Volume 2 (Reports and Affidavits)

INTERNATIONAL COURT OF JUSTICE
CASE CONCERNING SOVEREIGNTY OVER
PEDRA BRANCA/PULAU BATU PUTEH,
MIDDLE ROCKS AND SOUTH LEDGE
MALAYSIA/SINGAPORE
COUNTER-MEMORIAL OF MALAYSIA
VOLUME2
Reports and Affidavits
25 JANUARY 2005
INTERNATIONAL COURT OF JUSTICE
CASE CONCERNING SOVEREIGNTY OVER
PEDRA BRANCA/PULAU BATU PUTEH,
MIDDLE ROCKS AND SOUTH LEDGE
MALAYSIA/SINGAPORE
COUNTER-MEMORIAL OF MALAYSIA
VOLUME2
Reports and Affidavits
25 JANUARY 2005
Annex
LIST OF ANNEXES
VOLUME2
Reports and Affidavits
Number Title of Report or Affidavit
(MCM)
1. Conduct Forming Part of the Normal Administrative Responsibilities of
a Lighthouse Operator and Singapore's Claims in Respect of the
Horsburgh Lighthouse and Pu/au Batu Puteh, Report by Captain
Duncan Glass and Mr David Brewer
2. The History and Working of the Middle East Navigation Aids Service
("MENAS") and Related Issues, Report by Commander Peter John
Christmas, Royal Navy (Retired)
3. Note on Lighthouses and Their Functions, by Rear-Admiral (retired)
Jean-Charles Leclair
4. Affidavit of Rear Admiral (Rtd) Dato' Karalasingam Thanabalasingam
5. Affidavit ofldris Bin Yusof
6. Affidavit of Saban Bin Ahmad
ANNEX MCM 1
Conduct Forming Part of the Normal Administrative
Responsibilities of a Lighthouse Operator and
Singapore's Claims in Respect of the Horsburgh
Lighthouse and Pu/au Batu Puteh, Report by Captain
Duncan Glass and Mr David Brewer
I.
1.
Conduct Forming Part of the Normal Administrative Responsibilities of a Lighthouse
Operator and Singapore's Claims in Respect of the Horsburgh Lighthouse
and Pulau Batu Puteh
Report by Captain Duncan Glass and Mr David Brewer
Introduction
This Report has been prepared by the undersigned, Captain Duncan Glass and Mr
David Brewer, in response to a request by the Government of Malaysia for an assessment, by
persons experienced in the operation and management of lighthouses, of the various elements of
conduct advanced by Singapore in support of its claim to sovereignty over Pulau Batu Puteh.
The authors are respectively the Director of Navigational Requirements and the former Director
of Administration of the Corporation of Trinity House in London. Further details of our
respective backgrounds and expertise are given below and in the summary curricula vitae
attached as Annexes 1 and 2 to this Report. We understand that this Report will be submitted as
part of the Counter-Memorial of Malaysia to be filed with the International Court of Justice in
the pending proceedings concerning sovereignty over Pulau Batu Puteh, Middle Rocks and
South Ledge. This Report is prepared in our personal capacities and does not engage the
responsibility of Trinity House or any other organisation or body.
2. For purposes of the preparation of this Report, we have reviewed the Memorials of the
Governments of Malaysia and Singapore, together with relevant annexes, submitted to the
International Court of Justice. Our attention was directed in particular to Chapter VI of
Singapore's Memorial and the conduct described therein.
3. Following some background information on Trinity House, its work and the wider
international context relevant to its activities, we address in general terms a number of elements
relating to the construction, operation and management of lighthouses which are relevant to an
assessment of the specific conduct advanced by Singapore. We thereafter turn to comment
directly on each of the items of conduct to which Singapore refers. As will be apparent from the
review and discussion that follows, we are of the opinion that the vast bulk of the practice
referred to by Singapore is conduct that forms part of the normal administrative responsibilities
of a lighthouse operator. This assessment is made from our perspective as professionals in the
field of the provision of aids to navigation and lighthouse management. We make no comment
on any other aspect of the dispute between Malaysia and Singapore or on any legal issue.
4. Our qualifications and experience are as follows:
(a) Captain Duncan Glass. I am the Director of Navigational Requirements at Trinity
House. The Director of Navigational Requirements is responsible for core aspects of
the Corporation's work in fulfilment of its statutory responsibility to provide, operate
and maintain aids to navigation around the coasts of England, Wales, the Channel
Islands and Gibraltar. In this capacity, I chair the Trinity House Examiners'
Committee, which prescribes the level of service of visual, radar, radio and electronic
aids to navigation. I am also chairman of the International Association of Marine Aids
to Navigation and Lighthouse Authorities ("IALA") Aids to Navigation Management
Committee and a member of its Automatic Identification System ("AJS'') Committee.
Other elements of my background and experience are described in the curriculum
vitae at Annex 1 hereto.
(b) Mr David Brewer. I stepped down as the Director of Administration at Trinity House
in July 2004 after 27 years at the Corporation. The Director of Administration is
responsible for all aspects of the Corporation's work in the fields of estate
management, human resources, legal and public affairs, risk management and
communications. In this capacity, I advised various United Kingdom Government
departments and agencies, and the three General Lighthouse Authorities responsible
for the provision and maintenance of aids to navigation in United Kingdom and
Republic of Ireland waters (Trinity House, the Northern Lighthouse Board, and the
Commissioners of Irish Lights), on a range of lighthouse service related matters. I
was also engaged in and responsible for various aspects of the Corporation's
participation in the work of other national and international bodies, including IALA.
Other elements of my background and experience are described in the curriculum
vitae at Annex 2 hereto.
II. Trinity House
5. The Corporation of Trinity House was constituted under a Royal Charter granted by
Henry VIII in 1514. Throughout its long and distinguished history, the Corporation's prime
objective has been the safety of shipping and the welfare of seafarers. Today, the Corporation
has three functions:
• under Part VIII of the Merchant Shipping Act 1995 (previously 1894 and 1854), it is
the General Lighthouse Authority for England, Wales, the Channel Islands and
Gibraltar, providing aids to general navigation. These include 72 lighthouses, 11
major floating aids, over 400 buoys, 48 radar beacons, and 7 differential Global
Positioning System ("GPS") stations. It is also responsible for wreck marking and
dispersal in coastal waters under Part IX of the 1995 Act;
• under the UK Charities Act, it is a charitable organisation for the safety, welfare and
training of mariners and relief of those in financial distress; and
• it is a statutory Deep Sea Pilotage Authority under regulations brought into force
under the Pilotage Act 1987.
6. Trinity House is responsible for marking some of the busiest shipping lanes in the
world, such as the Traffic Separation Scheme in the Dover Strait, and provides contractual
services - including the maintenance of aids to navigation for third parties, the provision of
hydrographic surveys and maintenance of data buoys - under powers granted in the Merchant
Shipping 1995 Act to exploit spare capacity in its assets.
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7. The Corporation is overseen by a Court of Elder Brethren. Two separate Boards have
delegated power to manage, respectively, the Lighthouse Service (known as the Trinity House
Lighthouse Service), and the Corporation.'s charitable and Deep Sea Pilotage activities.
III. The International Dimension
8. Pursuant to the terms of Regulation 13 of Chapter V of the International Maritime
Organisation's ("IMO") International Convention on the Safety of Life at Sea, 1974, as
amended ("SOLAS"), each Contracting Government undertakes
"to provide, as it deems practical and necessary either individually or in cooperation
with other Contracting Governments, such aids to navigation as
the volume of traffic justifies and the degree of risk requires."
The wording of Regulation 13 on the provision of marine aids to navigation is deliberately
broad, avoiding issues concerning the ownership of property and territorial rights.
9. Trinity House is one of the four founder members of IALA. IALA is a nongovernment,
non-profit-making technical association that provides a framework for aids to
navigation ("AtoN") authorities, manufacturers and consultants with the aim of fostering the
safe, economic and efficient movement of vessels for the benefit of the maritime community
and protection of the environment.
10. The IALA Aids to Navigation Guide (generally known as the NavGuide; the 41"
edition of which was published in December 2001) contains detailed guidance on the provision
and maintenance of aids to navigation and the agreed standards of availability and reliability to
be achieved by lighthouse authorities.
IV. General Observations on Elements Relating to the Construction, Operation and
Management of Lighthouses
(1) The changing character of lighthouse administration
11. The vast majority of lighthouses throughout the world have now been automated and
the lighthouse keepers withdrawn. This was probably the single largest change in the
administration and operation of lighthouses in the twentieth century and was driven both by
advances in technology and the pressure for substantial economies. The description of the
Horsburgh Lighthouse in Lighthouses of the World mentions that the lighthouse's operation was
automated in 1988 using solar power. In our view, such progress is a natural step in the
evolution of lighthouse technology worldwide.
12. Since de-manning, station visits have reduced, both in terms of maintenance and
inspection, the systems being increasingly more reliable and easier to replace and repair.
Attendants have been contracted to undertake occasional housekeeping duties and enable
authorised access to the stations when required. In some cases, particularly where the
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lighthouse is controlled by a military arm of the State - such as in Greece and Italy - manning
would be maintained primarily for security and coastguard purposes. Advances in technology
have meant, however, that it is no longer essential for lighthouses to be manned to operate the
aids to navigation functions to assist the safety of shipping. Automation and demanning can
provide significant economies in the operation of lighthouses.
13. Systematic reviews of AtoN are essential to assist the safe passage of vessels by
meeting changing user requirements. There is a general consensus among the IALA
membership that there is a continuing role for conventional visual and audible aids to navigation
for the foreseeable future. This will certainly be the case until the mix of electronic aids to
navigation - including Global Navigation Satellite Systems ("GNSS"), e.g. Global Positioning
System ("GPS"), GLONASS (the Russian equivalent of the US Navstar GPS), Vessel Traffic
Services ("VTS") and Automatic Identification Systems ("AIS") - have been fully developed
and provide the level of integrity and reliability required for safe navigation. Electronic
solutions also depend on the cooperation of all Flag States and the fitting and proper
maintenance of mandatory carriage requirements for vessels and standards of training for their
crews. In Europe, development is already underway on a civil GNSS (the GALILEO system),
but the latest prediction is that it will not be fully commissioned until at least 2008; some reports
suggest 2010. Our view is that operational lighthouses will be required for some time to come,
albeit in reducing numbers as new systems are introduced. Some lighthouses may remain in
service as platforms for such new systems.
(2) Lighthouses situated in the territory of one State but administered by the authorities
of another State or by a corporation or other similar undertaking in another State
14. Our general experience and understanding from discussions at IALA and in Europe is
that the majority of lighthouses are operated either by a government department of the relevant
sovereign state or a public undertaker of the state. Australia has privatised the major part of its
lighthouse operation for financial reasons. There are also important exceptions to the general
rule, notably emanating from the British colonial period, e.g. the lights in the Arabian Gulf
(addressed further below), in the Red Sea approaches to the Suez Canal, as well as in particular
cases of individual lighthouses, such as the Sombrero Lighthouse in Anguilla and the Gibraltar
lighthouse. Benin and Senegal have close relations with France, as a legacy of French colonial
rule in parts of Africa, and cooperate with and receive assistance from the French maritime
administration and through IALA.
15. In addition, in some countries - for example, in the United Kingdom and the Republic
of Ireland - there is a division of responsibility for general ( coastal) and local (ports and
approaches) navigation. The government (or an arm of government) may provide a system of
coastal aids to navigation in its territorial waters and offshore in designated areas, leaving the
ports, subject to audit or inspection, to provide for safe navigation and conservancy in their
individual areas including the approaches in certain cases. The ports usually operate under a
statutory or regulatory framework and within clearly defined geographical limits, for port
operations or pilotage, or both.
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(a) The Middle East Navigation Aids Service
16. An important exception to the general rule that stands out from others is that of the
Middle East Navigation Aids Service ("MENAS") which operates in the Arabian (or Persian)
Gulf. MENAS was established as the Persian Gulf Lighting Service in 1950, its name being
changed to MENAS in 1966, to serve the maritime industry in the Gulf, although its origins can
be traced back to 1911. It is an independent, not-for-profit, organisation registered in the United
Kingdom. The location of its centre of operations is in Bahrain, following a donation of land in
perpetuity in the 1950s by the then ruler of Bahrain, the late Emir, HH Shaikh Salman bin
Hamad Al Khalifa. The organisation draws revenue solely from navigation dues levied on
commercial vessels above 2,000 net registered tons using Gulf waters.
17. In the case of the Horsburgh Lighthouse, the role performed by the Maritime and Port
Authority of Singapore might be compared to that of MENAS. Indeed, we understand that the
Horsburgh Lighthouse was one of a number of lighthouses established by the British along the
Malacca and Singapore Straits and administered from Singapore. This would make the analogy
with MENAS stronger still. In the Gulf, MENAS is responsible for all matters relating to the
aids to navigation which it owns or operates, including the provision of Notices to Mariners. It
raises its revenue from navigation dues. It does not, however, assume any territorial rights in
undertaking its role for the provision of aids to navigation (save in respect of the express
donation of land for its Bahrain base of operations).
(b) Northern Ireland
18. Another important example of an exception to the general rule is that of the
lighthouses and other aids to navigation in Northern Ireland. Northern Ireland is part of the
United Kingdom. Northern Ireland lighthouses and other aids to navigation are, however,
operated and managed by the Commissioners of Irish Lights, the statutory General Lighthouse
Authority of the Republic oflreland based in Dublin. The Commissioners oflrish Lights is thus
responsible for the provision, operation and maintenance of aids to navigation for the whole of
Ireland, including Northern Ireland. The Commissioners of Irish Lights, in common with the
two General Lighthouse Authorities of the United Kingdom, Trinity House and the Northern
Lighthouse Board, is funded from light dues, paid into the General Lighthouse Fund, collected
from commercial vessels which call at United Kingdom and Republic of Ireland ports. The
General Lighthouse Fund is administered by the United Kingdom Department for Transport.
(c) Sombrero (Anguilla - West Indies)
19. The position regarding the Sombrero Lighthouse in Anguilla also calls for comment.
Between 1984 and 2001, Trinity House assumed responsibility for the administration of
Sombrero Lighthouse, at the expense of the UK General Lighthouse Fund. Although the
lighthouse is now administered by the relevant Anguillan authorities, Trinity House continues to
provide technical advice and training to the Anguillan Government in respect of the lighthouse.
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(d) Europa Point Lighthouse (Gibraltar)
20. Gibraltar has been an overseas territory of the United Kingdom since the Treaty of
Utrecht, 1 713. It has had considerable internal government since the introduction of its present
constitution in 1969. Spain continues to claim the territory as rightfully its own and continues
to claim sovereignty over it. There were conflicting statements on Gibraltar by the governments
of Spain and the UK when ratifying the United Nations Convention on the Law of the Sea.
21. Since 1462, when a mosque was converted into a Catholic chapel, a light has been
kept burning in a tower above the chapel. This was the forerunner to the present day lighthouse
at Europa Point.
22. Trinity House is the General Lighthouse Authority for Gibraltar within the meaning of
the Merchant Shipping Act 1995 (an Act consolidating legislation going back to 1854). The
Corporation has operated the Europa Point Lighthouse since it was established in 1841,
including issuing Notices to Mariners and arranging navigational broadcasts. The lighthouse
was automated in 1994. Title to the lighthouse involves a complex division of freehold and
leasehold tenure between Trinity House and the Gibraltar Government. The parties reached
agreement for a formal exchange of land and this was executed by an Indenture providing
Trinity House with freehold tenure of the land and buildings comprising the lighthouse tower,
the fog signal house and one dwelling. Trinity House remains in administrative and operational
control of Europa Point Lighthouse, maintaining and developing the aids to navigation in line
with the policy of reviewing navigational requirements and standardising equipment in the
United Kingdom.
(e) Channel Islands
23. Feudal and other ancient rights exist in relation to the governance and occupation of
the Channel Islands. Many issues concerning the seaward limits of the islands and British and
French jurisdiction remain unresolved. However, the operation by Trinity House of the four
main lighthouses - Hanois (1862), Casquets (1785), Alderney (1912) and Sark (1913) - has
been largely unaffected by these jurisdictional uncertainties. Trinity House has dealt with
wrecks, issued Notices to Mariners and arranged navigational warnings, carried out surveys,
automated and modernised the stations, freely disposed of property (in Guernsey and Sark) and
flown the Trinity House Ensign with no record of any challenge or notable disruption.
24. As all the examples just quoted illustrate, the establishment and operation of
lighthouses is frequently addressed quite independently of questions of sovereignty or territorial
jurisdiction.
(3) The Issuing of Notices to Mariners
25. The issuing of Notices to Mariners is usually a function of the national authorities of a
State. However, Trinity House, in common with other lighthouse authorities (such as MENAS
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and the Commissioners of Irish Lights), issues such Notices. Notices to Mariners may be
combined with navigation broadcasts.
26. Trinity House has developed a system of issuing fonnal Notices to Mariners to the
relevant authorities, the UK Hydrographer and the Coastguard (for radio broadcast), in
electronic form. Notices are issued in respect of changes to aids to navigation, including the
establishment of new marks, the discontinuance of marking requirements, the taking possession
of wrecks, and marking hazards and changes to their characteristics or position. Trinity House
undertakes this task in respect of aids provided for general navigation, while the ports issue
notices and broadcasts in respect of local aids. There is an implicit obligation under SOLAS
Chapter V to advise mariners of the provision of new marks or changes to the position or
characteristics of existing marks. Failure to issue Notices to Mariners in respect of any changes
to navigational marks or a navigational hazard of which an authority was aware would be
negligent and could expose a lighthouse operator to major liability risks. Trinity House
considers the issuing of Notices to Mariners to be necessary for the proper discharge of its
statutory duty as a lighthouse authority and to protect the GLF from unnecessary financial risk.
The Corporation issues Notices to Mariners without reference to the Government. It is not a
delegated duty but one directly arising from its responsibilities in respect of lighthouses and
other aids to navigation.
(4) The use of lighthouses for non-light purposes
27. Lighthouses have traditionally, over the years, been used for non-light purposes. The
automation and modernisation of lighthouses, combined with an increasing awareness of the
historic significance of many of the structures, has also led to an upsurge in the alternative use
of the surplus accommodation that is no longer required for resident lighthouse keepers.
Contributions from the IALA Panel on the Preservation of Historic Lighthouses and Associated
Equipment ("PHL") have included the publication of Lighthouses of the World (the "top 100")
and a comprehensive set of guidelines on all aspects of the development of alternative uses of
lighthouses - from national plans and protection of the heritage to the practical implementation
of tourism ventures. Trinity House's Business Plan for its lighthouse estate has been one of the
main drivers underpinning this work.
28. Apart from their core function as aids to navigation, other traditional non-light uses of
lighthouse property have included:
• meteorological observation and recording stations (formerly carried out by lighthouse
keepers and now automated with data transmitted by remote link);
• coastguard lookouts;
• antenna and transponder locations;
• military outposts;
• wildlife sanctuaries.
29. This list of traditional non-light uses has now been extended to commonly include:
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• holiday cottages;
• visitor attractions;
• museums;
• youth hostels;
• field study centres;
• restaurants and public houses;
• guest houses;
• shops;
• specialist libraries;
• media locations - for film productions;
• information centres .
The common theme is to secure alternative uses that will help to fund the conservation and
maintenance of the stations for the access and enjoyment of future generations.
(5) Marine Ensigns
30. Ensigns are colours which are principally worn by ships - as generally designated by
the Flag State. For example, the three Ensigns authorised to be worn by British Ships are the
Red, White and the Blue Ensigns - in 1864, the White Ensign was authorised to be worn by all
ships of the Royal Navy, the Red Ensign by British merchant shipping and the Blue Ensign by
vessels belonging to certain public authorities and by some members of the Commonwealth.
Lighthouse authorities often have their own adaption of the "Red Ensign" of their State and fly
their flag either on special occasions or during daylight hours to confirm its maritime affiliation.
Trinity House regularly flew its Ensign above lighthouses that it owned and/or operated. It does
not do so today on a regular basis as all of its lighthouses are now unmanned. However, where
flagpoles remain, the Ensign is still flown on particular occasions, such as on visits by the
Trinity House Elder Brethren. The Trinity House Ensign is an adaptation of the United
Kingdom Union Jack, which appears in the top left hand comer of the flag. Colour plates of the
Trinity House Ensign and other Trinity House flags are provided at Annex 3 hereto.
31. Our enquiries among a cross-section of IALA members - including Argentina,
Denmark, France, Germany, Italy, Spain and the USA- has shown that little, if any significance
attaches to the flying of an Ensign above a lighthouse. Some authorities fly their Ensign or their
national flag at lighthouses on special occasions or on certain days of the week. There is no
appreciation, however, that the flying of Ensigns or flags above a lighthouse has any bearing on
sovereignty. The United Kingdom and Republic of Ireland General Lighthouse Authorities fly
their Ensigns as a matter of tradition and pride in the service.
32. Generally, if the Ensign of a lighthouse authority was flown above a lighthouse it
would be understood by a mariner or lighthouse operator as identifying the lighthouse authority,
e.g. Trinity House. If a flag flown above a lighthouse was a national flag, it would be
understood by a mariner or lighthouse operator as signifying the country entrusted with the
operation of the lighthouse.
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(6) Investigations into marine hazards and casualties
33. A lighthouse authority would be likely to review and survey navigational hazards,
such as wrecks, shoals and sand banks, and mark any danger to navigation caused by such
hazards. Who takes responsibility for the investigation of marine casualties will depend on the
status of the vessel involved in the incident. In cases in which the State in whose waters the
incident occurs undertakes the investigation, the Flag State of the vessel involved would be
expected to cooperate in the investigation, although it may also carry out its own investigation
in more serious cases. In many countries, the distinction between lighthouse authorities and the
coastguard or department responsible for marine investigations is blurred, as they tend to
operate as separate sections within the same government administration. In such cases,
therefore, the authority responsible for the administration of lighthouses will also be responsible
for the investigation of marine casualties.
(7) The practice of adding on facilities and structures to a lighthouse
34. As well as automation and modernisation using advances in technology, lighthouse
development commonly includes:
• the erection of helidecks on top of offshore lighthouse towers or the construction of
helipads where land permits,
• conversion to solar power,
• the conditioning of buildings,
• the addition of differential GPS equipment.
35. These developments can be seen in various ways in the majority of Trinity House
Lighthouses, e.g. Hanois, Smalls, Eddystone, South Stack, Fame Island, Casquets and
Longstone.
36. Licences are commonly granted by lighthouse authorities to site third party
communications masts, radars and transponders. This is less so where the land or buildings are
leasehold since the permission of the landlord is required and questions of rental and the
commercial value of the site become an issue.
37. Vessel Traffic Services ("VTS") is generally considered an aid to navigation and the
siting of such antenna on lighthouses is commonly undertaken by lighthouse administrators.
(8) The exercise of regulatory authority by a lighthouse administrator
38. A lighthouse administrator would normally have complete responsibility for the
conduct of its personnel and the performance of their duties in their lighthouses. As the Keepers
were generally a uniformed service, a service disciplinary regime would be administered by the
lighthouse authority - usually following that of the merchant navy.
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39. When Trinity House lighthouses were manned, the Keepers operated under Service
Regulations governing virtually everything from their accommodation (which was rent free - as
a service tenancy), to their conduct and, of course, the manual operation of the aids to
navigation. Regular visits were made by engineering staff and district superintendents. In
addition, the Elder Brethren of Trinity House carried out periodic inspections of the stations,
sometimes accompanied by dignitaries, in order to discharge their statutory duty.
V. Specific Observations on the Conduct Referred to in Chapter VI of
Singapore's Memorial
40. Against the background of the preceding general observations, we turn now to make
some more specific observations on the conduct identified by Singapore in Chapter VI of its
Memorial. As will be apparent from what follows, we are of the opinion that, overwhelmingly,
the conduct referred to forms part of the general conduct that would be undertaken by any
operator of a lighthouse as part of its administrative responsibility.
