| 2.1
|
The
Review |
 |
|
| 2.1.1 |
This
is the second time that the three GLAs have conducted a total, simultaneous
review of all their AtoN. In accordance with their Joint Navigation Requirements
Policy document, it is the intention to continue such reviews every five
years, in order to ensure:
- that
the aids to navigation provided by the GLAs in the interest of general
navigation are cost-effective and continue to meet the present changing
need of all mariners and comply wherever possible with internationally-accepted
criteria and
- that
timely reviews of the GLAs' aids to navigation are carried out to facilitate
financial, operational and engineering planning."
|
| 2.1.2 |
The
GLA Marine Aids to Navigation Strategy to 2020 (2020 The Vision) forms the
strategic foundation of this review. |
|
|
| 2.1.3
|
This
joint review of Aids to Navigation (AtoN) of the United Kingdom (UK) and
Ireland coasts has been conducted in accordance with the guide-lines set
out in Chapter 7.3 of the three GLAs' Joint Navigation Requirements Policy
document. Each GLA has reviewed the AtoN in its own area of responsibility
and joint consultations have been conducted over areas of common or overlapping
interest, such as the North Channel. Users are consulted wherever and whenever
appropriate. Several of the proposed changes contained in the Review have
been incorporated as a direct result of user response obtained to date on
specific areas of interest. Some of the user response already obtained has
resulted in the implementation of certain changes. This Review addresses
the current and future requirements of national and international shipping
and those of Mariners in general for consultation purposes. The review covers
the period 2005 to 2010. |
|
|
| 2.1.4 |
The
study has been carried out based solely on the minimum navigational requirements
and does not at this stage take into account any other considerations.
It is important to appreciate that the measures contained in this Review
will not necessarily take place within the next 5 years, however they
will shape the GLAs' Capital Works and Buoyage programme contained within
individual Corporate Plans
|
|
|
| 2.2 |
Transport By Sea |
|
|
| 2.2.1
|
Since
the completion of the 1998 AtoN Review of GLA-provided AtoN, the volume,
character and pattern of seaborne traffic around the coasts of the UK and
Ireland has been subject to continuous change. Closer integration of the
European Trading Bloc has brought a renewed awareness to the importance
of our sea trades. |
|
|
| 2.2.2
|
The
European Union (EU) dependency on waterborne transport to carry 90% of its
external trade closely resembles that of island economies such as our own.
This fact, combined with the realization in Brussels of the cost-effectiveness
of short sea shipping, the part it has to play in easing land transport
problems and its comparative environmental-friendliness, has contributed
to a greater awareness within the EU of not only member countries' dependence
on sea transport but also the need to both regulate and nurture its continued
growth. |
|
|
| 2.2.3
|
The
predicted sustained growth within the combined economies of our islands,
coupled with the expected expansion of the EU to include other countries
which rely heavily upon marine transport, can be expected to further encourage
the adoption of policies which will enhance the development of such short
sea trade.
|
|
|
| 2.3
|
Shipping
Trends |
|
|
| 2.3.1 |
In
terms of ship management, trends towards greater sophistication of on-board
equipment, reduced manning levels, mixing of crew nationalities, the growth
in the economic vessel size, changes in trading patterns and the growth
of transshipment to/from hub-ports have all contributed in the intervening
period to a change of emphasis and reliance upon the AtoN provided by the
GLAs |
|
|
| 2.3.2 |
High-speed
craft, most especially in the area of ferries, have proliferated in recent
years, with services now running between Holyhead and Dublin/Dun Laoghaire,
Rosslare to Fishguard, Loch Ryan and Belfast/Larne, to and from the Isle
of Man and from Harwich and the Channel ports to continental Europe. The
speeds at which these vessels operate (up to 50 knots) means that special
attention has had to be paid to AtoN used by them for navigation and orientation.
|
|
|
| 2.4 |
Fishing |
|
|
| 2.4.1 |
The
fishing industry has been undergoing a programme of rationalisation, where
the number of vessels has declined in the move towards larger vessels capable
of going further afield in pursuit of non-quota fish stocks. |
|
|
| 2.4.2 |
The
speed at which both these larger vessels and the smaller inshore vessels
now operate has also changed dramatically in recent years. Speeds of up
to 30 knots are not uncommon with inshore crabbers. The traditional in-shore
boat still remains however, with professional marketing increasing the
size and value of in-shore catches and the consequent retention of the
fleet.
|
|
|
| 2.5
|
Aquaculture |
|
|
| 2.5.1
|
Frequent
applications for aquaculture licenses are made to the various Government
Departments responsible for such activities for almost every coastal region.
