Download PDFTHE PARLIAMENT OF THE COMMONWEALTH OF AUSTRALIA
1974— Parliamentary Paper No. 319
Com m ission of Inquiry into
the M aritime Industry
REPORT ON
NAVIGATIONAL AID SYSTEMS
N O V EM B E R 1974
Presented by Command 27 November 1974 Ordered to be printed 3 December 1974
THE G O V E R N M E N T PRINTER OF AUSTRALIA CANBERRA 1975
(cT) Commonwealth of Australia 1974
ISBN 0 642 00952 4
Printed by Advocate Press Pty Ltd, Melbourne
MARITIME INDUSTRY COMMI SSI ON OF INQUIRY
Office of the Commissioner
P 0 Box 547 Canberra City. A C T 2601
Telephone 47 4611
7 November 1974
Your Excellency,
I have the honour to present my second Report in accordance with Letters Patent dated 25 September 1973. This Report deals with navigational aid systems in Australian waters.
(M.M. Summers) Commissioner
His Excellency, The Honourable Sir John Kerr, K.C.M.G., K.St.J. , Governor-General, Government House, CANBERRA.
â
NAVIGATIONAL AID SYSTEMS
PART I
PART I
NAVIGATIONAL AID SYSTEMS
CONTENTS
Page
Introduction 1
Development of Navigational Aids in 4
Australian Waters
Types of Navaids on the Australian Coast 6
Developments in Electronic Aids 12
Surveys and Charts 15
Fishing Industry Requirements 15
National Interest 16
Financial Aspects of Navaids 16
Staffing and Management 20
Special Authority 22
Research 22
Navaids Advisory Council 25
Conclusions 27
[Contents of Part II are shown at the beginning of that Part.]
[A list of those who provided information to the oEmission is shown on pages 109-111 of Part II.]
:
Burnett Head lighthouse near Bundaberg Qld. This new light
finished in ceramic tiles is typical of the lights now being
established by the Department of Transport. The old light was
removed and donated to the local historical society.
REPORT OF THE COMMISSION OF INQUIRY
INTO THE MARITIME INDUSTRY
ON
"A Desirable Program for Modernisation and
Extension of Navigational Aid Systems"
(Item 4 in Terms of Reference)
PART I
Introduction
This Report, the second by this Commission, gives
consideration, under this Term of Reference, to coastal maritime
navigation aids which are the responsibility of the Australian
Government.
2. _ This Report is set out in two parts, following the
practice which this Commission adopts. Part I sets out the
principles and broad proposals and the conclusions which the
Commission wishes to put forward in relation to this Term of
Reference. Part II sets out factual information about
navigational aids, together with summaries of the views and
information put forward by parties who gave evidence to the
Commission.
2· It was most interesting to not'e the views given in
information to the Commission on this particular Term of
Reference. The Commission received well over 50 extensive
submissions, both in writing and at the various hearings held.
1
A summary of those is included in Part II. They cover a wide
range of matters related to navaids, from highly detailed
recommendations to broader policy. Government departments,
particularly the Department of Transport, shipping companies,
industry organisations and related bodies as well as private
individuals all have made a very useful contribution, most
helpful to the Commission in reaching its conclusions.
4. The Commission has not taken the words of the Term of
Reference - "a desirable program for modernisation and extension
of navigational aid systems" to mean that the Commission should
enumerate an item-by-item plan to deal specifically with such
matters as work scheduling - maintenance of existing lights -
which lights should be replaced and when - locations where new
lights or other aids should be installed and when - and so on.
5. The Commission has taken the view that it can act most
usefully by examining the present situation, endeavouring to set
out the principles and purposes and making proposals for a
desirable program. The Commission will however, be recommending
that the technical authorities for navigation aids should prepare
and provide an assessment of future needs and detailed plans, and
that those plans should:
. be the product of extensive consultation with users;
. include an evaluation of cost/benefit relationships;
. set the determination of priorities in terms of available
finance and the consequent effects on light dues;
2
consider the availability of skilled resources.
6· 0ne of the most interesting aspects in the history of
shipping over the centuries has been the development of nautical
navigation. Initially, navigation between any two points
depended basically on a limited knowledge of the sea coast, a
knowledge which was passed on from one mariner to another. By
the time Captain Cook made his voyage to Australia, (a considerable
achievement to round Cape Horn, sail into the then largely
unknown South Pacific Ocean, and finally set foot on the east
coast of Australia, in a vessel the size of an average Sydney
Harbour ferry), the art of celestial navigation had been
developed to such an extent that long voyages into unknown oceans
could be attempted. This added impetus to the seeking of new
trade routes and the discovery of new lands.
7. The original purposes of navigational aids - commonly
referred to as "navaids" - were to mark hazards and to enable
the mariner to know where he was, with the object of safety - the
prevention of loss of life and avoidance of shipwreck. The main
users were the captains of numerous small vessels without any
sophisticated navaids equipment.
8 . In recent years we have experienced an enormous
increase in the size and speed of ships serving the world's
trade routes. These ships of course cost far more to build and
to operate. Because of this development, tne purposes of navaids
have been extended beyond the purely safety function to assistance
in enabling a ship to go from A to B by the shortest, fastest,
safest route. Some of the new navaids to meet this extended
requirement include Omega, Decca and tide gauges.
9. There has thus also been an extension of the user of
navaids beyond the ship's captain to the owner/operator of these
large vessels, because of the owner's primary interest in cost
savings, efficiency and economy of operation.
10. To assist navigation of ships at sea, lights and
lighthouses have been in use for well over 2,000 years.
Originally they were towers of rocks with open wood fires at the
summit. In the last couple of hundred years oil, gas and
electricity have in turn been adopted to power lights placed on
light towers, lenses have extended the visibility of the light,
and the science of optics has been able to increase its intensity.
Of more recent history are the electronic aids.
Development of Navigational Aids in Australian Waters
11. Lighthouses were an integral part of the early
activities in Australia's settlement and trade, some being
built in the early part of the 19th century, reflecting the
country's dependence on sea transport. Associated with them are
many interesting tales of disasters and heroic rescues.
12. Because of the character of Australia's coastline,
many lights have been built in the past in rugged, almost
inaccessible places. The public would seldom be aware of the
ingenious manner in which the problems of installation and
4
servicing these have been solved by Government personnel
assigned to the task. In this Report any suggestion for changes
are not meant to be a criticism of the Department of Transport's
activities in the past, but rather relate to the extension of
the navigational aid system in the future.
13. At September 1974 there were some 333 aids on
Australia's coastline under the control of the Department of
Transport. That, of course, sounds like a great deal of
assistance, and so it is, but Australia has a very long and at
times hazardous coastline. Facts and details of navigation aids
are set forth in Part II. In short, they are:
manned lights _ _ 48
unattended lights 217
light vessels 2
lighted buoys 31
unlighted day beacons 23
radio beacons 10
Decca navigator chains 2
333
Mo s t of these are traditional coastal navigation aids for
hazard marking and position-fixing serving the vessel's safety
Some relate to the extended concept of navaids referred to in
tne Commission's earlier remarks.
5
14. Shipping is so important in carrying exports and
imports vital to Australia's economic growth that up-to-date
navigation aids must be provided. The safety with which vessels,
especially the new, larger ones, can sail over oceans and along
our coasts is an important consideration. Therefore, provision
of numerous reliable navigational aids is a key factor in safe,
efficient, economical shipping operations and Australia must do
its best to assist.
Type of Navaids on the Australian Coast
(i) Lights
15. Of the 333 aids under the control of the Australian
Department of Transport, the majority (298) are lights. Lights
remain as one of the most important types of aid to navigation
as they give the mariner visual assistance and have a proven
record of reliability. Moreover lights are often less expensive
than other aids. A light, depending on its power and elevation,
can be visible at night from as far as 25 miles, and sometimes
even farther, and in day time the lighthouse serves as a visible
navigational aid.
16. It is particularly interesting to consider the several
types of power being used. For many years lights were kerosene
powered and operated by men who lived nearby. This is no
longer the norm and most lights in Australia are now either
acetylene powered or electrically powered, and most are
unattended. With the advance of technology few new lights have
been manned; it has become possible to operate most lights
6
without a man in attendance. Nevertheless, these unattended
lights require periodic inspection and servicing, often a
difficult task. Reliability is of course most necessary. The
open flame type of acetylene powered light has a good reputation
for reliability. They do, however, have the disadvantage of
requiring handling of heavy gas bottles often in areas of
difficult access. Also, special skills, no longer common, are
needed for maintenance of the burners.
17. Some 48 lights are still manned, the manual tasks
consisting mainly of setting the light going, checking it,
cleaning and minor maintenance. These lights are usually not
modern lights, some still being powered by vaporised kerosene.
18. A good case can be made to terminate the manning of
many of these lights in the near future. The Department of
Transport advised the Commission that it is planning to unman
19 of the 48 stations before the end of the decade. The problems
of unmanning the remaining lights relate to the necessity of
providing reliable power supply, reduction of maintenance
requirements to allow for'only infrequent periodic servicing,
the deterioration of historic structures, and security from
vandalism.
19. The Commission does not, however, suggest that
unmanning for its own sake should be the prime objective. A
balance should be possible, to take into account the technical
considerations for replacing the old - fashioned type of light and
relate this to the rate of retirement of 1ightkeepers. It is to
7
Flying fox used in transporting lightkeeper's family at
Cape Cleveland to the beach prior to being taken out to the
lighthouse tender in the background.
8-
be noted in this connection (see page 102 in Part II) that there
is a high turnover in lighthouse staff. Unmanning, therefore,
without adverse consequences for the men in this service, should
be possible at a fairly rapid rate.
20. Australia should continue to augment its system of
lights, and a good case may be made for standardising existing
lights, modernising them and keeping up with new developments.
The Department of Transport's submission states that they are
working toward the goal of standardising to four levels of light
intensity and reducing the number of identification characteristics
now used. They are also working on standardisation of structures.
The Commission would urge that this be given priority as it will
reduce servicing requirements and help to keep costs under control,
as well as speeding up modernisation. Modernisation and standard
isation of lights will of course mean an increase in the number
of automatic lights, and require no doubt an increase in the
number of technical personnel.
21. Maintaining and servicing of lights are dealt with
later in Part I under the headings of Expenditure ana Research.
(ii) Buoys
22. Although mariners are warned in general terms on charts
and in other nautical publications that buoys are to be considered
unreliable as they may drift off position, buoys are still
being used for the marking of channels and hazards. Most buoys
maintained by the Department of Transport are channel markers
in such areas as Torres Strait, the South Australian gulfs and
9
the off-shore approaches to Port Hedland and Port Walcott in
Western Australia.
23. The Commission understands there has in recent years
been development of a lightweight type of buoy which conceivably
could replace our present heavyweight buoys, so that a smaller
vessel could reposition and service them. This vessel will
apparently still need adequate lifting gear, deckspace and
personnel so that the advantage might not be so great. It
seems to the Commission that an investigation of economical
alternatives to buoys is warranted.
(iii) Radio Beacons
24. The Australian coast is provided with ten maritime
radio beacons. These are radio transmitters established at
coastal positions. Each emits its own specified radio signal to
enable a ship to fix its general position by means of its radio
directional receiver. The Commission has been told that other
radio transmitters have some use for the mariner, but their
reliability for ships is generally questioned. As the require
ment to carry 'Direction Finders' is compulsory on most merchant
vessels, one could ask why so few radio beacons for purely
maritime purposes have been established. A number of submissions
received by the Commission recommend the extension of the present
marine radio beacon network.. (See Part II page 12 .)
25. The Commission has been told that, particularly where
these beacons are in groups (as in Bass Strait), they are of
considerable benefit for position fixing for botn shipping and the
10
fishing industry. The Commission would therefore suggest that
the Department of Transport review the proposals made in the
submissions to the Commission, and also establish which non-
maritime radio transmitters can be designated safe for maritime use.
(iv) Radar
26. Most ships today are equipped with radar. Radar is one
of the electronic aids available in post-war years. Unfortunately,
however, many parts of our coastline are featureless, and there
fore the echo or response is not effective. It was pointed out
in many submissions the Commission received that provision of
radar reflectors and responders would be a valuable help to
navigation. (See Part II page 13.) The Commission was
informed that the reliability of responders is still open to
some question, and, as suggested later, the Commission would urge
research into means of overcoming these problems.
(v) Decca
27. Decca is the company name applied to one of the
electronic land based devices which transmits signals which are
picked up by ships carrying specific equipment to enable a .
navigator to fix his position with high accuracy. The Decca
system is one of the more sophisticated electronic navigational
aids developed in recent years. (See Part II page 59.) V.ith
appropriate shipboard equipment the system offers precision
navigation in coastal waters as well as in the nearb> ocean areas.
Two chains have been installed in Western Australia at lort
Hedland and Dampier to assist the large bulk carriers now calling
11
at these iron ore ports.
28. Many of the submissions put to the Commission,
especially those from shipowners, sought additional Decca
installations.The desirability of Decca chains in Torres Strait,
along the Barrier Reef, and in Bass Strait was frequently
mentioned, and there were proposals also for installations of
Decca in a number of other areas.
Developments in Electronic Aids
(i) General
29. Since World War II substantial advances have been made
in electronic aids. Certainly systems such as the Decca
Navigator Chain mentioned above have helped greatly in many
parts of the world, including Western Australia, giving ships,
particularly large vessels an accurate track to port.
30. These new radio navigation aids again raise the point
referred to in an earlier section emphasising the changing
character of navaid requirements and extending them beyond their
original purposes. Refined precision coastal and ocean navigation
allows for more accurate course plotting, which in addition to
the safety factor, gives the ship a shorter and thus less
costly transit time and a much more accurate forecast of time of
arrival.
31. Information given by the Department of Transport was
extremely cautious as regards the merits of Decca installations
on a wide scale. They pointed out that other systems such as
12
Differential Omega were still being developed, and Loran C may
also prove to be a radio navaid of similar value to that given
by Decca. The Department emphasised also that a cost evaluation
should be made in respect of certain locations between a
continued use of lights and shipboard radar or a move to the
more expensive electronic systems. These issues need to be
settled before proposals for a particular type of electronic
aid can be put into the plan.
(ii) Omega
32. One of the new electronic aids is Omega, developed by
the United States. This aid provides precise location assistance
to ships operating on deep-sea international voyages. It is
envisaged as a world-wide chain of eight installations, of which
an Australian installation would be one.
33. The Commission is aware that the proposal to locate one
of the Omega installations in Australia has been examined by
the Parliamentary Joint Committee on Foreign Affairs and Defence.
It is understood that the question of whether an Omega
installation should be established is before the Government at
the present time.
34. The Commission would think that the technical arguments
which made the case for the value of Omega to deep-sea commercial
ships have been put forward effectively in submissions which the
Department of Transport and others have made to the Parliamentary
Joint Committee. The Commission does not therefore, propose to
canvass the case for establishing Omega in this Report. It should
13
be mentioned, however, that a substantial number of the
submissions put to the Commission from commercial shipowners
supported the adoption of Omega. In general terms the case was
made that Omega would be' a great assistance to ocean navigation
and wrould help reduce costs of operation by enabling ships to
use more accurate and shorter routes when Omega was fully
implemented as a global system.
35. It seems important, however - from what the Department
of Transport has put to the Commission - to say that a decision
to establish an Omega aid in Australia would have considerable
implications for the type of program for modernisation and
extension of other aids and for the managerial tasks of
implementing that program. Quite apart from the proportion of
the cost of an Omega installation which Australia would be
expected to provide, the availability of Omega might do away
with the need for provision of certain additional Decca chains
which have been advocated by parties giving information to the
Commission. An addition to Omega is Differential Omega. Its
accuracy is suitable for coastal navigation and it could there
fore be an alternative to Decca.
36. The Department of Transport has also advised that the
work of establishing an Omega installation would call for
additional staffing, both in terms of the numbers of people who
will be needed and the types of technical skill which they need
to have. Indeed, it seems that a decision on Omega is a
necessary preliminary to establishment of the rest of the
14
Departments plan because of the technical implications, the
costs and the staffing considerations that would be involved.
Surveys and Charts
37. Surveys of the coastal waters of Australia and the
preparation and dissemination of charts are the responsibility
of the Royal Australian Navy's Hydrographer. This highly
specialised work is a vital adjunct, not only to the provision
of navaids, but to safe navigation, for example, in the develop
ment of new export ports and their coastal approaches, through
the Barrier Reef, and in Torres Strait. A close working
relationship must be encouraged too between the maritime
industries, the Department of Transport and the Hydrographer.
