Moving and changing
by Kieran O'Higgins, Head of Marine
In reviewing the past year, it struck me that the central
theme within the entire publication was change. This should be no
surprise. Not only were we physically moving, in the transfer from
Lower Pembroke Street to Dun Laoghaire, but technology generally is
changing our lives and work at a faster and faster rate. Sometimes
so fast that it's difficult to keep up!
GLA fleet
In 2002 a review was carried out to determine the requirements and extent of the General Lighthouse Authorities' (GLAs') fleet. The recommendations of that review have been delivered in the form of new ships Alert, Pharos, and Galatea, who join Granuaile, Pole Star, and Patricia. The new ships are now well bedded into the operational requirements of Trinity House Lighthouse Service and the Northern Lighthouse Board, and it is now time for another review to determine the ship requirements of the GLAs. The tender process for a consultant to carry out this review has taken place and the consultant firm has been selected. The task of the consultant will be to examine the workloads of the individual GLAs and make recommendations as to the suitability of the vessels and size of the existing fleet.
A steering-group consisting of the directors of operations of each GLA, a representative from the UK Department for Transport and the Lights Advisory Committee, and a facilitator appointed by the GLAs will overview and assist the consultant. Following on from this review will be an examination as to whether efficiencies can be achieved if the vessels and their operations can be managed centrally. Obviously there are potential changes ahead depending on the recommendations.
In the meantime, Granuaile continues effectively and efficiently with her work. Inter-GLA co-operation is as important as ever, with cross cover between ships. There is an increasing requirement for local aids to navigation inspections. As far as possible Granuaile is also utilised for appropriate charters in order to defray costs. However, Granuaile is now approaching her mid life term and decisions are required as to how best to ensure she remains efficient. Recommendations in this regard will also be within the remit of the fleet review consultant.
Helicopter Operations
Last year I outlined the arguments for our changing helicopter requirements resulting from the improved reliability and performance of our aids to navigation. At the same time, the Board considered that it was time the Bolkow 105 helicopter we had been using since 1972 was pensioned off, and they decided to invite tenders for the provision of a newer type of helicopter. That contract was awarded to Irish Helicopters Ltd. The contract is for seven years from 1 December 2008, and is for the provision of helicopter services using a new Eurocopter 135 aircraft. The ec135 is a modern replacement for the Bolkow 105.
The new helicopter was delivered to Irish Helicopters Ltd from the assembly line in Germany in August 2008. In September it was fitted out, painted, and adapted for marine operations. It was delivered into Ireland at the end of October for an intensive period of training and familiarisation prior to commencement of the contract. The registration of the aircraft is EI-ILS (Irish Lights Service).
For the past few years we have been operating the helicopter service on a 12 days on, 9 days off cycle. This fits in neatly with our up to 3 weeks rotation of personnel on offshore rocks and, aside from occasional weather delays, is very successful. During the spare time the new helicopter is potentially for hire, and can be used for third party work to generate income to the benefit of Irish Lights and the operator.
Captain Pete Hodges has joined Irish Helicopters and will be flying on Irish Lights operations. He is an experienced EC135 pilot who has been previously employed on Trinity House operations. Captain Mick Conneely will be retiring from the Irish Lights contract after 20 years. I wish them both well. We will especially remember Mick's tales of that war in Vietnam!
Withdrawal of Major Floating Aids
In February 2007 the Coningbeg Lightfloat was withdrawn from service and the Coningbeg Rocks and adjacent dangers were marked with a superbuoy and two 1st class cardinal buoys. The superbuoy is new technology, designed and built by Irish Lights. During the winter of 2007-8 the Superbuoy on the Coningbeg was severely tested by the weather.
In April 2008 a full evaluation of both the structures and the systems on the buoys was carried out. All passed the quality test. It was confirmed that the technology was suitable and robust enough to be considered for other applications, such as replacing the South Rock Lightfloat and the Codling and Arklow Lanbys. Consequently, a programme for lightfloat and Lanby replacement with superbuoys was proposed and passed by the Board in May 2008. The time schedule for this programme is as follows:
- South Rock Lightfloat - to be replaced by a port lateral superbuoy in March 2009;
- Arklow lanby - to be replaced by a south cardinal buoy in June 2009;
- Codling lanby - to be replaced by an east cardinal superbuoy in June 2010.
- LV Gannet, which is on the South Rock station at present, is the last lightship in Irish Lights. When she is withdrawn next year, it will be the end of the lightship era in the Irish Lights Service which began in 1811, and at the turn of the 20th century had eleven lightship stations around the coast of Ireland.
South-East Blackwater Buoy
There has been significant development in plastic buoy technology in recent years. Within the recommendations of the 2005 Review and in the context of withdrawing the Arklow Lanby, the Board has approved a proposal to move and upgrade the South-East Blackwater buoy. This upgraded buoy will be similar to the high visibility polyethylene Mobilis buoy with aluminium daymark described as follows.
The Mobilis buoy is a high visibility buoy capable of supporting a light, Racon (radar transponder beacon) and AIS (automatic identification system). The daymark is a modular aluminium unit with hexagonal sections. Each of the four sections is one metre high. There is access up the outside of the daymark and a safe working platform at the top level capable of supporting up to four people without compromising stability. This facilitates maintenance work on the buoy without lifting the buoy out of the water, and therefore there is an option to attend the buoy by local boat if necessary. This type of buoy with colour stable plastic has the potential to increase the duration between workshop overhauls and therefore reduce overall maintenance costs.
A new type of Racon which costs 30% less than the cost of the present Irish Lights standard Racon is an option for this buoy. It is proposed that one of these Racons be evaluated under operational conditions on the South-East Blackwater Buoy.
A complete polyethylene buoy as described has been purchased and will be deployed on the South-East Blackwater station as a trial. This will enable evaluation of the performance and maintenance costs of this type of buoy and Racon, and will inform the 2010 Navigational Review which will commence towards the end of 2008.
Maritime Buoyage System
Last year I mentioned that the emergency wreck marking buoy had been approved on a trial basis by the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). In conjunction with the introduction of this buoy, IALA has instigated a review of the 25 year old Maritime Buoyage System as the digital age progresses. The Aids to Navigation Management Committee of IALA is actively revising the Maritime Buoyage System at present. Following responses to a world wide questionnaire, the following principles are being considered:
The Maritime Buoyage System is effective and should not be fundamentally altered. Attempting to make major change would result in worldwide confusion. It would be unrealistic to consider progressing to a completely unified system (Region A+B).
The emergency wreck-marking buoy is almost universally welcomed and should be incorporated fully into the Maritime Buoyage System.
There is considerable support for the view that the emergency wreck-marking buoy when deployed should remain on station for as long as required.
There is considerable support that the emergency wreck-marking buoy should be redesignated as an emergency danger-marking buoy. There has been a proliferation of special marks as a catchall, and delineation between different applications is desirable.
There has been a proliferation of cardinal marks with a consequent confusion or inability to distinguish the meaning of individual aids to navigation.
Special marks may be recategorised as full navigational marks. Special marks should have additional International Hydrographic Organization approved symbology attached to the buoy.
Isolated danger buoys should have more precise guidance on their use, and there should be defined limiting factors for the extent of the hazard. It would be desirable that IALA provide advice to administrations on the efficient disposition and types of buoyage.
References to new technology should be included i.e. sequential and synchronised lighting, blue lights, radio aids, and AIS as an aid to navigation. Thus, changes in emphasis, the scope of content, both in the text and in the graphics can be anticipated. The new recommendations will be launched at the IALA Conference in Capetown, South Africa in March 2010. As always, I wish everyone at sea and ashore a happy 2009.