(1) Observation on the conduct referred to in paragraph 6.6 of Singapore's Memorial
41. Singapore sets out a list of the conduct on which it relies in paragraph 6.6 of its
Memorial. By reference to this list, our observations are as follows.
(a) Enacting legislation relating to Pedra Branca and the Horsburgh Lighthouse
42. A law for the erection of a lighthouse at a particular location would indicate special
circumstances that required unambiguous authority for an individual or a body, other than the
State, to erect the structure. The Smalls and Skerries Lighthouses off the coast of Wales are
examples in Britain where Letters Patent were granted to individuals to erect lighthouses and
gain revenue from the private tolls charged on shipping. By the early nineteenth century,
lighthouse authorities such as Trinity House in England and Wales, had been granted powers
(Acts of 1822 and 1836) to buy out private lighthouse interests.
(b) Assuming responsibility for the maintenance and improvement of the lighthouse and
other facilities on the island
43. The duty of a lighthouse operator - whether as an arm of the State or an independent
body - is to provide and maintain aids to navigation to assist the safety of navigation. While
maintenance methods and standards may vary among the international community of lighthouse
operators - as evidenced by work in the technical committees of IALA - the need to maintain
the lighthouse structures and ancillary equipment and to keep the visual, audible and electronic
systems functioning correctly, remains the same.
44. Today, a lighthouse is a platform for a multitude of automated systems, combining
equipment for the transmission of visual and audible signals with more sophisticated
radionavigation systems. The power generation systems, boat and helicopter landing facilities,
all form part of the necessary supporting infrastructure for the effective operation of the
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lighthouse. In the case of Trinity House, almost all offshore "rock" lighthouses have these
facilities, including Eddystone, Bishop Rock, Hanois and Smalls, as well as island stations such
as Casquets, Flatholm, Skerries, Skokholm and South Stack.
(c) Exercising regulatory authority and jurisdiction over personnel residing on the island
and maintaining peace and good order thereon
45. The act of regulating the activities of personnel in relation to a lighthouse is very
much in keeping with the role of a lighthouse authority, whether or not it is a State body. For
example, Trinity House maintains a set of Service Regulations which provided a detailed
framework of rules for the conduct, standards and work expected of its lighthouse keepers. This
formed the basis for any disciplinary action. A copy of Pamphlet III of the Trinity House
Lighthouse Service Regulations, which addressed these matters, as attached as Annex 4.
(d) Collecting meteorological information from Pedra Branca
46. Information gathered from lighthouse authorities by IALA in the context of its work
on the preservation of historic lighthouses shows that the collection of meteorological
information at lighthouses is commonplace, and was so particularly when the stations were
manned. Today, data collection systems have been automated and still provide valuable
meteorological information for weather forecasts.
(e) Building and upgrading a jetty on Pedra Branca
47. For centuries, boat landings and jetties have been constructed and maintained at
lighthouses to facilitate ease of access. Today, a combination of helicopter and boat landings -
including jetties - provide the necessary options for access. Examples of such practice can be
seen at Trinity House lighthouses such as Casquets, Flatholm, Round Island and Godrevy.
(f) Flying the British, and subsequently, the Singapore Marine Ensign on the island
48. This issue is addressed in general terms in paragraphs 30 to 32 above. Pamphlet I of
the Trinity House Lighthouse Service Regulations contains the detailed instructions issued by
Trinity House to Lighthouse Keepers on the flying of flags. This is attached at Annex 5. Much
of this is self-explanatory and gives the background to the use of the Trinity House Ensign,
which is still flown at our main depots, although less so at lighthouses - due to de-manning.
Trinity House Lighthouses bear the Corporation's crest. Whilst this may be regarded as a sign
of ownership or possession of the property, it cannot, quite clearly, be regarded as a symbol of
sovereignty as the ownership and operation of lighthouses by Trinity House does not necessarily
correspond to the sovereignty of the State on which the lighthouse is situated.
(g) Vetting applications for persons (including Malaysian nationals) to visit Pedra
Branca and otherwise controlling access to the island
(h) Regular visits by civil and military officials from Singapore to the island without
seeking permission from Malaysia
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49. Secure access to the site of a lighthouse and the control of visitors is invariably the
responsibility of the operator of a lighthouse. Notices similar to those on the gates of Trinity
House lighthouses are quite common, declaring the premises to be private property and warning
of dangers, in order to maintain security and reduce the risk of liability to trespassers.
(i) Granting permission for Malaysian authorities to undertake scientific and technical
surveys on Pedra Branca and within Pedra Branca 's territorial waters
50. Scientific and technical surveys may have the effect of interfering with the effective
and reliable operation of a lighthouse. To this end, it is common practice among lighthouse
operators to require that permission is sought before any such activities are carried on in the
vicinity of a lighthouse. For example, Trinity House does not allow any visitors to its
lighthouses unless accompanied by the lighthouse attendant who is responsible for the security
of the station - including the setting and un-setting of alarms and communications to the
Operations Control Centre in Harwich. Permission to visit a particular station - whether in
respect of Trinity House personnel or otherwise - is at the discretion of the regional
maintenance manager of Trinity House who may deny access if maintenance or other essential
works are in progress.
0) Carrying out naval patrols and conducting naval exercises within Pedra Branca 's
territorial waters
51. These activities are not normally associated with the operation of a lighthouse.
(k) Investigating and reporting on hazards to navigation and shipwrecks in waters around
the island
52. These may or may not be activities undertaken by a lighthouse operator as opposed to
another public body or government department. In the case of the United Kingdom and the
Republic of Ireland, the General Lighthouse Authorities are responsible for hazards and
shipwrecks in the territorial waters of their respective states.
(l) Investigating incidents of accidental death in the waters of Pedra Branca
53. Marine accident investigators normally work separately from lighthouse operators,
although they may work in separate sectors of the same public body (usually an arm of
government). In certain circumstances, the State may invite the involvement of the Flag State
of a vessel to participate in the investigation of marine incidents, but this is outside the scope of
the activities performed by Trinity House.
(m) Considering sea reclamation plans to extend the island
54. If such work were necessary in connection with providing additional facilities for the
operation of the lighthouse and ancillary equipment, including, for example, the construction of
12
a helipad, boat landing area or antenna base, this would fall within the scope of responsibility of
a lighthouse authority and could be undertaken by them. If such work was not necessary for
purposes of the operation and maintenance of the lighthouse, it would not come within the
scope of responsibility of a lighthouse authority and would not be undertaken by them.
(2) Additional Observations on Specific Practice
55. In paragraphs 6.11 and 6.21 of its Memorial, Singapore refers to tolls - light dues -
imposed on ships calling at Singapore harbour. It is commonplace for the funding of
lighthouses to take the form of the collection of light dues, sometimes also known as navigation
dues. As both the practice of MENAS and the General Lighthouse Fund - which applies to the
upkeep of both United Kingdom and Republic of Ireland lights and is administered by the
United Kingdom on the basis of dues collection from commercial vessels calling at both United
Kingdom and Republic of Ireland ports - shows, the collection, administration and application
of light dues has no necessary connection with the State in whose territory the lights are located.
In the case of the Horsburgh Lighthouse, the tolls in question were evidently to defray the cost
of the upkeep of the lighthouse rather than for the maintenance or development of the island.
56. In paragraphs 6.30 and 6.31 of its Memorial, Singapore refers to various instances of
conduct concerning the maintenance and improvements of facilities at the Horsburgh
Lighthouse. These improvements - the extension of living accommodation, the repair and
strengthening of the pier, the fitting of a radio telephone, repainting, the installation of boat
davits, dihedral radar reflectors and a radio beacon - are all in keeping with those undertaken
from time to time by any competent lighthouse operator. The modernisation of the station, with
the installation of an electric optic, new cooling systems and solar panels, is an integral part of
the evolution of lighthouse technology.
57. Paragraph 6.32 of Singapore's Memorial refers to its installation of radar on the island
for purposes of the operation of a Vessel Traffic Information System ("VTIS"; also VTS). As
we have already observed, IALA regards Vessel Traffic Services to be an aid to navigation and
the siting of VTS equipment and facilities on lighthouses is common.
58. In paragraph 6.56 of its Memorial, Singapore refers to a logbook kept at the
Horsburgh Lighthouse. It is common practice to have a logbook to record visits to lighthouses.
c:...
Captain Duncan Glass
c/o Trinity House
Tower Hill
London
EC3N 4DH
David Brewer
15 November 2004
13
ANNEX 1
Captain Duncan C. Glass
Director of Navigational Requirements, Trinity House, London
Summary Curriculum Vitae
ANNEX 1
May 1999 - to the present: Director of Navigational Requirements and Elder Brother,
Trinity House, London
As Director of Navigational Requirements of the Trinity House Lighthouse Service, I am
responsible for core aspects of the work of Trinity House in fulfilment of its statutory
responsibility to provide, operate and maintain aids to navigation around the coasts of England,
Wales, the Channel Islands & Gibraltar. In this capacity, I chair the Examiners' Committee,
which prescribes the level of service of visual, radar, radio and electronic aids to navigation.
In my Trinity House capacity, I am chairman of the International Association of Marine Aids to
Navigation and Lighthouse Authorities (IALA) Aids to Navigation Management Committee and
a member of its Automatic Identification System (!AS) Committee.
I represent the United Kingdom and the General Lighthouse Authorities on the European
Maritime Radionavigation Forum and am a member of the UK Safety of Navigation Committee.
I examine and annually revalidate the 30 or so Deep Sea Pilots licensed by Trinity House.
I serve as a.Nautical Assessor to the Admiralty Court in London.
An Elder Brother of Trinity House is a trustee of the Corporation and its Charities. In this
capacity, I am a member of the Corporate Board and as such participate in the disbursement of
grants to charities, and in-house benevolence to mariners and their dependents.
1964-1998: Andrew Weir Shipping
I served at sea for 23 years with the company rising from Apprentice Deck Officer to Master.
During this period, I sailed with the Bank Line, United Baltic Corporation and MacAndrews. I
served in general cargo, container and Roll-on Roll-off vessels, both world-wide and in the
Baltic trades, culminating in specialisation in ice navigation in super-ice-class ships.
I was promoted ashore as Marine Superintendent in 1986, becoming Fleet Director in 1989.
Between 1989 and 1998, I directed the fleet management department in all aspects of safe and
efficient vessel operation, having responsibility for more than 400 sea staff and an annual
budget of £25 million.
I was latterly a Board member of Andrew Weir Shipping, having been responsible for the
integration of the four shipping lines comprising the company (which had an annual turnover of
around £200 million and a shore-staff of 67 5).
Other Professional Experience
UK Chamber of Shipping
I was at various times over many years, chairman and member of a number of committees of the
UK Chamber of Shipping, including:
14
• Nautical Committee (chairman) - representing British ship-owners on the UK Safety
of Navigation Committee;
• Marine Policy Committee (member);
• Defence Committee (member);
• Standing Defence Advisory Committee (member).
International Chamber of Shipping
I represented British ship-owners on the International Chamber of Shipping Radio and Nautical
Panel. In this capacity, I participated as a member of the Working Group responsible for
producing the Third Edition of the ICS "Bridge Procedures Guide".
UK Hydrographic Office
I represented British ship-owners on the UK Hydrographic Office Customer Liaison Group and
Chart Users Advisory Panel.
Other
I have wide experience in contractual negotiation internationally in respect of shipbuilding and
ship-repair. I also have extensive experience in evidence collection, risk assessment and crisis
management associated with incident and casualty investigation.
I am Deputy Chairman of King George's fund for Sailors, the UK's main maritime charity,
having been a member of the General Council and Trustee since 1988.
I am a Trustee of the Royal Alfred Seafarers Society and the Seaman's Hospital Society.
15
ANNEX2
David Brewer
Formerly, Director of Administration, Trinity House, London
Summary Curriculum Vitae
ANNEX2
1995 - 2004: Director of Administration and Deputy Secretary, Trinity House, London
1977 - 1995: Deputy, Director of Administration, Legal and Information; before that,
Manager and Officer-in-Charge, Trinity House Operational Depot, Cowes, Isle of Wight
As Director of Administration of Trinity House, I was responsible for all aspects of the
Corporation's work in the fields of estate management, human resources, legal and public
affairs, risk management and communications. I was also engaged in and responsible for
various aspects of the Corporation's participation in the work of other national and international
bodies concerned with the provision of aids to navigation and maritime safety, including as
chair and member of various committees of the International Association of Marine Aids to
Navigation and Lighthouse Authorities (IALA).
In my various capacities at Trinity House over the years, I:
• advised UK Government departments and agencies and the UK and Republic of
Ireland General Lighthouse Authorities on a range of lighthouse service related
matters from liability risks and offshore structures to overseas responsibilities,
including in respect of the Sombrero Lighthouse in Anguilla, the Cape Pembroke
Lighthouse in the Falkland Islands, and Europa Point Lighthouse in Gibraltar;
• led an international consultation process resulting in a nationwide strategic plan for the
provision of marine aids to navigation;
• provided advice and information to the International Maritime Organisation's legal
team on the draft International Convention for Wreck and Salvage;
• secured a UK/France cooperation agreement for the implementation of a joint
radionavigation system;
• introduced the UK and Republic oflreland's inaugural Marine Navigation Plan for the
safety of navigation and protection of the coast environment, including the
establishment of a differential GPS satellite navigation service with seven lighthouse
reference stations;
• negotiated various agreements for strategic partnerships involving Trinity House m
respect of a range of services;
• made submissions to the European Commission on behalf of the General Lighthouse
Authorities for the UK and the Republic of Ireland in response to various EC
measures, e.g'. on safe seas and wildlife habitats;
• prepared memoranda for submission to various public inquiries and UK Parliamentary
Select Committees on such maters as the future of British shipping and the economic
effects of light dues;
16
• secured changes in legislation for the more flexible and effective operation of a
statutory lighthouse undertaking, after coordinating a successful lobby for the
amendment of inappropriate clauses in a Government bill;
• established a risk management strategic plan and policy to support the business needs
of a lighthouse service public sector operation across the UK and Republic of Ireland,
including loss control and risk transfer measures for assets and liabilities valued at
over £300 million;
• chaired an international advisory panel under the auspices of IALA with delegates
from over 20 countries which led the production of authoritative standards and
guidelines for the management and conservation of historic properties through
alternative uses;
• published external/internal reviews of activities and gave presentations of papers at
international conferences on the effective management and conservation of historic
lighthouses;
• devised a tourism and merchandising plan from grass roots and established a
cooperative for 20 lighthouse visitor attractions operated under license;
• created a lighthouse estate management strategy for the alternative use and
conservation of over 50 locations in England, Wales and the Channel Islands, and
established a profitable network of quality holiday accommodation and visitor
attractions nationwide under a tourism and business development plan;
• managed the operation - including lighthouse keepers (prior to de-manning) - of over
20 lighthouse and light vessel stations along the South Coast of England from a central
operations depot.
Member of the Institute of Directors
17
ANNEX 3
ANNEX3
TRINITY HOUSE ENSIGN
AND OTHER TRINITY HOUSE FLAGS
.. '
-.. ,
r
TRINITY HOUSE ENSIGN
TRINITY HOUSE JACK
TRINITY HOUSE DURGBE
(OR CORNET)
,
TRINITY HOUSE, LONDON.
, • I
PARTICULARS OF FLAGS
TRINITY HOUSE MASTER'S
·,.,.7 .,.
TRINITY HOUSE DEPUTY MASTER'S FLAG
. ,
...
... .. . ' , ~ • • I
• ..
. . '!.., :':
ANNEX4
ANNEX4
PAMPHLET III
TRINITY HOUSE LIGHTHOUSE SERVICE REGULATIONS
PAMPHLET III
TRINITY HOUSE
LIGHTHOUSE SERVICE
REGULATIONS
CONTENTS
INTRODUCTION
Duties and Responsibilities of Keepers
Absence from Station ...
Alterations to Premises
Annual Leave
Bedding
Books
Censure-Method of Communication
Chimney Sweeping
Oeaning Routine
Coloured Shades
Cranes Hoists, etc.
Dwelling Keys
Electric Light Stations
Entry to the Lighthouse Service
Explosive Fog Signal Stations
Fire Precautions
Fog Signals
Foreshores to be watched
Goods Received Books
Irregularities of Light, Fog Signal. or any other Installation
Isolated Shore Lighthouse Stations
Journal Entries
Lantern Curtains
Lantern Glazing
Lenses
Lighting Apparatus
Life Assurance
Life Saving Equipment
Medical Attention
Medicine Chests
Mineral Oil Burners
National Insurance
Occasional Keepers at Land Lighthouses
Occulting or Revolving Machinery
Official Dwellings
Oil
Overhaul of Mercury Floats, and Light and Fog Signal
Equipment
Painting
Painting Routine
l!eti::olenro Yapour BUDlers
Premises to be kept in good Order
Promotion
Quitting the Service
Rainwater Supply
Records to be kept
Reflectors
Reliefs----:-Rock Lighthouse Routine
Paragraph
III. l
III. 2
III. 3
III. 4
Ill. 5
III. 6
III. 7
III. g
III. 9
Ill. 10
Ill. 11
m. 12
UL 13
III. 14
III. 15
III. 16
III. 17
Ill. 18
UL 19
Ill. 20
III. 21
III. 22
III. 23
HI. 24
III. 25
Ill. 26
III. 27
UL 28
III. 29
Ill. 30
III. 31
III. 32
Ill. 33
III. 34
III. 35
UL 36
Ill. 37
III. 38
III. 39
UL 40
Ill. 41
III. 42
Ill. 43
UL 44
111. 45
Ill. 46
Ill. 47
Repair Book
Reserve Provisions
Returns
Rock Landings-Reports
Rock Lighthouses
Signalling Practice
Station Bearing Arcs and Local Charts _
Stores
Sunday Observance
· Supernumerary Assistant Keepers
Trading or Taking Lodgers forbidden
Transfer of Keepers
Uniform Clothing
Ventilators
Visitors
Watchkeeping Arrangements ...
Workmen employed at Lighthouses
Workshops Mechanics
Principal Books to be kept at Lighthouses ...
Form of Agreement for Keepers on First Entry
Periodical Returns
List of Contents, Pamphlet Ill. .
Delete: Isolated Shore Lighthouse Stations
III. 48
III. 49
Ill. 50
III. 51
III. 52
III. 53
III. 54
III. 55
III. 56
III. 57
III. S8
III. 59
III. 60
III. 61
Ill. 62
III. 63
III. 64
III. 65
Appendix I
Appendix II
Appendix III
III 21
PAMPHLET ID
LIGHTHOUSE SERVICE REGULATIONS
INIRODUCTION
These regulations apply to all keepers in the Lighthouse Service
including temporary staff and others temporarily transferred from other
branches of the Service, and they shall be kept up to date by the Principal
Keeper from the amendment slips issued periodically froin the
Trinity House and distributed by the District Superintendent.
All amendments shall be recorded in the amendment sheet provided
for that purpose.
The main duties and responsibilities of the Lighthouse personnel
are as set out below: -
ill. L-DUIIFS AND RESPONSIBILITIES OF KEEPERS
(a) Principal Keeper
The Principal Keeper shall be in full charge of the Lighthouse
establishment and shall be responsible for the cleanliness and
efficiency of the station generally. He shall take an equal share
of the work with the assistant keepers and see that all the duties
required to be carried out at the station are duly executed.
The Principal Keeper shall make himself thoroughly acquainted
with the character and period of the light and of the fog
signal (if any) at the station, and satisfy himself that the assistant
keepers are equally well acquainted therewith.
The Principal Keeper shall be responsible for the care and
safety of all stores and equipment and see that everything is in its
place and put to its proper use. He shall take care that none of
the stores are wasted, sold, given or thrown away, or embezzled
and that strict economy and careful management are observed.
The Principal Keeper shall obey all orders from his superior
officers: these will normally come from the District Superintendent
but may, on rare occasions, be given direct from the Trinity House.
In the latter case the Principal Keeper will keep his Superintendent
informed.
Normally all communications from the Lighthouse shall be
sent to the District Superintendent, but if the Keeper-in-Charge is
required to submit a report direct to the Trinity House he shall
send a copy of the report to his Superintendent.
(b) Assistant Keeper
All assistant keepers shall be subject to the control of their
Principal Keeper and be obedient to his orders. If an assistant
keeper feels aggrieved by any order of his superior, he is at liberty
to appeal to the District Superintendent but he must obey the order
m the meantime.
This regulation equally applies to supernumerary assistant
keepers and occasional keepers when serving at any lighthouse.
(c) Supernumerary Assistant Keeper
(i) Under instructioa:
When a supernumerary assistant keeper is sent to a station
for instruction he shall be placed under the care of the senior
assistant keeper so that he may be instructed in the use of the
machinery and apparatus at the station.
The supernumerary assistant keeper shall not be left alone in
the lantern or engine room nor be allowed to manipulate the
engines or lamps except in the presence of a qualified keeper until
such time as he is considered by the Principal Keeper to be competent.
The Principal Keeper shall ensure that the supernumerary
assistant keeper becomes fully conversant with the light and fog
signal apparatus so that he may obtain the necessary certificate
without delay.
As soon as the supernumerary assistant keeper has completed
the prescribed course of instruction the Principal Keeper shall
inform the District Superintendent accordingly so that arrangements
can be made for him to return to his base or transfer to another
station for further instruction.
(ii) General
The Principal Keeper may employ a supernu~erary
assistant keeper for lantern or engine room watch should Q/ consider
him to be sufficiently experienced and reliable. A fully
qualified supernumerary assistant keeper may be employed to
share the duties of the station as if he were an assistant keeper.
(iii) Winter Duty
When a fully qualified supernumerary assistant keeper is
sent to a station for winter duty, the work given to him by the
Principal Keeper shall be such as will best assist the permanent
keepers.
(d) Rock Lighthouse Keepers oa Shore Tum
Keepers attached to rock lighthouses shall remain on shore
in rotation for the period intervening between successive reliefs.
The normal spell of duty at the lighthouse shall be eight weeks
followed by four weeks on shore, and every three months a supernumerary
assistant keeper shall be sent to each rock lighthouse
having a complement of four keepers in order to maintain the
regular routine of reliefs.
The keeper on shore from a rocl: lighthouse in connection with
which shore dwellings ace provided, shall be responsible for seeing
that the dwellings are kept in good order and that the regulations
applicable thereto are observed. If visual signals are observed
from the lighthouse, the keeper on shore shall attend to them and
he shall also see to the transmission of correspondence, orders, etc.,
concerning the station.
All other rock lighthouse keepers are regarded as free of
official duties during their shore turns except that cases of emergency
may arise when keepers are required for immediate duty.
Compensatory shore leave will be granted in such cases subject to
the exigencies of the Service.
Amendment No. 31.
Following amendments should be made in manuscript:
Regulation Ill. l(c)(ii) second line-<:orrect "be" to read "he".
Regulation III. 39{d)(ii) first line-delete "six" and substitute
"eight,,.
Regulation III. 4(a) Insert asterisk before the words "At the following
shore stations ... "-Delete Dungeness from list of
Stations.
At the appointed time for the relief the keeper on shore shall
be in readiness to proceed to the lighthouse to relieve one of the
keepers thereat. So far as the exigencies of the Service permit,
supernumerary assistant keepers are allowed fourteen days ashore
free of duty in respect of every eight weeks they serve at a Rock
Station, or pro rata for shorter periods.
(e) Public Duties not to be interfered with
Keepers shall never allow any interest, private or otherwise,
to interfere with the discharge of their public duties which are of
the greatest importance to the safety of navigation.
Keepers are reminded that their retention and promotion in
the Service depends upon strict obedience to orders, adherence to
the regulations laid down for their guidance, upon industry, sobriety,
and the maintenance of cleanliness and good order on the
station.