The Commission would also support the case for sufficient
Government funds to be provided to meet current needs for
surveys and chart preparation, and allow accurate information to
be established more quickly than it often is at present.
Fishing Industry Requirements
38. It was mentioned in a number of submissions to the
Commission that the general system of coastal navigational aids
did not particularly cater for the nation's growing fishing
fleet's peculiar requirements. Several specific suggestions
were made; for example; use of radio beacons or Decca in
northern waters and off the coast of Western Australia,
installation of lights specifically for fishing vessels in
certain areas such as the south east, northern and western
coasts. It seems to the Commission that attention should be
15
given to the need for these aids for the fishing industry, and
the financial cost of establishing such special aids. Fishing
boats are not at present charged light dues. To the extent that
aids are supplied for use by them it is concluded that the
fishing industry should also be charged light dues. This is
further discussed in paragraphs 40-42.
National Interest
39. There is wide public interest in lighthouses, many
being located in areas which are not merely important to
navigation but are also at scenic coastal beauty spots. Some
lighthouses have a most distinctive type of architecture, and
of course many have a long association with both national and
local history. Submissions were received regarding the
retention of many of these lighthouses and their surrounding
buildings as being in the public interest. Since lighthouses
can attract many visitors, this need could be met by designating
specific lighthouses, particularly near capital cities, to be
reserved, and provided with a guard/guide. If the lighthouse
is now redundant it could possibly be offered to the National
Trusts for preservation.
Financial Aspects of Navaids
(i) Revenue
40. As Section F of Part II, "Financial Aspects", shows,
two important changes have taken place in respect of the
financing of navigational aids. The installation and
maintenance of navigational aids are financed from the light
16
dues charged to the shipping industry. The first important
change is that the navaids finances are now calculated on what
is called a "commercial" accounting basis. The second point is
that on this basis expenditure each year has been brought
virtually into balance with revenue from light dues. These two
steps have been achieved in the last few years and together
they mean that there is now a basis from which future commitments to
meet the costs of a modernisation and extension program can be
calculated and assessed.
41. The Commission believes that the way in which light
dues are charged should be re-examined. At present, as is
explained in Part II, page 53, light dues are collected only from
commercial shipping. At one time the view was held that
commercial shipping should only be levied for an 80 per cent
recovery of the expected annual expenditures. The remaining
20 per cent was regarded as a Government contribution, not only
as assistance towards the costs of building and maintenance, but
also covering non-commercial users such as the fishing industry,
pleasure craft and the Government's own non-commercial ships.
42. It seems to the Commission that it is a desirable
principle to base the amount of finance needed from light dues
on a principle of full recovery of expenditures on navigational
aids. However, in putting this principle into practice, the
Commission believes that a proportion of the cost of navigational
aids should be regarded as attributable to the needs of the
fishing industry, pleasure craft and the Government's own non
commercial ships. It is recommended that the level of light
17
dues should be varied in its application to different types of
shipping, and it might also be varied in application to reflect
the different purposes for which types of navaids are used. It
is recommended that the policy and principle be discussed with
the users at an early stage.
(ii) Expenditure
43. From discussion of revenue we now move on to the costs.
The tables in Part II show costs on two bases - actual money
costs, and costs calculated by "commercial" accounting. With
Government-owned assets and a Government-operated function such
as provision of navaids, it is obviously advantageous to have
achieved a position of full costing which includes interest on
capital invested, depreciation and contingent and other accrued
liabilities. This is especially the case if these figures are
to be used as the basis for recovery of costs from light dues.
In view of the changing character of navaids which may have to
be provided in the future, it is essential also to use depreciation
rates based on the economic life of each navaid which can be
then tiie foundation for a proper replacement and modernisation
program.
44. Details of costs of providing navaids over recent years
are set forth in Part II. (See tables, pages 56 to 59.) From
the tables it will be seen that substantially the largest portion
of costs arises from the operation and maintenance of the aids,
and relatively little relates to new work on modernisation. A
large amount is spent annually on the operation of the lighthouse
18
The lighthouse tender, CAPE PILLAR off Deal Island. LARC amphibious
craft, carried aboard the vessel, is used to land supplies.
19
servicing vessels. It is hoped that, in developing programs to
modernise and extend navaids some priority can be given to
types of aid which do not require the present high maintenance
cost. In addition, the Department believes that unmanning
of lighthouses will also assist in slowing the rate of increasing
costs, and the Commission agrees with this.
Staffing and Management
45. Between 1969 and 1971 the central staff at the head
quarters of the Department of Transport's organisation concerned
with navaids was increased in number, so as to include a larger
number of professionally and technically qualified people.
46. While these changes have achieved much, the full .
effectiveness of this growth in the central planning unit has not
yet been fully reached. Reasons for this are stated as being
the need to send central staff into regions to do urgent tasks
there, and also to conduct a considerable amount of experimental
work. The Commission does not think that these needs will be
diminished. Strengthening of the number and types of regional
staff "is clearly needed.
47. The concept of a program which the Commission envisages
will call for a well-qualified and effective central planning
team, with additional skills no doubt to be added to handle more
sophisticated aids required in the future. There will also be
a change in the skills which the servicing staff in the regions
will need. Electronic aids call for particular technical know
20
ledge from the members of the team, as does the servicing of
electrified aids. These requirements will assume greater
importance as the deliberate objective of unmanning lights goes
further. There are consequent needs for a better guarantee of
reliability from unattended lights.
48. On this it must be noted that a planned training
program for all maintenance and servicing staff would be needed.
If the proposal set out in this Commission's first report resulted
in a special college establishment to train sea-going personnel,
it may be possible to add suitable supplementary training for
navaid technicians at that college.
49. Automation and greater electrification would obviously
bring pressure to change servicing arrangements, both in the
central administration and regional office structures. This can
also have its effect on types of transport used in maintenance.
Helicopters and light aircraft are being used to some degree now
in certain areas, and must be considered for greater use if they
provide less costly transport than the lighthouse servicing
vessels which at present provide transport to many navaids.
50. A great deal of the future extension of maritime
navaids systems would appear to be in the area of radio and
electronic navaids. As the Department of Transport has pointed
out, the Air Transport Group's work in aeronautical navaids is
largely radio-oriented. It should be possible for the maritime
navaids branch to draw on this expertise.
21
Special Authority
51. When the basic policy considerations that govern the
program have been formulated, the detailed working out of that
program and putting it into practice are inherently technical
tasks, although complicated and calling for a great deal of
knowledge and effort. It seems to the Commission that, where
operational tasks are inherently technical and do not become
deeply involved in frequent advice to the Minister on high policy
matters, the carrying out of these operational tasks can be done
more efficiently if they are fitted into a specialised, stream
lined unit.
52. The Commission believes that there are a number of
operational tasks in the maritime area where more efficient
operation would be obtained by separating them from the policy
department. The Commission sees handling of navigation aids as
falling into this category. In addition, it would encompass
ship surveys, search for ships lost at sea and marine pollution
controls.
53. The Commission feels quite strongly that these
operating functions would be best handled by setting up a
Coastal Services Authority. Those functions, other than navaids,
ivill be discussed as appropriate in other Reports.
Research
54. Australia's 12,000 mile coastline, between 10° and
45° South latitude, ranges through extremes of climatic conditions
(from the temperate south to the tropical north), and geography
22
(rugged, rocky areas, hundreds of miles of reefs, many sections
with featureless coastline) . A variety of reliable navaids are
required for all these diverse conditions.
55. More research is needed in some areas related especially
to Australia's navaid requirements. While it is apparent that
Australia keeps well posted on developments throughout the world
(and has made its own original contributions - e.g. fibre-glass
structures), the Navigational Aids Branch would have at present
only limited funds and not enough specialised manpower available
to conduct full research studies. If a Coastal Services Authority
were set up, it should be required to undertake research and
development, concentrating its efforts on specific needs. If
that suggestion is not accepted then the Commission believes it
would be essential that the Department of Transport be equipped
with more staff for this purpose perhaps both at central office
and in regional offices. The Commission believes that establish
ment of a Coastal Services Authority is the best way of handling
this question.
56. Specific areas to which attention could be given
include:
(1) development of reliable radar responders, and
increased use of reflectors. It has been pointed out
that most vessels are equipped with radar, and many
submissions r-ecommended these radar-related devices
for position-fixing, particularly on featureless
coastlines. Apparently scientific developments in
this field are slower than had been hoped;
(2) development of reliable monitoring equipment. Work
is being done here and overseas. This would allow for
more rapid unmanning of lights, and assure reliability
of the many unattended lights;
(3) research into alternative power sources for lights,
especially solar batteries and wind powder. Some work
is being done, but much more could be achieved in our
own interests. Electric mains power is generally the
most desirable, but it is not practical in many cases,
and it is felt that battery power is less reliable
and presents other problems. Also new power sources
would relieve our dependence on acetylene, which powers
so many of our lights, with the attendant problems of
transport and special skills needed. There should be
a study to assess whether Australia's climatic conditions
offer scope for development of solar batteries and
wind power for lights.
57. One of the most interesting aspects of this Commission’s
Term of Reference is to consider to what extent Australia's
navigational aids have kept up with modern scientific developments
in other countries. The Department of Transport represents
Australia as a member of the International Association of
Lighthouse Authorities, an organisation of the navaid authorities
from a great many countries, which disseminates information on
many phases of modernisation of aids as well as new developments.
Continued active participation is urged.
24
58. Much work is being done overseas on some more
sophisticated navaid systems. The cost of changeover to these
new types is seldom cheap; nevertheless it is suggested that
because of the extended purposes of navaids today,referred to
earlier, more sophisticated navigation aids are essential to
efficient operation of shipping, in both overseas and coastal
trades. *
59. . Care of course has to be taken in installing new or
expensive aids. Decca, for example, is being sought for various
locations, whereas other navigational aids, deeper dredging, etc.
might be a more economical and suitable answer. Cost/benefit
analyses, as intended by the Department of Transport, are a
necessity when considering this type of aid.
60. Generally it can be said that the Department of
Transport has kept up with the times reasonably well in the
provision of navaids and that Australia's coastline is well
provided with traditional navaids. There should be a continuous
running re-assessment of present navaids to take account of
changing needs now' and in the future. This might also be assisted
by development of a questionnaire of serving masters, which was
proposed several times in submissions to the Commission.
Navaids Advisory Council
61. Looking at the subject of present and future needs for
improvements in the navigational aids system, it seems to t lie
Commission that the present system of obtaining information from
shipowners and other users is far from satisfactory. Inking into
account the extension from the original purpose and use of navaids
for solely safety purposes to their wider use in the future,
properly compiled information on user requirements is a necessity.
62. At the moment, legislation provides for a Lighthouse
Advisory Committee to advise the Minister, but the Committee has
not met for some years. In 1971 the Department convened a well-
attended Navaids Symposium, and one of the principal recommendations!
to come from that body was the setting up of a policy-level
Navaids Advisory Council, broadly representative of all users.
The Commission agrees and thinks that the present Committee
should be replaced by such a Council.
63. The Council would include Government Department
representatives and members representing the following groups -
overseas liners, tankers, tramp ship operators and Australian
coastal lines - and as necessary, the fishing industry. It is
suggested that the first four could be nominated by the
Australian Chamber of Shipping which includes the majority of
operators in its membership, and which in turn should ensure
good communication about policy decisions with all concerned.
Such a Council should act as an efficient advisory body to those
handling developments and changes needed and also help by advising
on priorities. The Council may also feel that the advisory function
would be more effective if exercised in relation to the activities
of a statutory authority to-whose revenue users would make a
major contribution, rather than a Government department which
expends funds from consolidated revenue.
26
Conclusions
64. The Term of Reference under which the Commission is
working in this Report requires it to examine "a desirable
program for modernisation and extension of navigational aid
systems". As stated in paragraphs 4-5, the Commission has handled
this task by setting down the principles on which a program
might be based. It has reached the following conclusions:
(1) There is little to criticise in terms of reliability
of navaids. For many years the navigation aids have
been planned, handled and developed effectively by a
small number of resourceful and ingenious people
within the Department of Transport. The Commission
believes, however, that the future approach to handling
needs of the shipping industry in navaids requires a
. larger group of specialists working within a Coastal
Services Authority. The Navigation Aids Branch would
become a part of this Authority.
The Commission has concluded that this statutory
authority should be set up to perform many of the
. other day-to-day practical activities of the Department
of Transport, for example, search and rescue, ship
surveys and marine pollution controls. The Department
of Transport would remain as the adviser to the Minister
on matters of policy.
An approach of this nature would ensure that technical
matters receive enough active attention, but should
27
ensure that technical matters and matters of policy do
not get out of balance.
The work of the Authority should be organised so that
there is a central office of the Authority which would
keep contact with the central office of the Department
of Transport and would develop action plans and
programs for navaids. There would also be regional
branches of the Authority which would be charged with
the task of erecting and maintaining navaids. This
does not mean that the present regional offices of
the Department would become the regional offices of
the Authority. Some of the positions may be transferred,
but this Commission is very much of the view that there
should be an increase in the staff handling regional
requirements as compared with the number at present
handling navaids in the regions.
It is considered that future work on marine radio
navigation aids should be integrated with the work
on similar matters carried out by the Air Transport
Group of the Department of Transport.
(2) The Authority should have the advice which could be
given by a Navaids Advisory Council, in lieu of the
present Lighthouse Advisory Committee. The Council
should include representatives of maritime user
industries, with the Department of Transport providing
a senior man as the Chairman. Such a Council would
28
for example, review the program for provision of
navaids, and assist the Authority in working out costs
and other aspects of the development of a detailed
forward plan.
(3) The Commission has concluded that further study is
needed on proposals put forward that the Australian
Government should take over provision of navaids in
port approaches, thus ensuring that ports are using
compatible types of aids. When handling Item 5 of the
Terms of Reference, this Commission will examine the
question as to whether the Australian Government might
exercise greater power in port aids than it now does.
(4) Having reached these basic conclusions, the Commission
then reached the further conclusion that a program for
"modernisation and extension of navigational aid
systems' should also be one which:
(a) takes account of changing needs
(b) is based on up-to-date information on user
requirements (the users to participate through the
proposed Navaids Advisory Council in the provision and
compilation of their detailed requirements)
(c) should use cost/benefit analysis in deciding the
best type of navaid in a particula,r circumstance
(d) exar.d nos the possibility of relating the charges
or levies made to the services rendered
29
(e) encourages research and development and uses
modern technology both in the design of the aids and
in the manner in which they are serviced
(f) pays some attention to the maintenance of
structures of historic and social interest.
Such a program would include in the Commission's view
the following:
(i) There should be a review of the needs of the
maritime-user industries in terms of installation of
modern electronic navaids, giving special attention
to present and future needs for navaids required for
new developments, including oil rigs, new export ports,
larger and faster ships, changes in density of traffic
patterns, etc., and also giving attention to the
needs for special navaids for our important fishing
industry and the requirements of the rapidly expanding
number of ocean-going pleasure craft;
(ii) There should be as much standardisation as
possible of types of navaids, putting that standardisation
into effect as rapidly as possible consistent.with
good economic management and the best world practices.
The plan should include a detailed program for
modernisation and installation, using the standardised
types decided upon;
(iii) A review of the need for surveys and the
30
provision of adequate charts (under the RAN Hydrographer)
should be made to determine to what extent these should
be expedited and the volume of this work increased;
(iv) A fairer method of assessing light dues against
commercial shipping should be developed and a formula
devised for charging dues to users such as the fishing
industry and other ocean-going craft. Operating costs
for servicing and transport should be under constant
review to achieve economies, and a realistic depreciation
rate should be applied to the operation and economic
life of navaids;
(v) The plan should ensure that unmanning of light
houses progresses as rapidly as possible, and is done
efficiently and consistent with good personnel practice
and equipment reliability;
(vi) The Commission recommends the establishment of
a specially funded research program into reliable
radar responders, monitoring equipment, and solar
and wind power sources;
(vii) To the extent that these recommendations are
implemented, such changes as are necessary in the
legislation and regulations for navigational aids
should be made, at the same time reviewing existing
legislation for out-of-date items;
(viii) Actively working with the National Trusts,
31
a plan and budget should be developed for the
retention and maintenance of historical lighthouses
and buildings, together with provision of means of
access, information and guides for public use.
