 (the former French chain) to allow static calibration to be completed. It is planned to change to GRI 6731 at the beginning of December when the station will be introduced into the Lessay chain. The station is designated 6731Y, the designation previously listed for Loophead.
Lights
Lights continue to play an important role in safe navigation in an e-Navigation world. While the requirement for long range lights is diminishing, the need for improved performance of short range lights marking channels and waterways is increasing. The effectiveness of lights is being enhanced by use of new light sources such as light emitting diodes (LED) and halogen lamps, and synchronisation and sequencing of channel lights and port entry lateral lights. The performance of aid to navigation lights is verified through periodic light intensity tests carried out by GLA lights specialists. The published range of lights at Dunmore East, Old Head Kinsale, Donaghadee, Chaine Tower, Fanad Head, St Johns Point Donegal, Rockabill, Little Samphire Island, Blacksod, and Eeragh were confirmed during 2007.
Fog signals
With modern systems of navigation the importance of fog signals has continued to decline and fog signals are now mainly used for collision avoidance rather than positioning. The fog signal at Inishowen was discontinued on 18 May 2007 in accordance with Notice to Mariners No. 2 (2007). At Ballycotton the fog signal was relocated from the tower balcony to the site of the old pneumatic fog signal in order to improve its performance and reduce noise in the dwelling. The fog signal station at Barr Point was discontinued on 12 June 2006.
Remote control and monitoring
Following automation and demanning of lighthouses, the remote control and monitoring system (RCMS) is the means by which the performance of the lighthouses can by assured. Monitored stations are connected to the monitoring centre in Dun Laoghaire which is continuously manned by a Telemetry & Security Officer. The monitoring centre is also the point of contact for all outage reports and constitutes a communications nerve centre for day to day maintenance operations. Upgrading and refinement of station monitoring and communications systems is ongoing to take advantage of technology developments and improve reliability. The emerging automatic identification system provides a further opportunity to monitor the performance of lighthouses and buoys. Installation of a Datac remote control and monitoring system on the Carlingford Leading Lights was completed in July 2007.
Added value projects
The strategic location of lighthouses allows installation of non-aid to navigation equipment that contribute significantly to safer navigation. VHF coast radio station equipment, and vessel traffic systems radars are installed at a number of stations. Automatic visibility information from fog detectors at Roches Point, Fastnet, Tuskar, Kish, Baily, Rathlin West and Loophead is now being provided to Met Eireann to assist with sea area weather forecasting. Wind speed and direction, wave height and period, and tide height information will be provided from selected stations via AIS.
Dun Laoghaire development
Development of lighthouses and buoys to respond to the demands of e-Navigation are matched by the development of new systems and technologies in the new Irish Lights building at Dun Laoghaire. A more detailed description of progress to date is reported elsewhere. The new facility incorporates state of the art buoy cleaning, painting, waste management, storage facilities, woodworking machine shop, welding and hotwork shop, buoy and machinery handling and refurbishment facilities, electronics workshop, meeting and training, the monitoring centre, and modern open plan offices. An improved management structure, integrated planning, updated stores and buoy management procedures, and shared administration, will lead to a more streamlined and cost effective service provision.
Work in progress
The busy schedule of maintenance, refurbishment and replacement of obsolete systems continues. Upgrading the generating plant and batteries at Tuskar Rock with introduction of aid to navigation identification systems is in progress. Modernisation and conversion of Little Samphire to utility mains power supply is progressing. Refurbishment projects are also in progress at Rotten Island, Blacksod, and the Portavogie radar station. Major re-equip projects at Dundalk and Fanad Head Lighthouses are at the design stage, while re-equipping Kish, Inishowen, Howth, and Dun Laoghaire East Lighthouses are at the planning stage. Under the solarisation programme Straw Island is being converted from wind power to solar power, and updating of Buncrana, Donaghadee, and Dunree Lighthouses is at the design stage. Storm damage repairs, routine and breakdown maintenance, and painting and building operations continue to be carried out to ensure that the Commissioners of Irish Lights not only meet IALA aid to navigation availability targets but also ensure that our structures, buildings, and heritage are maintained in a cost effective and efficient manner.