Long-established salmon farming has been augmented by the cultivation
of other fin-fish and many varieties of shellfish. The GLAs are consulted
on a regular basis by the Government Departments responsible for aquaculture,
regarding the impact of aquaculture on the safety of navigation in specific
coastal areas. This includes the marking and lighting of fish farms, floating
structures and cages.
|
|
|
| 2.6 |
Marine
Leisure |
|
|
| 2.6.1
|
The
marine leisure industry has also undergone considerable change, though quite
how much is difficult to quantify. The number of yacht marinas already built,
or in the planning stage best illustrates the growth, which this marine
sector has achieved and expects to achieve. The demand for these facilities
is created by the overcrowded conditions of established moorings and the
overflow resulting from the increased number of craft. A remarkable feature
of this sector is the speed with which new technology, in the form of satellite
navigation systems, electronic chart systems and even integrated navigation
systems, has been embraced. |
|
|
| 2.6.2 |
Leisure
passenger cruising is also increasing quickly. Ports are actively encouraging
calls by Cruise liners, resulting in very significant growth in port tonnage
in some areas. |
|
|
| 2.6.3 |
Smaller
100/200 passenger, 100metre length, specialist cruise ships are already
appearing in our waters. The attraction for this type of trade is special-interest
tours, calls at smaller ports and cruising the unspoilt coastlines. |
|
|
| 2.6.4 |
Offshore
islands are now attracting large numbers of tourists from the mainland
harbours, carried in small ferries. Islands on our coasts are experiencing
increasing traffic movements and very substantial passenger volumes.
|
|
|
| 2.7
|
Offshore
Renewable Energy Sites |
|
|
| 2.7.1 |
Since
the last review there has been a proliferation of offshore windfarm site
proposals around our coasts and this trend is set to continue. There are,
so far, five sites around the coast with another 29 in the planning stage.
These sites present a particular challenge to the General Lighthouse Authorities
to ensure they are marked correctly and do not impede safe navigation of
vessels. |
|
|
| 2.7.2 |
Off
the Orkney Islands trials are currently underway to harness wave power
and a single tidal power generator has been in operation off the North
Devon coast for a number of years. It is likely that, over the next five
years, commercial production of wave and tidal energy power will commence.
These sites are also challenging to mark, particularly wave generators
that are often difficult to see, have a low freeboard and could potentially
break free of their moorings.
|
|
|
| 2.8
|
New
Technology |
|
|
| 2.8.1 |
The
fundamental nature of marine navigation has altered over the last decade
as a result of the proliferation of good, reliable, mass-market GPS receivers
with a nominal accuracy of 13 metres or better (since the removal of Selective
Availability in 2000), and immune to the causes of imperfection associated
with previous generations of electronic positioning systems. The GLAs have
operated a public service Differential GPS system since 1998, which offers
an enhanced level of accuracy (5 metres or better) and an integrity warning
of GPS service interruption or degradation. (D)GPS is widely used as the
primary navigation system on almost all classes of vessels. |
|
|
| 2.8.2
|
The
widespread availability of GPS and DGPS receivers, at low cost, is increasingly
encouraging mariners of all classes to navigate either closer inshore or
closer to dangers, doing so in conditions of darkness and reduced visibility
where they would not have previously ventured. |
|
|
| 2.8.3 |
GPS
will be joined during the next 5 years by additional Global Satellite Navigation
Systems (GNSS), including a resurgent GLONASS service and a European Civil
operated GALILEO service, which is optimistically due to commence operation
in 2008. From an operational perspective, GALILEO brings greatly improved
performance in terms of accuracy and availability as a position fixing system,
when compared to the current GPS alone. Galileo itself is inherently superior
to current GPS due to improved technology and contributes significantly
to a more robust GNSS by more than doubling the number of satellites deployed,
using signals broadcast on several frequencies and providing independent
control. Galileo will, therefore, reduce the well-known vulnerability of
GNSS to interference and jamming, although it cannot eliminate this problem.