N A V I G A T I O N A L A I D S Y S T E M S
PART II
PART II
NAVIGATIONAL AID SYSTEMS
CONTENTS
A. GENERAL 1
1. Background 1
2. Modernisation in Recent Years 1
3. International 3
4. Lighthouse Advisory Committee 4
5. Coastal Navaids Symposium - 5
6 . Departmental Planning 6
B. SUMMARY OF SUBMISSIONS RECEIVED BY COMMISSION n
1. Australian Coastal Navaids Symposium H
2. Navaids Advisory Council 11
3. Lights 11
4. Radio Beacons 12
5. Radar and Related Devices 13
6 . Decca 13
7. Other Navigational Aids 13
8 . Omega I4
9. Other Comments 14
c. TYPES OF MARINE AIDS TO NAVIGATION 17
1. Coastal Aids 17
a. Lights 17
b. Radar 17
c. Dacca 17
d. Buoys 18
2. Landfall Aids 18
a. Lights 18
b. Radio Direction Finder 18
c. Omega 18
d . Loran 'C ' 18
3. Open Ocean Aids 19
a. Celestial Navigation 19
b . Satellite Navigation 19
c. Inertial Systems 19
AIDS TO NAVIGATION USED IN AUSTRALIAN COASTAL WATERS 23
1. Lights 23
a. Unattended Acetylene Lights 23
b. Electric Lights 26
c. Structures 30
d. Light vessels 30
e. Lighted Buoys 32
f. Vaporised Kerosene 33
g. Unmanning of Lights 34
h. Alternative Power Sources 36
2. Radio Beacons 35
a. Position Fixing on group basis 36
b. Landfall beacons 37
c . Short-range beacons 37
3. Radar ' 3 7
a. Radar Responders 38
b. Radar Reflectors 39
4. becca Navigator Chains 39
5. Other Navigational Aids 41
6. Servicing - 43
a. General 43
b. Transport 43
c . Cargo Handling Facilities 45
,E. ORGANISATION OF NAVAIDS MANAGEMENT 49
F. FINANCIAL ASPECTS 53
1. General 53
2. Actual Expenditures 53
3. 1 Commercial1 Cost 53
4. Light Dues 53
G. COASTAL NAVAIDS BY REGION 61
1. Queensland/Northern Territory 61
a. General 61
b . Servicing and Transport 64
c. Establishment or Alteration of Navaids ih 65
Last Decade
2. New South Wales 76
a. General 76
b. Servicing and Transport 76
c. Establishment or Alteration of Navaids in Last 76
Decade
3. Victoria 80
a. General 80
b . Servicing and Transport 80
c . Establishment or Alteration of Navaids in Last 81
Decade
4. Tasmania 85
a. General 85
b . Servicing and Transport 85
c. Establishment or Alteration of Navaids in Last 86
Decade
5. South Australia 90
a. General 90
b. Servicing and Transport 90
c. Establishment or Alteration of Navaids in Last 91
Decade
6 . Western Australia 95
a. General 95
b. Servicing and Transport 96
c. Establishment or Alteration of Navaids in Last 96
Decade
7. Staffing 102
a. Regions
b . Ships
INFORMATION RECEIVED BY THE COMMISSION IN
WRITTEN SUBMISSIONS OR DISCUSSIONS ON
102
105
109
NAVIGATIONAL AID QUESTIONS
Maatsuyker Island lighthouse, the most southern Australian
light, was built in 1891 and is one of the few remaining
manned kerosene lights.
A. GENERAL
1. Background
The first aid to navigation in Australia was
Macquarie Light, marking the entrance to Port Jackson. It
was established in 1817 and is still the major landfall
light for the port of Sydney. As the need arose, many
lights and other aids were established over the ensuing
years. At September 1974 some 333 marine aids to
navigation assisted the mariner in his approach to the
Australian coast and marked the shipping tracks along our
12,000 mile coastline. (See Table 1).
Under the Australian Constitution (Part V , 51.
(vii)), the Australian Government was given power with respect
to navigational aids. Governing legislation is the
Lighthouses Act of 1911, as amended. In 1915 the Australian
Government assumed responsibility from the States for all
navigation aids in coastal waters; the States, or their
port authorities, retaining control over aids within ports
and harbours. Responsibility was assigned initially to the
Lighthouse Service, within the Department of Trade and
Customs. At present, the function is carried out by the
Navigational Aids Branch of the Department of Transport.
2. Modernisation in Recent Years
The present era of modernisation and expansion
of the coastal navaids system dates from 1967. In that year
1
Source: Department of Transport
the Government approved in principle an improvement program
which was expected to cost approximately $ 19m. over a 5 to 10
year period. This amount included $3.5m. for modern electronic
systems. .
The Department of Transport has advised that the
basis of the program included the following objectives:
(a) provision of additional lights,
for a more comprehensive coastal system.
(b) phasing out of kerosene and of
acetylene lights
- the intention being that the latter
would be more gradual (up to 15-20
years) than the former (5-10 years).
' (c) progressive automation and unmanning of
the more isolated lightstations with difficult
access and living conditions.
(d) upgrading of living conditions at other
manned lightstations pending longer-term
unmanning programs.
(e) provision of modern electronic navigation
systems.
Before 1968 the typical level of expansion of
the coastal light system was about 4 or 5 new aids per year.
Leaving aside the provision of buoys at Port Hedland, Port
Walcott and Torres Strait, the rate of provision of new fixed
3
light structures remains today practically the same. However,
the new lights established since 1968 are key lights in
the north-west approaches to Australia, in the Coral Sea and
in Torres Strait, which were important outstanding requirements
in 1967
Since 1968 there has been the introduction of
modern electronic navigation systems at Port Hedland and Port
Walcott. The rate of conversion to electric operation or
phasing out of obsolescent equipment (including kerosene and
acetylene) has progressed steadily from 2 in 1969 to an
expected 22 in 1974/75.
The following is some indication of the progress
of modernisation over recent years and in the near future:
. In 1968 there were 17 kerosene manned lights,
in 1974 11 and these will be reduced to 5 in
1975.
. The rate of unmanning electric lights is
slower, although there is a planned reduction
from 37 to 35 in 1975.
. In 1968 there were 31 unattended electric
lights, 89 in 1974 and an expected 99 in 1975.
. Acetylene lights are being increasingly
converted and have been reduced from 146 in
1968 to 122 in 1974 and there is a further
planned reduction to 114 in 1975.
4
From the foregoing it will be seen that:
. Kerosene lights should be phased out
completely within three years.
. Acetylene lights are being replaced
at a significant rate in keeping with a
program extending to the end of the 1970's
and beyond.
3. International
Navaids contribute to the safety of ships at
sea, irrespective of their nationality. This was recognised
when the International Convention on the Safety of Life at
Sea was made in 1960. This Convention requires contracting
governments to provide marine aids to navigation where the
volume of traffic and the degree of risk requires such
aids. (Solas, Chapter V, Regulation 14).
The provision of marine navigational aids has
its own engineering design and equipment peculiarities. The
International Association of Lighthouse Authorities,
(I.A.L.A.) in which the Department of Transport represents
Australia as a member, is the vehicle used to disseminate
information on maritime navaid development and other associated
techniques. The quarterly bulletins carry articles by navigational
aid authorities on new development, maintenance and installation
techniques. Under the rules of this Association member
countries provide a report annually on their navaid .
5
activities. These reports are circulated to all members.
An International Conference on Lighthouses and
other Aids to Navigation is held every 5 years to facilitate
the exchange of technical information between lighthouse
services. The next Conference, the ninth, is scheduled to be
held in Ottawa in 1975. The technical papers presented at
these Conferences form an important part of navaid reference
material. Apart from the foregoing, close co-operation exists
between the Intergovernmental Maritime Consultative
Organisation (I.M.C.O.) and the International Association of
Lighthouse Authorities (I.A.L.A.). I.A.L.A. has consultative
status with I.M.C.O.
4. Lighthouse Advisory Committee
The Lighthouses and Light Dues Regulations
(Part II) provide for the establishment of a Lighthouse
Advisory Committee.
The Committee is appointed by the Minister.
The regulations specify the composition of the Committee and
describe in general the matters which may be referred by the
Minister to the Committee for advice.
The composition of the Committee is as follows:
(a) three officers of the Department of
Transport -
(b) an officer of the Department of Works (now
Housing and Construction)
6
(c) an officer of the Royal Australian Navy
with hydrographic qualifications
(d) a representative of certificated navigating
officers and other seamen
(e) a representative of Australian coastal
shipping interests
(f) a representative of overseas shipping
interests
These regulations were made in 1930. The first
committee was appointed in 1931. Up to 1940 the Committee met
regularly every year (except for 1938) . The next meeting did
not take place until 1949. In the following 18 years meetings
were held at irregular intervals from 8 months to more than
4 years. The last meeting took place in December, 1967.
The Committee has primarily concerned itself
with proposals for new aids to navigation originated by the
shipping industry or by the Department.
Although a number of major projects have been
initiated since the Committee last met in 1967, they were
developed jointly by the Department and the industry.
5. Coastal Navaids Symposium
In 1971, a Coastal Navaids Symposium was
convened by the Department. It was attended by almost 150
7
representatives of industry, government departments, suppliers,
and port authorities. They heard papers and discussed and
made recommendations on present and future requirements. The
views of the syndicates taking part in the Symposium, and the
Chairman's summing up, are to be found in the "Australian
Coastal Navaids Symposium Report" at pages 15 to 35.
6 . Departmental Planning
The Department of Transport has advised that
consideration is being given to evolving a 5 year planning
system from the current activities, particularly the
following:
. shorter term programming, based upon a
diminishing register of outstanding
navaids requirements and upgrading and
modernisation of existing navaids.
. project studies of automation and system
monitoring.
. development of standard equipment and
plant.
. development of standard structures and
building plans. '
. study of new servicing schemes including
helicopter transport.
. study of manpower resources and facilities
in the navaids area in the light of future
installation and servicing requirements.
8 -
The Department envisages that a new master plan
should be prepared which would then be regarded as the
foundation for a second stage of modernisation and expansion.
The key factors in such a plan, in the
Department's view, are the following:
. Reorganisation and expansion of the radio
engineering resources of the Department
if Omega proceeds.
. Studies of future chain proposals and cost
benefit aspects if more Decca installed.
. If the fishing industry is to be supplied
with special navaids a significant expansion
of navaids in-particular areas may assume high
priority.
. Detailed planning of extended unmanning, subject
to the results of present pilot studies concerned
with automation/unmanning/monitoring.
. Major projects such as Torres Strait navaids
development.
. Specialised investigations of future
maintenance liabilities.
. Evaluation of task force approach to collective
upgrading jobs e.g. upgrading structures.
. More experience with helicopter servicing.
. Contacts with users.
9
The main area of uncertainty relates to
electronic navigational -aid systems and the future servicing
of navaids and availability of resources. The current progress
towards standardisation in automation and equipment design is
reasonably stable and forms a sound basis for a modernisation
program.
It is expected that by the end of 1975 these
matters will have been clarified to a stage where a specific
5-year works program can be formulated. This program will be
developed out of continuing reviews of existing navaid
services and the condition of existing navaids.
The Department of Transport considers that the
unmanning and replacement of obsolescent equipment is the most
important aspect of modernisation and is expected to result
in a large reduction in the number of manned lights.
Automation and monitoring of these stations will
be implemented in accordance with the standard plan
configurations now under development.
The main potential area of expansion is in
electronic navaids. Possibilities are Omega and its
derivative, Differential Omega, and/or additional Decca,and
radio beacons.
10
B. SUMMARY OF SUBMISSIONS RECEIVED BY COMMISSION
A substantial number of submissions were
received by the Commission, both in writing (52) and orally
at hearings held in various locations. They cover a wide
cross-section of the shipping industry, government departments,
port authorities, the fishing industry, other related industry
organisations, yachting associations, educational institutions
and suppliers. Following is a summary of the views and
recommendations submitted. (Names of the parties concerned are
set out on pages 109 to 111) .
1. Australian Coastal Navaids Symposium
This Symposium, held in December 1971, with some
150 persons widely representative of maritime industries,
government departments and port authorities, came to a number
of conclusions summarised in the report subsequently issued.
Eleven submissions specifically re-affirmed the recommendations
made at this Symposium and urged their implementation.
2. Navaids Advisory Council
Such a council was a basic recommendation of the
Navaids Symposium. Seven submissions also recommended early
establishment of an advisory council, working at a policy
level on provision of navigational aids.
3. Lights
In 15 submissions which mentioned lights along the
Australian coast, there were no specific criticisms, but
rather numerous detailed suggestions for upgrading, relocation
11
or additional installations. Areas most mentioned include
parts of the Barrier Reef, the coast of Western Australia,
portions of the north coast and Tasmania and Bass Strait.
Amongst others, it was suggested that Carpentaria light vessel
be replaced with a more sophisticated aid.
Many submissions placed particular emphasis on
the needs of the fishing industry for lights related to their
peculiar requirements, primarily on the Western Australian,
Northern Territory, Tasmanian and south east coasts.
Two strong, recommendations were made to preserve
certain structures and lighthouses as they have great historic
value and are of public interest.
4. Radio Beacons
Twelve suggestions covered a wide range of the
possibilities of increased use of radio beacons. It was
pointed out particularly that over the years there had been
great improvements in radio direction finders, which are
mandatory on most ships. These improvements warranted far
wider use of radio beacons, singly and particularly in groups,
in a number of locations such as Tasmania, the north and
western coasts of the continent, and in the Barrier Reef. They
also emphasized that, despite past unreliability, the advances
in recent years made this aid much more useful, especially with
an increase in training in its use. Also, charts could show
all radio transmitters sufficiently reliable as marine navaids.
12 -
5. Radar and Related Devices
Fourteen submissions proposed that, in view of the
fact that most ships today are equipped with radar, installation
of Racon or similar devices, and radar reflectors, would be
most advantageous. Many urged that specialized training in
radar be provided to ensure its proper use.
Several specific locations were named. They
include major port entrances such as Sydney, Fremantle and
Moreton Bay, and Bass Strait, the Barrier Reef, Sandy Cape,
Torres Strait and others.
6. Decca ·
Twenty-two submissions recommended additional
Decca Navigator Chains, including 4 which especially urged
installations for the benefit of the fishing industry. Its
usefulness to search-and -r e s cu e operations was pointed out.
Areas for installations most frequently mentioned were Bass
Strait, Torres Strait, the Barrier Reef and Western
Australia (Fremantle). Others suggested that special training
in use of Decca be provided for mariners.
7. Other Navigational Aids
Individual suggestions for other navigational aids
included:
. an increased number of high frequency radio
bands for shipping and fishing use
13
. traffic separation schemes and compulsory
tracks in Bass Strait and the Barrier
Reef
. harbour control schemes to allow 24 hour
harbour navigation
. acceleration of hydrographic surveys and
production of up-to-date charts
. radio traffic information services in the
Barrier Reef and Torres Strait
. various alternative aids such as fog signals,
tide gauges, sarus towers and solar
reflectors.
. attention to the specific problems of oil
rigs
8. Omega
Seventeen submissions referred to the values of
the Omega system for both ocean navigation and landfall. The
potential advantage of Differential Omega in place of
Decca or other systems was pointed out.
9. Other Comments
Numerous comments relating to navaids generally
were made. Those mentioned most frequently were:
development of a questionnaire to
Masters of vessels using Australia's coastal
aids which would survey their opinions.
- 14
growth and economic importance of the
fishing industry warrants government
support through provision of navaids.
provision of port approach aids, with
24 hour port entrance availability.
compulsory use of VHP radio, together
with ability to link ship's VHP radio to
shore telephone.
15 -
r
c. T Y P E S OF M A R I N E A I D S T O N A V I G A T I O N
Following are definitions of various aids to
navigation referred to in this report:
1. Coastal Aids
a . Lights
Used to mark hazards or as a means of position
fixing. May be fixed, flashing or occulting;
also useful as daytime beacons. May be manned
or unmanned, powered by electricity (mains,
primary dry cell, or secondary rechargeable
batteries), acetylene or kerosene; of varying
candlepower. Limited to line of sight.
b. Radar
A system in wide use transmitting a signal
which, after bouncing off an object, returns to
provide an image on a screen; definition of
image depends on the set. Proper calibration
and skill in use necessary. Use as navaid
improved by shore-based radar-conspicuous
objects or beacons (Racon, Ramark). Limited to
line of sight.
c . Decca
A sophisticated position-fixing system
consisting of a chain of a master and 2 or 3
slave stations ashore; high degree of accuracy
(in metres) near shore. Shore station costly,
17
but shipboard equipment inexpensive. Use
ensures ship can proceed under all conditions.
d . Buoys
An anchored floating device, with or
without a light, marking hazards or channels.
2. Landfall Aids
a . Lights .
See above.
b . Radio Direction Finder
A shipboard radio receiver which plots position
by fixing on beams transmitted from ashore.