Are we there now?
Perhaps not yet but we are certainly on the right road. My thanks and congratulations to all the Engineering team for a splendid job.
Eeragh lighthouse
Eeragh, situated at the north western tip of the Aran Islands, forms part of the chain of lighthouses marking the western sea-board, with Loophead and Slyne Head on either side. It is an important mark for passing vessels and vessels entering Galway Bay from the north-west. The 31 metre high white and black banded tower provides a conspicuous daymark and supports the light. Eeragh has been powered by wind generator since the early 1980s and has provided valuable experience in the operation of small wind generators at offshore lighthouses. However advancing technology has provided the opportunity to replace the wind generator with a photovoltaic solar power system giving greater reliability and reduced operating costs. The station has been converted from hybrid wind-diesel power to hybrid solar-diesel power. The PRB24 rotating array optic was replaced with a Pelangi PRL400 rotating lens optic with 12 volt 35 watt halogen lamps on a sixposition Pelangi PA6 lampchanger, which resulted in a reduction in the range of the light from 23 to 18 nautical miles. The new light was first exhibited on 28th November 2006. The solar array comprises 44 solar panels mounted on a frame on the southern side of the dwelling and is made up of three subsystems- the main power system, the conditioning power system, and the engine start battery system. The main solar power system is made up of two arrays of 20 Solarnova 50D 50 watt panels, with each array charging an Absolyte 24 volt 2000 ampere-hour gel electrolyte lead acid battery. This duplicated system provides the main power for the aids to navigation and monitoring. This power system complies with a key target of e-Navigation, protecting the marine environment by using the photovoltaic solar powered renewable energy source. To make the station as environmentally friendly as possible the dwelling is conditioned using a solar-wind hybrid system. The conditioning solar power system comprises 2 Solarnova 50D solar panels charging a 12 volt 160 ampere hour gel electrolyte lead acid battery. This is used to drive a fan which ventilates the building with filtered air to create a small positive air pressure in the building. The old Proven wind generator was upgraded to 230 volt 3-phase AC output and used to provide energy for three 800 watt storage heaters for building conditioning. The diesel generator was retained to provide backup power to charge the solar batteries and an emergency 24 volt battery, and to provide power in the dwelling when people are at the station. The engine control panel was replaced with a modern electronic system in place of the old relay based equipment. The engine start battery is continuously charged by the remaining two solar panels in the solar array to ensure reliable starting of the diesel generator set. The remote control and monitoring system was updated and uses a mobile phone link to connect to the monitoring centre in Dun Laoghaire. Additional upgrading was carried out at the station including extension of the optic catwalk and safety rail around optic to provide safe access, installation of a programmable intelligent computer based intruder alarm, and upgrading the accommodation.