ID. 2.-ABSENCE FROM STATION
(a) General
At any land station having three or more keepers, an assistant
keeper who requires leave of absence during the day shall consult
the Principal Keeper as to the most convenient time and obtain
his consent before leaving the station: if the Principal Keeper
intends to be absent from the station during the day he shall inform
the senior assistant keeper accordingly. Any keeper who is
absent during the day shall return to the station at a reasonable
time and in any case not later than midnight. The watches shall
be so arranged that a keeper returning to his station at a late hour
is not required to keep a watch that night.
Permission to stay away from a land station for a whole night.
other than during the weekly 24-bour free from duty period, shall
previously be obtained from the District Superintendent.
No keeper shall absent himself for a whole night from any
rock lighthouse without the previous permission of the District
Supcrinte.ndent. It will only be granted in exceptional circumstances.
(b) Absence of Principal Keeper
In the absence of the Principal Keeper from whatever cause,
the full charge of the establishment devolves upon the Senior
assistant keeper. who shall be held responsible from the time of
taking charge until the Principal Keeper returns.
Whenever the Principal Keeper requires to leave the establishment
either for long or short periods, he shall hand the keys,
books, etc .• over to the keeper left in charge. If there is any personal
reason why the Principal Keeper at a "man and wife"
station feels unable to hand the keys of his dwelling over to the
relieving keeper, he shall forward the keys to his District Superintendent.
The date and time at which the Principal Keeper leaves and
returns to duty shall be entered in the monthly journal.
In the event of assistance being required due to illness or incapacity
of any of the keepers, immediate application shall be
made to the District Superintendent.
(c) Two Keeper Land Stali.ons
At a land lighthouse having only two keepers one shall be on
duty at sunset and the other, if absent on day )eave, shall return to
the station before dark. reporting his or her return to the other
keeper who shaU enter the time of return in the journal. No
overnight leave shall be taken or granted without the previous
permission of the Superintendent, excepting when a substitute is
provided for the weekly 24 hour free from duty period, and on no
account is the lighthouse to be left without. one of the_ keepers on the
premises.
m. 3.-ALTFRATlONS TO PREMISES
PAMPHLET XU
No outbuildings either of a temporary character or otherwise
shall be erected by the keepers, nor shall they make any alterations
to the lighthouse establishment, fences or other arrangements without
sanction from the Trinity House. Should any such erections
or alterations be desired, the attention of the District Superintendent
shall be called to them, preferably during one of his visits of
inspection.
REGJL\TIOI III.4 - ANNJAL LEAVE
~lete ~s.Ung regulation. and ins6"t:'-
ru. 4 - AIIPVAL LEAVE All> PREE FRCH nrrY PEIUCOS
a) Shore Stations
(1) Principal Keepers, Assi.st:ant Keepers and Locu Msis.tant
.tceepers at Shoce St.ati.ObS ue. gran.t.A. 28 days sinual. l.e.aTOe.
(11) Supe.ro\Del."ary Assi.stant ~ace.granted 1.7 days annual leave.
( Uil ICe.<>per s at Shore. Stations WI<> ar" cequ!J:-ed to be on duty on any
of the following public: holldays:-
Kev rear• a Day
Good Friday
Easter Monday
SprlnrJ Bank Holiday
will be granted an addi.tional day's paid le4Ye for each holiday
wodced.
The period 14,en -1 lea,ne is t.o he taJcen Ifill be SQbject to the
exigencies of the Service. The Diat:rlct Superintendent will arrange
the leave dates foe the. keepers on h1s D1strl.ct and, where,ner po,ssible
and subject to the availllbillty of sw,stlblte tr.<!epers, the. wishes of
the !Ce<!pers in thls respect v:1.11 i... -t.
The lHve year is frOIII 1.st January, to 31.st Oec:eabec.
b) Rcc:k Stations
(1) Principal IKeepecs and Assistant Keepers at Rock Stations ~
grante.d 28 days fr<!:<! of duty following their 28 days duty on
station, and no additional u.e off for MVIUal leave or public
holidays is granted.
(ii) Supernu,nerary Assistant Keepers are granted free fraa duty
periods ashore at the rate of one -le for every month spent at
a Rock Station.
Amendmw.t No. 99 T.H. No. 461/65
REGULATION 111.4{a)
Canc.e.l. amendment No. 85 and t,ub.tdLtu:te
the 6oltow,i.ng:-
Supernumerary Assis-tant Keepers
Under four years service - Delete 14 days
Insert 15 days
Over four years service - Delete 25 days
Insert 26 days
Assistant Keepers
Principal Keepers
Delete *25 days
Insert •26 days
Delete *25 days
Insert *26 days
Principal Keeper/Instructor of Lightkeepers
Delete 3 Calender weeks and
:four days
Insert 3 Calendar weeks and
;five days
AJIEJ:11JENT NO. 174
After second paragraph add:
RfilJLATIOI 11.57 and
RfGJLATIOO 111. 5
T.H. No.l<XJ/30/1
al: Grade I Rock/Tover Stations the scale of issue shall include 9 sheets and 8 PlJ.l4
slips".
(b) Rock Stations
Principal and assistant keepers serving at rock stations are
granted monthly free-from-duty periods following their normal
turns of two months duty at their stations and no additional leave
is granted in these cases.
m. 5.-BEDDING
Bedding for rock lighthouse keepers is a personal issue to each
keeper who shall be responsible for it to the District Superintendent.
The scale of issue is as follows : -
Af1f!I /JN t!t./r
}lo /7'f-.
1 Mattress
l Bolster
l Pillow
2 Pairs Sheets
2 Bolster Covers
2 Pillow Slips
I Counterpane 4 Blankets
The cost of laundering is borne by the Trinity House and the
actual method of carrying out the work shall be arranged with the
District Superintendent. If the keepers wish they may arrange for
the laundering themselves and submit the bills to the District
Superintendent for payment.
Replacements due to fair wear and tear will only be made
after inspection by the Superintendent who will issue a condemned
certificate.
Keepers transferred from one rock station to another shall
take their bedding with them but keepers transferred from a rock
station to a shore station shall bring their bedding ashore ~and
surrender it to the District Superintendent.
DL 6.-BOOKS
A list of the principal text books, etc., which shall be kept at
each lighthouse is set out in Appendix 1.
III. 7.-CENSURE--METIIOD OF COMMUNICATION
AK1lll»m'l' Wl. 205
PANPSLJ:r m
Rll'.JULH'l'Oft III. 8 - CIIIMIIEt INEEPim
Delete e:rlating regulation and iJINrt:-
AHENr:ffEHT HO. 20 7
PAMPHLET III
Delete existing regulation and insert:-
III. 9 - a..EAND«, RCUTINE
n>e Principal JC;eeper shall ensui:-e that the following routine is carried
o\lt 1Yj the Keeper ha'li.ng the morning watch:-
(i) = light ls to be extingw.shed at sunrise, or later in foggy
weathez- as appropria.te, the lantern curtains put Up .and the
light at once prepared for exhibition at the ensuing lighting-up
time.
(ii) The lighting apparabu is to be polished or cleaned in accordance
with the spec:1al lnstnrtlon.s fur the type of lighting apparatus
installed at the station end eireryt:hing connected therewith left
in perfect order and fit for immediate use.
(iii) The lantern glass, the copper and bras"""'rk, utensils, floors
and tri-1ng staqe of the light room are to be cleaned and tidied
and the se...-vice rOc<D left in gooc order.
ffl. 10.--COLOURED SHADES
Great care shall be taken that all coloured shades are kept
perfectly dean, and that where cutting shades are used, and have
to be taken down for cleaning, they are replaced in precisely their
original position, and the stops tightly screwed up.
In cases where the overlap of coloured shades has been increased,
owing to the existence of small fractures in any particular
shade, the spare shade shall be substituted for the defective one,
and a new one indented for.
The shades shall be maintained as originally placed. All
spare shades shall be kept clean and ready for use in case of
accident. The Principal Keeper shall indent immediately for new
shades to replace any that may be broken.
III. 11.--CRANES, HOISTS, ETC.
The Principal Keeper shall keep cranes, winches, hoists or
other lifting gear at the station under· constant supervision and
shall see that they are maintained i~ good working order. ,....
Defects shall be noted in the Repair Book or, if repair is
urgent, shall be reported immediately lo the District SuperintendenL .. The Chief Engineer of the District Tender will inspect the
wire rope hoists and associated machinery at Round Island, Lundy·
North, Lundy South, and South Bishop Lighthouses four times
each year, on which occasions the Principal Keeper shall call his
attention to any known defects.
An annual inspection of cranes and other li~ appacams ~~
will be carried out at all lighthouses by the Maste nd Chief En- •
gineer of the District Tender and every four years a thorough
examination will be carried out under the direction of the Engineerin-
Chief.
ID. 12.-DWELLING KEYS
Any assistant keeper obtaining leave of absence for a long
or short period shall, before quitting the establishment, hand over
the keys of his dwelling (unless someone such as a member of his
family remains in charge thereof) to the Principal Keeper of the
station. See also paragraph IIl.2(b).
m. 13.-ELECIRIC LIGHT SfATIONS
(a) Daties
At electric light stations which admit of the arrangement., each
assistant keeper shall serve one week alternately in the lantern and
in the engine room.
(b) Lighting Appantus
The engine and machines installed in connection with the
generation of electricity shall be ready for starting and the lighting
apparatus ready for use 20 minutes before sunset. The electric
light is to be brought into action 15 minutes before sunset and discontinued
at sunrise (according to the timetable supplied to the
station) on a signal given from the engine room but in foggy
weather the light shall be exhibited one hour before sunset and
discontinued one hour after sunrise. In case of any interruption
of the electric light the keeper in the lantern shall notify the engine
room and immediately light the s~d-by burner which is to be
kept burning until the electric light can again be exhibited when
notice shall be given by the Principal Keeper that it is to be substituted
for the stand-by burner.
Add at end of first section:-
where the lifting gear includes a traveller, the
latter shall be protected by a canvas cover when not
1.n use.
Add at end of second section:-
Hoist wires are to be serviced at intervals of
not more than six months and renewed at intervals of
not more than two years.
Add a fifth section:-
The Principal Keeper shall see that dates and
details of tests and servicings are entered in the
Test Certificate Book kept at the Station.
Ame..ndment No. 106 T.H. No. 85/66.
REGULATION 111.13 (d)
Add:-
see Regulation 11.58 regarding electric
filament lamps at unattended stations.
Amendment No. 6 - Regulation III.13 (b)
Add:- "In order to ensure that standby machinery is readily
available for immediate use in the event of a mains failure, standby
generator sets shall be tested every third day by running them for
at least one hour on load. The load for this purpose shall consist
of the navigation light or lights, station lighting, battery charging
etc. normally used in conjunction with the standby set. Automatic
standby alternator sets shall be started by simulating a mains
AMENDMEN'r NO. 175 -__ .__ ._,_...,r.,. thec<:esets .to.mains operation
kid:-
T.H. No.619/65
RlillLATIOO 111.13 (b)
"The main navigational light or the Royal Sovereign Lighthouse is to be exhibited during
conditions of poor visibility".
Amendment No. 7 - Regulation IIl.13 (c)
Second line - after word "vapour" insert "or acetylene".
Amencbnent No. 'l24 T.H. No. 869/6
REGULATION lll.14 (a)
De'lete sub-paragraph numbers (vi) and (vii) but
leave existing wording as a continuation of
at b-paragraph (v).
(c) Stand-by Bumers
At stations ~ the stand-by apparatus comprises a petroleum
vapout ~ror oil lamp it shall be lighted and kept burning
perfectly in focus for one hour during daytime. once per week.
When extinguished after this test the burner shall be made ready
for use again.
At stations where a lamp exchanger is provided. the standby
light shall be brought into focus and tested just before lighting-up
time every day so as to ensure it is in proper working order.
(d) Fabunent I.amps
Those lamps which have been in use for 1.000 hours shall be
kept in service until the Keeper-in-Charge considers either blackening
of the glass bulb or deformation of the lamp filament renders
it unsuitable for further use. The failure of any lamp shall be
reported to the District Superintendent giving the cause and the
number of hours the lamp has been in operation.
(e) Technical hstructi~
In addition to the above Service Regulations, the Technicar
Instructions furnished to each electric light station for working:
the electric light machinery, etc., shall be strictly observed.
m. 14.-ENTRY TO TifE LIGHTHOUSE SERVICE
AMnftt!Efr No 244
PAMPl!Lm III
T.H. 383/2/12
REJ:}ULATION III 14 - l'NTRY TO THE LIGHTHOUSE SERVICE
Delete the "ords "be of British Nationality and" from the first paragraph
of section (a). Add as a final paragraph~
. "AJ.l pe"."sonnel jo~i.ng the Trinity ~ouse Lighthouse Service must comply
,n.th any national or Truu.ty !louse security instructions currently in force".
{81!' f'l1Ul8B8l eJtlfVll:I~.
References.covering employment HQm 111M 1R.d. 9( Nate&&l
Ser•;iN to date of application.
Certificate of Health from doctor.
An education test is given to ensure ability to read and write
from dictation and that the candidate has a fair knowledge of simple
arithmetic.
Candidates are required to pass a strict medical test with
special emphasis on the following points: -
(i) They must have sufficient teeth.
(ii) An existing hernia, which has not been sucessfully cured
by an operation more than six months prior to application,
is a definite bar to appointment.
(iii) Candidate must have been vaccinated within five years
of date of application and if so required by the Medical
Officer must submit to re-vaccination after appointment.
The following is the standard of visual requirements : -
(iv) Candidates with unaided vision of not less than 6/6 in
one eye and not less than 6/9 in the other eye will be
accepted.
(v) Candidates with unaided vision less than in (iv) above,
but either : -
~ not less than 6 / 12 in each eye, or
~ not less than 6/9 in one eye and not less than 6/36 in
the other eye will also be accepted provided glasses are
worn which correct the visual acuity to not less than
in (iv) above.
Candidates with unaided vision less than 6/36 in either eye
will not be accepted. No candidate who has colour blindness can
be accepted.
If the certificates are found to be satisfactory the application
will be submitted to the Board and. if approved, the candidate will
be appointed to fill an existing vacancy in the Lighthouse Service.
Candidates on entry into the Service will be required to sign
an Agreement on the prescribed form.
A supply of circulars giving the qualifications necessary for
candidates for the Lighthouse Service, with conditions of service
and rates of pay, etc~ is kept by each Superintendent for the information
of applicants.
(b)' Form of Agreement
For detll,ils of the form of agreement signed by all new entrants
see Appendix II.
DL 15.-EXPWSIVE FOG SIGNAL STATIONS
At explosive fog signal stations any defects in connection with
either the firing gear or the explosive charges shall be oin.ptly
reported by the Keeper-in-Cb.arge to the District Su ntendenL
In all cases of misfire the explosive charge shall at o e be tliro
into the sea. On no account shall an attempt be de to remo
a detonator from a charge or otherwise to tam with it wi
view to ascertaining the cause of its failure to xplode.
The keepers shall take care not tow·
or firing position so quickly that on r
coils with such force as to throw the c
Detonators shall only be tes
plied to the Service. and 011 no
be applied or tenninals be ta
blades of a knife or any oth
circuit.
all satisfy himself that his assistants
mpetent to fir the -signal with safety and efficiency
before he entrusts them ·th the duty. In addition the Principal
Keeper is responsible · or seeing that twice a year in May and
October the whole of the jib arm. trunnion brackets, and roof fixings
are examined. Any apparent or suspected defects or weakening
of the equipment shall be reported to the District Superintendent
Amendment No. 50-T.H. No. 1584/1962
Regulation Ill 16
Add new paragraph as follows:-
Smoking is prohibited in all Battery Rooms and "NO SMOKING" notices are
to be displayed in the Battery Rooms at all stations. Adequate ventilation is to
be maintained in Battery Rooms.
Amendment No. 93
REGULATION 111.16
Add a6teJL ainendment No. 50:ParticuJ.
ar care shall be ta.ken to
ensure that nozzles of fire extinguishers
are kept clean and free from any obstruction.
Amendment Na. 94 T.H.No. 748/64
REGULATION 111.16
Add new paM.gJc.a.ph a.6 60-U.ov.ui: -
Each manned lighthouse shall have
an escape rope of natural fibre attached
to the lower rail of the gallery, well
clear of the lantern door, as a means of
escape in the event of an emergency.
The rope, which shall be long enough
to go over the handrail from the inside
and reach the ground, is to be coiled
and hung on the outside of the rail by
means of a small rope strop and toggle,
for easy release.
The escape rope shall be inspected
frequently by the Keeper-in-Charge and
renewed when necessary.
Amencureot No. 26-T.H. No. 1155/1961
Regulauon Ill 17.
Delete third Section and substitute the following :
For tb'I purpo&e of preventing casualties to fog signals through sticking
solenoids and faulty diaphragms, all fog signals arc t? be tested regularly.
The.~fo& signal is to be started up and so~ded in cl~r w~cr for
appro:timately 10 minutes, fo~n days after at was last m operallon ~or
fog or, if there has been no fog, fouru:en days after the last test. During
the test plant used to drive the fog signal should be that which was not
used when the fog signal was last in operation (or tested). So far as
com"presscd air fog signals arc concerned solenoids need not be tested
provided the above routine is followed, but diaphragms on fog signal
admission valves shall be examined every month and renewed if necessary.
lo any event the diaphragm shall be changed after 500 hours of working,
or after twdvc months whichever is the earlier.
so that a detailed examination may be carried out by a representative
from the Engineer-in-Chiefs Department. Once a year the
whole shall be cleaned down for painting and a further careful
examination made.
Each examination shall be recorded in the Station Journal.
ID. 16.-FIRE PRECAUTIONS
Due precautions shall be taken by the keepers to avoid
accidental fire and special care taken that neither lamps, candles.
coals nor any other articles are left burning anywhere so as to
involve the risk of fire. Caution shall be exercised by the keepers
in the storage of cotton waste. particularly any which may have
been in use or become oily, owing to its liability to spontaneous
combustion.
The Principal Keeper shall see that the fire fighting appliances
at the lighthouse are always in position and in good order. also that
their exact location is known to all the keepers and that in the
event of fire each keeper is familiar with the action that he is to
take in extinguishing the outbreak or calling for assistance.
ID. 17.-FOG SIGNAI.s
At fog signal stations the fog signal shall be kept scrupulousiy
clean; bearings and working parts shall be carefully lubricated and
the signal kept in a condition ready for immediate use. Whenever
fog sets in or the atmosphere is thick from haze. snow, sleetr
or misty rain at the station itself or in its neighbourhood so as to
impede navigation, the signal shall be sounded and kept in operation
until the fog or thick weather clears away. The keeper on
watch is responsible for taking the necessary steps for starting and
stopping the fog signal and the exact times of commencing and
leaying off sounding shall be recorded. It is specially to be borne:
in mind that it is better to sound the signal too much than too
little. and that the fog signal is intended not only for the benefit
of vessels passing close to the station, but also as an aid to navigation
in the offing. It should therefore be sounded when there
is any indication of fog at sea or to seaward.
In very cold weather the Principal Keeper shall see that the
engine-room is heated or that other action is taken as necessary
to ensure that the circulating water system or other parts of the
machinery do not freeze up.
The rubber diaphragm of the fog signal admission valve
deteriorates with time and to guard against failure this shall be
examined once each month and renewed if found necessary. Each
yeat in August the old diaphragm, if it bas been in use for twelve
months, shall be replaced by a new one. the operation being recorded
in the Station Journal and all old diaphragms shall be
destroyed. '
The technical instructions issued to the station for the
management and working of the fog signal apparatus shall be
carefully observed.
The Keeper-in-Charge is held responsible for seeing that every
part of the machinery is in proper working order before being set
into motion.
A constant watch shall be maintained in the engine-room during
fog whilst the machinery is in operation and every care and
given to the machinery to ensure that it is properly lubvhilst
in operation. At Stations which are fitted with
al type engines with large flywheels, a flywheel may require
,ved round to set the engine into its proper starting position.
tll be done by pulling the flywheel round by hand after first
;et the decompressor levers on the exhaust valves so as to
the compression in the cylinder. Under no circumstances
wooden bar or similar device be inserted into the spokes
lywheel for assi~tance in moving it nor shall a keeper use
: for the purpose as such actions are liable to cause damage
engine and to the keeper.
ORFSHORES TO BE WATCHED
1e foreshores at lighthouse stations, and the action of the
. any protective works, shall constantly be watched by the
s and reports furnished to the District Superintendent should
unage take place, or should there be any possibility of damthe
premises.
;ooos RECElVEO BOOKS
o order to assist with the keeping of the District Accounts
.eeper-in-Charge at each lighthouse station shall maintain a
ds Received" book and shall send a "Goods Received" nok
~ Superintendent immediately on receipt of any articles or
: that are sent direct to the station from any sources other
from the District Depot.
JIRREGULARITIES OF UGHT, FOG SIGNAL, OR ANY
omER INSTALLATION
In cases of extinction of 'the light or of its becoming impaired,
: any failure or irregularity .in the flashing or occulting apparafailure
of the fog signal when it should be sounding, irregulor
failure of R/B or R/T installations. etc., the keeper on
:h shall report the circumstances at once to the Principal
per who will communicate immediately with the District
erintendent if urgent action is necessary.
Any telegram or other signal reporting an irregularity shall
:ollowed by a written report to the Superintendent giving details
he 'lCCurrence and full particulars of the state of weather preing
at the time of the breakdown.
Amendment N--TR. No. 869/1962
Regulation III
Delete exi; Regulation.
oomon or cne srnuon 1s saw,1a1,;tury ; -
Lynmouth Foreland
Hartland Point
m. : --JOURNAL ENTRIES
ned
or
the
nan
the
The Principal Keeper shall make daily observations at 0900
f all sea-marks visible from the station, note the result in the
monthly journal and report to the District Superintendent if any
sea-marks is out of position or apparently damaged.
He shall keep an annual journal and transcribe into it dailythe
entries made in the monthly journal, adding any remarks that
may be necessary and describing any occurrence worthy of note
as well as the appearance of the lights or the sounds of the fog
signals in the vicinity. The Principal Keeper shall forward the
monthly journal to the District Superintendent for transmission to
the Trinity House when completed. i.e., for shore lighthouses at
the end of each calendar month and for rock lighthouses at each
relief date.
The annual journal shall be kept at the lighthouse for at least
10 years after which it may be destroyed. unless there is adequate
storage accommodation available in which event it may be retained
for a longer period.
DL 23..-LANTERN CURTAINS
The keepers shall see that the lantern curtains are properly
hung from sunrise evecy day. except during the process of deaning
the glass. The curtains shall be taken down and put away each
day before lighting up operation are commenced.
Ill. 24.-LANTERN G6AZING
The lantern glazing shall be thoroughly cleaned by the keepers
inside and out evecy day and washed with water externally when
necessary to remove sea-spray or other obstructions to the passageof
the light. For the same reason it shall be cleaned during the
night if it becomes obscured by condensation or snow.
The glazing shall be cleaned internally by being first freed
from dust by using a linen rubber slightly damped, and then rubbed
with a soft chamois skin, free from everything that would injure
the polish of the glass.
Two spare lantern panes of each size, and two spare shades
of each size where coloured shades are fitted. shall be maintained
at each station and the Principal Keeper shall indent as soon as
any of the spares are used up order that the standard stock may
be maintained.
Great care shall be taken to describe the lantern glazing
correctly on the indent and where the panes are flat and unequal
sided and there is an Engineers' drawing to describe them. the
number of the drawing shall be quoted on the indent. If there is
no drawing a dimensional sketch should be submitted with the
indent.
The Principal Keeper shall report immediately to the District
Superintendent any damage to lantern glaring which necessitates
repair either at once or at a later date.