Results achieved are generally cruder than those
by other systems.
c . Omega
A sophisticated navaid for accurate ocean
navigation, giving user easy determination of
position anywhere, and especially useful when
approaching land to estimate time of arrival.
Global system being built. Expensive shore
installation, but will become "off-the-shelf"
navaid; requiring user training. Differential
Omega, a refinement, even more precision,
usable close in-shore.
d . Loran 'C '
A system requiring expensive shore stations,
giving fine accuracy. Used in North Pacific and
Atlantic Oceans.
18
3 . Open Ocean Aids
a . Celestial Navigation and Dead Reckoning
Historical method using sextant, chronometer
and compass, requiring visibility of horizon
and stars, for position-fixing with reasonable
accuracy; failing this, dead reckoning is based
on estimating new position based on speed,
compass, weather, requiring some form of position
updating.
b . Satellite Navigation ,
NAVSAT system being developed depends on
transmission from satellites of position and
time messages, requiring shipboard computer to
calculate ship's position. An all-weather
system,has been very expensive in the past,
accurate, has had limited applicability
for commercial shipping up to the present.
c . Inertial Systems
A shipboard independent system, based on
gyroscopic measurement of the ship's real
movement. Highly sophisticated, very expensive
and still being developed.
The diagram following depicts these aids
to navigation in relation to effective range and accuracy.
- 19
NAVAIDS
TYPES USED RELATED TO RANGE
MILES Of---T---i'------''r0 __ ___:2r5 __ ___:5TO __ ___:IT00,__ _ ___:2'T5"-0---'50"00+
PORT
LIGHTS BUOYS 'IHf li:AOIO RADAR TIDAL GAUGES fOG SIGNALS
I COASTAL AIDS I
â¢â¢â¢â¢â¢â¢â¢â¢â¢â¢ ⢠LIGHTS 'l'
!LANDFALL AIDS I
â¢â¢â¢â¢â¢â¢â¢ ⢠â¢â¢â¢â¢â¢â¢â¢ ⢠RADIO DIRECTION FINDER
l OPEN OCEAN AIDS I
NAVIGATI NG ACCURACY REQUIRED â¢
DISTANCE FROM NEAREST DANGER MILES Of----T----T---'l'O---''f'''-----'T'O'----'"foo"-----;""'0---"1500+
Trme Available toObtam Posrtron "'"'""' L ,, '"'""'"--+-----""'""'" ___ _
A"""""""'"'""""'"'"' "''' '"''"'' â¢â¢ >/2â¢â¢'â¢__J___ 1\ofd""-'""''"'â¢â¢-
OMEGA
LORAN C
ACCURACY
Verveccurate in1kill..::lhand1
Vervaccuratewithproper
Yerd,close into 114 mile" range
Limottd
1/4mole
CELESTIAL NAVIGATION 1 mile in skilled hands
DEAD RECKONING 5-10mileâ¢mtkilledha']dâ¢
SATELLITE NAVIGATION
INERTIAL SYSTEMS
COMMENT
Vosiboloty nec11sary
Shop btl in ordar and p roperly calibrallod.
Radar beacons important. Anti· collition aid .
Ship mull btl in ordar and properly c.librltlld.
World·widecoverageforoc .. if 1dopted, m o ll useful for landfaii!OC(: u recy.
Trâ¢ditionalmethod. Horizon â¢nd â¢taf llilibilitynt"Catsery
Ettimatin9only; u..Owhenvitibility niland noother&CCurâ¢talidl
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⢠on tru⢠ConciYSion⢠and Recommendatior>s of the
Meeting on R":Uo Aids to Marine Navigation
adopted on 9 May lQ47 a-reproduced In 'Australlanco.,tol NavaldsSymposlum Report' 1972paye ISS. r
Page 21
D. AIDS TO NAVIGATION USED IN AUSTRALIAN COASTAL WATERS
1. Lights
Fixed lights constitute the largest number
of navaids (265 of 333 total), the power sources being
acetylene, electricity or vaporised kerosene. Only the
vaporised kerosene and certain electric lights are manned.
a . Unattended Acetylene Lights
This category forms the largest number of
coastal navaids (122) . Acetylene equipment, developed many
decades ago, was the first reliable power source that could
be applied to unattended navaids, thus accounting for the
large proportion being used. This type of navaid is still
generally in use in many parts of the world. New navaids
of this type are not being established in Australia, and
existing ones are gradually being replaced by electricity.
There are two types of acetylene light
in use, the mantle type, of which there are 11, and the
open flame (flasher type) of which there are 111.
(a) The mantle type utilises a fixed
⢠incandescent mantle in association with a
rotating lens. It provides a high intensity
light in the medium to high power range (15
20 miles) . The pedestal on which the lens
is mounted is also driven by gas pressure. The
23
main disadvantages of the mantle type are the
unreliability of the life of the mantles, and
certain problems with the· gas driven pedestals.
For this reason this type of navaid is being
phased out. Currently, 3 of the 11 are planned
for conversion to electric.
(b) The open flame type is associated with a
fixed lens. The characteristic of the light is
provided by a flasher mechanism. This type of
light does not give the same intensity as the
mantle type, and they are therefore mostly used
for low-powered lights. They are reputed for
their reliability.
Disadvantages of the acetylene lights include:
. the difficulties experienced in handling
heavy gas bottles in often remote and
inaccessible areas.
. problems with transportation and special
handling techniques.
. special skills required to service this
equipment, and, as there is no equivalent
present day trade skill, it is necessary to
provide training, especially on the flasher
equipment associated with the open flame type.
Specially-equipped overhaul depots have been
established in Brisbane and Melbourne.
24
Citadel Island light off the Victorian coast is here being
serviced by regional maintenance personnel. The flying fox used
in transporting material is seen in the background. In the
foreground is the gasline to the bottle storage at the landing'
stage. The lighthouse tender CAPE PILLAR is seen anchored off
the island.
-2 5 -
The cost of operating these lights varies with
their intensity. During 1973/74 the average costs for high
powered acetylene lights were $1600 per annum, for medium
powered lights $900 and for low powered lights $750. However,
depending on location the costs varied from $500 to $6500 per
annum.
The future of acetylene lights needs special
consideration. The disadvantages associated with maintaining
these lights have influenced the present program of phasing
them out and replacing them with electric powered lights
(mostly battery).
At the present time most of the acetylene lights
which can be converted to electric power without difficulty'
have already been converted. The large number of remaining
acetylene lights are mostly in remote locations in north
Queensland and Western Australia. Access is difficult and
this is complicated by the fact that many of the supporting
structures and lanterns require rehabilitation or replacement.
b . Electric Lights
Electric lights fall into four categories as
regard power source:
(1) primary batteries
(2) secondary batteries
(3) generator electric
(4) mains electric
- 26
Batteries for use in navaids have the same
problems as the primary batteries (dry cells) used in torches,
radios etc., and the secondary batteries (rechargeable) in
cars, aircraft etc. The main problem is that they can break
down without warning or can suffer from considerable voltage
drops.
(1) Primary batteries are generally used in
navaids with a visibility of up to 15 miles (low
to medium intensity). This type of battery, not
being rechargeable, needs to be replaced usually
at quarterly intervals, and is mainly found as
the power source for navaids in difficult places
of access and in areas where it is not possible
to erect a more elaborate structure.
Primary cells, apart from their inherent failure
or breakdown rate, are dependent on overseas
sources of supply as they are not being
manufactured locally.
Primary-cell-powered navaids can be provided
at a reasonable cost, thus enabling them to be
used to fill the gaps in coastal lights. In
addition they are compact and do not require
elaborate structural support.
(2) Secondary batteries are mostly used for
navaids with visibility of up to 20 miles (medium
to high powered). These batteries are recharged
27
by diesel operated generators and in most cases
have no reserve power should there be a breakdown.
t > The recent development of sealed lamp arrays and
tungsten halogen lamps combined with reflectors
has greatly improved the use of this type of
power source as they are able to provide a light
of high intensity with a minimum current draw
on the secondary batteries.
One of the main advantages of this type is that
it is possible to provide a high intensity light
if required. Also, the equipment is quite simple
from a servicing point of view.
(3) Generator electric lights (as w611 as mains)
can be maintained by practical well-trained
tradesmen with an electrical and mechanical
background. Diesel plant is not always reliable
and consequently there is a need for stand-by
plant, in the forms of engines and generators
or battery or pressure lanterns. Despite the
inherent problems associated with establishing
or converting navaids to electricity generated by
diesel/generator power plant, there are situations
where this cannot be avoided, as mains power may
not be available.
(4) Mains electricity powers lights where possible,
either at original installation or on conversion.
28
Cost is often modest. However, depending on the
distance covered and environmental considerations
(underground installation to avoid unsightly
above ground wiring) other types of power supply
may be less expensive.
As mains electric supply may be interrupted,
backup facilities are necessary, usually a
diesel plant or a battery operated beacon.
Experimentation on effective monitoring devices
is being carried out by electricity supply
authorities.
From a cost point of view electrically powered
navaids other than mains-powered are expensive to run. They
require high maintenance, adequate and safe fuel storage
facilities, adequate means of supply (often at difficult
locations which require special cargo-handling facilities),
and last but not least the generating plant is also used for
domestic power supply at manned lights.
The cost of operating unattended electric lights
varies with intensity of the light. During 1973/74 the average
costs for high powered lights were $2500 per annum, medium
powered lights $1300 and low powered lights $1100. Depending
on location the cost varies from $700 to $4200 per annum.
On the other hand the manned electric lights cost
on an average $26,000 per annum to operate. Depending on
location and manning this varies from $17,000 to $67,000.
29
c. Structures
Many types of structures support unattended
lights. Early installations were mounted on steel lattice
towers or steel housings. In accessible areas they were
placed on concrete structures to prevent vandalism. Over the
last 10 years increased use has been made of fibreglass
structures, an Australian development. The structure also
doubles as storage for batteries or acetylene gas bottles.
This type has been found satisfactory for many locations.
A further development is the utilisation of
stainless steel and aluminium towers which have a low
maintenance component as they are not subject to the same rate
of corrosion as mild steel structures previously used. .
In areas where an eye pleasing structure is
required the concrete towers are often finished in ceramic
tiles.
d . Light Vessels
There are at present two unattended light vessels
(See Chart 7 ) with acetylene-powered lights serving as
navaids. These light vessels are essential as they denote
particular hazards which cannot at present be marked by a fixed
structure. Carpentaria light vessel is an important landfall
light marking the turning point for traffic through Torres
Strait, a buoy being unable to provide the range of light
required. The Breaksea Spit light vessel marks a hazard at a
location where a buoy would not suffice in all circumstances.
30
Servicing of Breaksea Spit lightvessel. The crane of the lighthouse
tender CAPE MORETON is seen lowering a new gas supply into the hold
of the light vessel.
. 31-
Both light vessels are over 50 years old and are a
maintenance problem. They must be slipped regularly, and a
spare ship is kept in reserve to replace'the Carpentaria
light vessel whilst the Breaksea Spit is temporarily replaced
by a buoy. Regular servicing is difficult due to their
remoteness (Carpentaria, in particular), often rough weather,
and the exacting nature of the work. Both vessels are regularly
surveyed by Department of Transport surveyors as to stability,
safety, etc. The world-wide trend is to replace light vessels
where possible with fixed structures or giant buoys. Recent
major overhaul of these light vessels has reduced any urgent
need to replace them. The Department is making a study of the
suitability of off-shore structures to replace light vessels,
in particular the Carpentaria light vessel.
e . Lighted Buoys
There are 31 navaids of this type in Australia.
Although it is generally accepted that buoys are not a very
satisfactory aid as far as accuracy is concerned because of
the possibility of drifting, they are a reasonably economical
solution to some navigational problems, (e.g . hazard and
channel marking).
Although most lights on buoys were originally
acetylene powered, over the last few years most of them have
been converted to electric (primary cell) operation except for
four buoys in waters off the Queensland coast.
- 3 2
Buoys present many servicing difficulties,
aggravated by the long coastline and the need for special
handling, equipment. At present the only vessels that can
adequately deal with these buoys are the lighthouse tenders
which are specially equipped to handle the buoys. Depots in
Fremantle, Melbourne, Adelaide and Brisbane are equipped to
carry out major buoy overhauls. Since a lighthouse tender
is necessary to handle these buoys * it may be some time, if a
buoy drifts off-station, before it is replaced. This is
especially the case during the cyclone season in northern
waters. Normal servicing such as replenishing batteries
or repairs to faulty equipment can be achieved by much
smaller vessels.
The buoys at Port Hedland and Port Walcott are
channel markers for use by vessels not equipped to use the
Decca Navigator system.
Progress in overseas development of fibreglass
buoys is being closely watched, as this lighter-weight buoy
may overcome many’ of the present servicing and maintenance
problems. Generally it is hoped that the need for buoys will
diminish with the development of more sophisticated
navigational equipment.
f . Vaporised~Kerosene Lights
At present there are still 11 vaporised- kerosene
lights in Australia, all manned. The Department of Transport
has advised that all except 5 of them are. on a three-year
33
program of conversion to electric operation. Australia is
following the worldwide trend towards conversion to other
power sources. Because of the nature of the equipment the
maintenance techniques needed have no real equivalent in present
day skills. Conversion eliminates the manual operation
associated with kerosene powered lights and some of these
lights will be unmanned and automated. As many of these
lights are major landfall lights, it is often desirable to
increase their power on conversion.
During 1973/74 the average cost of operating a
kerosene light was $36,000 per annum, with the most expensive
station costing $74,000 per annum.
g . Unmanning of Lights
There are at present 11 manned vaporised kerosene
and 37 manned electric lights. Staffing these 48 stations
are 51 Head Light Keepers, assisted by 68 Light Keepers.
99 are married, and they have 143 children, most of whom
live on the station.
The Department of Transport has a program for
gradual unmanning. Since 1969 the Department has unmanned
Cape Sorell, Cliffy Island, Point Stephens, Cape'Jaffa, and
Goods Island. Immediate plans for unmanning include Eclipse
Island, Neptune Island and Tasman Island and several other
stations. Unmanning will occur as personnel attrition allows.
34
There are, however, certain attendant considerations:
(1) Equipment reliability is as yet not sufficient
to unman certain lights. Problems are encountered
especially at those stations that have stationary
power'plants to generate the electricity required.
(2) Development of adequate and reliable monitoring
equipment is needed.
(3) To convert a kerosene light to manned
electric, at which time it may be worthwhile to
increase its power, costs about $30,000 in
equipment. In many cases it'is necessary to
duplicate power generating equipment and install
fuel storage for the diesels. It may also be
necessary to provide buildings to house the power
. plant. The cost of converting a light to
unmanned electric is some $15,000 depending on a
number of considerations such as the size of power
plant, whether primary or secondary battery cells
are being used, and whether the plant can be
housed within the tower itself.
(4) Since reliability is important, manned
lights have the inbuilt safety factor of
immediate attention to minor malfunctions in
equipment, not requiring the assistance of
technical personnel.
(5) Many of the old lighthouses, some of which
35
are of great historical value, can offer
maintenance problems. It has been ascertained
that there is a greater risk of deterioration,
if unmanned.
h. Alternative Power Sources
Experimentation is taking place with wind
generators. They are being considered for installation when
the light on Tasman Island is unmanned and converted to
electric. The main problem of using wind generators is
occasioned by birds that fly into the propellers.
Another alternative having possibilities for the
future is the use of solar batteries. There appears to be a
need for considerable further research before they can be
considered as a reliable power supply to marine aids of
navigation.
2. Radio Beacons
The Navigation (Direction Finders) Regulations
provide that ships above a specified tonnage be fitted with
radio-direction finding apparatus. In Australia 10 radio
beacons (See Charts 7, 12, 18 and 21) have been provided for
this specific purpose. Maritime radio beacons fall into three
distinct groups:
(a) Position fixing on group basis
The radio beacons in Bass Strait at Cape Otway,
Cape Schanck and Cape Wickham form such a group.
- 3 6
These beacons are especially useful in poor
weather conditions and dense traffic areas.
(b) Landfall Beacons
These radio beacons (Cape Leeuwin, Gabo Island,
Cape Borda, Cape Leveque and Booby Island)
greatly extend the range of the associated light,
thus enabling the mariner to establish his
position at a much earlier time.
(c) Short-range Beacons
This type of radio beacon (Browse Island and
Adele Island) is used to give- the mariner
additional assistance in fairly hazardous
waters in rather remote areas.
Servicing of these aids requires skilled radio
staff. Where such a radio beacon is .associated with a manned
light, lightkeepers receive special on-the-job training in
general maintenance.