Rockabill lighthouse
This major light fulfils a number of functions in addition to the primary one of marking the isolated rock on which it stands. Its red western sector delineates unlighted Lambay Island to the south, and the Skerries Islands-St Patrick's, Colt, and Shenick's Islands-to the west. It also makes a useful visual reference point for inshore coastal traffic and vessels accessing from the south the various ports and harbours between Skerries and Carlingford Lough. A major project has been carried out to convert the lighthouse from cycle charge diesel generator power to hybrid solar-diesel power. The project included fitting an energy efficient optic which reduced the range of the light, fitting an aid to navigation automatic identification system, and removing the existing 3.9 nautical mile fog signal. As Rockabill is a special protected area under the Birds Directive, being designated as a Refuge for Fauna in May 1988 due to the Rosette Tern population, care had to be taken to avoid undue interference with the bird population on the island. An assessment of the project was carried out by a consultant ecologist in accordance with the Natural Habitats Regulations to ensure that the effects of the project works on the breeding Tern population was minimised. The rotating sealed beam array PRB24 optic was replaced with a Pelangi PRL400 rotating lens lantern with 12 volt 35 watt halogen lamps on a six position PA6 lampchanger. The new light was brought into service on 11 August 2006 with the nominal range of the light reduced from 22 to 17 nautical miles in the white sector and from 18 nautical miles to 13 nautical miles in the red sector. The fog signal was discontinued on 7 April 2006. As the fog detector was removed, exhibition of the light during periods of reduced visibility was discontinued. The solar array is mounted on a frame beside the tower facing south. The solar system comprises two arrays of 20 SOL50D 50 watt photovoltaic solar panels each charging a 2750 ampere hour 24 volt BP S-550 lead acid battery. The three diesel generators were removed and replaced with a single TR3 engine driving a 6 kW Genco alternator to provide emergency battery charging power and power for the dwelling when people are at station. Additional work was required to extend the lantern catwalk, provide emergency lights in the tower, replace wiring in the dwelling, extend the existing battery room, provide batteries and chargers, install hydrogen detection system and controls, replace the existing monitoring equipment with an energy efficient unit using cellphone communications, re-roof the accommodation building, and install equipment to condition the buildings when the lighthouse is unattended.
Fastnet Rock lighthouse
This major light is of prime importance to shipping. It is a landfall light for transatlantic traffic approaching from the south-west, and provides an excellent clearance mark and reference point for vessels making coastal passages in the area. Fastnet Lighthouse is the southernmost link in a great chain of rock lighthouses which stand off the south-west coast, and provides early warning of the particularly precipitous and rugged coastline beyond to vessels approaching from the west. The station has undergone refurbishment to ensure reliable routine operation for a further ten years. The project included replacement of the generating plant for which replacement parts are no longer available, replacement of batteries and fog signal emitters, upgrading the remote control and monitoring communications link using cellphone communications, and installing an aid to navigation automatic identification system. Fastnet Rock is our only lighthouse using water cooled engines. The station is equipped with three diesel generator sets, with one engine running when the light or fog signal is on and the other two in standby mode. The cooling water from the engines is fed through radiators at each level in the tower providing a very effective central heating system. The old generator sets were replaced with three Lister LPW4 engines coupled to Genco totally enclosed 10 kW alternators.
Chaine Tower lighthouse
Chaine Tower, originally a gas station, was electrified in 1962, and the range of the light was increased in 1996. The station is powered from utility mains supply with battery backup. The station has undergone a full refurbishment to provide reliable operation for 20 years. The lamp in the main light was 250 watt 100 volt L11 type while the standby light was 50 watt 50 volt in order to conserve battery energy. Thus the standby lamp provided a reduced range light. Both lamps were replaced with 35 watt 12 volt halogen lamps on a six-position lampchanger providing equal range from all lamps and a more reliable optic system. Batteries were replaced with Absolyte absorbed glass matt lead acid batteries. Chargers and electrical services were replaced with lightning surge protection fitted on all incoming services lines. The remote control and monitoring system was updated with land line communications directly to the monitoring centre in Dun Laoghaire. The mains cable has been placed in a new duct along the causeway to the lighthouse and the causeway handrail has been refurbished.
Coningbeg ALF
The marking of the Coningbeg Rock goes back to the 19th century when a lightvessel called Seagull, built by W. Roberts of Milford Haven, was established on 1 September 1824. Thus started a long history of lightvessels on the Coningbeg. An automated vessel was placed on the station on 24 January 1982. The crew was withdrawn on 31 March 1982 and the vessel was left unmanned and subsequently designated an automated light float (ALF). ALF Gannet was permanently removed from Coningbeg station on 26 February 2007 and replaced with a superbuoy on the Coningbeg station and first class cardinal buoys on the new Red Banks and Bore Rocks stations. The superbuoy comprises a 3.5m diameter bowl, tail tube, and daymark and is fitted with-
- duplicated four-tier LED lanterns, flashing in synchronism to a south cardinal character, providing a range of 9 nautical miles;
- dual X/S band frequency agile racon with the facility to automatically change to code D should the buoy drift off station;
- a fixed white light with a range of 5 nautical miles which will come on automatically if the buoy drifts off station;
- a duplicated hybrid solar-wave activated generator power system to provide the energy for the equipment on the buoy;
- a duplicated automatic identification system.