Availability of an enhanced GNSS Service, has the potential, in time, to
lead to reductions in other forms of aids to navigation. |
|
|
| 2.8.4 |
GPS
has brought readily available and accurate position fixing to millions and
has changed the manner in which the mariner conducts a voyage. However,
there is concern in the maritime sector over such high reliance on GPS for
positioning fixing and timing due to the known vulnerability of the system
to accidental or malicious interference. |
|
|
| 2.8.5 |
The
bridges of most modern commercial ships are fitted with a number of key
navigational aids, which rely on inputs from GPS for position and timing.
For example, an integrated bridge has GPS inputs to radar, electronic chart,
autopilot, Automatic Identification System (AIS), Global Maritime Distress
and Safety System (GMDSS) Voyage Data Recorders, Emergency Position Indicating
Rescue Beacon (EPIRB) and more. |
|
|
| 2.8.6
|
Given
that 95% of UK trade, and 98% of Irish trade, is carried by sea and our
waters are some of the busiest in the world, the potential for disruption,
environmental damage and even loss of life resulting from interruption to
the GNSS signals is of great concern. |
|
|
| 2.8.7 |
The
advent of Galileo will only ameliorate this concern to a limited degree.
The similarities of GPS and Galileo mean that they suffer from the same
weaknesses. It is essential to retain a mix of complementary systems, as
the fundamental principle of marine navigation is never to rely on a single
source of navigation information when alternative sources are available. |
|
|
| 2.8.8 |
It
is these increasingly recognized concerns that have led to GLA participation
in a pan-European Terrestrial Navigation LORAN-C System on a trial basis.
LORAN is significantly less vulnerable to interference than GNSS and, in
the context of an integrated LORAN/GNSS receiver, offers greater security
to the user. Potential developments in LORAN technology offer accuracy levels
of up to 20 metres. |
|
|
| 2.8.9 |
A
future growth area in the provision of aids to navigation will be the introduction
of Automatic Identification Systems (AIS). This system will be a compulsory
requirement on all SOLAS vessels greater than 300gt with effect from the
end of 2004. It is considered that navigational safety can be improved by
the fitting of compatible equipment on some AtoN. In the short term, advantage
can be gained by using AIS as a means by which the GLAs can monitor the
status of the AtoN including real-time information on the AtoN position
and complement the existing service provided to the mariner by facilitating
identification of the AtoN. In the longer term it may be possible to use
both shore based and floating aids to provide meteorological and hydrological
information, as well utilising the AtoN status information as a feed into
the World Wide Navigation Warning System, resulting in improvements to the
way in which data is currently made available/presented to the mariner on
the bridge. |
|
|
|
AIS
technology can also be used in the following manner:
- As
synthetic AIS on an aid to navigation
-
As virtual AtoN, for example - for use in wreck marking prior to deploying
buoys, mitigating further the risk to mariners
- To
facilitate traffic analysis by AtoN providers to assist in the provision
of the appropriate level of service and mix of AtoN
|
| 2.8.10
|
Following
sea trials THLS has decided to embark on a programme of replacement of the
current THLS Class 3, 4 and 5 buoys and other non-standard buoys by a Class
3 buoy using modern material options, such as plastics. Two sizes of Class
3 buoy have been identified. These are designated in the Area Schedules,
contained in Section 4 of this Review, as large or small. In each case,
the daymark and radar conspicuity of the stations concerned will be improved
as radar reflectors and topmarks will come as a standard fit to new buoys.
In the case of the smaller version, the radar reflector is built into the
buoy body, whilst for the larger version this will be integrated into the
Topmark. |
|
|
| 2.8.11 |
In
addition, selected THLS Class II buoy stations, that may be acceptable to
the user for replacement by this new design Class 3 buoy, have also been
identified within the relevant Area Schedules. |
|
|
| 2.8.12 |
Advances
in LED technology now enable the GLAs to improve and thereby standardize
on the light ranges of their buoys. This improvement will be particularly
welcomed by those users who have previously expressed concerns over the
lack of visibility of some lights, particularly in areas suffering from
high levels of background lighting. In addition, the use of LED technology
is currently being extended to beacons and to some lighthouses.
|
|
|
| 2.9
|
2020
The Vision |
| 2.9.1 |
On
6th October 2004 the General Lighthouse Authorities published the Marine
Aids to Navigation Strategy to 2020, known as '2020 The Vision'. This strategy
document looks carefully at trends in navigational practices and determines
a future strategy for the provision of both visual and electronic Aids to
Navigation. |
|
|
| 2.9.2 |
The
strategy takes into account the evolving shipboard practices and training
requirements of seafarers. Traditional navigational skills sometimes appear
to be superseded by over reliance on new technological advances however
it is clear from in depth consultation with users that lighthouses, buoys
and beacons will continue to play a vital role in a balanced AtoN system.