Ill. 25.-LffiSES
All the lenses and prisms shall be thoroughly cleaned every
day, by first removing all dust with a linen rubber slightly damped,
and then rubbing with a soft chamois skin. If the glass becomes
greasy it shall first be washed with a linen cloth steeped in methylated
spirit. then carefully dried with a soft linen rubber. and
rubbed with a soft chamois skin.
All rubbers used for glass work shall be freed from grease,
dust or grit. A record shall be ma.de in the Repair Book at the
station whenever any of the lenses or prisms are cracked. chipped.
or otherwise rendered defective, and the Principal Keeper shall
report the circumstances to the District Superintendent for transmission
to Trinity House on each occasion.
~NJ.,"'!Oi
f'AfllllU:J' l J I
l.a.ULATlOJf lll. 2u - IJ.GIITING Al1'ARll'l'II~:
Delete existing regul:,tion un,l in;.;erl.,-
I II. ;:.:, - LJ CIITDIG Al'PAllATIIS
·r1,e Principal l<e1,cr :;h;,IJ. cnuurc lhat:-
( i) The li.t,-ht is aaint:iined in .iccordb.nce vith the in::tructions and
diagrams at the ~tation and th.::it the lamp(s) is/are properly
adjusted and in focus.
C ii) The light~ apparatu.s, lantern glazing and nntilation are in
effici!mt order and that o, conde11sation of 111>i&utre is allowed
to impair the efficiacy of the light. ·
Ciii) The char::;.cter or the li&h,t i,; ...- ..intained as advertised.
( iv J If .i heatilll; appl.iance is installed in the la.-..tc,m it i:; turn~d ""
when nccess:.ry.
\'.\ t1 \ l\o 1--6
1H ~ ~S) lll-\'l..
Life ssurance scnemc Lwc,v.:;
annual emium in each case (£3
by the Co tion.
The dis f the proceeds of the Life A
at the disctetion ot~. Elder Brethren.
llL 28.-LIFE SAVING EQUIPMENT AT ROCK LIGHTHOUSF.S
(a) Lifebuoys
The keepers shall see that the Lifebuoys supplied to the station
are in position at all times and ready ~or immediate. use. ;,.::J ,:.
(b) Life Jukcas l:.\c-'lt•.- >....,. •J..=' For the prevention of accidents. as far as possible life-jackets
are provided for the use of the keepers at rock lighthouses and shaU
be worn in landing or embarking at the reliefs, in shippmg or land·
ing stores. and on all other occasions when it is necessary for the
keepers to be on the landing stage or rock. When on duty at the
rock the keepers shall never expose themselves needlessly to ri.st.
and. as a further means of preventing casualties and ensuring their
personal safety, they shall take every opportunity of obtaining a
knowledge of the action of the seas and set of the tides in tlie
locality.
(c) Sdllenauly Pistol Roctet Appaatas
This apparatus, which is supplied to selected rock lightjiouses,
shall be l:ept in a safe dry place as low down in the tower as dry·
ness permits where it is readily accessible for use.
The rockets and cartridges shall be used in rotation according
to the date of supply.
Any failure shall be reported by the Keeper-in-Charge to the
District Superintendent for the information of the Trinity House.
To ensure that no rockets or cartridges arc kept over two years
old at least one rocket shall be fired every six months. If it bas
not been necessary to do so for Service purposes during any half
year one rocket shall be expended in practice firing at the end. of
June and December each year under the supervision of an officer
of the District Tender, and replacements immediately indented for.
Amendment No. 52-TH. No. 398/1962
Regulation III. 29.
Delete from list of Rock Stations:-
Strumble Head Pembroke Executive Council
Insert fresh paragraph after list of Roel Stations:-
Strumble Head, Orfordness, South Stack and Lyrunouth Foreland Lighthouses
arc within the area of a local health authority and emergency medical attention
should be obtained from a local doctor under the National Health Scheme.
A special line shall be kept for these practice firings and this
shall be carefullv dried ::Inn tl~f>tf <>M;n 'TI.- -•'--- t- ,-
llEGJlATICtl: 2 8 ( d)
Crane ROOd Door-&
At Wolf. Edd;ystone, Sms.lls and Hano is Light homes sarety bars ere fi ttcd !or use
vhen tbe craoe room. d.Dorva.y is open and. the crane is not in U."\C ..
When the Keeper is operatiiag the crane he is to vear a &:at'ety ha.mess or fixed
length anchored vith a suitable clip to an ey.ebolt ..
The doors ~ ooly to be opened vith th., knavledge and approTal o! the Keeper--in-
Charge.
as.) At each relief the Principal Keeper or Keeper-in-Charge shall
subntit a certificate to the District Superintendent that he has
examined the life saving and fire fighting equipment at the station
and found it correct, or, if not correct, the deficiency shall be
stated.
DL 29.-MEDICAL A'ITENTION
The following Rock: Stations come within the area of a local
health authority and in the case of Keepers at these stations requiring
emergency medical attention the appropriate Doctor in the
area, as instructed by the District Superintendent. should be contacted.
The Doctor's fees and the cost of his transportation to
the station are the responsibility of the local health authority.
Station Local Health Authority
Skerries Anglesey Executive Council
Longships Cornwall
Portland Breakwat.-.r Dorset
Beachy Head Eastbourne
·Needles Isle of Wight
Coquet Northumberland ..
Flatholm Cardiff
Lundy North l Devon
Lundy South f
Round Island } Isles of Scilly
Bishop Rock
Strumble Head Pembroke
At Rock Stations other than those mentioned above the
normal emergency procedure for summoning medical aid should
be followed and in this case the doctor's fees and cost of transportation
are payable by Trinity House.
All Shore Stations are within the area of a local health
authority and the Keepers and their families at such statioos should
be registered with a local doctor and receive medical attention
under the National Health Scheme in the normal way.
At each relief the Principal Keeper or Keeper-in-Charge shall
submit a certificate to the District Superintendent that he has
examined the contents of the medicine chest and found them
correct.
Ill. 31.-MINERAL OIL SURNERS
At stations which have Douglass 2 wick oil lamps in the subsidiary
light. the Principal Keeper or Keeper-in-Charge shall see .
that the lamps and burners are in good order and that the lamps
are lit and extinguished at the same times as the main light. The
lightkeeper on watch shall inspect the lamps at least once during
his watch.
\\'here these lamps are fitted with two-wick bume both wicks
shall be used at all times when the burners are in tion.
In order to maintain the maximum inte 1ty of light it
essential that the wicks be carefully trim ed. This shall
carried out in the following manner: -
Every morning when the oil res oirs are remov
reflectors the burners shall be de ed and the oil
The tips of _timers shall be maintained perfectly clean but no
attempt shall be ~ade to keep them bright. They should be merely
boiled in potash ·every morning and then, while hot. dipped m
cold water, when any deposit may be easily removed with lhe
fingers. Care should be taken that the tips rest truly and properly
Oil the top of the wick tube when in place.
Ill. 32~ATIONAL INSURANCE
(a) General
Lighthouse keepers, excepting those attached to lighthouses
in the Channel Islands and Europa Point, Gibraltar, are compulsorily
insured under the National Insurance Acts, details of
which are given in Pamphlet VI. The arrangements applicable to
keepers attached to the Oiannel Islands' Lighthouses and Europa
Point. Gibraltar, are as follows : -
(b) Ch2onel Islands aad GibdMar
For National Insurance purposes keepers attached to Lighthouses
in the Channel Islands and the Principal Keeper, Europa
Point Lighthouse, Gil:-raltar, are in one of the following catagories
:-
(i) those who have their homes in the Channel Islands and
the Principal Keeper. Europa Point. who lives at the
Ligitthouse or
(ii) those who return from duty at Lighthouses in the Channel
Islands to their homes in England or Wales for their shore
turns.
(Locally engaged keepers in the Channel Islands and Gibraltar~
who are not available for duty outside their home areas, are not
covered by the National Insurance Scheme and therefore pay nocontributions
towards it).
Category (i)
Keepers in this category are compulsorily insurable and continue
to pay Oass I contributions (but not industrial injury contributions)
for twelve months from date of taking up residence in
the Channel Islands or Gibraltar. After twelve months they have
the option of remaining in insurance by paying Oass III contributions
(as for non-employed people) or of opting out of the
scheme for the remainder of the time tlity are living in the Channel
Islands or Gibraltar. On return to live in England or Wales all
Keepers are required to pay Qass I contributions.
Those who elect to continue in insurance after the first twelve
months and have at least 45 contributions to their credit each year
will be regarded as having paid at the Oass I rate on returning
to live in England or Wales and will thus have immediate title to
all the benefits offered under the National Insurance Scheme.
Alternatively Icecpers who opt out of insurance, are, on return
to England or Wales to live, required to pay Qass I contributions
for the appropriate periods before qualifying for the various
benefits.
Keepers in this category are not insurable under the Industrial
Injury Act 1946 whilst resident in the Channel Islands and if.
therefore, they are off duty as the result of injury they will receive
normal sick pay from the. Corporation. (In this case, as there
is no Industrial Injury Benefit payable, there will be no deduction
from sick pay).
The foregoing paragraph does not apply to the keepers at
Gibraltar (including in this instance the_ local assistant keepers).
These keepers arc covered by the terms of the Gibraltar Employment
Injuries Insurance Ordinance and receive Injury Benefit if
they are off duty as a result of injury at work. Such benefit is
deducted from normal sick pay at full pay rate but not from sick
pay at half pay rate. The Gibraltar Keepers receive free medical
attention for any disability whigi results from an injury on duty.
With the exception detailed above for the keepers at Europa
Point Lighthouse, keepers in· category (i) are not entitled to free
medical a~tendance or to benefits under the National Insurance and
National Health Schemes ("In the Channel Islands (not Jersey)
sickness benefit and maternity allowance is however payable during
the first six months of absence from England or Wales") as are
their counterparts in England and Wales, and they should therefore
submit to their District Superintendent (or Agent) accounts for
expenses incurred by themselves or their wives and children under
18 years of age for medical. dental or optical treatment. Such
expenses. if reasonable, will be paid by the Corporation with the
exception that charges for medicines, drugs, appliances, new dentures,
dental treatment, and eye glasses will be subject to payment
by the Jightkeeper concerned of the same amount as is payable
by keepers resident in England and Wales.
This regulation does not apply to the local assistant keepers
at Gibraltar.
Category (ii)
Keepers in this category are compulsorily insurable in Class I
(General) with the exception that Industrial Injury Contributions
are only payable when they are in England and Wales on relief and
not when they are on actual lighthouse duty in the Channel
Islands.
Information regarding the rates of contributions and of the
various benefits payable may be obtained from the District Superintendent
or from any office of the Ministry of Pensions and
National Insurance.
m. 33.-0CCASIONAL KEEPERS AT LAND LIGIITHOUSES
So far as is practicable a roster of occasional keepers, i.e.,
local men, has been set up and is maintained for each land lighthouse.
These men may, when trained, be called upon for duty (in
lieu of supernumerary assistant keepers) when circumstances require
it.
The Keeper-in-Charge shall report to his District Superintendent
the names and addresses of any suitable men who may
from time to time seek employment as occasional keepers.
UL 34.-0CCULTING OR REVOLVING MACHINERY
Occulting or revolving machinery including the revolving
carriage of the lens, shall be kept scrupulously clean. and all bearings
and working parts carefully lubricated.
Great care shall be taken that no dust or grit gets into the
bearings or working parts of the machinery.
The machines shall he carefully wound up at regular intervals
and on no account allowed to run down while they are required
for service. In the case of revolving dioptric apparatus the
machine shall be started and put in gear before lighting up, and in
the case of occulting or revolving catoptric apparatus it shall be
started as soon as possible after lighting up.
The speed of the machine shall frequently be verified and adjusted.
if found incorrect. by a tum or two of the screw of the
governor. It is not advisable to alter the adjustments more frequently
than necessary.
The adjustment of the revolving carriage or mercury float of
a lens shall on no account be altered by the keepers. Any defects
or irregularities in the working of the carriage or float shall be
reported immediately to the District Superintendent and adjusted
only by an experienced mechanic. The weights of all fog bells.
revolving. occulting. and actuating machines shall, on the lifting
of a fog. or the extinction of a light. he allowed to run down on to
the buffers in the base of the weight tubes. Any attempt to suspend
the weights in the tubes is attended with considerable danger.
The keeper on watch is responsible for seeing that the clock
driving weight is fully wound up at lighting-up-time and at the
commenc.ement of each watch the alarm arrangement, provided for
warning when the weight is down to its lower position and in need
of rewinding, shall be tested and proved to be in proper working
order. The Keeper on watch shall stand by until this has been
done.
Amendment No. 39-T.H. No. 237/1962
Regulation IU.34-Add:
In order to ensure that the automatic alarm on the clockwork
re-wind equipment is efficient. the aJann mechanism shall be tested
by weight actuation daily after the light has been extinguished.
Testing at the commencement of each watch may be carried
out by hand.
Amen&nent No. 129 T.H. Nos. 1467/66,
119/2/2
REGULATION 111.36 {c)
Add:-
Before changing over
the fresh tank is to
opening the dr ·
ne tank to another
content by
f
is ascertained that the oil in the
tank is clean is the changeover to be made.
REGULATION 111.36 (d)
Delete first sentence
The three oils (excl ubricating oil) normally
in use at L" ouses are Light Mineral Oil
(L.M.O.) P eum Gas Oil (P.G.O.) and Domestic
Heat· 11 (D.H.O.) and the tanks in which they are
stored shall be appropriately labelled.
Sole reliance is however not to be placed on the alarm bell
· gear which is intended to be a final warning that the mechanism
requires rewinding. and the instructions contained in this paragraph:
as to regular rewinding of the clock weight shall be strictly observed.
At Stations where the clock driving weight is suspended
by means of a wire rope the rope shall be examined monthly to
detect any fraying or damaged strands. This can readily be done
by passing the hand along the wire.
ID. 35.--0FFlCIAL DWELLINGS
It shall be distinctly understood by all lighthouse keepers that
dwellings or other accommodation belonging to the Corporation
and occupied by the keepers and their families only by virtue of
their employment at the particular lighthouse where such accommodation
is available, must be vacated by the keepers and their
families, together with their furniture and effects,. immediately they
cease to be attached to the lighthouses in question.
This regulation applies in all cases of transfer, retirement
through ill-health, discharge through misconduct or superannuation
on reaching the retiring age.
ID. 36.-0IL
........,.,,.nt lo. l60
REPLACE ROOJUTICIIS lll 36 with the foll°"'ing:III.
36. OIL
T .B. l00/6/3.
(al fospection and &iyging or t&llks
In order to sateguard against leakage or contamination9 tbe oil store and oi1
room. shall be inspected by t.he Priccipa.l Keeper. and all oil storage tanks a.od
other receptacles tor the st.orage or oi1 gauged daily. ill oil in stock shall
be measured by actual gauging on the last day or tbe 11100th in order to arrive
at an actual ba1aoce in cOIU>ection vitb the oil accouats4
(b) Lea1<.ai5e
NJY leakage. c:ontaaia.a.t.ioo. or marked deCiciency of oil that mq be discovered
at any time shall be report.ed to the Dis~rict Superintendent i111mediately.
(c) Testing or t'uel oil tor vat.er content
ill t'uel oi1 storage tanks are to be tested t'or water cootent, $.3 t'ollovs:(
1) Before recei"riog tk"esll aupplies or oil
(2) 2~ hour• a1'ter receiYing t'resh auppliea
( 3) Prier to changing OTer r.... oae tank to another
(la) Once a aonth.
A1'ter filling, ator- tanll:a are to be 1ert to settle t'or at least 2~ hours
before attempting to drav ott fuel oil tor station use.
?rior to receiring fresb supplies or oil, all station header tank.a are to be
till.ed, to pre-re11t disturbed sediiaeot being pumped ioto header tool<s.
It an abnoI'11lal aaount or water is detected, it ¥llould be removed imaediately
and the tact reported to the District Superiuteadent and entered into the
station Journal end. Oil Book.
The Principal. Keeper &ba.l.1 see the.t al1 precautions !llld c~eck& are taken to
ensure that on1y clean fuel oil, tree Crom. sediment and water contamination, i&
- 7 -
REGULATICtl II I 36 cont'd.
Particular care shall be taken to see that the screw-on tiller caps of all steel
tanks are scn:ved dovn tightly arter replenishing these tanks end kept so until oil
therein is required for use.
When filling the tanks or cisterns, the strainer shall alV83'S be used and c:a.r-e taken
to prevent dirt or \later entering at a.ey time.
When an oil store is provided it ~hall not be used for any other purpose vhatever,
and shall be kept well ventilated and perfectly clean e.nd free from any vaste oil.
The greatest ea.re shall betaken vheo oil is being dra\.rtl ofr to ensure that oooe is
spilled.
If any oil is spilled accidentally it shall be cleaned up immediately.
Oil she.J.l be carriedjfrom the store !or service only in the proper can provided vith
a.a airtight scrcved-;covcr, and an airtight screved cap to the spout. After charging
the receivers the Can shall be returned to the store vith lbc covers to spout and
top scre11ed tight~
The Keepers shall not under &ay circumstances enter the oil store vitb a naked !"lame
light or any dCscription. Wherever it is necessary to enter the oil tanks the manhole
co,,.,rs shtll betaken of! o.nd 6htll remain off for tvo days before the tanks are
entered and no naked light shall on any account be taken into them.
Screv caps of' oil drums are to be kept properly secured vhetber drums are ~mpty or
full, and if stored in the open, drums are to be kept coYered vith a tarpaUl.in.
On.ms regularly used tor transporting oil shall be steamed cleaned at intervals of
approximately" 15 110ntha as a prece.ution &ga.in~t contaminatioo or oil by rust or scale
(g) Cons1.nption of P.V.B.
The [eepera shall e.sef!rtain carefully the quantity ot oil consumed nightly by
aea.suring the oil put into the recciTers on the tollOW'iag 110rning, vhich can be dooe
by :aeat:1.s ot the graduated glaes,es.
The con.sU11.ption !or ea.eh size o! burner is e.s follova:-
Sii.e or Burner Pint!!! ~r Hour
M/M
35
50 ll
75 2~
100 3~
ID. 37.-0VERHAUL OF MERCURY FLOATS, AND LIGHT
AND FOG SIGNAL EQUIPMENT
ti<> 1-0'1_ The mercury troμgh at all lighthouses will be lowered and
cleaned out. every~ years by a mechanic from the Blackwall
Workshops and the light and fog signal equipment overhauled
periodically as a matter of regular routine. The arrangements for
both operations will be made under the direction of the Engineerin-
Chief.
DI. 38.-PAINTING
(a) Annual Painting of Laatua&, etc.
The keepers, except at stations having only
once a year in the month of May, unless othe
the lantern, gallery handra.iling and gallery fl
water outlets shall be cleaned out every
often if found necessary.
ewashed annually.
Where lighthouses have ftas
insides of the lanterns (fro
matt black, but where
sectors the interior s
lights a lights with sectors the
(b)
A lig
pedestal) shall be painted
or occulting lights with no
ed white.
a premises are painted to make the statioJJ
eamark and for preservation of the structure.
cuo~c.. .............. ._ --,1 -----_
drawn orr rroa the main storage tsnlr.s.
{d) Cleaning or Tanks
ProYided a1l precautions specified in ( 111) c. are adhered to, the period betveen
cleaning or main :fuel tank.a vill vary t'ram station to station, dependent upon
indi Yi dual storage conditions, but; periods or· 10 years or more can be expe~ed.
All a general rule therefore, main tllJlks are to be thoroughly cleaned out berore
the sludge leTel is such tha.t there is the possibility of sludge being pumped
into the header tank.a. The cleaning or the uin tanr. is to be recorded in the
Station Journal and Oil Book, aud the District Superintendent inror.ed accordingly.
Oil stations having onl:,- one storage tank., when tbe presence of sludge necessitates
cleaning operations, t.he f'act should be reported to the District
Superintendent, vho vill arrange in conj~ctioo vitb the Workshops Superintendent
Blac:Jcyall, ror a local Contractor who specialises in tank cleaning operations, to
carry out the vork.. and pro-ri.de t.he .neceHary · t.emoor1117 storage.
Witb tbe extended period es:iti.saged between t~ cleaning operations, it is
· es~Dtial tllat.11Bi1u1'a.cturera' instructiaias ·regarding cleaning or engine tuel
tilters are strictly edbez:ed to. In additiOD, all. other tilters :f'itted in 1'uel
aup]!ly or drav·orr pi\lelines. 6re to··be"ni~ed. -a cl.caned once .. aontb.
Fuel be•r taoka are to be checked. periodicall.7·rc.r .acc\BDulatioa or sectjJ,leot
and cieane4 'irben necessary. >. drain cock is prorided on aU.. header tanks for
.. oiainc and. the tank can tbeu be cleaned by· n~ahilig out v.itb para:Cf'in or
t'llel. . .
Add at end:-
Screw caps of oil drums are to be kept
secured whether drums are empty or fu d
stored in the open, drums are to
a tarpaulin.
sed for transporting oil shall
be steam cle intervals of approximately 15
a precaution against contamination of oil by
scale.
Add the following after
page:-
second
The greatest care shall aken when oil is
being drawn off to ens at none is spilled.
If
cleaned
accidentl;ly it rt be\)_, L
O..V.-.te C ~- ~-o~ ~•
.AMmDMmr HJ. T .H. 200 T.H. 100/9/119
PAMPIJLEr III
RmULATIOHS III 38-PJJNrING AND III 39-PAINTING B:>OTINE
Delete existing regulations and inaert:-
III 38 - PAlffrING
Supervision of Contract Painting
A liGhthouse, dwellings and other pre•ives are painted to
ni.\kC the otation conspicuous as a seamarlc and for the pre:.ervation of
the structure. Special paints are used during paintin~ contracts and
to ensure that they last sufficiently well between the scheduled
painting, surfaces must be properly prepared and the paints properly
applied.
The Principal Keeper is to ensure that any departures from
the following requirements of the contract are immecliately reported to
the District Superintendent:-
(i) Paint to be cleaned off ~ust be burnt ofi .:uid entirely
removed by scraper.
(ii) Paint not to be cleaned right off.must be well cleaned
down and a11 dirt, grease, blistered or loose paint
entirely removed.
(iii) All surfaces1 inc1uding metal surfaces which r.iust be well.
chipped rui.d have all rust re=ved, oust be ~,ell pri1~cd
before any undercoat paint is applied.
(iv) Al.l cracks in r11asonry must be primed and stopped bafore
painting.
(v) No thinning dpwn of paint must take place.
(vi) Painting must not be carried out durinc incleucnt
weather likely to be detrimental. to the painting \fcrk.
(vii) Paint must be delivered ill sealed containers, be the
material specified, and bear the maker's name and
description, and thereafter be kept in a suitable store.
Painting contracts are entered into periodically and specia[.
paints are used in an endeavour to ure that the paints last
sufficiently well between one mtmg a the next, but, unless the,
surfaces are properly prepare and unl ss the paints are properly
applied no paint, however go , will h e any lasting qualities. It
is therefore the duty o[ the rincipal eeper or Keeper-in-Charge.
to see that both these condit ns are f !filled, otherwise the station_
will become dull in appeara ce and I se its value as a seamark.