- a single tier lantern with a light range of 6 nautical miles;
- a solar power system to provide energy for the equipment on the buoy;
- a single automatic identification system.
The buoys are fitted with automatic identification system transponders to provide an aid to navigation automatic identification system service and remote monitoring by the monitoring centre at Dun Laoghaire via AIS base stations at Rosslare and Hook Head. In addition, the system on the superbuoy can automatically change the racon character, switch off the aid to navigation light and switch on a hazard warning light if the buoy drifts off station. ALF Gannet was overhauled in Dun Laoghaire and placed on the South Rock station, off the coast of Co. Down. ALF Kittiwake was removed from the South Rock to Dun Laoghaire and subsequently sold, leaving Gannet as the only remaining lightfloat in the Service.
Buoys
The development of buoys to meet the needs of e-Navigation continues in a number of areas. The International Association of Aids to Navigation Authorities (IALA) has recommended a new system of marking wrecks on a trial basis using alternating blue and yellow lights with a blue and yellow daymark. Two third class BM24 wreck marking buoys and two Mobilis plastic wreck marking buoys are undergoing trials on ILV Granuaile. These buoys are painted in the blue and yellow IALA wreck marking colours and are equipped with lanterns providing alternating blue and yellow lights. Use of better materials is a constant challenge in the provision of aids to navigation. Traditionally buoy bodies and daymarks were constructed from mild steel and painted to protect them against corrosion. Over recent years the steel daymarks have been replaced with aluminium. To assess the performance of plastic bodies, a Mobilis JET 9000- PE 3 metre diameter port lateral plastic buoy has been placed on the No. 2 Glassgorman station on 19 October 2007 for trial over a two year period. Centralisation of buoy refurbishment and improved logistics has enabled the removal of the gantry crane at Ferris Point.
Electronic position fixing systems
An essential element of e-Navigation is a reliable position fixing system. The United States' GPS Navstar satellite system has been the main method of accurate position fixing in recent years, while the Russian Glonass system is being refurbished with new satellites on an on-going basis. Provision of the European Galileo satellite positioning system was originally planned for 2007 but completion has been delayed and full operating capability is now anticipated for 2013. With high reliance on automated systems, integrity monitoring, and warning systems that detect and provide automatic corrections and warnings in the event of malfunction of individual satellites are essential for the safe use of satellite navigation systems. The General Lighthouse Authorities' (GLA's) Differential Global Positioning System (DGPS), installed in 1998 using radiobeacon transmitters to broadcast the DGPS corrections, provides this integrity warning system as well as an improved accuracy for users. However the DGPS equipment is nearing the end of its useful life and a joint GLA project is in hand to upgrade the present generation of DGPS to a new Differential Global Navigation Satellite System (DGNSS) system capable of working with the present GPS system and upgradeable to work with Galileo and an upgraded GPS and Glonass. Because satellite signals are weak and vulnerable to interference, blocking, and spoofing, a backup terrestrial electronic positioning system that is not subject to the same interruption of service as GPS is considered to be essential. eLoran is such a system and a test transmitter was set up at the timing standard station in Rugby to assess system performance. The eLoran test signal from Rugby was discontinued on 4 July 2007 and the transmitter was relocated to Althorn in Cumbria. eLoran transmission from Anthorn, operated under contract by VT Communications, started test transmissions at the end of September 2007. For the initial phase, the station was transmitting as a master station on GRI 8940 (the former French chain) to allow static calibration to be completed. It is planned to change to GRI 6731 at the beginning of December when the station will be introduced into the Lessay chain. The station is designated 6731Y, the designation previously listed for Loophead.