|
|
|
| 2.9.3 |
As
already mentioned above, position fixing using GNSS is prevalent amongst
both commercial and leisure users. Radar and visual aids are seen as a terrestrial
backup to satellite systems as well as providing clear physical marking
of wrecks, shoals and other hazards. This back up role has been further
emphasised by the known vulnerability of GNSS and the ease with which signals
can be subject to interference from jamming, spoofing or natural influences,
as discussed above. |
|
|
| 2.9.4
|
The
key conclusions of 2020 The Vision are:
-
Lighthouses will have decreasing significance over time and some may
be discontinued. Those that remain will provide platforms for additional
services.
- Unlit
beacons will normally be discontinued or lighted.
- MFAs
will be replaced once the operational performance of buoys meets navigational
requirements.
- The
will be no significant changes with regards the provision of buoys although
they may be used as platforms for additional services.
- Fog
signals have a limited application in hazard warning.
- RACONS
are an integral part of an AtoN system and will continue to be provided.
- LORAN
C, as a terrestrial system, should be adopted as the maritime radionavigation
backup to GNSS.
- AIS
Technology will significantly enhance and complement existing AtoN.
- Differential
GNSS services will continue to be provided.
|
| 2.10 |
Traffic Separation Schemes (TSS) |
|
|
| 2.10.1 |
The
practice of following predetermined routes has been operational for nearly
100 years. The application of the idea to the Dover Straits in the 1960s
has led to the modern TSS where opposing traffic is separated into "lanes". |
|
|
| 2.10.2 |
The
International Maritime Organization is the specialist agency of the United
Nations responsible for maritime safety. It is the only international body
for establishing and adopting measures on an international level concerning
ship routeing and areas to be avoided by ships or certain classes of ships. |
|
|
| 2.10.3 |
Submissions
regarding route proposals or areas to be avoided are the responsibility
of Government, i.e. The Department of Communications, Marine and Natural
Resources in Ireland and the Department for Transport (DfT) in the UK. In
the UK this role has been delegated to the Maritime and Coastguard Agency,
which is an Executive Agency of the DfT. |
|
|
| 2.10.4 |
There
are 10 TSSs adopted in the UK and Ireland. These are situated in the Approaches
to The Humber, Dover Straits, the English Channel, Scilly Isles, Smalls,
Anglesey, North Channel (Rathlin Is.), Fastnet and Tuskar. |
|
|
| 2.10.5 |
A
Deep Water Route for tankers exists West of the Outer Hebrides. |
|
|
| 2.10.6 |
In
particular, the use of AIS to monitor vessel movements from shore stations
is being developed. The sensitivity of our coasts, both from an environmental/tourism
viewpoint, and from that of the aquaculture lobby, may lead to Governments
decreeing that certain classes of vessels (or all vessels) keep a certain
distance off our coasts, or follow particular routes.
|
|
|
| 2.11 |
Form of the Review |
|
|
| 2.11.1 |
Whilst
each GLA has carried out a review of its own AtoN, there are areas where
the boundaries of two, or even all three, GLAs meet and where a concerted
view has been necessary. Thus, for example, in the North Channel/Isle of
Man area, all three authorities have combined to produce the reports covering
this area. |
|
|
| 2.11.2
|
In
producing the recommendations herein, therefore, the GLAs have:
·
carried out their own internal study of the AtoN in their area of responsibility;
· selectively involved the users in initial discussions;
· carried out cross-border discussions with other GLAs;
· briefed Individual GLA User Consultative Groups
|
|
|
| 2.11.3
|
Each
AtoN has been studied in isolation, as well as in relation to the other
AtoN in its vicinity which we refer to as the "mix" of AtoN. The
study has been carried out based solely on the minimum navigational requirements
and does not at this stage take into account any other considerations. It
is important to appreciate that the measures contained in this Review will
not necessarily take place within the next 5 years, however they will shape
the GLAs' Capital Works and Buoyage programme contained within individual
Corporate Plans. |
|
|
| 2.11.4 |
Comments
from users on the proposals contained in Parts 3 and 4 of the Review document
would be welcomed by 31 March 2005. |
|
|
| 2.11.5 |
Comments
should be sent to the appropriate GLA, as follows: |