(c) Preparation of Suda
To prepare surfaces
carefully watched : -
e following points should be:
(i)
(ii)
(iii)
(d)
(f)
cleaned right off, the surfaces shall be:
remove all dirt and grease as far as
or loose paint shall be entirely rehere
r t is showing the paint shall be simie
rust spots chipped away until dean.
rfaces from which the paint has been.
ll primed before any undercoat paint is.
al surfaces must be primed immediately
nd not left uncovered overnight. It is.
ncipal or the Keeper-in-Oiarge to see that
properly prepared before any paint is
d the ntractor shall not be allowed to proceed.
aintin until they have been prepared and primed~
inwv· ual areas such as one side of the building_
masonry shall be properly primed and stopped
ing and the Principal Keeper or Keepcr-inCha
e sha see that this is done as it is essential for keeping.
of the buildings free from damp.
down of paint is permitted and the supervising
that the paints are used as supplied and that no
a ed.
pa:~mg shall be allowed during wet weather, or during.
ther likely to be detrimental to painting work.
cipal Keeper or Keeper-in-Charge shaI1 carefully
rea the and Conditions of Contract and General Specification
and see that the instructions ar~ carried out faithfully. He
shall particularly note clauses XX and XXI of the General
Specification which make him responsible for seeing that the surfaces
are properly prepared and that he is not to permit any painting
until they are. The preparation of sudaces is fully described
in clause XVII of the General Specification; clauses XVIII and XIX
explain the reference letters of treatment referred to in the Schedule
of Painting (Schedule No. 2) which also states the finishing colour.
The keeper who is supervising the painting shall see that the paints
delivered are the paints specilied and that they bear the maker's
name and description and that the paint is delivered in sealed
containers.
He shall see that he receives the samples referred to in clause
VII of the Gcnecal Specification. and that they ace in. sealed tins
marked with the name and description of the paint. He shall.
as soon as he receives them. send them at once to the Engineerin-
Chief at the Trinity House.
In the case of island .and rock stations the samples will be
sent to the District Superintendent and forwarded by him to the
Engineer-in-Chief.
No paint shall be opened by the Contractor until the Principal
Keeper or Keeper-in-Oiarge has rec.eived notification from the
Engineer-in-Chief or from the District Superintendent that the
samples are approved and then only if he is satisfied that the surfaces
are properly prepared and ready for painting.
(g) Inspection
The lighthouse tower will be examined from a cradle by the
Engineer-in-Chiefs representative and the Principal Keeper or
Keeper-in-Charge shall notify him by wire three days before it is
to be cleaned down. ready for inspection. On no account shall
the keeper arrange for the Engineer-in-Chiefs representative to
arrive at the station only to find that it has not been properly prepared
or that the Contractor has already started painting. The
keeper shall try to get as much of the rest of the station prepared
before the representative's visit so that he can inspect all surfaces
before painting commences.
(h) Irregularities
If the Contractor fails to carry out the instructions of the
Principal Keeper or the Keeper-in-Charge, or performs any irregularities
the keeper shall send a telegram at once to the Engineerin-
Chief and ask for a visit of inspection.
(i) Paint to be ldt at the Station
The keeper shall see that the paint specified in Schedule No. 3
to be left on the station is handed over to him by the Contractor
before he leaves the station; if not he shall report the deficiency at
once to the Engineer-in-Chief through the District Superintendent.
This paint shall only be accepted in sealed containers; open or part
used containers shall not be accepted. The keeper shall sign foe
the paint on the proper form of receipt. and forward the receipt
to the Engineer-in-Chief through the District Superintendent.
G) Progras Repodl
The Principal Keeper or Keeper-in-Charge shall forward a
weekly progress report. stating in general terms what surfaces have
oeen prepared and what painting has been executed during the
current week. It is to be sent to the Engineer-in-Chief every
Saturday on the form sent to the Station with the other Contract
Amendment No. 53-T.H. No. 928/1960
Regulation No. m. 39(b)(i)
Line 2: Delete "four"
Insert· "three"
Painting Papers and a copy sent to the District Superintendent.
Isolated rock stations shall report by wire in code and forward
the report sheet at the first opportunity. A sample report and
wire for isolated rock stations will also be found with the contract
papers.
(k) Completioa Reports
When the painting Contract is nearing completion the keeper
shall notify his Superintendent direct. Isolated Rock Stations to
report by wire as follows: -
"Painting nearing completion".
These notifications shall be sent five days before the anticipated
date for completion.
When the painting is finished the station will be inspected by
the District Superintendent.
ID. 39.-PAINTING ROUTINE
The following routine is normally followed regarding the
painting of Lighthouses. Lighthouse Dwellings. etc.:-
(a) Rock Liglaehoases (External)
(i) Towers of granite construction are not painted. Towers
of masoncy construction are painted every four yeacs by
contract. Specifications in these cases are prepared by the
Enginecr-in-Otief and tenders are invited by the Lights
Department at Trinity House.
(ii) Ironwork is painted every two years by local contract, by
the Depot Staff. or by the keepers. Specifications are
prepared and tenders are invited by the District Superintendent.
(b) Rock Liglaehouses (latemal)
(i) At stations with granite towers internal painting is carried
out every ~{ears by local contractors or by the keepers.
Specifications are prepared and tenders are invited by the
District Superintendent.
(ii) At masonry tower stations the internal painting work is
included in the contract for the external painting.
(c) Shore Ugb•o'IISeS (Extemal)
(i) The whole station including the dwellings is painted externally
evecy four years by contract. Specifications arc
prepared by the Engineer-in-Cllief and tenders are invited
by the Lights Department at Trinity House.
(ii) External ironwork is painted every two years by local
contract or by the Depot Staff. Specifications are prepared
and tenders invited by the District Superintendent.
(d) Shore Lighdloases (lntemal)
(i) Internal painting of Towers and other buildings. apart
from the dwellings. is included in the contract for the
external painting every four years.
(ii) Dwellings are painted internally everyI :~. ".fe-ars by local
contract. Specifications are prepared and tenders invited
by the Superintendent.
(iii) Colour Scheme.
A standard colour scheme has been adopted by the Corporation
for all internal painting of Lighthouse Dwellings and no
other colours are to be used. The approved colours will be
specified in the contract documents.
(e) Structural Ironwork (including R/B Masts, gantries,
bridges, etc.)
All structural ironwork is painted every two years. Specifications
are prepared by the Engineer-in-Chief and tenders are invited
by the Lights Department at the Trinity House.
NOTE:-The painting procedure set out in this paragraph has
been approved as the standard routine, but the practice
is to put painting in hand only where found, after inspection
by the District Superintendent. to be necessary.
IIl. 40.-PETROLEUM VAPOUR BURNERS
·------
1
_o
The keepers s all change the burners on alternate nights to
ensure that eh spa burner is kept in a proper state of efficiency.
Burners hall be ighted every evening at 15 minutes before
Sunset and k cons tly burning bright and clear till Sunrise,
·eh ar stated in the time-table supplied to the
oggy ther burners shall be lighted one hour
before Sunset a kept uming till one hour after Sunrise. To
ensure the light p eding rom the burner being properly directed,
it must be accura ly pla in the focus of the apparatus, that is,
the axis or centre of the antle must be exactly in the axis or
The following
burners below the f
M/M
35
50
75
100
of the top of each of the
DISTANCE OF TOP OF
BURNER BELOW FOCAL PLANE
Inches
i
!
li
li
The spare burners shall be kept i the Service Room in the
place provided. The Kee in-Charge shall daily see that the
working burner is disconnect dismantl and cleaned in accordance
with the detailed instruct ns set ou in the framed instructional
drawing for "Hood" Pe leum Va ur Burners, particular
care being taken to ensure that o loose s e or carbon remains
in the vapouriser tube after clea -ng.
tioo the keeper on
watch shall take care that the wor · ng press of the burner as
shown on the pressure gauges in the ntem doe not exceed 60 lb.
per square inch.
In case of any burner or part get der to such an
extent that it cannot be repaired by the eepers, it all be packed
securely anq Jonvarded at once to th ent. Trinity
Workshops, Blackwall, and an indent f nt through
the District Superintendent Care shall specially taken that
the establishment is never left without a su cient quan ty of spare
burners and parts. The ventilating tube nd the up r portion
of the dome ceiling shall be carefully b hed throu and the
deposit removed at least once a week.
AKENIH:N'r NO. r.u. 201
PAMPHlEl' Ill
R.EOULATIOK IU 44 - RAIN WATER SIJPPLY
Delete existing title and Regulation and 1.uertf-
T.H. 100/9/49
llI 44 - RAD1 WATER SUPPLY - a.EAl«.,DIESS CF ROOFS r GUTr£RS AMl TANKS
At stations where rain water is collected for doaaest1c purposes and/or for
use VS.th fog signal engine•, the Prind.pal ltaeper is to ensure that:-
(U All roofa, gutters and rain water outlets of Lighthouse dwellings and
fog s1.gnal house• etc., are Jcept clean and free of dead birds, dirt
and other iaaterial whic:h 111.ght get va.shed into the dol.apipes. This
clean1ag aust be carried out e,r,ery three -ths or more often i.f found
necessary.
(11) The -ter supply tanks are lcept claan at all tinoes and cleaned out at
least once a year. '
At: all other staUons the Princ:i.pal Kaeper is to ensure that:-
(111) All root., gutters and rain water outl.ets at the station are cleaned
out al:laast OQCe a year or 1110re often if found nec:e3sary.
T.H. 535/14/2
PAMPHLET DI
JW;ULATION III.41 - PRfMISES TO BE KEPT JN GO'.() OODER
Delete existing regulation and in6 ert:-
UI.41 - PRDIISES TO BE KEPT lJI GOOO OODER
Ul
(ll)
(111)
The Principal K,e,ep,,r shall ensure that:-
All the buildings, approach roads, garden paths, water ta,lks,
ditches, drains etc. connected with the establishment are Jcept in
goo<l order and repair as far as practicable.
In cases where extensive repairs due to stoI:llls or other causes are
tl<'!Cessary a detailed report is 11ad<! at once to th.e District
Superintendent.
When a Trillity House dwelling 1:s referred to 1n a report, il>dent or
other <!oc:ument the dwelling is clearly identified either by nUllbec
~ geographical or other description (e.g. Weat Owelllng, 16:>rth
lling, Tower Dwelling etc.). If necessary, the occupant• s ,._
shall a.lso be given.
In cases in which. th;Eelllngs at a L1gmuvu:,;c =~~uu,-.,•••
are numbered, or geograp lly or otherwise described .g., East
dwelling, West dwelling. etc. such designation shall also inserted.
" ' .....
m. 42.-PROMOTION
After satisfactory service and progress in training supernumerary
assistant keepers are, as vacancies occur, appointed to
stations as permanent assistant keepers and married quarters are
provided (or house allowance paid in lieu) as appropriate for the
station concerned.
If a supernumerary assistant keeper is not appointed to the
post of assistant -keeper before the completion of FIVE years
service he will be appointed to the assistant keeper grade irrespective
of whether there is a vacancy and will receive the pay and
all the emoluments of an assistant keeper. including house allowance.
Assistant Keepers ai-e promoted to the post of Principal
Keeper as vacancies occur in order of seniority. and provided they
are suitable.
m. 43.-QUfITING TIIE SERVICE
Any lighthouse keeper who desires to quit the Service shall
give seven days' notice of his intention to do so and. in the case
of a keeper who is afloat or on duty at a lighthouse on the date
of expiry of his notice. such notice shall be treated as expiring
immediately after he next comes on shore or has been relieved.
ill. 44~RAIN WATER SUPPLY
that a standard of cleanliness is maintained
e shall see that all flat roofs and their gutters.
ell as gutters of slc>•ed roofr ·•rt> ..vept Lnd cleaned regularl
the light keeix s as often as may be necessary and in
a~ a~e not less frequently than once a month.
ill. 45.-RECORDS TO BE KEPT
The keeper on watch shall write up the Monthly Journal
according to the headings of the columns and shall record all
occurrences worthy ef note in connection with the station. If anything
is observed to be wrong with any seamarlc the Principal
Keeper shall inform the District Superintendent by the earliest
possible means.
The 1etters "G.M.T." or "B.S.T." as the case may be shall be
inserted at the head of each day's record in the Journal.
In the Journal and in all official communications 24-hour clock
time shall be used.
During the day-timo there shall always be a keeper on duty
and he shall be responsible for IDcak:ing records. The day duties
of the station shall be arranged mutually between the teepees
subject to the approval of the Principal Keeper. At shore lighthouses
without fog signals manned by two keepers only. this regulation
may be relaxed. it being understood however that the
station shall not be left unguarded; one keepct" shall remain at
the station though not necessarily on duty. Weather records at
the two-keeper land stations may be taken at 0800 and 1600 in
lieu of 0900. 1200 and 1500.
AMltlllmlf ., • ?P2
~III
~ ;u. fi6 - !!'l:!?!?18
, •. ___ .,.TlON Ill.47 - R£L1£FS - ROClt LIGHrHaJSE RCUTIHE
Delete existing regulation and insert:-
HI, 0 - RELI£f'S - ROCIC LIGlfl'HOOSE ROOTINE
The following Roc:k Light:hou5es are relieved every 28 days by helicopter:-
East Coast District - Inner Dowsing
South Coast District - Bi.shop Rocle, Casquets, Hanois, Longships,
Rowid Island, Roya1 Sovereign, Wolf Rocle.
West Coast District - Bardaey, Flatholm, Lundy South, Skerries,
Slcokhola, Slllalls, South Bishop.
The following Rock Lighthouses are relieved locally:East
Coast District
Coquet - Every 4th Tuesday by local boat from Amble.
Longstone - Every 4th Tuesday by Trinity House La1.n:h froa Sellhouaes.
South Cout District
Beachy Head - £-very 4th Tuesday by local boat fraa Mewhaven.
Eddystone - .Every 29th day foll-1.ng previous relief by local boat
fro. Plyaouth-
Nab - Every 4th Tuead&y by Pilot Launch from. Ryde Pier.
Needles - Every 4th Tb,araday by local boat from Yar-.,uth, Iale of Wight.
Sark - E-very 4th Wednesday by local ferry frca GuernSey.
West Coast District
~th Faceland - Every 4th Tuesday o.rerland by car. , IA ,iC\ '4,'(
South Stack - £very w,. llecadaj Ofllrlend by car from Holyh9d. W,ul-Jf~ (·
Strumble Head - Every 4th Tuesday overland by car.
Ame.ndme.n,t No.I14 T. H.No. L.WAcJ 66
REGULATION 111.47
Vel.e..te.: :th~ -&e.d-lon be.g.umi.ng "Harwich District:-
- Orfordnes.s .••.••• e. "
Vel.ete. Jte.6eJLe.n.c.e. to Plymouth. Breakvater under
the heading "Penzance District II. .
Regulation III. 47-8th line-a
Wolf Rock Lighthouses . . . ,.
26th line-dele dystone (fug fro ym,mtb) .
Last \in ete all reference to ybead Breakwater
Li use.
R 100 III. 38(a)-third line · sert comma after the Word
"lantern".
Amendment No. 91
Regulation m 49(a)
Alllcndmcnt No. 56 re{)l.(" J paragraph 7. which is to be deleted.
Amendmoot No. 56-T.H. No. 42/1962
Regulation III. 49(a)
All reserve provisions with the exception of tobacco shall be
renewed by the District Depot eVel)' twelve months--;lhc redundant items being
retained at the sJation for two months thereafter and offered for sale to station
personnel before being returned to the District Depot.
Peozaace District
The following are relieved
vious relief : -
Stru1B le
/
/ll~lyhead District
t from Sennen).
1 boat from St. Mary).
Ditto.
/...'f"'"''"'"'" ~flt,
vcdand by car.
, South Stack-every fourth M day-overland by car from
Holyhead.
Longston~very fourth
• from Seah
uesday-Trinity House Launch
s~
ursday_ by local boat from Amble .
........,,,
UL 41.-REPAIR BOOK
All defects and matters requiring attention at the station shall
be entered in the repair book and the entries cancelled when the
repairs have been effected.
UL 49.-RFSERVE PROVISIONS
(a) General
The stock of reserve provisions kept at rock: lighthouses may
be drawn upon by the keepers should their usual period at the
lighthouse be extended or should their own provisions run short at
any time.
The keepers are not required to take any of the reserve provisions
unless they desire to do so.
No issues shall be made by th~ Keeper-in-Charge without the
consent of th~ District Superintendent except in the case of failure
of communication in which case the District Superintendent shall
be informed by the earliest possible means.
The stock of reserve provisions at the lighthouse shall be
mustered and signed for by the incoming Principal Keeper or
Keeper-in-Charge on the relief, and an account of stock expended
and remaining shall be sent ashore to the District Superintendent.
Stocks of reserve provisions at the lighthouses shall be replenished
from time to time to maintain the quantities authorised
for the various stations as set out below and, should the necessity
arise, keepers may call upon the emergency stocks carried by the
District Tenders.
Reserve provisions should be issued in strict rotation in the
order of their supply and for this purpose each tin shall have the
date of supply painted on it.
All stocks more than three years old shall- be examined
periodically and any instance of the contents being bad shall be
reported to the District Superintendent.
The issue prices of reserve provisions will be fixed at Trinity
House and may"be varied from time to time as necessary.
(b) Scales of reserve provisiom to be m.aintainecl at stations
Rock Lighdloases Flour or Meat
Biscuits 12 ozs.
lbs. Tins
Longstone 56 50
Coquet 28 25
Fame Island 30 20
~ Nil Nil
Qrllf&ACSS Nil Nil
Beachy Head Nil Nil
Nab Nil Nil
Needles 28 25
Pet llaad: BtCtilrn alw Nil Nil
Casquets 56 50
Hanqis 56 25
Alderney Nil Nil
Sark Nil Nil
P1,nu,11Yt Brealr .. ate1 Nil Nil
Round Island 28 25
Lundy North Nil Nil
tYalntto~ ~'lJS. o•~lf a Ut1I I} Rt ~!
Strumble Head Nil Nil
Skokholm Island 28 25
Bardsey Nil Nil
4W,'lt11a4 IINaliwater Nil Nil
South Stack Nil Nil
Skerries 28 25
Special Rock Lipdloases Flour or Meat
Biscuits 12 ozs.
lbs. Tins
Eddystone 150 200
Longsbips 150 200
Wolf Rock 150 200
Bishop Rock 150 200
Smalls 150 200
South Bishop 150 200
All the "Spocial" Rock Lighthouses named above have the
following "additiooal" Reserve Provisions :-
Tea {lbs.) 3 Butter (lbs.) 8
Cocoa (lbs.) 3 Jam (lbs.) 4
Sugar {lbs.) 12 BoVIil (large pots) 2
Milk (tins) 12 Dried Potatoes (lbs.) 56
Yeast {lbs.) 2 Cigarettes 500
Vegetables (lbs.} 56 Tobacco (lbs.) 3
Soup (lbs.) 24
The following extra items of reserve provisions are to be kept
at Wolf Rock. Loogships and Bishops Rock Lighthouses: -
Plums or other fruit (tins) 6
Apricots obtainable (tins) 6
Marmalade (lbs.) 3
Grape Fruit (or sliced oranges) (tins) 3
Sardines (tins) 6
Pilchards (tins) 3
Herrings (tins) 3
Pork Loaf or Pork Meat (tins) 3
Amendment No. 55-T.H. No. WS/1962
Regulation Ill. 49
Paragraph (b) Delete: "Holyhead Breakwater
Add, after Lundy South
"Lynmouth Forel.and
Nil
Nil
Nil"
Nil"
UL 50.-RETURNS
?AKPHLET III
A list of the periodical returns to be rendered by the Principal
Keeper or Keeper~in-Charge to the District Superintendent is set
out in Appendix III.
T-H. r.E/6/1
RroULATION III 51 - ROCK LANDINGS - REPORT
Add at the end of the first pa.rag:raph:-
Kooring rings, chains and eyebolts are to be periodically examined and if
any are found to be worn or defective in any way the matter should be reported
to the District Superintendent.
llL 52.-ROCK. LIGKIHUIJS&
Except in the case of the undermentioned lighthouses there
is no limit to the period of service during which a keeper is attached
to a rock station. Normally keepers are transferred first from
«outside" to "inside" stations and eventually to land stations, the
postings being based as far as possible on seniority : -
Wolf Rock-period of service limited to two years, inclusive
of the monthly shore periods.
Bishop Rock, Longships and Smalls-period of service limited
to three years exclusive of the monthly shore
periods.
IlL 53.-SIGNALLING PRACTICE
Signalling by means of the Semaphore and Morse Code alternately
shall be practised by the keepers every Monday and the time
ll!GIIUft<* m. 54 - srAff<* BUaillo AIICS All> t.OCaL awtTS
De..La-ca exad.ag t1Ue and Nglllaticm end inaert1-
Ill. 5t - stATim a£AaDG PLAflS !IP L()CAL QIAlt1'S
All 1J.9bthel!Me lceepeta aball Mite tbluel-~ wl.tb t::be 1Nlarl.llg
plat.I fbell uvad tha wall ol tile 1mtem .r:- 1Jldicatlng COllpUa palata 1D relaUaa
to ~ Jlorth. alao to the -Yigatioaal ~ 1n the n.c:1Jllty u allOIG on the lU"99
-M-id1 -.a1 1 acale loc:al charta aupplled to the •tatice 111 order that thay -:r warn atancl.1.ng into danger. ·
taJ Keceq,t ua DpeodllUi'e
The Principal Keeper shall be responsible for the proper
issue of consumable stores and accounting for them in the General
Service Stores or the Station Consumable Stores Receipt and Expenditure
Book at the station as may be appropriate. He shall
report any imperfections in the quality of the oil or other stores
and shall indent for further supplies when necessary. If at any
time the stock of oil at the station falls to within the quantity
required to maintain the siation for two months the Keeper-inCharge
shall notify the District Superintendent immediately.
All stores shall be checked from time to time by the Principal
Keeper to ascertain that quantities are correct.
(b) Action on change of Principal Keeper
When a change of Principal Keeper takes place at a station
the outgoing Principal Keeper shall see that the stores lists are
balanced up to date and the stores checked by the Incoming Principal
Keeper.
If for any reason the outgoing Principal Keeper leaves before
the incoming Principal Keeper arrives. however short the period,
he shall hand over the stores to the Assistant Keeper-in-Charge
who will sign a certificate as the keeper taking over (as directed
below). In this event the Keeper-in-Charge will in due course
hand over the stores to the incoming Principal Keeper.
After the stores have been checked the keeper taking up duty
shall complete. in duplicate. a certificate worded as under. each
copy of_ which shall be countersigned by the outgoing keeper. One
copy of the certificate shall be despatched to the District Superintendent
and the other rctaihed at the lighthouse.
The form of certificate to be used is as follows:-
" ....................................... LIGHI1IOUSE
I. the undersigned. hereby certify that on taking over this station
I have checked ALL the stores and Inventory Equipment and
found them: -
(i) in order: {
delete either
(i) or (ii)
(ii) in order except for the following. viz: -
(particulars of deficiencies and the outgoing keeper•s
exp1anation should be stated).
Signed . .. . .. . . .. . . .. .. .. . .. . . . . . .. . . Principal Keeper or
Assistant Keeper-lnCharge
.
........................... ...... Date
Countersigned Outgoing Principal
Keeper or Assistant
Keeper-in-Charge.
( c) lnffntory
A duplicate of the inventory of equipment at each lighthouse
shall be kept at the station and when any change of Principal
Keeper takes place the outgoing Principal Keeper shall be called
upon to account for any articles missing.
(d) Condemned Stores
All stores which have been condemned on survey by the
District Superintendent shall. unless absolutely valueless. be returned
to the District Depot at the first opportunity.
(e) Losses
The Principal Keeper shall report immediately to the District
Superintendent all losses of stores or equipment which occur other
than through normal consumption or lair wear and tear.
(f) Annual Certifi.aue
Annually on 1st January the Principal Keeper or Keeper-inCharge
shall submit to the District Superintendent a certificate on
the prescribed form that all transactions in stores during the previous
year have been duly recorded.
UL 56.---SUNDA Y OBSERVANCE
The keepers shall be given an opportunity to attend a Place
of Worship when within reasonable distance each Sunday in tum,
and, where this rule is incompatible with the performance of the
lighthouse duties, the keepers shall be given an opportunity for
religious observance at the station.