It is the practice to associate high-powered
radio beacons with manned stations. Unattended radio beacons
are monitored by a nearby manned station (Cape Leveque
monitors Browse and Adele Island).
3. Radar
During the Navaids Symposium in 1971 considerable
reference was made to the usefulness of radar in ship
37
operation. The rather featureless appearance of some parts
of our coastline, or bad weather conditions, would be less
of a hazard if some form of radar response could be provided.
There are two methods by which this could be achieved, radar
responders and radar reflectors.
(a) Radar Responders
These are electronic devices which transmit
a pre-determined signal, thus enabling, the
navigator to determine his position by
interpreting the signal appearing on his radar
screen. Evaluation of Racons (a type of
radar responder) was carried out at Dangerous
Reef (S.A.) and Macquarie (N.S.W.) Lights. It ,
was found that there were a number of inherent
problems, perhaps because of limits in range.
Also, the condition of the ship's radar equipment
was found to affect the Racon's effectiveness.
Nevertheless, Racons or other similar devices
would be most useful in areas where radar
performance needs improvement (e .g . the Queensland
coast, where they could greatly assist in night
time navigation). They are also suitable for
landfall purposes in impaired visibility. For
these reasons experimentation is continuing.
Radar responders have however considerable
servicing problems. Being delicate electronic
38
instruments, they cannot be serviced in situ,
and must be withdrawn for servicing by highly
qualified radio technical officers using costly
specialized testing equipment at central repair
facilities, or be returned to the manufacturer.
(b) Radar Reflectors
Radar reflectors are metal shapes which are
increasingly used on buoys to give added
radar recognition. There is also considerable
benefit in establishing them on navaids of low
elevation, and on featureless coasts and reefs.
4. Decca Navigator Chains
Australia has two Decca Navigator Chains (Port
Hedland and Dampier in Western Australia). (See Chart 21).
The first Decca chain was established at Port Hedland in 1969
and the second at Dampier in 1973, primarily to assist large
vessels with restricted manoeuvrability in the navigation of
long approach channels, thus making precision navigation
pos sible.
Decca is currently one of the more sophisticated
electronic navaids available. The chains and related shipboard
equipment provide the means for precision navigation. In
addition, they assist general navigation along some 400 miles
of the north west coast of Western Australia and some 250
miles to the seaward.
39
Factors in the choice of Decca over conventional
navaids include density of traffic, difficulties with position
fixing, prevalence of bad weather, difficulty of port approach,
or a combination of these, and cost.
For Port Hedland, Decca was chosen at the time
as the most economical way of providing navigational assistance
for the very large ships which use the port. Installation of
conventional aids would have required off-shore structures at
high cost, with substantial maintenance problems. Supplementary
conventional aids (buoys) are still used, especially for ships
not equipped to use the Decca system.
An important aspect of Decca planning is industry
utilisation of the system. The Department of Transport
views with moderate satisfaction the percentage of ships
fitted with Decca receivers. This is tempered, however, with
disappointment in the low level of use of the system for track
guidance.
This type of electronic aid requires a high
level of technical skill on the part of maintenance personnel,
with back-up at the professional engineers' level. To ensure
this skill it was initially necessary to send technical
personnel associated with Decca operations to intensive
training courses with the Decca Company in the United
Kingdom.
40
5 . Other Navigational Aids
Limited use is made of tide gauges. A tide
gauge has been in operation at Booby Island in Torres Strait
for some years and transmits through the Booby Island radio
beacon the tide situation for use by mariners about to
proceed through the Strait. Pending the outcome of a number
of studies presently being conducted in the Torres Strait,
additional tide gauges may be installed in the area. Similarly,
the Department of Transport is considering the use of tide
gauges on the approaches to ports in north west Australia.
The recording equipment requires constant watch to ensure
efficient operation.
At present a number of wave recorders are being
used in Torres Strait in connection with the tide and current
survey. Depending on the result of this survey they might
well become part of the navaid system in the area.
Overseas experimentation is taking place with
leader cables, (activated cables laid in channels) which,
together with associated shipboard equipment, enable ships to
navigate with great precision. This development could well
be of interest to Australia in some of our more difficult
navigational channels.
Omega like Decca assists shipping in making an
accurate position fix. The main difference is that Decca is
for short range and Omega, through eight (8) strategically
41
placed transmitter stations, will provide global coverage
with a position accuracy of 2 to 4 miles.
It is not intended to go into the technicalities
of the Omega system. A short outline is however appropriate.
The system operates at the extremely low radio frequency of
10 kHz. The Omega transmitters send a signal at set intervals
and this signal is picked up by a receiver on board ship. By
utilising the specially prepared Omega lattice chart and
interpreting the signal of 2 or 3 Omega transmitters a
shipmaster can establish his position with considerable
accuracy.
On long ocean voyages where it is often not
possible to use celestial navigation due to weather conditions,
the ability to establish an accurate position fix with Omega
is of some importance to the economy of commercial ship
operation.
The Navaids Symposium held in December 1971
unanimously recommended the use of Omega for ship navigation.
In Australia the Department of Transport has
done considerable.research into the application of Omega
and has placed this information before the Parliamentary Joint
Committee on Foreign Affairs and Defence.
Differential Omega is a further application of
Omega giving even greater accuracy and which can also be used
for in-shore navigation. Although still in the experimental
stages it will undoubtedly be developed for commercial use in
the not too distant future.
42
Lor an 1C 1 is a system of precision navigation
extensively used in Northern America. Although -similar to
Decca it covers a much larger area hut not to the extent
of Omega.
6 . Servicing
(a) General
Although this particular aspect has been referred
to under each of the various types of navaids, it
appears appropriate to give a general outline.
Servicing of navaids is done on a regional basis
by staff located in each capital city and at Darwin,
Thursday Island and Cairns. The servicing group
in each region is headed by a navaids engineer
who is assisted by technical officers and
mechanics of various grades. Other auxiliary
trades and administrative personnel are also
provided. Each maintenance staff location is
provided with workshop facilities of varying
capabilities. Upgrading of these facilities is
a continuing process. A new depot is presently
being constructed in Darwin, new premises have
been purchased in Adelaide and a site for a new
depot has been acquired in Cairns.
( b) T r a n s p o r t
Fairly large ships are necessary to provide
transport to many navaids partly because the aids
are in remote locations and partly because
43
Helicopter service to Tasman Island. The old cargo handling
facilities utilising cranes, flying fox and trolley line up the
cliff face are seen in the background.
-44-
construction and maintenance of them involves
handling heavy equipment which in turn requires
that the ships be equipped with special lifting
gear and related equipment. There are three
vessels specially equipped to handle this task,
(Cape Don, Cape Moreton and Cape Pillar). In
addition, a smaller vessel (Wallach), shortly
to be replaced by a more versatile vessel, is
used for servicing and maintenance functions
in the Torres Strait area. These vessels are
not always available for urgent maintenance and
service. Therefore, helicopters and light
aeroplanes hired from commercial operators are
being increasingly used, or where air transportation
is not feasible suitable small craft are chartered.
From figures supplied under Financial Aspects
the operation of the ships is a large cost
charged against navigational aids.
(c) Cargo Handling Facilities
Many island stations, whether manned or unattended,
are provided with some method of handling cargo
and transporting it across often hazardous and
difficult terrain. At certain manned stations
this same equipment is also used to transport
station personnel.
The cargo handling facilities are varied. In
some cases, a hand or engine-operated, crane on a
platform unloads cargo from small craft.
Depending on the terrain, the crane may be close
to the high water mark, or on a platform some
distance above the water. In other locations,
flying foxes are used to transport both cargo
and personnel to the crane platform.
Once personnel and cargo have been landed on the
crane platform, if the light and the residence
are located high above sea level, it is often
necessary to haul personnel and cargo up the
cliff face by a trolley attached to a winch.
At some unattended acetylene lights .trolley
tracks and mono-rail are provided for the
transportation of heavy gas bottles. LARC
transport (an amphibious vehicle equipped with a
light crane) is being used effectively at other
locations where supplies have to be moved from
ship to shore.
Weather and corrosion of the equipment cause
critical maintenance problems. To ensure
constant safety, regular checks are made to
ensure that this equipment conforms with safety
requirements related to lifting gear.
In many cases however the equipment is such that,
although good enough for the handling of cargo,
it is not really suitable for the transportation
46
of personnel, which influences the unmanning
of those stations. Conversion from acetylene
to electric will also make much of the cargo
gear redundant.
47
.
E. ORGANIZATION OF NAVAIDS MANAGEMENT
The Department of Transport through the
Navigational Aids Branch of the Surface Transport Group
provides, maintains and services some 333 marine aids to
navigation around the 12,000 mile coastline of Australia.
The Navigational Aids Branch consists of
three sections:
. Planning and Development
. Engineering Works
. Services
The Planning and Development Section consists
of 7 engineers and 3 technical officers. These officers have
qualifications in mechanical, electrical and communications
disciplines, and are engaged in the planning of automation,
modernisation, standardisation of present lights and the
development and evaluation of the new electronic aids.
The Engineering Works Section consists of 9
engineers, 7 technical officers, 5 draftsmen, an assistant
and a trainee. Their qualifications are similar to those of the
officers in the Planning and Development Section. They are
engaged in the design and construction of the new navaids and
implement the automation, standardisation and modernisation
program through the staff of the various Regions.
49
The Services Section comprises 8 clerical officers
who provide the normal services associated with program
implementation, procedures, supply and budgetary requirements.
Two experimental laboratories (electrical/radio
and mechanical) are operated by the Branch to provide testing
and research facilities.
The implementation of the program developed by
the Navaids Branch is carried out by the Regional staffs of
the Surface Transport Group of the Department of Transport.
The various Regions in their turn develop
programs for minor works and maintenance in their area and
these programs are in general complementary to the central
program. Details of regional staff appear at page 102
and in Table 5.
The navaids operation relies on support from
the following areas:
. Transport Operations Branch for the provision
of transport services. (Lighthouse tenders,
helicopter etc.)
. Management Services Branch for the provision
of financial, supply and personnel expertise.
. Nautical experts for advice on optimum use
of navaids proposed.
50
Department of Housing and Construction for
the detailed construction plan development
and actual construction.
Department of Services and Property for the
acquisition of land and buildings.
The Hydrographer of the R.A.N. for
consultation.
51
⢠η Sr
â
m
F. FINANCIAL ASPECTS
1. General
Tables 2 and 3, following, tabulate the
expenditures on navaids and receipts from light dues from
1961/62 to 1972/73. Table 2 lists the actual expenditures,
whilst Table 3 shows expenditures from 1967/68 on "commercial"
cost basis.
2. Actual Expenditures
It will be noted that, in the period 1961 to 1965
substantial capital outlays were made on the building of three
new lighthouse tenders. The period 1968 to 1970 saw large
capital expenditure, particularly for the Decca Navigator
Chain at Port Hedland. Also lighthouse tender operating
costs increased materially, particularly, in 1971/72.
3. "Commercial" Cost
The Department introduced commercial accounting
in 1968/69 , coinciding with a Government decision to implement
a program of overcoming the backlog of work, and to install
modern aids for new and larger vessels. "Commercial"
accounting attempts to arrive at a more realistic cost of
providing navaids by adding to the direct costs estimates of
indirect costs including interest on capital, depreciation,
overheads and contingent liabilities.
4. Light Dues . '
The Lighthouses Act 1911-1972 and the Lighthouses
53
and Light Dues Regulations provide for the commercial ship
operator to be charged a fee in the form of light dues.
Light dues are charged on the net registered
tonnage of a vessel on a quarterly basis. The present rate
is 31Ï per net registered ton per quarter.
The regulations exempt the following vessels
from the payment of light dues:
. ships belonging to naval, military or
air forces and which earn no freight
. ships belonging to the Commonwealth or
States and which earn no freight
. ships wholly engaged in fishing
. ships wholly in ballast
. pleasure craft
. ships under 30 net registered tons
. cable ships
. mission ships
. hospital ships
. vessels carrying military personnel,
equipment, etc.
Table 2 - Actual Expenditures - shows the
percentage relationship between actual expenditures and
revenue in the years 1961-62 to 1972-73. Table 3 -
- 54
Commercial Cost - shows the percentage of revenue to this
basis of calculating expenditure from 1967-68 to 1972-73.
As Table 2 shows, there has been a steady increase in the
proportion of expenditure recovered by way of revenue from
light dues. This has been a deliberate administrative
decision in that in the middle 1960's it was decided to seek
a recovery rate such that revenue should provide at least
80 per cent of actual expenditures. A relationship of this
order has been achieved in the subsequent years. In 1973,
the Government decided to base light dues on a recovery rate
aimed to provide a 100 per cent recovery from revenue against
expenditures calculated on a "commercial" cost basis. This
latter objective is, of course, not yet reflected in the
figures shown in these Tables.
- 55
TABLE 2
ACTUAL EXPENDITURE OF NAVIGATIONAL AIDS SERVICE ($)
Years
1961/62
1962/63
1963/64
1964/65
1965/66
1966/67
1967/68
1968/69
1969/70
1970/71
1971/72
1972/73
Expenditure Revenue
Capital
Working S Admin
Total Total
2 ,354,520 1,817,760 4,172,280 1,422,598
2,494,812 1,819,630 4,314,442 1,657,992
1,747,454 1,931,106 3,678,560 1,932,024
1,065,758 2,028,854 3,094,612 2,073,834
742,250 2,255,895 2,998,145 2,522,348
678,319 2,465,267 3,143,586 3,033,514
825,128 2,620,783 3,445,911 3,216,609
1,736,628 3,542,849 5,279,477 4,316,193
1,856,219 4,169,900 6,026,119 5,000,000
1,150,359 4,438,972 5,589,331 6,356,431
794,769 5,809,956 6,604,725 7,118,419
3,198,259 6,525,419 9,723,678 8,700,000
%
Revenue to Expenditure
34.10
38.43
52.52
67.01
84.13
96.50
93.35
81.75
82.97
113.72
107.78
89.47
Rate of Light Dues
10Φ - 12Φ
12Φ
12Φ
12Φ
12Φ - 15Φ
15Φ
15Φ
15Φ - 18Φ
18Φ
18Φ - 20Φ
20Φ - 22Φ
22Φ - 25Φ
Source: Department of Transport Accounts
Port Walcott Light Tender Payment
Decca Staff Housing Payment
Source: Department of Transport Accounts
Source: Department of Transport Accounts
1970/71
3,000,270 1,198,702 130.000 110.000 4,438,972
143,738 415,278 398,793 160,930 1,118,739’
370,414 17,967 1,235,120 1,623,501
1971/72
3,802,637 1,576,010 271,309 160,000
5,809,956
150,401 438,336 398,793 161,000 1,148,530
469,480 99,800 1,274,825 1,844,105
88.51 80.87
1972/73
4,437,203 1,849,376 173,316 65,525
6,525,420
162,310 522,705 382,932
186,651 1,254,598
547,824 106,276 1,379,121 2,033,221
4,283,783 5,687,849 6,357,500 7,181,212 8,802,591 9,813,239
3,216,609 4,316,193 5,000,000 6,356,431 7,118,419 8,700,000
88.66
189 - 209 209 - 229 229 - 259
Source: Department of Transport Accounts
.
â
’
J f
â
G. COASTAL NAVA IDS BY RiiGIONS
Under this heading an outline is given of the
navigational aids by region, the associated servicing and
transportation set-ups and tne activities over the last
decade.
Table 4 (at page 62) gives an overall
indication of the navigational aid activities over the last
10 years and is a good indication of the continuing progress
made with upgrading, automating and provision of new navaids.
1. Queensland/Northern Territory
(a) General
The Northern Territory marine aids to navigation
are considered together with those in Queensland. The
administration, servicing and construction of these navaids
(143) are controlled by the Queensland office of the Surface
Transport Group of the Department of Transport (See Charts
1 to 7) .
Together with the north-west coast of Western
Australia the off-shore Queensland waters are the most
hazardous waters of the Australian coast. I he many reefs of
the Great Barrier Reef and the shallow waters of Torres Strait
maKe navigation difficult for large vessels, which has
resulted in this area having the greatest density of navaids in
Australia. The Great Barrier Reef is an area with a large amount
of pleasure craft traffic as well as commercial shipping.
- 6 1
Developments at Gove, Groote Eylandt and Weipa
have resulted in a rapid increase of shipping in the Gulf
of Carpentaria and in addition, the Gulf has developed over
recent years into one of the major commercial fishing grounds.
Torres Strait has special problems, from a
navigational aid point of view, caused by shallow waters, the
tidal movements and the narrowness of the shipping tracks.