Lights
Lights continue to play an important role in safe navigation in an e-Navigation world. While the requirement for long range lights is diminishing, the need for improved performance of short range lights marking channels and waterways is increasing. The effectiveness of lights is being enhanced by use of new light sources such as light emitting diodes (LED) and halogen lamps, and synchronisation and sequencing of channel lights and port entry lateral lights. The performance of aid to navigation lights is verified through periodic light intensity tests carried out by GLA lights specialists. The published range of lights at Dunmore East, Old Head Kinsale, Donaghadee, Chaine Tower, Fanad Head, St Johns Point Donegal, Rockabill, Little Samphire Island, Blacksod, and Eeragh were confirmed during 2007.
Fog signals
With modern systems of navigation the importance of fog signals has continued to decline and fog signals are now mainly used for collision avoidance rather than positioning. The fog signal at Inishowen was discontinued on 18 May 2007 in accordance with Notice to Mariners No. 2 (2007). At Ballycotton the fog signal was relocated from the tower balcony to the site of the old pneumatic fog signal in order to improve its performance and reduce noise in the dwelling. The fog signal station at Barr Point was discontinued on 12 June 2006.
Remote control and monitoring
Following automation and demanning of lighthouses, the remote control and monitoring system (RCMS) is the means by which the performance of the lighthouses can by assured. Monitored stations are connected to the monitoring centre in Dun Laoghaire which is continuously manned by a Telemetry & Security Officer. The monitoring centre is also the point of contact for all outage reports and constitutes a communications nerve centre for day to day maintenance operations. Upgrading and refinement of station monitoring and communications systems is ongoing to take advantage of technology developments and improve reliability. The emerging automatic identification system provides a further opportunity to monitor the performance of lighthouses and buoys. Installation of a Datac remote control and monitoring system on the Carlingford Leading Lights was completed in July 2007.
Added value projects
The strategic location of lighthouses allows installation of non-aid to navigation equipment that contribute significantly to safer navigation. VHF coast radio station equipment, and vessel traffic systems radars are installed at a number of stations. Automatic visibility information from fog detectors at Roches Point, Fastnet, Tuskar, Kish, Baily, Rathlin West and Loophead is now being provided to Met Eireann to assist with sea area weather forecasting. Wind speed and direction, wave height and period, and tide height information will be provided from selected stations via AIS.
Dun Laoghaire development
Development of lighthouses and buoys to respond to the demands of e-Navigation are matched by the development of new systems and technologies in the new Irish Lights building at Dun Laoghaire. A more detailed description of progress to date is reported elsewhere. The new facility incorporates state of the art buoy cleaning, painting, waste management, storage facilities, woodworking machine shop, welding and hotwork shop, buoy and machinery handling and refurbishment facilities, electronics workshop, meeting and training, the monitoring centre, and modern open plan offices. An improved management structure, integrated planning, updated stores and buoy management procedures, and shared administration, will lead to a more streamlined and cost effective service provision.
Work in progress
The busy schedule of maintenance, refurbishment and replacement of obsolete systems continues. Upgrading the generating plant and batteries at Tuskar Rock with introduction of aid to navigation identification systems is in progress. Modernisation and conversion of Little Samphire to utility mains power supply is progressing. Refurbishment projects are also in progress at Rotten Island, Blacksod, and the Portavogie radar station. Major re-equip projects at Dundalk and Fanad Head Lighthouses are at the design stage, while re-equipping Kish, Inishowen, Howth, and Dun Laoghaire East Lighthouses are at the planning stage. Under the solarisation programme Straw Island is being converted from wind power to solar power, and updating of Buncrana, Donaghadee, and Dunree Lighthouses is at the design stage. Storm damage repairs, routine and breakdown maintenance, and painting and building operations continue to be carried out to ensure that the Commissioners of Irish Lights not only meet IALA aid to navigation availability targets but also ensure that our structures, buildings, and heritage are maintained in a cost effective and efficient manner.
Are we there now?
Perhaps not yet but we are certainly on the right road. My thanks and congratulations to all the Engineering team for a splendid job.