UL 57.-SUPERNUMERARY ASSISTANT KEEPERS
(a) Training
A supernumerary assistant keeper on appointment will be
placed under the orders of the Chief Superintendent and be trained
at Harwich to obtain his No. 1 Certificate. Aft.er obtaining this
Certificate he will be sent to, and based on, a District for service
at lighthouses which will enable him to gain the knowledge
necessary to obtain Nos. 2, 3. and 4 Certificates for the purpose of
becoming qualified to perform the full duties of ! light keeper.
Except in cases of emergency supernumerary assistant keepers will
not be called upon to carry out normal dqties until they have obtained
Nos. l and 2 Certificates.
Certificates cover the following subjects: -
Certificate No. I-from the Principal Keeper/Instructor of Light
Keepers.
"Hood" Burners. various sizesgeneral
manag_ement and small repairs.
Explosive Fog Signals--
general management and small repairs.
Meteorological Instruments. Use and knowledge of principles.
Weather coding, recording of Journal.
Morse Signalling by lamp.
Use and care of Aldis Lamp and Semaphore
signalling.
International Code Signalling and
general Flag Management.
Elementary Knotting and Splicing.
First Aid.
Cooking.
Soldering.
Fire Fighting apparatus, Care, Maintenance and use of.
R/T Apparatus Transmitting and Receiving.
Certifiau No. 2
Management of Dioptric Apparatus, including the Revolving
Mechanism (consisting of the Rollers, Mercury Float. and
Rotating Machine).
General Management of a Lantern.
Working of a Fog Signal with Oil Engines, including Air
Compressors. Storage Receivers, Sirens, Admission Valves
and Actuating Machines.
Slight repairs to Lamps. Pipes, etc.
Certificate No. 3
Management of Electric Generating Plant, Switch Gear and
Filament Lamps.
Management of Semi-Diesel Engines.
Management of Burner Changer and Automatic Stand-By
Light.
Management of Automatic Qock-wioding Apparatus.
Certificate No. 4
Management of batteries.
Management of battery-charging plant and control boards.
Management of wireless equipment, including clock-setting,
changing valves, and cleaning aerials.
The services of a supernumerary assistant keeper are liable
to be terminated should he fail to obtain satisfactory certificates,
and, in cases of inefficiency in any particular subject or subjects,
he is liable to be called upon to_ undergo a second term of instruction
and further examination thereon.
In order to qualify for Certificate 2, 3 and 4 supernumerary
assistant keepers will be sent to appropriate lighthouses by their
D~strict Superintendents having regard to the equipment installed
at the various stations and to the availability of suitable living
accommodation.
(b) Report Book
A report book in the authorised form will be issued from
Trinity House in respect of each supernumerary assistant keeper
on appointment. It shall be kept in the charge of the Chief Superintendent
or the Superintendent of the District in which the supernumerary
assistant keeper is based and shall be sent by the
Superintendent direct to the Principal Keeper of any lighthouse
station to which the supernumerary assistant keeper may be sent
for instruction or duty.
When the supernumerary assistant keeper leaves the station
the Principal Keeper shall insert his report and return it by post
to the Chief Superintendent, Harwich, or the Superintendent of the
District concerned, who will re-issue it to the next lighthouse
station to which the supernumerary assistant keeper is sent.
When a supernumerary assistant keeper is sent from one rock
lighthouse direct to another, or from a shore station direct to a rock
lighthouse: without in the interim returning to his base, the Report
Book shall be sent direct by the Keeper-in-Charge of the former
to the Keeper-in-Charge of the latter, but in the case of a supernumerary
assistant keeper prooeeding direct from one shore light·
house to another, this book shall be returned to the Chief Superintendent.
Harwich, or to his District Superintendent.
The Principal Keeper shall record in the book to be kept at
the station a copy of each report he makes on a supernumerary
assistant keeper.
The Oiief Superintendent. Harwich. or the Superintendent of
the District on which the· supernumerary assistant keeper is based
shall report at once to the Board any case of unsatisfactory work:
or conduct on the part of the supernumerary assistant keeper.
DI.. 58.-TRADING OR TAKING WDGERS FORBIDDEN
The keepers shall not carry on any trade for profit, expose
any article for sale on the establishment, take in boarders or lodgers.
sell refreshments on or off the premises or take in other persons'
goods for sale.
ID. 59.-TRANSFER OF KEEPERS
When a keeper is transferred to another station he shall ~port
to his Superintendent the date and time of leaving his old station
and of arrival at the new station.
ID. 60.-UNIFORM U.,OIBING
(a) Issue conditions
(i) The uniform clothing is issued to the individual for bis
personal use but it is to be understood that the whole of the clothing
so issued remains strictly the property of Trinity House.
(ii) Uniform clothing shall be worn at all times when on
duty at the lighthouse including Sundays and Public Holidays and
when away from the station on duty, also whenever the Elder
Brethren or the District Superintendent visit the lighthouse and
when conducting visitors over the establishment at those lighthouses
where visitors are allowed. When on engine room or
general cleaning duties the keepers may wear the blue dungaree
clothing at the discretion of the Keeper-in-Otarge.
(iii) Whilst dungaree clothing is authorised as the working
dress and may be worn over uniform or other clothing the keepers
shall see that at all times the outer garments present uniformity of
appearance, e.g., a "mixed" appearance such as dungaree jacket
with serge trousers shall not be worn.
(iv) Uniform caps shall be worn with uniform.
(v) Medal ribbons may be worn on jackets but not on overcoats.
(vi) All the garments issued by the Corporation shall be
produced for inspection when required by the District Superintendent
or such other officer as he may appoint.
( vii) Garments lost. damaged or rendered unserviceable
otherwise than by fair wear and tear sha11, if so ordered by the
Trinity House. be replaced by new articles issued on repaymentthe
cost to be recovered from the individual concerned. Where
the loss or damage is due to Service exigencies not involving
negligence on the part of the individual concerned (of which the
Elder Brethren will be the sole judges) the garment or garments
will be replaced by a new issue free of any rjiarge to the man.
(viii) If for any reason a keeper leaves or is dismissed from
the Service before his appointment has been confirmed, the whole
of the last issue of Uniform Ootbing made to him before the date
of his leaving or being dismissed shall be returned to the District
Superintendent before the keeper is paid-off.
(ix) If a keeper leaves the Service in any circumstances other
than those covered by the preceding paragraph he will not be
required to return any of the articles of Uniform Ootbing in his
possession at date of leaving.
(b) Scales of ~oe
Subject to the conditions set out in sub-paragraph (a) above,
uniform clothing will be issued free to the established personnel of
the Lighthouse Service on first appointment on the following
scale:-
Grade
Lighthouse Keepers
Fog Signal Keepers
Supernumerary
Assistant Keepers
River Lights
Attendant
Occasional
Keepen
(Not a personal
issue but to be
kept at the
Lighthouse)
Type No.
Uniform
10
11
12
31
27/28
29
9
32
'1:7/28
32
Garment, etc.
A.l Type Suit
Serge Reefer Jacket
Blue Pullover
Serge Trousers
Black Silk Tie
Dungarees or
Boiler Suit
Overcoats
and
Raincoats
Scale of
Issue
one each year
one each year
3 pairs each
2 years
one each year
one each year
1st year
Overcoat
4th year
Raincoat
7th year
Raincoat
10th year
Overcoat
and so on in cycle
N.B.-Rivcr Lights Attendant to have
2 pairs trousers each year instead
of 3 pairs each 2 years.
Supernumerary Assistant Keepers
to have 1 pair trousers in 1st
year and 2 pairs in 2nd ·year and _
so on.
Peak Cap (white top) one each year.
Gold Embroidered
Cap Badge
Issued on
appointment and
renewed when no
longer serviceable
in not less than
two years.
Dungarees Two Suits
Peak Cap (White top) One
Gold Embroidered One
Cap Badge
N.B.-These items for the Occasional
Keepers are issued on appointment
and are only replaced
when no longer serviceable. tho
minimum renewal period being
three years.
There are special scales of issue for the Keepers at Europa
Point Lighthouse.
In this case uniform suits ( which are made of special serge
for the climate) and caps are purchased locally by the Agent after
he has submitted his proposals and details of prices to Trinity
House.
Shoulder Flashes - "Trinity House" in gold vire
to be worn immediately below the joining seam between
sleeve and shoulder.
When overcoats, mackintoshes or badges are due, and required,
they will normally be purchased in England under the current
contract after the Trinity House Agent has submitted the usual
requisitions for these items.
(d} Waterproof Ootbing
Waterproof clothing is a "station issue" to the stations listed
below only.
Nash Lighthouse
Lundy South Lighthouse
Lundy North Lighthouse
SC Ann's Head Lighthouse
North Stack Fog Signal Station
Wolf Rock Lighthouse
Eddystone Lighthouse
Flatholm Lighthouse
Longships Lighthouse
Portland Breakwater Lighthouse
Dungeness Lighthouse
Needles Lighthouse
Berry Head Lighthouse
Bideford Lighthouse
Dee Buoy Keeper
Whitby Lighthouse
3 sets
3 sets
3 sets
3 sets
2 sets
3 sets
3 sets
3 sets
3 sets
3 sets
4 sets
3 sets
1 set (less Rubber Boots)
1 set (less Rubber Boots)
1 set (less Rubber Boots)
3 oilskin coats only
Sets of waterproof clothing to comprise the following: -
One Oilskin Coat.
One Sou'wester.
One pair of Sea Boots or Rubber Boots according to Station.
Replacements of individual items on submission of a condemned
certificate when completely unserviceable.
The River Lights Attendant is supplied with a pair of rubber
boots each year and a raincoat and waterproof leggings every two
years.
(e) Badges of Rank
Principal Keepers and River Lights Attendant wear a gilt
metal star on either side of collar of reefing jacket and overcoat.
IIL 61.-VENTILATORS
The Keeper-in-Charge shall see that the lantern ventilators
are kept clean and free so that they can be properly regulated, and
that those in the lantern pedestal at oil stations are carefully regulated
in conjunction with the casement windows in the service
room to maintain sufficient draught for the burners_
Ill. 62.-VISITORS
(a) A& Stations with Engine Rooms
Visitors shall not (without special pennission from the Trinity
House) be permitted to enter the engine room or fog signal house
while the machinery or the signal is in operation; the engines shall
not be started for the purpose of showing visitors the light, or
enabling the fog signal to be heard. The machinery shall not be
uncovered to show visitors their internal construction without
express orders from the Trinity House. When such special permission
is given the fact is to be noted in the station journal.
(b) Lighthouse bepen' hiencb or relalions
Keepers are permitted to have friends or relations to reside in
the land lighthouse dwellings which they occupy. without restriction
as to length of stay, on condition that they notify the District Superintendent
of their intention to do so and subsequently give notice
of the departure of their visitors.
(c) General
Visitors shall not be permitted without prior permission from
the Trinity House at the following stations: -
All unwatched and semi-watched lights.
IJa;:f.oi::daess Longships
Hanois Round Island
Casquets Wolf Rock
Needles '1.ymgatlt B1cakwater-
Nab (unless the visitor holds a permit Smalls
from the Admiralty) South Bishop
Eddystone Longstone
Bishop Rock Coquet
v~':-~~rmitted to view air other -lighthouses, at the
discretion of the Keeper-in-Otarge, without special permission
from the Trinity House. on week-days between the hours of 1300
and one hour before sunset, but not after that time nor at any
time on Sundays. nor when the fog signal is in operation.
Lighthouse keepers. who shall conduct themselves with
civility towards visitors. shall not permit large parties to enter at
the same tim~ nor admit any person in a state of intoxication, and
they are authorised to refuse admission altogther in the event of
an excessive number of people seeking admissiQn at one time.
The keepers shall take care that no person is permitted to
inspect any part of 'the establismment unattended by one of them
and they shall be held responsible for seeing that no damage is I
caused hv the visitors to the li~ting apparatus or anv oart of the o~.. ., ..,..... 1o111111;te~,1,M,1llil,l.liljt
-care is to be taken to see that Yaluable equipment which ca.n easil7 be removed is kept tft
locked up vhea visitors are oa the premises~
A notice board shall be exhibited at the entrance gate to all
lighthouses at which visitors are authorised. excepting for certain
rock lighthouses where this is not practicable. The notice boards
shall bear the following standard writing: -
Admission will be at the discretion of the K
but the public are not permitted in any cit"cu
. keepers' dwellings• or the wireless or bat . . . rooms, nor to stray
about the lighthouse premises. ·
Admission is only allow n week-days between the hours
of one p.m. and one hour fore sunset anq then only provided
ding. .
By order,
T. H. BURLElGH,
Secretary .
• ords "or the wireless or battery rooms" are omitted where
Amcndnicnt No. 57-Trinity u--'""'•
Regulation IU. 62(c
Add. t
Amendnmt Np • I15 T.H. No.18/66
REGULATION lll.62(c)
Ve.te;te Otr.6olr.dne.&.t:. tlfld Plyroouth ~
6.1t.am .t.iA t o 6 .t:..t.a.ti.on& a.6 .the.& e Me tinWa:tclted.
Li.gha.
Add Bea.ehy Head .t.Q llit
T.H. No. 242Y51
.A,nendment No. 181. - B.egulatic,;, III. 62 ( C)
Delete notice board ll'ording. at end of pap and aub:stitute the t'ollOlll'ing:-
NOTICE
1. This property ill pr:hate property. Every per.son 11hilat on
the property i:s there entirely at his or her Olm risk and the Corporation
ot Trinity Hou:se and ib :sern.nt:s and agents will not aocept any
liability tor any injury or daaiage however caused and whether or not
due to any breach ot duty or any negli&9nt act or aaiaeion on the part
or the Corporation or its aerYant.s or agents.
2. Subject to thia condition ths ICeeper-in-charge (or .Attendant} may,
at his dhcretian, adadt •mbera at the public f':ree at charge to new
oertain parts of the Lighthwae on week days 1'rcm one hour attar nooo
to one hour before aunaet only.
3. 'l'ha public are not pe:nni.tted in any circum:stanoee:
(a) to enter the Lighthouse it a fog aignal. ie sounding
(b) to enter any other buildings associated -.ithibe Lighthowse
{o) to .stray a...er the property.
By Order ot thll Corporation.
L. ff. PO'l"l'ER.
Secretary.
In the case of persons visiting any of the rock lighthouses by
virtue of a special permit issued by the Corporation the Keeperin-
Charge is authorised, at his sole discretion, to refuse admission
at any particular time if conditions of wind, weather and sea or
any matters affecting the work o( the station or any other reason
render it undesirable to admit the prospective visitor or visitors
at that time.
Ill. 63.-WATCHK.EEPING ARRANGEMENTS
(a) General
The watchk.eeping arrangements at lighthouses shall be 1, the
discretion of the District Superintendent ~nf shall, so fa as
possible, ensure that each watch does not in<f ude more tha four
RmULATION III. 63 - \IATCBKEEPil.1G ARRANGmmrs
Delete existing regul~tion and insert:-
III. 63 - 1.rATCIIKEEPING ARR.Al4Gllm1TS
( :1: T",1e 'Watchkeeping arrangements &t lighthouses are &t the discreti~n ~r the
District Superintendent and will, s, far as possible, ensure that e:ic!l
.-atch does -t include c,;,re than four hours during the period oi ~rkn<!ss
~nd that no watch exceeds eight hours in duratio~.
At shore lighthouses where a 24 hour vat~~ is kept the watches will be
arranged so that each Keeper has at least 24 consecutive hours free fNm
duty every veek and where this is not practicable vithout assistance an
Occasional Keeper will be employed.
Watches "ill be changed every night s, that th .. saoe Keeper does not !rave
the same watch two nights consecutive1y.
(b) The Principal Keeper shall:-
( i) Ensure that a regular and. c;<;>nstant watch is maintained in the centra1
control roam (at stations "1iere this is appl.ica\>le) or other p<>sition
as directed and that the lCeeper on .watch makes frequftlt visits to
the engine I lantern and service rooma etc., as necessa1'y,
(ii) Ensure that Keepers going o!f ·duty are pro'Oerly relieved b'!fore g:,ing or(
duty. · '
( iii) Bear in mind that nothing in this regulation is intended to prevent
a Ieeper on vatch fI,:'111 5'lllllm>ning assistance in the case of an
emergency.
(c) At stations vhere these general instruction.a regarding vatchkeeping do D>t
apply the Principal ~eper shall ensure tliat azq special instructions written
in the order book are followed.
case ot an eme ency. ~ . .
In the ea of t';] k pers havmg to work both· hght and
fog signal th watches at · ght shall be so arranged that each
keeper takes e 'Watch fo four hours in the lantern followed by a
four-hour tch in the gine room. The keeper on duty in the
ight is res nsible for calling out the keeper next on
ty in case fog coming on, and also for the fog signal
ped when · no longer required.
A rock lighth uses where there is an explosive fog signal
and t ree kee~rs. the keeper on watch shall call up the keeper
for uty to work the fog signal.
During fo by day the keeper on watch shall take the work in
the engine room and be responsible for starting and stopping the
fog signal.
(d) Special stations
At stations where these general instructions regarding watchkeeping
do no~ apply, the special instructions writteo. in the order
books .of the stations shall be followed.
(e) Engine r00111 watches
A chair will be allowed in the engine room but no article on
which to recline and the keeper on watch there shall not, on any
pretence whatever. leave the engine room except to visit the fog
signal house at stations where the latter is detached from the engine
room. Every care and attention must be given to the machinery
to ensure that it is properly lubricated and maintained.
ID. 64.-WORKMEN EMPWYED AT LIGHTHOUSES
The Principal Keeper shall keep careful account of all work
in the form of repairs to the lighthouse or adjoining premises. of
the number of workmen employed and of the hours worked and
transmit the information to the District Superintendent.
In the case of repairs executed by Trinity House masons or
Blackwall Workshops mechanics and their assistants, the Principal
Keeper shall check the number of hours worked and sign the weekly
time cards or time sheets issued by the Engineer-in-Chief or by the
Workshops Superintendent.
In all cases the Principal Keeper or Keeper-in-Charge shall
enter in the Station Journal the date and time of arrival and departure
of workmen.
m 65.-WORKSHOPS MECHANICS
When mechanics from Blackwall Worksho
work at lighthouses, ;they shall re tstance
keepers and/or relieving enever called .u
gency, unless t they have in ha t e time makes it
im o do so. Conv eepers shall render assistance
o a mechanic shou get into difficulties and require help.
By Order of the Board,
Trinity House, London, E.C.3.
April. 1957.
In.eert Bev Regulation III,66
EAB. MUFFS
Where personnel an exposed to high level sound e.g. from fog
•ignals or engine roomi, they are to wear the ear muffs provided,
515/14/;>
p~HU::r 111
Rffi{LAllON III 66 - SOLID FU1:L HEAT RETENrION aiacn«; Sl'OVES
Amend nU111ber of regulation to III 67,
~a,. 208
PAJIFIILB? Ill
~01( Ill. 65 - WORKSOOPS ARD IlfSPml'OR OF WORKS PEHOOIOU:L
De:t.•~• exi6tin& regulation and insert:-
lll. 65 - ¥:Jmc.saoPS AND IRSPD;TO.R OF wmcs• PEROORNll.
When M.ackvall Vorksbops or Inspector of Works' peraoll!lel are eDg11.ged on work
at lightbouaes they &ha.11 render assistance to keepers and/or relj.eYillg staff
whenever called up>n in an emergency, unless the wrk they haTe .in hand mak.ea
it iap)-1\le to do ao. Oc>nYersely keepers ah.all render •-utance to Blackw.11
Worlt6bops and Inspector of Work&' peraonnel sh>uld they get into difficulties
and require help.
Amendment No. 37-T.H. No. 1990/1953
Pamphlet Ill-Appendix }.
Delete Pear's Encyclopaedia and Whitaker's Almanac.
Add "For Rock Lightbouse-s at sea only-Bends. Hitches. Knots
and Splices (Lt. Cdr. John Irving R.N.)
APPENDIX I
PRINCIPAL BOOKS TO BE KEPT AT UGIITHOUSF.S
The following books shall be kept at each lighthouse and entered·.
up in the proper manner. kept for reference or otherwise disposed of as.
may be appropriate : -
Order Book.
Circular Book.
Annual Journal,
Monthly Journal.
Visitors' Book.
Oil Book,
Goods Received Book.
Service Regulations,
Medical Guide.
Peapa liaqrdepaedia,
Repair Book
General Service Stores Receipt
and Expenditure Book.
Station Consumable Stores Receipt
· and Expenditure Book.
Fog Signal Store Account Book.
Explosive Fog Signal Store-Account
Book (if applicable).
Inventory Book.
Supernumerary Assistant Keeper
Report Book.
International Code of Signals
(Volume 1).
Wkiial..1f8 Almanac.
Instruction Cards (Morse and
Semaphore).
~~~~·
~(U ~~~<{~
(li;J A': edA,.r~ /(Af:)
APPENDIX II
Application for Appoi.ntinent as Supernumerary Assistant Keeper
in the Light House Service.
Name of Candidate:-
Surname ............................................... .
Oiristian Names (in full) ................................... , ........... .
Age ............. ,................ Date of Birth ......................... ..
Place of Birth..................... Nationality ............................. .
I.
hereby declare that the particulars in regard to myself as stated
above are true and correct to the best of my knowledge and belief
and I hereby apply to be appointed as a Supernumerary Assistant
Keeper in the Lighthouse Service of the Corporation of Trinity
House on the understanding that if appointed I shall be subject
to the following conditions in particular: -
(1) That from the date of my appointment until the expiration
of not less than 12 months I shall be on probation and that at
any time during this probationary period the Corporation may give
me one week's notice of the termination of my service without
reason assigned.
(2) That I am free at any time to leave the Corporation's
Service subject to giving not less than seven days' notice in writing
of my intention to do so. but that as the nature of my employment
is such that circumstances might arise which would involve my
being on duty afloat or at a Lighthouse on the date of expiry of
the notice given by me the Corporation in any such event and at
their entire discretition shall be at liberty to treat such notice as
expiring immediately after I have next come on shore or been
relieved. If I. shQuld absent myself from duty without leave at
any time I shall be regarded as having discharged myself from the
Corporation's Service without notice.
(3) That the confirmation of my appointment at the end of
the probationary period shall be conditional upon a satisfactory
certificate being furnished by the Superintendent of the District to
which I am appointed as to my general efficiency and good conduct.
(4) That at the end of one year's service and subject to
obtaining a satisfactory medical certificate, I shall join the Corporation's
Life Insurance Scheme.
(5) That at any time during my service I shall be liable to
be transferred to any Lighthouse and that I will go whenever
directed by the Corporation to any Station under their jurisdiction.
(6) That the Corporation may call upon me to retire from
their Service on account of age or infirmity and may then (subject
to the financial sanction of the Ministry of Transport and Civil
Aviation) grant me superannuation allowances subject also to the
conditions hereinafter named, viz.: -
The same rules, regulations and limitations shall govern the
conditions of retirement from the Corporation's Service as regards
age and ill-health and the amount of the pension or superannuation
allowance as at the time govern those matters in the Civil Service.
PAMPHLE'T 111 - APPENDIX 11.
Veiete "Ministry of Transport & Civil
Aviation" from paragraph ( 6) and l.)ub,5,tUtLt_e,
II Board of T rad e "
(7) That I will give implicit obedience to all lawful orders
that I may receive from my superiors.
(8) That my service may be terminated without notice at
any time including the probationary period should the Corporation
be satisfied, after due enquiry that I have owing to my own
fault become inefficient or that I have COlll.lJ)itted any act or
default against good order and discipline.
(9) That the Corporation's Regulations and Rules in force
from time to time are, and· shall be, binding on me.
(10) That I am unmarried at the time of my appointment.
married*
*Delete as appropriate.