There has been considerable activity in this area to improve
navigation. Special Torres Strait tide tables were first
published in 1970, giving the tidal predictions for 5 points
in Torres Strait. Two studies have been completed in the
area and one is proceeding . A study of navaid requirements
has been completed, a hydrographic survey of Gannet Passage
has also been completed, and a detailed study of wave and
tidal action in Torres Strait is currently taking place.
The results of these studies will give detailed information
on the requirements to ensure that vessels using the Straits
can do so more fully loaded.
The G r e a t B a r r i e r R e e f is served by 10 m anned
lights, 57 u n a t t e n d e d l i g h t s , one light vessel, two lighted
buoys and 19 d a y b e a c o n s . (See C h a r t s 4 to 7).
The m a j o r i t y of t hese lights provide navigational
assistance to v e s s e l s p r o c e e d i n g a long the Q u e e n s l a n d coast
and m a r k the v a r i o u s h a z a r d s and turning points on the
shipping t r a c k s .
63
(b) Servicing and Transport
In Queensland/Northern Territory there are
four depots for servicing navaids. ·
. Darwin
. Thursday Island
. Cairns
. Brisbane
Extensive use is made of the lighthouse tenders,
Cape Moreton and Wallach.
The depots at Darwin, Thursday Island and
Cairns are small and are equipped with machine tools sufficient
to meet the requirements of the areas they serve.
The Brisbane depot is located at New Farm on
the Brisbane River. A machine and wood-working shop is
provided with modern machine tools and equipment sufficient
to meet the requirements of both Queensland and the Northern
Territory. Air-conditioned rooms are provided for the
overhaul of acetylene, electrical and radio equipment. A
special area is provided where sandblasting and painting of
buoys can be carried out with equipment that reduces manpower
to a minimum. A ramp is provided for handling buoy mooring
chains.
A timber wharf is located within the boundary of
the Brisbane depot and is capable of berthing the navaid
vessels .
- 64
(c) Establishment or Alteration of Navaids in
Last Decade
1964
Bustard Head
1965
Cowlislaw Reef
Wye Reef
1966
North East Island Brady Rock Hand Island Connection Island
Cape Wessel
Gannet Passage
1967
Vernon Rocks Edward Island
North West Reef Dawson Reef
1968
Cape Flattery
- Old iron tower built in 1868 replaced by a new tower exhibiting an electric light.
- New beacon assisting vessels navigating through the Barrier Reef near Cooktown.
- New beacon marking a hazard on the shipping track.
- First four of these light the approaches to Groote Eylandt in the Gulf of Carpentaria. Cape Wessel, in addition to assisting vessels enroute to and from Torres
Strait, also acts as a turning point for vessels proceeding to Groote Eylandt.
- Two lighted buoys established to more accurately mark the passage.
- Lights mark the direct deep water route from Holbourne Island to High Peak Island.
- Day beacons fitted.with radar reflectors to provide improved radar conspicuity.
- Lighted buoy established but withdrawn in 1972 after it was found that it was not really required.
Gneering Shoal
Frederick Reef
1969
Howick Island Megaera Reef Watson Island
Caloundra Head
Hook Reef
Iris Reef
1970
Herald Patches Herald Patches Mecca Reef
Nardana Patches
Booby Island
Bus ton Reef
1971
Point Danger
Saumarez Reef
Osborne Reef
- Lighted buoy to mark a shoal off Caloundra
- Light to assist shipping to Japan and the Philippines.
- Lights were established to ensure safe navigation in the Howick Group following the survey of a new shipping track.
- New light and tower to replace old light.
- Four day beacons to assist the pleasure craft and tourist ferries in the area.
- Lighted buoy to mark a submerged rock west of Iris Reef.
West - Lighted buoys to mark the extent East of the shallow areas on or near the
recommended shipping tracks.
- Tide gauge to provide masters of deep draught vessels with accurate tidal information on entering Gannet Passage.
- Light to assist ships through Grafton Passage in the Great Barrier Reef.
- New light to improve coastal lighting in the area and marks the navigational hazard originally named by Captain James Cook two centuries earlier.
- Light to assist shipping to Japan and the Phillipines.
- A day beacon to assist shipping in the area.
66
1972
South Head (Burnett River)
Cox Peninsula (N.T .)
Eden Reef
Meaburn Rock
1975
Bramble Cay
Fitzroy Island
1974
Lady Musgrove Island
- Old light assisting shipping to Bundaberg discontinued and replaced by a new light.
- Rotating beacon established on a radio tower to assist shipping into Darwin. The light at Charles Point was discontinued at the same time.
- Light to assist vessels both on the inner and outer shipping tracks.
- Day beacon was fitted with a radar reflector to add to its conspicuity
- New tower and light to replace the old light.
- New light established to enable the light on Little Fitzroy Island to be discontinued.
- Light to assist shipping to Gladstone and to improve lighting of the shipping track near Lady Elliott Island.
- 67
CHARTS OF LOCATION OF NAVAIDS. EXPLANATORY NOTES
Throughout this section of the report are series of charts showing where the navaids in each region are located. The following symbols are used in each of these charts
Personnel
1 = Number of Personnel at manned light
Power Source
EM = Electric mains EG = Electric generator EB = Electric battery
K = Kerosene Ac = Acetylene
Intensity
VH = Very high H = High
M = Medium
L = Low
Established
1901 = date of establishment
1901/1970 = date of establishment and major change
Access
A = Air
Î = Sea
L = Land
The charts show the number of navaids in position at 1 March 1974.
68
Chart 1
NORTHERN TERRITORY
MANNED LIGHTHOUSES
j6 « # *
Cape Don (3.EG .V H .1917.S/A.I
ODMn y v u u ·
31
41 I â HE- - ... ..."/ =~ y. v s' -*L , :l·: â t i r *, · -rExCy..,· - -" ' - f l * '-· '
GOVE
Jk
°GROOTE ISLAND
69 -
Chart 2
NORTHERN TERRITORY
UNATTENDED LIGHTS
t South West Vernon Is. (A c.L.1958.S.)
( East Vernon Is. (Ac.L.1928.S.)
i Cape Hotham (Ac.L.1928.S.)
⢠New Year Is. (EB.M. 1962.S.)
Cape Wessel (EB.M.1966.S.)
(Ac.L.1
Cox
(EM.VH
Erne
(Ac.M.
°co
- I
1 u 1 i *
$ ' ‘ · #T r j'
Brady Rock / (EB.L.1966.S.)
/ North East Is.
Z Z (EB.M.1966.S.)
V D \ \ GROOTE ISLAN D i \ Connexion Is. \ (EB.L.1966.S.)
\ Hand Is. (EB.L.1966.S.)
Chart 3
NORTHERN TERRITORY OTHER NAVAIDS
A bbot Shoal (Buoy)
Rooper Rock (Buoy)
Marsh Shoal (Buoy)
d DA R W IN
Channel Rock (Buoy)
Charles P oint Patches (Buoy)
- 7 1 -
C h a rt 4
QUEENSLAND
MANNED LIGHTHOUSES
Booby Is. (2.EG.M.1882.S.)· ^T H U R S D A Y ISLAN D
iWEIPA
CAPE F LA T T E R Y
⢠Low Isles (2.EG.H.1878.S.)
C A IR N S c · Fitzroy Is. (2.EG.H.1943.S.)
M O U R IL Y A N a
TO W NSVILLE a "Cape Cleveland (2.EG.L.1879.S.)
BOWEN â¡
⢠Dent Is. (2.EG.M.1879.S.)
M AC K A Y/HA Y P O IN T a
Pine Islet (3.K.M.1885.S.)
North Reef (3.K.M.1878.S.)
ROCKHAMPTON o
Cape Capricorn (2.E G .V.H .1875/1963.S .)·
GLADSTONE c
Bustard Head (2.EG.M. 1868.5,)·^ Lady E lliot Is. (3.K.M.1866.S.)
BU N D ABE R G c
Sandy Cape (2.EG.V.H.1870.S.)'/
M ARYBO RO UG Ho
Double Island Point (2.EG.H.1884.S/L.)
Cape Moreton (2.E G .V .H ,1857.S .)\
BRISBANE °
7 2
Chart 5
'
:
...
Q U E E N S L A N D
U N A T T E N D E D L I GHT S
ELECTRIC
â¢Bramble Cay (EB.M.1973.S.)
o TH U R S D A Y IS LA N D
CAPE F L A T T E R Y ^
Eden Reef (EB.L.1972.S.)
Watson Is. (EB.L.1969.S.)
H owick Is (EB.L.1969.S.)
Megaera Reef (EB.L.1969.S.)
Decapolis Reef (EB.L.1972.S.)
Euston Reef (EB.L.1970.S.)
'DA o
-O W N S VILLEv
BOWEN a
⢠Edward Is. (EB.L.1967.S.)
7
is mMA CKA Y/H A Y PO IN T â¡
s i .
Fredrick Reef (EB.M.1968.S.)
⢠Vernon Rocks (EB.L.1967.S.)
SaumaTez Reef (EB.M.1971.S.)
ROCKHAMPTON a ⢠Rundle Is.(EB.L.1952/1972.S.)
G LA D S T O N E o
.. ....
BU N D A B E R G o
M A R Y B O R O U G H d
Caloundra Head (EM .V.H .1896/ 1969.L.) *
BRISBANE a
Point Danger (EM.M.1971 ,L .)—·
South Burnett Heads ' (EM.M.1972.L.)
73
Chart 6
Bet Reef (Ac.L.1957.S.)
Sue Is. (Ac.L.1962.S.)
Tw in Is. (A c.L .1959.S.)
I nee Point (A c.L .1921 .S.) \ \
Hammond Rock \ \
QUEENSLAND
UNATTENDED LIGHTS
ACETYLENE
(A c.L .1921 .S.) \ y
Goods THURSDA Y IS LA N D * lsland(Ac.L.1941/1973.S .r^. '
Eborac Is. (A c .L .1921 .S.)
Hannibal Is. (Ac.L.1921.S.)— ·
, :
ill M m m S m
Dalrym ple Is. (Ac.L.1950.S.)
Dove Is. (AC.L.1957.S.)
Harvey Rocks (A c .L .1957.S.)
East Strait Is. Main F & R (Ac.L.1959/1952.S.)
Albany Rock (A c.L .1921 S.)
W ybom Reef (A c .L .1938.S.)
Cairncross Is. (A c .L .1934.S.)
^ ^ / C l e r k e Is. (A c.L 1915.S.)
/ Eel Reef (A c .L .1952.S.I
Piper Is. (A c.L .1917 .S J —· / / â â â
Duyfken Point . · f Restoration Rock (A c.L1927.S I
(Ac.L 1962.S.) ' ^ Chapman Reef (Ac L 1917.S.)
Waterwitch Reef (Ac.L.1918.C.l·— Heath Reel (AC.L.19I8.S.)
Bow Reef (AC.L.1960.S.) - / Hannah Is. (A c .L .1934.S.)
Fife Island (Ac.L.1961 . S . i y Wharton Reef (Ac.L. 1915 S.)
Fahey Reef ( A c . L . 1 9 6 1 . S . ) Pi pon ls (AC.L.1901.S.)
King Is. (AC.L.1960.S.) j . Coquet Is. (Ac.L.1915.S.)
South Barrow Is. (Ac.L.1950.S.)· — Petherbridge Is (Ac L .1958 S.)
Palfrey Is. (Ac.L. 1936.5.1-^2 â â , , A ,
CAPE FLA T T E R Y ^ \ ·'" Bougainville Reef (A c.L .1958.S.)
Grassy H ill (A c.L 1 8 8 6 . ^ T h r e e Is. (Ac.L. 1942.S.)
Archer Point (Ac.M ,1883.S.K ^ Rocky Is. (Ac.M. 1883/1927.S.)
: » Port Douglas (A c.L.1878.L.)
CA IR NS a
Russell Is. (Ac.L.1929.S.)
M O U R IL Y A N a .— N th . Barnard Is. (Ac.L. 1897/1921.S.)
. ____Brook Is. (A c.L.1921 .S.l
-W hite Rock (AC.H.1940.S.I
, Bay Rock (AC.L.1866.SJ
TO W N SV ILLEo Bowling Green Cape (Ac.M.1874.S.)
Holbourne Is. (Ac.L.1963.SJ
»— · Pinnacle Point (A c.L .1966.S.)
Coppersmith Rock (A c.L.1928.S.)
- Penrith Is. (A c.M .1965.S.)
~ Bailey Is. (A c.L .1928.S.)
------ Pine Peak Is. (A c.L .1958.S.)
High Peak Is. (Ac.M .1920.S.)
11 :1111 : L U C I N D A o
BOWENo
Eshelby Is. (A c.L .1972.S . ) /
M AC K A Y /H A Y PO IN T a . '
Flat Top Is. (A C .L.1874.S.K
/Sea Hill Point (A c .L .1876.S.)
ROCKHAMPTON â¡
GLADSTONE __ __Gatcombe Head
Clews Point (Αε .Î.1935/1965.5.)/ / ’ (Ac.L.1900.S.)
B U N D ABE R G o
M ARYBO RO UG H a.
BRISBANE a
North point f ( AC.L.1939.S.)
* \ Point Lookout (A c.L.1932.S.)
Chart 7
THURSDA Y ISLAN D x
Mecca Reef (Buoy) x \ /
Gannet Passage(2Buoys)x\ \ . / y
Booby Is. (Radio _ _ Beacon, Tide Gauge) â
Carpentaria (Light vessel)
Harrison Rock (Buoy)
Shortland Reef (Day Beacon) .
Young Reef (Day Beacon) â¡ WE! PA
QUEENSLAND
OTHER NAVAI DS
North West Reef (Day Beacon'
Nardana Patches (Buoy)
Herald Patches (2.Buoys)
H arrington Reef (Day Beacon)
Raine Is. (Day Beacon)
M oody Reef (Day Beacon)
Hazel Reef (Day Beacon)
Middle Reef (Day Beacon)
Wye Reef (Day Beacon)
Osborne Reef (Day Beacon)
⢠Iris Reef (Buoy)
* Miles Reef (Day Beacon)
CAPE FLATTER S
CA IR NS n
Dawson Reef (Day Beacon)
Egret Reef (Day Beacon)
Cowlishaw Reef (Day Beacon)
Gubbins Reef (Day Beacon)
Egmont Reef (Day Beacon)
M O U R IL V A N o · Meaburn Rock (Buoy)
L U C IN D A a
TO W NSV ILLE â¡
BOWEN d
⢠Hook Reef (4.Day Beacons)
M A C K A Y /H A Y P O IN T â¡
vfi';;, - >Î;··;
R O CK HA M P TO No
G LA D STO N EP
Break sea S pit ( L ig h t vessel)
BUNDABERGO
M ARY BO R O U G H .â¡
BR ISBANE °
⢠G neering Shoal (B uoy)
e R oberts Shoal (B u oy)
2. New South Wales
(a) General
The Department of Transportâ operates 24 coastal
lights for the assistance of shipping along the N.S.W. coast.
18 of these lights were established during the 19th century,
2 at the turn of the twentieth century and 4 at a later date.
(See Charts 8 and 9).
As mentioned earlier the first light in
Australia (Macquarie Light) was established outside Sydney in
1817. Other lights followed as sea traffic increased over
the ensuing years.
Because of the East Australian current, south
bound traffic uses the outer shipping track, the major lights
providing assistance. North-bound traffic generally follows
a track closer inshore, and there are a number of smaller
lights to assist these vessels.
(b) Servicing and Transport
Except for 3 navaids on islands, all aids can be
serviced from land. The central servicing depot is located in
Sydney and from there routine maintenance is carried out at
all stations on a regular basis. The servicing depot/
workshop is provided with the usual machine tools sufficient
for the navaid requirements in N.S.W.
(c) Establishment or Alteration of Navaids in Last
Decade
1964 Warden Head - Converted to electric mains operation.
- 7 6
Point Perpendicular Converted to electric generator operation.
1968
Yarrahapinni
1969
Kiama Harbour
Montagu Island
1972
Macquarie
Barranj oey Head
1975
Point Stephens
Wollongong Head
1974
Tacking Point
- New electric mains light to assist shipping to Trial Bay.
- Light converted to electric mains operation.
- Light connected to electric generator operation.
- Experimental Racon established in addition to light but discontinued in 1973.
- Light converted to electric mains operation.
- Light converted to electric mains operation, automated and unmanned
- Light converted to electri'c mains operation.
- Light converted to mains electric operation.
77
⢠Cape Byron (2.EM .V H .1901 .L.)