(11) That I enter the Service as o Supernumerary Assistant
Keeper and remain in tha_t rank until appointed Assistant Keeper
at a particular Lighthouse Station.
Signature of Candidate ......................................... .
Address of Candidate .................................. . ........ .
Witness to Signature of Candidate: -
(Signature) ........................................................ .
(Occupation)
(Address)
Date ................................... .
PERIODICAL RETURNS
WEEKLY
Attendance of Occasional Keepers.
MON:TBLY
Journal.
Oil Bills.
Stores consumed (Fog Signal)
Gas Account.
Relief Return (Rock Lighthouse).
Report on Sea Defences.
Attendant's Report (Unwatched Lights).
Sounding of Fog Signal.
Communications (felephone).
.. (R/T).
Explosives and Stores in stock at Reliefs.
Explosives Account.
Postages Account.
Return of chargeable containers.
QUARTERLY
Reserve Provisions Account.
Electric Filament Lamps.
Births, Marriages and Deaths.
ANNUALLY
Census.
Atmospheric Obscurity.
Oil Books.
APPENDIX m
~:;:::~!~:i antern GJavag. 0.., .... } . • t ~.d""2.
Leave Roster.
ANNEX 5
ANNEX 5
PAMPHLET I
TRINITY HOUSE LIGHTHOUSE SERVICE REGULATIONS
FLAGS AND THEIR USES
PAMPHLET I
INSTRUCTIONS APPLICABLE THROUGHOUT
THE SERVICE
SECTION C
.FLAGS AND THEIR USES, WITH APPENDIX
OF HISTORICAL NOTES BY
es of note visit the Station either
\,mediately to the Superintendent
H. GRESHAM CARR ESQ., F.R.G.S .
. -TYPES OF FLAGS
a) Standards
A standard is a flag which depicts the armorial bearings of the
person who is entitled to wear it The Reigning Sovereign and
certain members of the Royal Family have Personal Standards
which are flown to denote their actual presence in any ship or place,
whether in residence or on a visit.
(b) Colours
"Colours" is the term used to describe any flag which is flown
in order to denote the nationality of a ship, or a body of people, or
of a place. An example is the Union Flag of the United Kingdom.
Afloat the wearing of the Union Flag on the jack staff, or at the
masthead when the Reigning Sovereign is embarked, denotes a
ship of the Royal Navy and it may not be worn by any other vessel.
(c) Distinguishing Fla~
"Distinguishing Flags" is the term also used to describe any
flags of speciat design which are worn by individuals to denote their
rank, command or office, and by certain public authorities responsible
for the performance of special duties. Flags of the Master and
the Deputy Master, the Trinity House Jack (Elder Brethren's flag)
and Burgee (Superintendents' flag) are all "distinguishing flags."
N.8.-Colours, standards, and distinguishing flags are said to be
"worn" by ships and individuals. They may also be "flown"
in a ship or on shore. Other types of flags are only described
as being "flown," never as "worn."
(d) Ensigns
Ensigns are colours which are principally worn by ships. The
three ensigns authorised to be worn by British Ships are the Red.
the White, and the Blue Ensigns. Up to the time of the Union the
National flag worn by English Ships was the St. George's Cross.
By Royal Proclamation dated 12th April. 1606, the Banner of St.
Andrew of Scotland was incorporated, and by a further Royal Prodamation
dated 1st January, 1801, the St. Patrick's Flag, representing
Ireland, was added to the Union Flag. Since that date the Union
Flag has been the National Emblem, or Colours, of the United
Kingdom. It is always worn with the broader diagonal band of the
white uppermost in the hoist, and the narrow diagonal band of
white uppermost in the fly. From early in the 17th Century the
various fleefs of the Royal Navy were divided into Red, White, and
Blue Squadrons. By the middle of that Century the ships of each of
these squadrons were distinguished by wearing their appropriate
ensign. In 1864 this system was abandoned and by Admiralty
Order-in-Council the White Ensign was authorised to be worn by
all ships of the Royal Navy, the Red Ensign by British Merchant
Shipping and the Blue Ensign (defaced in the fly) by vessels belonging
to certain public authorities and to some members of the British
Commonwealth. Since then this general allocation of Ensigns has
remained in force, but from time to time by subsequent Acts of
Parliament, Orders in Council or Admiralty Warrant certain yachts
and other vessels have been given permission to fly the Red or Blue
Ensign defaced. The use in the Trinity House Service of the Red
Ensign, embodying the Union Flag and the "Four Ships" design
can be traced back to the eighteenth century. Tl_te actual date on
which it first came into use cannot be determined; nor can it be
explained why the Red Ensign was preferred by the Elder Brethren
to either the White or the Blue. There are however two factors
either or both of which may have affected their original decision.
Firstly the Red Ensign was the senior of the three ensigns. Secondly
until 1837 some Light Vessels always flew by day a red flag as a
distinguishing mark; other hypotheses are that at some time in the
past the Master of the Corporation may have been an Admiral of
the "Red", or that Trinity House vessels sailed with one of the Red
Squadrons.
( e) Signal Flags
Signal Flags are specially designed in colour and shape to be
easily distinguished at a distance. They are hoisted singly or in
greater numbers to indicate orders or messages which are interpreted
by either the International or Naval Code of Signals.
(0 Special Flags
"Special Flags" are flags or pendants such as the Fishery Flag
and the Royal Mail Pendant flown in ships to indicate the duties on
which they are engaged.
(g) The Trinity House Ensign and Flags
Ensigns and Flags which may be worn or flown by Trinity
House Steam Vessels, Light Vessels, District Depots and Lighthouses,
are as follows, viz:-
The Master's Flag.
The Deputy Master's Flag.
The Trinity House Jack (Elder Brethren's flag).
The Trinity House Ensign.
The Trinity House Burgee (or Cornet) (Superintendents' flag).
The White Ensign.
IC. 2.-WHITE ENSIGN (AUTHORITY TO FLY)
In a letter dated 21st June, 1894, the Lords Commissioners of
the Admiralty granted permission to the Elder Brethren to "fly the
White Ensign of H.M. Fleet on Board their steam and sailing vessels
on all occasions upon which the ships are dressed and while
escorting Her Majesty in company with Royal Yachts and Ships of
War."
Certified true copies of the letter referred to above (reproduced in
Appendix) have been forwarded to Superintendents for distribution
to Commanding Officers of District Tenders. The certified true copy
shall be retained on board each Tender for production if the right
to fly the White Ensign on the authorised occasions is ever challenged
or queried.
If the authority referred to is not accepted by the challenger the
Commanding Officer of the Tender will refuse to lower the White
Ensign and he will refer the Officer or Authority challenging the
right to the District Superintendent who will take such immediate
action as he may consider necessary to maintain the privilege
granted to the Elder Brethren, and report the full circumstances to
the Secretary.
IC. 3.--0CCASIONS FOR FLYING THE TRINITY
HOUSE FLAGS
(a) At Lighthouses
The Trinity House Ensign shall be flown, weather permitting,
on the following days:-
Suodays
Birthday of the Reigning Sovereign
Birthday of the Master of the Trinity House
Trinity Monday
On these occasions the Ensign shall remain hoisted between 0800
and sunset within the period 25th March to 20th September and
between 0900 and sunset for the rest of the year.
The Ensign shall also be hoisted upon all occasions of Elder
Brethren or the District Superintendent visiting and of Trinity
House Vessels, British or Foreign Ships of War, Royal Yachts and
vessels belonging to the Commi_ssioners of Northern or Irish Lights
approaching, leaving or passing the Station.
(b) On board Light Vessels
The Trinity House Ensign shall be flown, weather permitting
on the following days:-
Birthday of the Reigning Sovereign
Birthday of the Master of the Trinity House
On these occasions the Ensign shall remain hoisted between 0800
and sunset within the period 25th March to 20th September and
between 0900 and sunset for the rest of the year.
The Ensign shall also be hoisted to Trinity House Vessels.
Ships of War (British and Foreign) Royal Yachts and Northern and
Irish Lighthouse Commissioners' Vessels when approaching, leaving,
or passing the Station.
T.H. No.55/I966
REGULATION l.C. 3(d)(iii)
Add :the. 6oilowing no.t.e.: -
District Tenders are to be dressed as
detailed on the birthdays of the Reigning
Sovereign, and of the Royal Consort.
The words "as may be ordered" refer
only to other occasions of public rejoicing.
(c) At District Depots
Where facilities exist for flying two flags the Trinity House
Ensign and the Burgee (Cornet) shall be flown daily including Sundays
and Holidays from 0800 until sunset.
If only one flag can be flown this shall be the Ensign.
When the Master or Deputy Master is present his flag only
-shall be flown at the Depot and when an Elder Brother other than
the Deputy Master is on the premises the Trinity House Jack only
-shall be flown.
-(d) On Board District Tenders
Weather permitting and unless there are other sufficient reasons
to the contrary, the following regulations shall be observed on
board the Trinity House Tenders regarding the use of flags:-
{i) At Anchor or Moorinp
Either at the Home Port or elsewhere, daily including Sundays
and Public Holidays, from 0800 to sunset within the
period 25th March to 20th September and from 0900 to sunset
for the rest of the year:-
Jack Staff Forward
At the Mainmast
At the Stern
-The Trinity House Jack
-The Burgee
-The Trinity House Ensign
{ii) On Special Occasions when in Port
On the birthdays of the Reigning Sovereign, of the Royal
Consort and of the Master of Trinity House, also on Trinity
Monday and on occasions of Public Rejoicing:-
Jack Staff Forward -The Trinity House Jack
At the Foremast Head -The White Ensign
At the Mainmast Head-The Trinity House Ensign
At the Stem -The Trinity House Ensign
{iii) Dressing Ship whea in Port
On the birthdays of the Reigning Sovereign and of the Royal
Consort; also on other occasions of Public Rejoicing ar may
be ordered:-
Jack Staff Forward -The Trinity House Jack
At the Foremast Head -The White Ensign
At the Mainmast Head-The Trinity House Ensign
At the Stern -The Trinity House Ensign
Overall -Ship dressed with Flags Rainbow
fashion
(iv) Dressing Ship when under way
On the special occasions mentioned in (iii) above only Masthead
Flags, Jack and Ensign to be flown:-
Jack Staff Forward -The Trinity House Jack
At the Foremast Head -The White Ensign
At the Mainmast Head-The Trinity House Ensign
At the Stern -The Trinity House Ensign
•(v) When Under Way on Normal Occasions
At the Gaff -The Trinity House Ensign
(vi) Under Way with District Superintendent on Board
At the Mainmast Head-The Trinity House Burgee
At the Gaff -The Trinity House Ensign
N.B.--On all occasions if the Master, Deputy Master, or an Elder
Brother is on Board the appropriate flag is to be flown at the
Main in lieu of the Trinity House Ensign.
SPEClAL DISTlNGUlSHlNG FLAGS
(vii) When the Master of Trinity House is on board.
When the Master of Trinity House is on board his Flag shall
be kept flying day and night:-
At the Mainmast Head-The Master's Flag
At the Stem -The Trinity House Ensign
by day only
(viii) When the Deputy Master is Oil Board.
When the Deputy Master of Trinity House is on board his
Flag shall be kept flying day and night:-
At the Mainmast Head-The Deputy Master's Flag
At the Stern -The Trinity House Ensign
by day only
(ix) When an Elder Brother (other than the Master and the
Deputy Master) is on board.
When an Elder Brother (other than the Master and the
Deputy Master) is on board the Trinity House Jack shall be
kept flying day and night:-
At the Mainmast Head-The Trinity House Jack
At the Stern -The Trinity House Ensign
by day only
(x) When the Reigning Sovereign, or the Master or other Member
of the Royal Family and the Deputy Master are on
board.
The Royal Standard, the Master's Flag or the Personal
Standard as appropriate shall be kept flying day and night,
also the Deputy Master's Flag:-
At the Mainmast Head-Royal Standard or Personal
Standard or Master's Flag as
appropriate
At the Foremast Head -The Deputy Master's Flag
At the Stern -The Trinity House Ensign
by day only
(xi) When the Reigning Sovereign or the Master, or other Member
o[ the Royal Family and an Elder Brother or Elder
Brethren (other than the Deputy Master) are on board.
As stated in (x) above but with the Trinity House Jack in
lieu of the Deputy Master's Flag:-
At the Mainmast Head-Royal Standard or Personal
Standard or Master's Flag as
appropriate
At the Foremast Head -The Trinity House Jack
At the Stern -The Trinity House Ensign
by day only
(xii) If in Foreign W atet'S on a cOUl.1esy visit and Distingui&hed
Penons as in (x) and (xi) above are on board.
The Flag of the Country concerned shall be flown at the
Foremast Head in addition to the Flags shown in (x) and (xi)
above:-
At the Starboard -Deputy Master's Flag or Trinity
Yardarm House Jack as appropriate
At the Foremast Head -Flag of Foreign Country
At the Mainmast Head-Royal Standard or Personal
Standard or Master's Flag as
appropriate
At the Stern -The Trinity House Ensign
(xiii) When aa Elder Brothtt (other than the Mast« OI'. tke Deputy
Mast«) is on board in Foreign Waters on a Courtesy Visit.
The Flag of the Foreign Country shall be flown in addition
to the Trinity House Jack:-
At the Foremast Head -Flag of Foreign Country
At the Mainmast Head-The Trinity House Jack
At the Stem -The Trinity House Ensign
(xiv} When a Foreign Sovereign, President or Royal Personage is
on board with the Deputy Master O£ other Elder Brother.
The Foreign Personal Standard or Personal Flag or the
Foreign National Flag shall be flown in addition to the
Deputy Master's Flag or the Trinity House Jack:-
At the Foremast Head -Deputy Master's Flag or Trinity
House Jack as appropriate
At the Mainmast Head-Foreign Personal Standard or
Foreign Personal Flag or Foreign
National Flag as appropriate
At the Stern -The Trinity House Ensign
(xv) If io addition to those mentioned in (xiv) above, the Reigning
Sovereign or other Member of the Royal Family is 011
board.
The Royal or Personal Standard shall be flown side by side
with the Foreign Standard or Flag in addition to the Deputy
Master's Flag or the Trinity House Jack:-
At the Foremast Head -The Deputy Master's Flag or
the Trinity House Jack as appropriate
At the Mainmast Head-Foreign Personal Standard or
National Flag side by side with
the Royal Standard or Personal
Standard as appropriate
At the Stern -The Trinity House Ensign
(xvi) When a Govemor-Geaecal, Governor or Lieut-Governor is
on board on an Official Visit or on Duty, with the Deputy
Master or other Elder Brother.
The Distinguishing Flag of the Governor-General. etc., shall
be flown in addition to the Deputy Master's Flag or Trinity
House Jack:-
At the Foremast Head -The Distinguishing Flag of the
Governor-General, Governor
or Lieut-Governor as appropriate
At the Mainmast Head-The Deputy Master's Flag or
the Trinity House Jack as appropriate
At the Stem -The Trinity House Ensign
In this particular case if no Distinguishing Flag is available
it is to be noted that the Union Flag is under no circumstances
to be used as a substitute.
(xvii) Showing the Ensign
The Trinity House Ensign shall be shown during daylight
when a Trinity House Tender is passing, meeting, or parting
from any other Trinity House Vessel, any of Her Majesty's
Ships, Royal Yachts, Foreign Men of War, or Vessels
belonging to a Lighthouse Authority, and also when passing
or approaching Forts, Towns, Lighthouses or Light Vessels.
,(xviii) Dipping the Ensign
The Trinity House Ensign only is to be slowly dipped once
to British and Foreign Meo of War and kept at the dip
when passing the Royal Yacht with the Reigning Sovereign
on board.
{ixx) Mourning
On occasions of General Mourning or when mourning is
specially ordered the Trinity House Ensign only shall be
flown at half-mast as a general rule and for the purpose of
this regulation, mourning will terminate at the hour of interment.
{xx) Boat Ensigns
Boat Ensigns shall not be flown in British Waters except
when visiting Foreign Vessels or when the ship is dressed.
{xxi) Boat Flags
When the Master, the Deputy Master or other Elder Brethren
leave the District Tender in uniform the appropriate
Flag or Jack shall be flown in the bows of their boat.
{xxii) Flags of H.M. Ships
As a general rnle movements made with regard to flags by
H.M. Ships present shall be followed by District Tenders as
far as possible.
NOTES:-The Term "Royal Family" mentioned in paragraphs
(x) (xi) and (xv) of these instructions includes H.R.H. Prince
Philip Duke of Edinburgh, Her Majesty Queen Elizabeth the Queen
Mother and all other persons, being subjects of Her Majesty the
Queen, who bear the title "Royal Highness."
It should be noted that the Sovereign may. on occasion. decide
to exercise the Royal Prerogative and modify the Flag arrangements.
Details of any such procedure will be communicated to the
Commanding Officer of the District Tender in advance.
IC. 4.-SALUTING BY MEANS OF SERVICE ENSIGN
Commanding Officers of the District Tenders shall see that
Junior Officers and/or Deck Ratings as may be appropriate arc
given instructions in the matter of dipping the Ensign to ensure that
this is carried out in an efficient, dignified, and seamanlike manner.
A suitable member of the crew is to be available on all proper
occasions when the Tender is on passage to make and return salutes
promptly and it is stressed that the White Ensign of the Royal Navy
is invariably to be saluted irrespective of the class or type of vessel
(other than a private yacht) which may be displaying it.
APPENDIX
FLAGS OF THE CORPORATION OF TRINITY HOUSE
LONDON
by H. Gresham Carr, F.R.G.S.
In common with those who have attempted to trace the origin and
history of the Corporation of Trinity House, London. the flag research
worker soon discovers that his task is indeed a formidable one. Its early
records were lost during the Commonwealth (1649 -1659): others were
destroyed as a result of a number of disastrous fires. The worst of these
-occurred (a) on two occasions at Water Lane, namely in 1666 (the Great
Fire of London) and again in l714, (b) at Tower Hill during the blitz on
the memorable night of 30th December, 1940. It is, therefore. very difficult
to say with certainty when a flag was first adopted by the Corporation.
Captain Joseph Cotton. a notable Deputy Mastec, in his book
.. Memoir on the Origin and Incorporation of the Trinity House of Deptford
Strond," published in 1818, points out that provision was made for
a Common Seal, to "serve and seal for the business and occasions of the
said Guild or Fraternity," in the Charter of Henry VIII. He expresses the
opinion that it remained in use cntil the reign of Elizabeth I, and goes
on to say "Although no record exists thereof, it is evidently exemplified
upon the monument of Sir Thomas Spert, Knight (Comptroller of the
Navy to King Henry VIII and founder of the Corporation), as erected by
that body to his respected memory in the year 1622, in a separate and
distinct shield from his arms." It will be seen from the accompanying
illustration that this consisted of a somewhat crude representation of a
three-masted ship with a banner, presumably that of St. George, flying
from each of the mastheads.
He continues: "From this the arms in 1573, which follow, were unquestionably
compiled in the improved spirit of that day." The heraldist
will, no doubt, agree with this assumption for he is well aware that devices
previously used as seals frequently give him valuable information
as to the origin of many Coats-of-Arms.
Captain Cotton then gives the text of the Grant of the Corporation's
Coat-of-Arms as received from the College of Arms and signed by Garter
Principal King of Arms in 1573 together with an illustration in line.
These armorial bearings consist of a white shield bearing the red cross
of St. George; in each quarter thus formed there is a representation of
a sailing ship of the Elizabethan period, in black, sailing upon the sea
towards the observer's left. Surmounting the shield is an esquire's helm
with white and red mantling and crest-a demi-lion, crowned and with
its head facing the observer. in gold, holding a sword in the right paw.
The motto 'TRINITAS IN UNITATE" is borne on a scroll beneath the
shield.
During the colourful period of the 16th and 17th centuries full advantage
was taken to "show" arms in banner-flag form when state barges
and small craft took part in the many water processions and pageants on
London River. The City Livery Companies, etc., all had their distinctive
barge flags and it seems most unlikely that the Corporation would have
been found wanting in that respect. It is, therefore, probable that the
Trinity House flag made its first appearance soon after the granting of
the Arms in 1573. On the other hand it may well be that these arms.
and the flag, were in use prior to that date because the practice of using
unauthorized arms in those days was not uncommon. In passing it should
perhaps be mentioned that the details on the shield only are usually used
for the banner-flag-not the full armorial bearings.
In early flag charts and books this flag was variously designated
"The flag of Trinity House of Deptford Strond," "The Trinity House
Flag," etc.: subsequently, the exact date has yet to be ascertained, it
became known officially as the "Trinity House Jack." Indeed, it was
described as such in Hounsell's "Flags of all Nations" circa 1873-the
prototype of the Admiralty Flag Book, the first edition of which appeared
in 1875.
The reason for using the term "jack" in this instance is not apparent; .
technically speaking it should be described thus only when a diminutive
of it is worn at the jack-staff.
Thus, the red cross of St. George between the four ships forms the
basic design of the five flags which comprise the Corporation's suite of
flags.
The personal flag of the Master (in modern times this office has been
held by a prince of the Blood Royal-at the time of writing. H.R.H. the
Duke of Gloucester) has the complete display of armorial bearings
superimposed in the centre of the basic four-ship design. Here again,
the date of adoption has yet to be ascertained but a Court Minute dated
3rd April 1779. ordered "that a new silk flag with the Arms of the Corporation
emblazoned thereon be made by Mr. Robert Mangles preparatory
to Trinity Monday next" A coloured illustration of this flag
was included in Hounsell's book and also in the first edition of the
Admiralty Flag Book, both of which have been previously mentioned.
In each case the proportions of the field were shown as being six to five.
However, when the second edition of the Admiralty book appeared in
1889 these were shown as they are at the present day, namely, two to
one.
When the Master is embarked this flag is flown at the main masthead;
in these circumstances it has the status of a "command flag." It is
also flown at the Trinity House, Tower Hill, London, whenever he is
present.
The present writer had the honour and privilege of designing a Personal
Flag for the Deputy Master; it was approved and adopted on 10th
June, 1952. This flag is similar to the Master's except that the field is
three by two and the charge in the centre thereof consists of a gold-lined
red disc, the diameter of which is equal to one-haif the hoist, bearing the
Corporation's Crest.
It is flown at the main masthead when the Deputy Master is embarked
and like the Master's flag has the status of a "command" flag.
Further, it is flown at District Depots whenever he is present and at the
Trinity House on Trinity Monday should the Master be absent.
The new flag was flown for the first time in the Trinity House vessel
Patricia on 14th July, 1952, when the Deputy Master, Captain Gerald
Curteis, M.V.O., R.N. (now Captain Sir Gerald Curteis. K.C.V.O .• R.N.)
embarked at Harwich and proceeded to Helsinki for the Olympic Games.
En route, H.R.H. lhe Duke of Edinburgh (who had been elected an Elder
Brother the preceding month) joined the vessel at Oslo when his Personal
Standard was broken at the masthead. At the express wish of the Duke
the Deputy Master's Flag was flown at the yardarm-the vessel at that
time having one mast only-thus giving it a "flying start." However, a
second mast was stepped abaft the funnel just prior to the Coronation
Naval Review. 15th June, 1953.
An Elder Brother of Trinity House, by virtue of a Board Order
dated 26th June, 1928, "is entitled when afloat to fly the Trinity House
Jack at the masthead of the vessel he is on board, when he is on official
duty in the service of the State, or of the Corporation of Trinity House."
Among those who have made use of this privilege are H.R.H. the Duke
of Edinburgh. Admiral the Earl Mountbatten of Burma, Field Marshal
the Earl Alexander of Tunis and Sir Winston Churchill.
This flag is also flown at the Trinity House on special occasions such
as the birthdays of members of the Royal Family: a diminutive of it is
worn at the jack-staff when (a) vessels are moored- alongside or at anchor,
(b) ships are dressed.