EDEN a
COFFS H A R B O U R c
TR IA L BA Y ο
ι Solitary Is. (3.K.H.1878.S.)
-ape (2.EG .V H.1891 .L.)
’.EM .VH.1875.L.)
NEW CASTLE a
IP· Norah Head (2.EM .VH.1903.L.)
SY DN EY Macquarie (1 .EM .VH.1817.L.)
PO RT KE M B LA â¡
⢠Point Perpendicular (2.EG.VH.1899.L.)
» Montagu Is. (2.EG.VH.1880.S.)
â¢Green Cape (2.EG.VH.1883.L.)
NEW SOUTH WALES
MANNED LI GHTHOUSES
Chart 8
- 7 8 -
Fingal Head (A c.L.1872.L.)
⢠Richm ond River (A c.L .1866.L.)
:* Clarence River (EM.M .1866.L.)
COFFS H A R B O U R a
T R I A L B A y D-* ^ arra^ aP 'nn' (EM.M.L.)
â¢Tacking Point (EM .M .1879.L.)
. eCrowdy Head (EM .M .1879.L.)
· Point Stephens (EM.H 1862/1973.S )
NEW CASTLE o ^ Nobbys Head , EM .VH.1858.L.)
⢠Barranjoey Head (EM.H. 1868.L )
SY DN EY'd
-Cape Baily (A c .L .1950.L.)
⢠Wollongong Head (E M .H .1937.L.)
P O R T K E M B LA o
⢠Kiama Harbour (EM.M. 1887.L.)
· Warden Head (E M .H .1889.L.)
⢠Brush Is. (E B .L .1867.S/A.)
NEW SOUTH WALES
UNATTENDED LI GHTS'
ED EN a
'
β* 'yf ‘ · :.!â â â < X·:
C hart 9
3. Victoria
(a] General
The Department of Transport 'operates 21 aids to
marine navigation in the area from Cape Nelson in the West
to Gabo Island in the East and includes navigational aids
on King Island (Tas.) , Deal Island and Hogan Island.
(See Charts 10 to 12).
In addition to marine navigational aids there
is a traffic separation scheme off Wilson's Promontoryâ (See
Chart 10 (A)). The various oil production platforms off-shore
of the Gippsland Coast display their own (owner - controlled)
navigational lights.
The majority of the marine navaids in Victoria
may be classified as coastal navaids to assist shipping,
although some of the major lights are also landfall lights.
The 3 radio beacons at Cape Schanck, Cape Otway and Cape Wickham
improve the landfall capability of these lights, and have
proven of great assistance to ships in adverse weather
conditions. The radio beacon at Gabo Island provides a similar
facility
(b) Servicing and Transport
Most of the navaids in the Victoria region can be
serviced by land or air. Servicing headquarters are located
in Melbourne, where there is a major maintenance depot/
workshop. The workshop is equipped with machine tools
and has a specially equipped and air-conditioned area for the
maintenance and testing of acetylene equipment and radio/
electrical apparatus.
The lighthouse tender Cape Pillar, based
at Melbourne, undertakes regular servicing trips to navaids
in Victoria, South Australia and Tasmania.
(c) Establishment or Alteration of Navaids in Last
Decade
1964
Point Hicks
1965
Hogan Island
1970
Cape Liptrap
1971 '
Cliffy Island
- Converted to electric operation.
- New light assisting shipping passing between Wilson's Promontory and the Hogan Group of islands.
- Converted to electric operation.
- Converted to electric operation and unmanned.
1972
Cumberland - New lights assisting shipping enroute
Councillor Island to the new port of Grassy on King
Island.
81
Chart 10
VICTORIA
MANNED LIGHTHOUSES
Gabo Island (3.EG.VH.1853.S/A.)x_
Point Hicks (2.EG .VH .1890. L . ) \ n â¡ M ELBOURNE
WESTERN PO RT o PO RTLAN D * Cope Nelson (2.E M .M .1884.L.)
Cape Otwoy (3.EM .VH .1848.L.) ·
Cape Schanck (2.EM .VH.1859.L.)
- recommended
shipping lane Wilsons Promontory, ' (2.EG.M.1859.S/L.) Deal lsland/ (2.E G .VH .1848.S /A .)'
WILSON' S PROMONTORY TRAFFIC SEPARATION Wilson's Prom ontory
RECOMMENDED SHIPPING LANES
Forty Foot Rocks
SEPARATION ZONE
Rodondo Is. E. Moncoeur Is.
Chart 10(A)
Chart 11
VICTORIA
UNATTENDED LIGHTS
GEELONG a
° PO R TLAN D S p lit Point (E M .M .1 891.L.)·
a M ELB O U RNE
o WESTERN PORT
Cape Liptrap (EM .L.1913. L.)
Citadel Island (Ac. L.1913.S.)
Cape Wickham (E G .V H .1861 .L.) *
o o il rig s
< recom m en ded
shipping lanes
C liffy Island (EB.M .1884.S/A.)
Hogan Island (EB.L.1 965.S/A.)
Currie Harbour (EM .M .1880.L.) «
Stokes P oint (Ac. L.19 5 2 .L.) «
Cumberland (EB.L.1972.L.)
Councillor Island (EB.L.1972.S.)^
- 8 3 -
Chart 12
VICTORIA
OTHER NAVAIDS
G E E LO N G c
i PO RTLAND
Ï M ELBOU RNE
r WESTERN PO RT
WSh>,
Gabo Island (Radio Beacon! ' ...,
Cape Otway (Radio Beacon) *
Cape Schanck (Radio Beacon) "
Cape Wickham (Radio Beacon) *
o o il rig s
r— re com m en ded I shippin g lanes I
â¢4
84
4. Tasmania
(a) General
Tasmania is served by 27 coastal aids to
navigation, the majority on the north and east coasts, as
relatively little shipping traffic uses the west coast
(See Charts 13 to 15). There is substantial traffic from
the mainland using Bass Strait. In the last 10 years there
has been an increase of 7 navaids, the bulk of these, plus
conversion from acetylene, being unattended electric lights.
(b) Servicing and Transport
Navigational aids in Tasmania are serviced from
Hobart. Servicing is done by land, where possible. Island
stations and those on the inhospitable west coast of
Tasmania are serviced by sea or air depending on the
circumstances.
Tasmanian island stations and other stations with
difficult access are visited twice a year by the lighthouse
tender Cape Pillar for the provision of major supplies and
major maintenance work. The lighthouse tender is also used
when establishing new lights.
Workshop facilities for the overhaul and repair
of faulty equipment are located in Hobart. This workshop
is equipped with facilities necessary to carry out general
repairs to mechanical and electrical equipment. A program
of modernisation is in progress.
(c) Establishment or Alteration of Navaids in Last
Decade
1965
Waterhouse Island
1967
Cape Barren Cat Islet Hollaway Point
1970
Chicken Point lie Du Nord
1971
Point Home Lookout
1971
Cape Tourville
1973
Waterhouse Island
Low Head
- Light established to assist fishermen and small coasters proceeding to Bridport.
- Lights established to assist fishermen in the Furneaux Group, and small coasters running to the islands in the Group.
- Three lights, established at the request of the Hobart Port Authority and the users of the woodchip port of Triabunna. In addition to lighting the approaches to Triabunna, they fill a gap in coastal lighting between Cape Tourville and Tasmah Island and are of assistance to vessels plying the east coast of Tasmania.
- Light established to replace light on Cape Forestier.
- Light converted to electric.
- Fog signal discontinued.
86
g S T A N LE Y
PO RT L A T T A a
BU R N IE r,
DEVO NPO R T â¡ (7.EM .H.1833.L.) ·
Swan Is. (2.EG.VH.1845.S.A.)
â¢Eddystone Point (2.EG.H.1889.L.)
LAUNC ESTO N u
SPRING B A Y o
Maatsuyker Is. (3.K .M .18 9 1 .S .A .)·
⢠Tasman Is. (3.K.H.1906.S/A.)
â¢Cape Bruny (2.EG.H.1 838.L.)
TASMANIA
MANNED LIGHTHOUSES
C h a rt 13
-8 7 -
PH,
Three Humm ock Is. (EB.L.1924./1963.S.). Hunter Is. (EB.1924/1971 .S /A .)· *
High field Point (A c.L.1924.R.)
Rocky Cape (EG.M.1968.L.K\
Table Cape (Ac.M.1888.£'.}
S T A N L E Y m
West Point (A c.1916.L .)------- Lt.s
P O R T L A T T A .
BU RN IE °
DEVONPOR
Sandy Cape (EB.1953.S.)·
LAUNCESTON o
Holloway Point (EB.L.1967.L/A.)
Cat Is. (EB.L.1967.S.)
Round H ill Point (A c.L .1923.L.)
Mersey B luff
* Goose Is. (Ac.iyi.1846.S.)
⢠Cape Barren (EB.L.1967.S )
(EM .M .1889.R.) â¢Waterhouse Is. (EB.L.1965.S/A.)
Cape Sorell (EB.1899/1971.U L /P S .S .)·-
Low Rocky Point (EB.1963.A.) *
SPRING B A Y a*.
⢠Cape T ou rville (E M .V H .1971.R.)
⢠Chicken Point (EB.L.1970.S/A.)
' Point Home Lookout (EM .M .1971 .L.)
- lie Du Nord (E8.L.1970.S/A.)
H O B A R T â¡
TASMANIA
UNATTENDED LIGHTS
C hart 14
- 8 8 -
i W s
S T A N L E Y Ï North Point (Unlighted Day Beacon) PORT L A T T A a
BU RN IE a
DEVO N P O R Ta
LAUNC ESTO N a
'f
SPRING BA Y c
H O B A R T a
TASMANIA OTHER NAVAI DS
C hart 15
- 8 9 -
5. South Australia
(a) General
South Australia has a heavily indented
coastline. The main ports are located on the coast of these
indentations, which has necessitated the establishment of
coastal navigational aids in these areas to mark the numerous
navigational hazards, The main ports of South Australia
(Port Adelaide, Whyalla, Port Pirie and Port Lincoln) are
situated on the shores of the Gulf of St. Vincent and Spencer
Gulf.
The number of navaids in South Australia (46)
has not changed greatly over the last few years. (See
Charts 16 to 18). The new aids that were established were
largely offset by minor aids being abolished.
(b) Servicing and Transport
South Australia's navaids are serviced from Port
Adelaide. Recently a building has been purchased in Adelaide
for conversion to a larger and well equipped maintenance depot.
Servicing is done by land where possible, but, because of the
region's geography, many aids are serviced by helicopter.
Many navaids, especially the manned island stations, are
visited twice a year by the lighthouse tender Cape Pillar for
provision of major supplies and major maintenance work, this
vessel also caring for aids in the Spencer Gulf.
- 90 -
(C) E s t a b l i s h m e n t or A l t e r a t i o n of N a v a i d s in L a s t
Decade
1968
Plank Shoal - Lighted buoy marking a particular
hazard on the shipping track to Whyalla and Port Pirie.
Person Island - Unattended electric light to assist
shipping proceeding to Thevenard.
Marsden Point
1970
- Light was re-established to assist shipping proceeding to the north of Kangaroo Island.
Four Hummock Island - Old light, established in 1914, demolished and replaced by a new electrically operated light.
Tapley Shoal
1972
- Lighted buoy marks the shoal to the north of Troubridge Light.
Bolingbroke Point - Electric light to assist increased shipping to Port Lincoln.
Berlin Rock Quilty Rock Tumley Point
- Unlighted buoys permanently removed.
Dangerous Reef - Experimental Racon established but withdrawn after evaluation.
Cape Jervis
1973
- Unattended acetylene light completely reconstructed and converted to electric
Lowly Point - Kerosene light unmanned and converted
to automatic electric.
Robe - High powered electric mains light
to replace manned light on Margaret Brock Reef (Cape Jaffa).
Cape Jaffa (Margaret Brock Reef) - Kerosene light unmanned and replaced by small battery operated light.
91
M l : = ; S = ? · ' â â â
3? :g
» g S S fc ig g i3 g ig
figggftg Sgigr’i . SpSog s
â "â
:B3-
'
â ^3" gg 6Ϊ BgggBg g.gggg;
m m m
° T H E V E N A R D
a P O R T A U G U S T A
W H Y A L L A o
a P O R T PI RLE
a W A L L A R O O
a A R D R O S S A N
P O R T L I N C O L N &
E D I T H B U R G H 9
South Neptune Is. (3.K .H .1901.A /S .)-
A lthorpe Is. (2.EG.VH.1879.A.) -
Troubridge Shoals (2.EG.H.1856.S .)"
Cape Borda (2.E M .H .1858.L.)'
Cape Willoughby (2.EG.VH.1852.L.) /
P O R T A D E L A I D E /
P O R T S T A N V A C
Cape Northum berland (2.EG .H.1859.L.)*
SOUTH AUSTRALI A
MANNED LI GHTHOUSES
C hart 10
- 9 2 -
oT H E V E N A R D
St. Francis Is. ( EB.L.19 24 /1973.S/A.)
Evans Is. (E B .L.1964.S/A.)
Cape Bauer (A c.L.19 64 .L/A .)
Low ly Point (EM.H
Flinders Is. (A c .L .1 9 1 4 .S /A >
Pearson Is. (E B.M .1968.S /A .)/ *
Winceby Is. (A c.L.1911 .S/A.)
PORT LIN C O L N
Four Hummocks Is. (EB.M .1914.S/A.) ^ / j
Bolingbroke Point (E B .L.1972.L / A . r / / /
Cape Donington.. (A c.L.19 05 .L/S/A.)'
Williams Is. (EB.L.1963.S/A.)
Dangerous Reef (A c.L.1911 .S/A,)
Wedge Is (A c.M .1911 .S/A.)
Wardang Is. (A c.L.1909.S/A.)
Corny Point (A c.L.18 82 .L.)
Cape Spencer (A c.L.1950.L.)
Cape du Couedic (A c .L .1 9 0 9 .L j
Marsden Point (EB.M .1915/1968.L.)
a PO RT AUGUSTA
1883/1973.L.h Eastern Shoal North W HY A L L A d. * · ^ (Ac.L.1902.S.)
\a P O R T P IR IE XX Eastern Shoal South (A c.L.1902.S.) *-----Middle Bank (Ac.L.1912.S.) \ a W ALLARO O
\ Tipara Reef (Ac.M.1866.S.) -to AROROSSAN ⢠Long Spit (Ac.L.1957.S.I a PORT A D E L A ID E /
1 PORT STANVAC \ Marino Rocks (EM.VH.1962.L.) T \ Orontes Bank \ \ (A c.L.1957.S.)
\ \ Cape Jervis'
\ (EM .M .1871/1973.L.)
'Cape St. Alban (Ac.L.1908.L.)
Cape Jaffa (E B .L.1872/1973.S.)
Robe (EM .H .1973.L.)
Cape M artin (A c.L.1960.L.)7
Cape Banks (A c.H .1882.L.) 1
SOUTH AUSTRALI A
UNATTENDED LIGHTS
Chart 17
C T H E V E N A R D
d P O R T A U G U S T A
; ' ' ·Î¤'â â â â : â : â , W H Y A L L A d
a P O R T PIRIE
" Wood Point (Day Beacon)
Plank Point (Day Beacon) ·
Plank Shoal (B u o y ). a W A L L A R O O
P O R T L I N C O L N â¡
E D I T H B U R G H o
Marion Reef (Buoy)
Cape Borda (Radio Beacon) — ·
TarleyShoal (B u o y)
, Yatala Shoal (Buoy)
W a r o r o s s a n
iP O R T A D E L A I D E /
P O R T S T A N V A C
SOUTH AUSTRALI A
OTHER NAVAI DS
Chart 18
6. Western Australia
(a) General
"The coastline of Western Australia extends
for nearly 4,000 miles. The north and north
west coasts experience giant tides, which
sluice among myriad islands and reefs, with the
added seasonal risk of destructive cyclones
sweeping down from the Arafura Sea. The
West Coast is studded with off-shore reefs
and dangers which, when combined with the
unpredictable sets and strong on-shore winds,
have been the graveyard of many ships. The
south coast is rugged and inhospitable,
battered by huge swells of the Southern Ocean
which has the deserved reputation of being
one of the world's stormiest." *
The Department of Transport maintains
72 navigational aids in Western Australia (See Charts 19 to 21).
Several lights are important landfall lights, the larger
proportion, however, being coastal aids. In addition to
the many conventional navaids - lights, buoys, beacons -
a gx"tract from evidence given before the Royal Commission
1964 inquiring into the safety of vessels operating in
the coastal waters of W.A. ( T r a n s c r i p t Page 1857 ) . . ,
95
Port Hedland and Dampler are served by the sophisticated
Decca systems to assist the large bulk carriers calling at
these ports. '
(b) Servicing and Transport
Navigational aids in Western Australia are
serviced from Perth/Fremantle. Most navigational aids in
Western Australia are serviced by sea. The lighthouse
tender Cape Don makes regular trips along the Western
Australian coast for this purpose. The improvement in light
aircraft and helicopter services results in servicing being
less dependent on the lighthouse tender.
Workshop facilities for the overhaul and repair
of faulty equipment are located in Fremantle.
The Decca chain at Port Hedland has its own
workshop facilities and operates completely independent from
the general workshop. Similar arrangements will apply to the
Dampier Decca chain.
(c) Establishment or Alteration of Navaids in Last
Decade
A large number of navigational aids established
in the last 10 years were for specific purposes (Port
Hedland, Dampier/Port Walcott, Cocos Island). In addition,
the following changes were made:
1964
Mary Anne Reef - Light to replace earlier light marking a reef on the coastal track and the approach to Onslow.
96
1965
Figure of Eight Island Gull Island
Rosemary Island
1966 "
Lights established to mark the approach to Esperance.
Light marking the approach to King Bay.
Cloates Point - Light marking off-shore reefs on
the coastal track and serving as a landfall on a rather featureless coast. Replaces the light originally located on Fraser Island.
1967
North Island
- Adele Island S Browse Island
Light to assist vessels on their approach to Geraldton.
Automatic radio beacons to assist vessels plying the north west coast.
I Cape Leveque
S' North West Cape
Powerful radio beacon to assist vessels in making a landfall in poor visibility.
Light to replace the manned light at Flaming Head.
tFoul Bay Light replacing light on Hamelin
Island.
C if fare 1 1 i Island Light to assist vessels bound for Yampi Sound.
11968
'Red Bluff EEast Island
ITrimouille Island â North West Island
Lights to assist navigation and to mark hazards in the Lacepede Channel.
Lights to mark off-shore islands and assist vessels on the coastal shipping track.
11969
1C ape St. Cr icq
«Port Hedland
Light to mark the entrance to Useless Inlet.
Decca N a v i g a t i o n Chain and 5 Buoys established.
97
1970
Imperieuse Reef
1973
- Light to mark the Rowley Shoals off the coast.
Foul Bay - Converted to electric.
Dampier/Port Walcott - Decca Navigation Chain and 5 Buoys established.
- 9 8
WESTERN AUSTRALIA
MANNED LIGHTHOUSES
YAMPI SO UN Da
Cape Leveque (3.EG.H.1911 L.) ·
o D ERBY
a BROOME
' PO RT H E D LA N D
BARROW IS LA N D 3 ^ ’l^ R ^ W A L C O T T
o E X M O U TH G U LF
o CAPE C U V IE R
a C A R N A R V O N
W YN DH AM
nUSEL.ESS LOOP
Moore Point (2.EM .H.1878.L.) â¢a G E R A LD TON
Rottnest Is. (2.E M .H .1851 .S /A .)»l0 f r e m a N T LE /K W IN A N A
Cape N aturaliste(3.K.H .1 90 4 .L.)
Cape Leeuwin (3.K .H .18 96.L.) ·
aB U N B U R Y
ESPERANCEd
A L B A N Y ?Ec|jpse |S (2.EG.H.1926.S.I
C hart 19
- 9 9 -
WESTERN AUSTRALIA
UNATTENDED LIGHTS
Lacrosse Is. (Ac.M.1961 .S.) \
Lesueur Is. (Ac.L. 1963.S.) >
l ' l
\ —
Caffarelli Is. (Ac.M.1967.S.) · Tdnher ls (Ac.L.1951 .S.) &YAM P/ SOUND
Browse Is. (A c.L .1966.S.) ·
Degerando Is (A c.M .1960.S.)
Adele Is. (A c.L .1951 .S.I ·
East Is. (EB.M.1968.S.) -
Red B lu ff (EB.M.1968 S.) '
Imperieuse Reef (EB.M.1970.S.) ·
Gantheaume Point (A c.L 1905.L.) / /
o DERBY
o BROOME
Legendre Is. (Ac.L. 1927/1963.S.) y
Rosemary Is. (A c .L .1965.S.) \
T rim ouille Island (EB.L.1968.S.) \
North West Is. \
(EB.L.1968.S.) X \ BARR OW IS LA N D p
Beagle Is. (A c.L .1 9 5 9 .S .)'
A irlie Is. .
(A c .L .1913.S .)"
Cape Bossut (A c .L .1914.S .)«
Bedout Is. (A c .L .1909.S.I
a PO R T HED LA N D
Jarman Is. (Ac.L.1888.S.) a D A M PIER — IJ PO RT W ALCOTT North Sandy Is. (A c .L .1913.S.)
Mary Anne Reef (Ac.L.1927.S )
Anchor Is. (Ac.L. 1913.S.)
North West Cape f EXM O UTH G U LF η (EM . H. 196 7. L . p - |||§p ⢠Point Cloates (EB.M.1966.L.)
*CAPE C U VIER ⢠Quobba Point (Ac.M.1950.L.) . a CA R N AR V O N
Cape Ronsard (Ac.L.1961 .S.)
Cape St. Crica (EB.M.1969.S.)
Cape Inscription (Ac,M.1910.S.)
\ a USELESS LOOP
x Steep Point (Ac.L.1960.S.)
. — -Shoal Point (A C .M .1958.U
North Is. (EB.M.1967.S.)
oG ER ALO TO N
Escape Is. (Ac.M .1930.S.) * p j j |
Bathurst Point (Ac.M.1900.S.A.) · â¡ F R E M A N T LE /K W IN A N A
o BU NBURY ESPERANCEa
X Gull Island (EB.L.1965.S.)
Foul Bay (EM .L.1967/73.L.) ·
D'Entrecasteaux Point (A c .L .1960.L.) *
K Figure of Eight Island (Ac. L. 1965.S.)
A L B A N Y o * Breaksea Island (Ac. L .1858.S.)
C h a rt 20
100
Medusa Bank(Buoy)
WESTERN AUSTRALI A
OTHER NAVAI DS
Browse lsland(Radio Beacon)·
Adele lsland(Radio Beacon)·
W YNDHAM
Cape ί eveque(Radio Beacon)· o YAM PI SOUND
' DERBY
o BROOME
Port Hedland (5 Buoys) \
Port W alco tt(5 Buoys) x
Dampier(Decca 'x
Navigator Chain (M a n n e d ))'''''''-----^^ *
BARROW IS LA N D P a POF^TWWkLCOTT
a EXM O U TH G U LF
'^ P O R T MEDLAR
- Port Hedland
a CAPE C U VIER
o C A R N A R V O N
M i l ·
w |
LOOP
O G E R A LD TO N
â¡ FR E M A N T LE /K W IN A N A
â¡ B U N B U R Y
ESPERANCEo
Cape Leeuwin(Radio Beacon)· A L B A N Y Ï
C hart 21
101
7. Staffing
(a) Regions
The Regional staff, of the Department of
Transport, has increased from 196 in 1964/65 to 253 in 1973/74
(See Table 5 ). Increases in staff have occurred primarily
in the number of technicians and tradesmen. The majority
of the technicians are in the radio field, brought about by
the establishment of the Decca Navigator Chain at Port
Hedland (W.A.). The main increase in the number of tradesmen
was in the higher levels, possibly to ensure the retention of
tradesmen who had particular skills essential to the efficient
functioning of navaids.
The gradual departure of lightkeepers is
reflected in the reduction of the number of manned lighthouses
over the years. The Table shows that at most levels there is
considerable stability, the notable exception being lightkeepers
and to a lesser extent machanics.
The present servicing and maintenance arrangement
has long standing and it is clear that changes and expansion
are necessary to cope with the increasing number of navaids
with modern sophisticated electrical equipment as well as
electronic digital data equipment used in monitoring systems.
Introduction of more electronic systems would bring with it an
increasing need for adequate trained electronic technicians
as was the case in Western Australia.
TABLE 5
REGIONAL NAVIGATIONAL AIDS STAFF 1964/65 - 1973/74
FULL TIME PERSONNEL
1964/65 1969/70 1973/74
E 0 W E 0 W E 0 W
Navaids Engineer Class 3 1 1
Navaids Engineer Class 2 5 5 1 6 6 6 6
Senior Radio Tech Off Gr 2 1 1
Radio Tech Off Grade 2 9 9
Sen Tech Off Grade 1 1 1 1 1 3 3 1
Technical Officer Grade 2 1 1
Technical Officer Grade 1 2 2
Tech Off (Eng) Grade 2 1 1
Tech Off (Eng) Grade 1 2 2 3 3
Tech Off (Building) Gr 2 2 2
Supervisor M.A. Grade 3 1 1 2 2 2 2 1
Supervisor M.A. Grade 2 3 3 1 6 7 6 6 1
Supervisor M.A. Grade 1 1 1 8 7 9 8
Senior Mech M.A. 4 4 17 16 , 1 18 18
Mechanic M.A. 29 24 32 32 10 33 33 4
Sen Carpenter Grade 1 3 3 5 5 6 6 1
Carpenter 2 2 3 3 1
Supvsr Radio Tech Gr 2 2 2 2 2 1 1
Supvsr Tech (MRS) Gr 2 1 2 1 1 1
Senior Radio Mechanic 2 2 2 2 1 1
Tradesman Radio 1 1 3 2
Operator Radio Aids 2 2 2 2
Apprentice 2 2 2 3 3
Workshop Assistant 2 2 1
Tradesman Assistant 2 2 2
Labourer 5 5 3 13 13 2 11 11 2
Head Lightkeeper 55 55 13 54 54 10 51 51 9
Lightkeeper 76 74 26 71 70 29 68 66 22
Field Officer 2 2
Clerical Asst Grade 4 1 1 1 1 1 1 2
Clerical Asst Grade 3 1 1
Clerical Asst Grade 2 1 1
Painter 1 1
Master of Launch 1 1
Boatman ' 1 1
GRAND TOTAL 195 185 44 230 227 52 256 252
47
E = Establishment
0 = Maximum occupancy during year
W = Wastage during year.
Source: Department of Transport
103
The Department of Transport advises that at
present some effort is being directed towards increasing the
numbers of regional staff. This should be.seen as a reaction
to the large short-term workload in relation to modernisation,
particularly electric conversion of lighthouses. This
expansion is not necessarily geared to the longer-term needs
for servicing a modern system of sophisticated automatic
lighthouses nor to the possible requirements for developing
radio navaids. A review of all establishments (C.0. and
Regions) more relevant to the longer term commenced in mid
1974 in the Department with the object of relating it to a
5 year plan of works designed to complete modernisation and
progressively to embrace any expansion of the navaids system.
It is expected that this review will reach fruition by the end
of 1975.
The main features of future establishment plans
in the navaids area are assumed to be the following:
. higher level engineering positions in all
regions with a supporting professional and
sub-professional structure.
. substantial increases in numbers of sub
professional officers in response to the
higher level of technology in navaids plant
and improved demarcation between professional
and sub-professional work.
104
. closer identification of artisan staff
with specific trades instead of the present
'jack of all trades' approach.
. centralised or multi-regional task force
approach to major construction or
rehabilitation projects, e.g. installation
of a Decca chain, reconstruction of a large
group of lighthouse towers.
Table 5 does not show the regional personnel
who are not engaged full time on navaid work. This in
particular refers to Regional Controllers, administration
personnel and other office staff.
(b) Ships
The ships operated by the Department of
Transport to service navigational aids have a total complement
of 170 men (See Table 6 ) and an administrative full time
staff of 7 at central office. Part of the duties of some
regional officers is also associated with the running of these
ships.
105
TABLE 6
CREWS - LIGHT TENDERS
CAPE PILLAR
CAPE MORETON CAPE DON
TOTAL
Master 1 1 1 3
1st Mate 2 2 2 6
2nd Mate 2 2 2 6
3rd Mate 1 1 1 3
Shipwright 1 1 2
Boatswain 1 1 1 3
Able Seaman 17 16 16 49
Ordinary Seaman 3 3 3 9
Deck Boy 1 1 1 3
Crew Attendant 3 3 3 9
Chief Engineer 1 1 1 3
2nd Engineer 2 2 2 6
3rd Engineer 2 2 2 6
4th Engineer 1 1 1 3
Electrical Engineer 1 1 1 3
Wiper 5 5 5 15
Chief Steward 1 1 1 3
Steward 5 . 5 5 15
Junior Steward 1 1 1 3
Chief Cook 1 1 1 3
Cook 2 2 2 6
Sculleryman 2 2 2 6
Radio Telegraphist
Relief (a)
Radio Telegraphist
Electrical Engineer
1
1
1
1 1 3
1
1
TOTAL 58 56 56 170
(a) Relief staff on the establishment of the Cape Pillar but rotating to other vessels as required.
Source: Department of Transport
106
I N F O R M A T I O N R E C E I V E D B Y T H E C O M M I S S I O N IN W R I T T E N
SUBMISSIONS OR DISCUSSIONS ON NAVIGATIONAL AID QUESTIONS
107
.
I N F O R M A T I O N R E C E I V E D BY T H E C O M M I S S I O N IN W R I T T E N
SUBMISSIONS OR DISCUSSIONS OH NAVIGATIONAL AID QUESTIONS
Below is a list of sources of s p e c i f i c i n f o r m a t i o n
received by the C o m m i s s i o n . The s u b m i s s i o n s c o v e r e d a w ide
range of m a t t e r s r e l a t i n g to n a v a i d s , f rom h i g h l y d e t a i l e d
recommendations to b r o a d e r p o licy. C o l l e c t i v e l y t hey nave been
very useful c o n t r i b u t i o n s , m o s t h e l p f u l to the C o m m i s s i o n in
reaching its c o n c l u s i o n s :
A C T A Pty L i m i t e d
A m a l g a m a t e d W i r e l e s s (Australasia) Li m i t e d
A s s o c i a t e d S t e a m s h i p s Pty Ltd
A u s t r a l i a n C h a m b e r of S h i p p i n g
A u s t r a l i a n F i s h i n g I n d u s t r y Council
. A u s t r a l i a n G o v e r n m e n t D e p a r t m e n t s :
D e p a r t m e n t of A g r i c u l t u r e
D e p a r t m e n t of De f e n c e
D e p a r t m e n t of D e f e n c e (Navy O f r i c e ) and k.A.N.
H y d r o g r a p h e r
D e p a r t m e n t of H o u s i n g and C o n s t r u c t i o n
D e p a r t m e n t of S c i e n c e ,
D e p a r t m e n t of S upply
D e p a r t m e n t of Iranspiort
P o s t m a s t e r - G e n e r a l 's Depa r t m e n t
A u s t r a l i a n I n s t i t u t e of N a v i g a t i o n
A u s t r a l i a n N a t i o n a l Line (Australian Coastal
S h i p p i n g Commission)
109
J. Brace, Esq.
Caltex Oil (Australia) Pty. Ltd.
Craig Mostyn and Co. Pty. Ltd. .
Department of Harbours and Marine (Queensland)
Esso Australia Ltd.
Fremantle Port Authority
Harbour and Light Department (Western Australia)
H.C. Sleigh Limited
Captain D.A. Hopper
J. Horn, Esq.
Howard Smith Industries Pty Limited
John Burke Pty. Limited
John Swire § Sons Pty. Limited
Lloyd's Register of Shipping
W. McLuckie, Esq.
Marine Board of Hobart
Master Mariners' Association of Tasmania
Merchant Service Guild of Australia
National Safety Council of Australia (South
Australian Division)
National Trust of Australia (New South Wales)
National Trust of Australia (Victoria)
Northern Territory Port Authority
Orient Shipping Services Pty. Ltd.
P § 0 Australia Ltd.
Port Hedland Port Authority
Port of Launceston Authority
- 110
Professional Radio Employees' Institute of
number of
continued
or agreed
Australasia
Public Works Department (Victoria)
Public Works Department (Western Australia)
Seabridge Australia Pty. Ltd.
Captain D.A. Smith
Tasmanian Yachting Association
The British Phosphate Commissioners
The Company of Master Mariners of Australia
The Queensland Coast and Torres Strait Pilot Service
Captain D.R. Ward
J.P. Whitaker, Esq.
Wilh. Wilhelmsen Agency Pty Ltd
Yachting Association of Western Australia â
In addition to the above sources of information a
other parties indicated to the Commission that they
to subscribe to the views which they had expressed
with at the Australian Coastal Navaids Symposium
1971.
’
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