The proportions of the field of this flag are five to four. Incidentally.
these are substantially the same as those in use in 1873 if not before.
The Ensign has a red field bearing the Union Flag in the upper portion
of the hoist, the basic four-ship design forming a rectangular panel
in the fly. The earliest known pictorial representation of this ensign and
also the "jack" are shown in the pictures "The Trinity House Yacht approaching
the mouth of the Humber to inspect the new Lighthouse on
Spurn Point on April 7th, 1777" by F. Holman, and "The Trinity House
Yacht off the Caskets" by Thomas Whitcombe, 1795. However, it may
well be that this Ensign had been in use for a period up to sixty years
prior to 1777. These pictures now hang in the Trinity House once again,
the restoration of the blitzed building having been completed in 1953.
The proportions of this ensign were three to two, with the Union
Flag occupying two-fifths of the hoist but on 1st December. 1953, the
Board decided to amend them to two to one, with the Union Flag occupying
the first quarter of the field: at the same time the rectangular panel
was placed in the centre of the fly.
All Trinity House vessels wear this Ensign, and it is also flown at
(a) all the Corporation's Lighthouses, (b) the Trinity House throughout
the year except on those occasions when special distinguishing flags are
flown, (c) District Depots.
The Burgee (or Cornet) consists of a red triangular flag, proportions
three to two, bearing the basic four-ship design in a rectangular panel
similar to that on the Ensign. It is flown at (a) the masthead in District
Tenders when they are in port: also when they are under way with the
District Superintendent on board, (b) all District Depots in addition to
the Ensign, providing two flags can be flown simultaneously.
The Corporation of Trinity House as the chief Pilotage Authority
around our coasts, has been closely associated with Royal Yachts ever
since they were introduced into this country by Charles II on his return
in 1660. The first prescriptive duty in this connection comprised embarking
one or more of its pilots in the Royal Yacht whenever the
Sovereign was on board and when navigating in pilotage waters. Subsequently,
it became the custom for a vessel of the Corporation to escort
and precede the Royal Yacht when the Sovereign embarked in her.
Commander Hilary P. Mead, in his "Trinity House;' expresses the opinion
that this very jealously guarded prerogative dates from August, 1822
when George IV went to Scotland in the Royal Yacht Royal George.
An incident occurred on 21st May, 1894, when the right to fly the
White Ensign on board t!ie Trinity House Steam Vessel "Satellite" was
challenged by the Commanding Officer of H.M.S. "Mersey." The Elder
Brethren were unable to produce any written authority for their practice
of flying the White Ensign in their vessels on all occasions when ships
were dressed. They claimed that the practice was observed prior to 9th
July, 1864, when, in accordance with an Order in Council, Squadronal
Colours were abandoned and the White Ensign was allocated to the
Royal Navy, the Blue Ensign to the Royal Naval Reserve and the Red
Ensign to the Merchant Service.
The Elder Brethren therefore petitioned the Admiralty to grant them
a warrant. The Admiralty decided that the matter did not justify a
formal warrant but that the required authority should be conveyed by
letter. The Secretary of Trinity House duly received a letter under reference
No. L. 4608 dated 21st June, 1894, which reads as follows:-
"Sir,
With reference to your letter of the 18th instant,
No. 2387, I am commanded by My Lords Commissioners
of the Admiralty to convey to you their permission for the
Elder Brethren of Trinity House to fly the White Ensign of
H.M. Fleet on board their Steam and Sailing Vessels on all
occasions upon which Ships are dressed, and while escorting
Her Majesty in company with Royal Yachts and Ships
of War.
2. A copy of this letter may be produced as authority
for the use of the White Ensign on the occasions referred to
above.
I am, Sir,
Your obedient Servant,
(Sgd.) EVAN MACGREGGOR."
A copy of this letter is always carried on board all Trinity House
Vessels in order that the Elder Brethren shall not be found wanting in
the event of a similar challenge being made in the future.
Mention has already been made of the Corporation's jealously
guarded prerogative of escorting the Royal Yacht when the Sovereign is
on board. In modem times the Trinity House vessel "Patricia" performs
this duty, undertaken at Naval Reviews and on other special occasions.
At the Coronation Naval Review on 15th June, 1953, she flew the
Deputy Master's Flag at the main masthead (the Master, H.R.H. the
Duke of Gloucester, having embarked in H.M.S. "Surprise"-commissioned
as a royal yacht for the occasion because the building of H.M.Y.
"Britannia" had yet to be completed) and the White Ensign at the fore
masthead: she wore the Trinity House Ensign at the stem and a diminutive
of the Trinity House Jack at the jack-staff. In accordance with long
established custom these flag arrangements obtained throughout the
period during which she was employed on escort duties.
Her Majesty Queen Elizabeth Il and H.R.H. the Duke of Edinburgh
completed the last stage of their Commonwealth Tour in the Royal
Yacht "Britannia" having transferred from the "Gothic" at Tobruk.,
North Africa. The "Patricia" with H.R.H. the Duke of Gloucester on
board, met the "Britannia" at the Nore on 15th May, 1954, and escorted
her up the Thames. The flag arrangements in the former were similar to
those mentioned above except that the Master's Flag was flown at the
main masthead.
H.R.H. the Duke of Edinburgh flew his Personal Standard at the
main masthead in the "Britannia" when he returned in her from Canada
during August, 1954. At the same time the Union Flag (the flag of an
Admiral-of-the-Fleet afloat) and the Trinity House Jack (the flag of an
Elder Brother afloat) were flown at the fore and mizzen mastheads
respectively.
In this connection, it is interesting to recall that when the Prince
of Wales (afterwards King George V) embarked in the Royal Yacht
"Victoria and Albert III" to attend the coronation of the King and
Queen of Norway in June 1906 he flew his Personal Standard at the main
masthead and the flag of the Master of Trinity House at the fore masthead.
I The same procedure was adopted in the "Ophir'' during his
colonial tour and also in H.M.S. "Indomitable" when he went to Quebec.2
A somewhat similar arrangement obtained when the Prince of Wales
(afterwards King Edward VIII), an Elder Brother, flew his Personal
Standard in conjunction with the Trinity House Jack in H.M.S.
"Renown" when he went to India in 1921.3
1Gavin's "Royal Yachts," page 233
(Rich and Cowan, Ltd. 1932)
2Cecil King's ~'The King's Flags and Some Others"
("The Mariner's Mirror," 1952,
Vol. 38, No. 2, page 96)
3Ibid.
TRINITY HOUSE, LONDON.
PARTICULARS OF FLAGS
TRINITY HOUSE MASTER'S FLAG
TRINITY HOUSE DEPUTY MASTER'S FLAG
TRINITY HOUSE ENSIGN
TRINITY HOUSE JACK
TRINITY HOUSE BURGEE
(OR CORNEU
TRINITY HOUSE, LONDON
RULES FOR DIMENSIONS OF FLAGS
MASTER'S FLAG.
Tite Hoist is to the Fly as 1 is to 2.
The width of St. George's Cross is h. of the length of the Fly.
The height of the Coat of Anns is f of the length of the Fly.
The width of the Coat of Arms is t of the length of the Fly.
DEPUTY MASfER'S FLAG.
The Hoist is to the Fly as 1 is to l f.
The width of SL George's Cross is n of the length of .the Fly.
The outside diameter of the Disc is t of the length of the Fly.
ENSIGN.
The Hoist is to the Fly as 1 is to 2.
The union is 1- of the Ensign.
Four ships-Fly is t of the total Fly.
Four ships-Hoist is i\- of !he total Hoisl
Four ships-St George's Cross is t of the hoist of the four ships.
Inset design of four ships is to be centred in the outer half of the Ensign, i.e. centre
of St. George's Cross horizontal is to be in line with bottom line of Union,
and centre of St. George's Cross vertical is lo be midway between Union and
end of the Fly.
JACK.
The Hoist; is. to the Fly as 1 is to 11-.
The width of St. George's Cross is iz of the length of the, Fly or 1 inch to 1 foot.
BURGEE (or CORNET).
The Hoist is to the Fly (measured through the centre of the Flag) as 1 is to 1 f.
The Hoist of the 4 ships is i the whole of the. Flag.
The Fly of the 4 ships is to the Hoist as 1 is to 11-the same as for Jacks.
The width of SL George's Cross is rr of !he Fly of the 4 ships.
Note:-The heads of the ships should be all towards the Flagstaff on both sides
of the Flags.
TRINITY HOUSE, LONDON
DIMENSIONS OF FLAGS
Master's Flag 1st size 2nd size Car flag
ft~- ft. ins. ft. ins.
Hoist ... ... ... 7 6 6 0 0 4!
Fly ... . .. ... 15 0 12 0 0 9
Width of St. George's
Cross ... . .. ... 1 lt 0 11 0 Oi
Hcight of Coat of Arms 6 0 4 9t 0 3t
Width of Coat of Arms 4 8!- 3 9 0 2!
Base of Shield above bottom
edge ... ... l lt 0 11 0 Oi-
Deputy Master's Flag 1st Size 2nd Size 3rd Scze
ft. ins. ft. ins.. ft. ins.
Hoist ... ... . .. 5 0 4 0 3 0
Fly ... ... ... 7 6 6 0 4 6
Width of St. George's 0 6t I 0 5 0 4
Cross ... ... . ..
Outside diameter of disc 2 6 2 0 1 6
Ensigns 1st Size 2nd Size 3rd Size
ft. ins. ft. ins. ft. ins.
Hoist ... ... ... s 0 4 0 3 0
Fly ... . .. ... 10 0 8 0 6 0
Union-Hoist ... ... 2 6 2 0 1 6
Union-Fly ... ... s 0 4 0 3 0
4 Ships-Hoist ... . .. 2 2! l 9 1 3i-
4 Ships-Fly ... . .. 3 4 2 8 2 0
Space between Union and
4 ships ... ... ... 0 10 0 8 0 6
Space between 4 ships and
end of Fly ... ... 0 10 0 8 0 6
Space between 4 ships and
top and bottom of Hoist 1 4i 1 It 0 101
Width of St George's
Cross ... ~ .. ... 0 3J. 4 0 3 0 2}
Jacks 1st Size 2nd Size 3rd Size
ft. ins. ft. ins. ft. ms.
Hoist ... . .. ... s 0 4 0 3 0
Fly ... ... ... 6 3 5 0 3 9
Width of St. George's
Cross ... ... ... 0 6t 0 5 0 3}
Comets 1st Size 2nd Size 3rd Size
ft. ins. ft. ins. ft. ins.
Hoist ... ... . .. s 0 3 6 2 6
Length through centre ... 7 6 s 3 3 9
Hoist of 4 ships ... ... 2 0 1 s l 0
Fly of 4 ships ... ... 2 6 l 9 1 3
Width of St. George's 0 2t 0 li 0 11
Cross ... ... . ..
4 ships from head of Flag 0 5 0 3t 0 2t
-
4th- Size Car flag
ft. ins. ft. ins.
2 0 0 4t
3 0 0 7
0 2t 0 Ot
l 0 0 2!
Launch or
boat 4th Size
ft. ins.
l 9
3 6
0 lOt
1 9
0 91
1 2
0 3t
0 3t
0 St
0 11
4th Size Car flag
ft. ins. ft. ins.
2 0 0 4t
2 6 0 Sf
0 2t 0 Ot
4th Size
ft. ins.
l 9
2 7t
0 8!
0 IOt
0 Of
0 li
ANNEX MCM 2
The History and Working of the Middle East Navigation
Aids Service ("MENAS'? and Related Issues, Report by
Commander Peter John Christmas, Royal Navy
(Retired)
THE msTORY AND WORKING OF THE MIDDLE EAST NAVIGATION AIDS
SERVICE ("MENAS") AND RELATED ISSUES
by
Commander Peter John Christmas, Royal Navy (Retired)
1.0 Introduction
1.1 This Report has been prepared by Commander Peter John Christmas, Royal Navy
(Retired), in response to a request by the Government of Malaysia for a review of the history
and working of the Middle East Navigation Aids Service ("MENAS") and various associated
issues concerning the administration of lighthouses. I understand that the Report will be
submitted as part of Malaysia's Counter-Memorial to the International Court of Justice in the
proceedings between Malaysia and Singapore concerning sovereignty over Pulau Batu Puteh,
Middle Rocks and South Ledge. I understand further that an element of the dispute is the
weight to be attached to conduct by Singapore in respect of the Horsburgh Lighthouse, which
was constructed on Pulau Batu Puteh in the mid- l 9th century and has been administered since
then by Singapore and its predecessors.
1.2 For purposes of preparing this Report, I have not been shown or asked to comment
upon the pleadings or other documents of either Party already submitted to the Court. I make
no comment on the dispute or on any legal issue.
1.3 From October 2001 to December 2003, I was the General Manager of MENAS,
based in Bahrain. MENAS is a not-for-profit corporation registered under English law. The
General Manager is the operational head of MENAS, reporting to the Chairman of MENAS
in London. As General Manager, I was responsible for all aspects ofMENAS's activity in the
region, including operations, finance and contract negotiation. During the period of my
tenure, MENAS owned and operated around 100 aids to navigation in the Arabian/Persian
Gulf ("the Gulf'), a number of which are lighthouses situated on the territories of Kuwait, the
United Arab Emirates or Qatar. Over 250 additional aids to navigation in the Gulf were
maintained by MENAS under contract to other authorities. This situation is broadly
unchanged today.
1.4 Prior to taking up my position in MENAS, from May 1995 to October 2001, I was
Director of Operations and Navigational Requirements of the Northern Lighthouse Board
("NLB"). The NLB is the statutory General Lighthouse Authority for Scotland and the Isle of
Man, providing and operating over 400 aids to navigation. As Director of Operations and
Navigational Requirements, I provided all navigational advice, managed the operations
department, oversaw the superintendence of all aids to navigation, managed and operated the
NLB's vessels, contract helicopter and depots, and managed the budget for those.
- 1 -
1.5 I am also a "Younger Brother" of the Corporation of Trinity House in London, one
of the oldest lighthouse authorities in the world, established by charter in 1514.1 In my
various capacities at MENAS, the NLB and Trinity House, I have also had extensive dealings
with others in the lighthouse and marine aids to navigation community internationally,
including the International Association of Marine Aids to Navigation and Lighthouse
Authorities ("IALA").
1.6 Prior to taking up my post at the NLB, from January 1961 to June 1994, I was an
Officer of the British Royal Navy, reaching the rank of Commander. During this period, I
was the Navigating Officer of two submarines, the Second-in-Command of three submarines
and the Commanding Officer of three submarines.
l. 7 More detailed biographical information may be found in the summary curriculum
vitae annexed to this Report.
1.8 The information contained in this Report is largely drawn from my own personal
knowledge as General Manager of MENAS and from my roles in the other positions just
noted concerned with the administration of lighthouses and other aids to navigation. In some
cases, to check my recollection or fill in blanks in my knowledge, I have consulted both
published and unpublished material, including private documents confidential to MENAS.
1.9 This Report is prepared in my personal capacity and does not engage the
responsibility of any organisation or authority with which I have been associated.
2.0 Historical Foundations and Establishment of MENAS
2.1 Little is known about the origins of the early modem-day aids to navigation in the
Gulf, until, by the end of the 19th century, some had been established to assist ships on
specific tasks. These were probably installed without the permission of the littoral states
involved by the British India Steam Navigation Company. The early 20th century saw the
expansion of the Ottoman Empire, with the occupation of Hasa (Eastern Saudi Arabia) and
Qatar. As a result of this development, the British Government took control of such aids to
navigation as there were in 1911 with the actual task of administration being performed by the
Government of India, being the closest British territory from which such an operation could
be based. The costs were shared between the British and Indian governments using a fund
known as the Persian Gulf Lighting Service Fund.
2.2 Although oil had been discovered elsewhere many years beforehand, the first oil to
be found in the Gulf Region was at Masjid-I-Suleiman in inland Persia in May 1908.
However, it was the discovery, made in the USA in 1909, of how to 'crack' oil that then made
its extraction commercially viable.
1 The title "Younger Brother" refers to a member of the fraternity of Trinity House, invited to become
so through acknowledged expertise in a maritime field.
-2-
2.3 In about 1913, Winston Churchill, then the First Lord of the Admiralty, made a
decision that the British Fleet would change from coal- to oil-power. In consequence, the
British Government took a controlling interest in the Anglo-Persian Oil Company. In order to
implement the policy, it became necessary to mark major marine hazards, and lighthouses
were built on Little Quoin (now Didamar) Island and Tunb Island, to the west of the Straits of
Hormuz. They were brought into service in 1914 and Didamar remains operational to this
day.
2.4 After World War 1, the Indian Government continued to have responsibility for the
maintenance and administration of the Persian Gulf lights, which was carried out from a base
in Bombay.
2.5 In 1923, the British Government decided that, to ease the financial burden of
administering the Gulf lighthouses, light dues should be introduced. An advisory committee
was set up in 1924,.consisting of the main shipping companies, with the Flag Officer, Royal
Indian Navy, as Chairman. Light dues collection started in 1925, with authority for collection
vesting in the Basrah Port Directorate in Iraq. The King of Iraq's discarded Royal Yacht
Nearchus was the first aids to navigation vessel to be used for the maintenance of aids to
navigation.
2.6 This situation remained virtually unaltered until after World War 2, although by
then oil had been discovered in commercial quantities in Bahrain. However, by 1948, matters
were changing. Whilst the 31 existing aids to navigation in the Gulf at that time were just
sufficient for the traffic, the British Government realised that, with the rapid expansion of the
demands for oil from the Gulf, many more aids to navigation would soon be required. In
addition, with the ending of the British Mandate in Iraq, the arrangement whereby the Basrah
Port Directorate maintained the aids could not continue for much longer. In addition, with
India now independent, the Indian Government had no further wish to take responsibility for
the Gulf lights. The control of the administration and finance of the lighting service in the
Persian Gulf was thus transferred from the Government of India to the British Ministry of
Transport on 1 June 1948.
2. 7 At first, the British Government tried to hand over responsibility for the
maintenance and administration of the Gulf navigation aids to the littoral states. However,
this met with considerable protest from the users, particularly from tanker companies. In
addition, light dues rates were in constant dispute and even the right to collect them was being
questioned.
2.8 The British Ministry of Transport sought ways of obtaining the co-operation of the
shipping companies and the Anglo-Iranian Oil Company, as it was now called, proposed the
idea of a non-profit-making company, to be known as the Persian Gulf Lighting Service
("PGLS"). This proposal was accepted by the British Government in 1949 and all equipment,
funds and investments pertaining to the existing organisation were transferred from the British
Treasury to the company on 12 January 1950.
- 3 -
2.9 The PGLS was incorporated in England, under the Companies Act 1948, on 12
January 1950 as a company limited by guarantee and not having a share capital, the word
"limited" being omitted by licence of the Board of Trade. The company was a non-profitmaking
company and was granted exemption from paying income tax in the United Kingdom.
Its terms of reference and defined objects included:
" ..... the provision within the Persian Gulf and the Approaches thereto of a
service of aids to navigation for ships and aircraft, comprising lights,
buoys, beacons, radio stations, radar and all other devices now existing or
hereafter developed."
2.10 In 1952, the Emir of Bahrain gifted a tract of land on the sea to PGLS and a
compound was established, with a jetty for the organisation's ship and bungalows for the
British expatriate managers, as well as the necessary offices and stores.
2.11 In 1966, it was decided to change the name of the company to the Middle East
Navigation Aids Service. It has been known ever since by its acronym MENAS.
2.12 MENAS remains a not-for-profit organisation, registered under UK charity law,
with a Chairman, a Board of Governors and very small administrative staff based in London.
The work force, with a General Manager as head, live and work in Bahrain and operate under
Bahraini law. The Board of Governors is composed of representatives of major shipping
lines, but also one each from Bahrain, Kuwait and the United Arab Emirates.
3.0
3.1
•
•
•
3.2
Significant Developments Since the Establishment of MENAS
MENAS' s work is clearly divided at present into:
operating and maintaining those aids to navigation which they provide;
maintaining other authorities' aids to navigation under formal contract;
giving advice to organisations and authorities .
Navigation dues - formerly known as light dues - have been collected by MENAS
and its predecessor governments ever since 1925 from any ship entering the Gulf region and
involved in cargo distribution. There is no clear or established legal basis for such dues being
collected by MENAS but very few shipping companies refuse to pay (although there are
some). Most acknowledge that, if MENAS did not provide the services that it does, probably
no other body would. There is always the concern that, should all the Gulf States start to
charge Navigation Dues, some ships at least would be liable to pay more than once in Gulf
waters. The system of charging what are currently named Navdues has been evolving,
especially recently. In view of the lack of a legal basis for the collection of these Navdues,
MENAS is attempting to introduce a fleet-based system, based upon a formal contract with
the shipping companies, to replace the flat-rate-per-ship present system.
-4-
3.3 In 1952, the Light Tender Relume, a special-to-task vessel which had been ordered
in the United Kingdom by the new company, arrived in Bahrain to replace the now-ageing
Nearchus. This was, in turn, replaced by a second vessel named Relume in about 1979.
3.4 MENAS has now built a new vessel, as a replacement for the present, 25-year-old
ship. This craft has new capabilities for which they will be seeking contracts, in particular
oil-spill recovery and support for various under-water activities, including diving, the control
of remotely-operated vehicles and hydrography. In this way, MENAS is looking to expand its
revenue-earning activities, in part to offset the slow but steady fall in Navigation Dues over
the last few years. The ship arrived in Bahrain on 16 October 2004.
3.5 In recent years, the Omani government indicated that it wished to run its own aids to
navigation and collect its own Navdues. Following negotiations, Oman has gone ahead and
taken ownership of all of its aids to navigation in the last year and has started to charge its
own Navdues. The Omani Government compensated MENAS for those navigation aids
which had been provided originally by MENAS.
4.0 Where the Principal Lights Were Situated
4.1 Several major lights were established in the Gulf in the period 1913 to 1950 by the
British and Indian Governments with additional lights having been established since then by
the PGLS/MENAS.
4.2 Of the countries involved, Oman, Bahrain and Qatar were British Protectorates until
1971, and Kuwait until 1961. This may have had a bearing on the way in which. what was
essentially a British-backed corporation was able to build aids to navigation on the territory of
foreign States, albeit often with the permission of the rulers of those States.
4.3 Some of the more important lights established in the Gulf by the British or Indian
Governments in the period 1913 to 1950, prior to the creation of the PGLS/MENAS, were:
Tunb Island
Position:
Established:
26°16N 55°18'E (West of entrance to Straits of Hormuz; now disputed
territory)
15 July 1913
Legal status: The consent of the Ruler of Sharjah, regarded as the owner of the island, was
obtained. The island was seized by Iranian forces on 15 December 1972.
MENAS continued to maintain the light until 1977.
Quoin (Didamar) Island
Position:
Established:
26°28'N 56°32'E (Entrance to the Straits of Hormuz; Omani territory)
1 February 1914
- 5 -
Legal status: It is assumed that the British Government recognised the Sultan of Muscat
(which changed its name to Oman in 1970) as the owner of the island, but
records do not reveal this to be so.
Sir Abu Nu'air Island Beacon
Position: 25°14'N 54°12'E (Off the coast of Sharjah)
Established: 23 June 1923
Legal status: Permission granted by the Ruler of Sharjah.
Muscat Beacon
Position: 23°38'N 58°37'E (Coast of Oman, Muscat)
Established: 12 February 1926
Legal status: MENAS records do not establish that the Sultan of Muscat's consent was
ever obtained for the establishment of this light. However, when, in 1958,
the PGLS informed the Consul General Muscat of a proposal to replace the
light by one more powerful, his reply implied confirmation of PGLS'
ownership of the light.
4.4 The following additional lights are known to have been among the aids to
navigation taken over by the PGLS in 1950, although more details than. those given are not
known:
• Bahrain Inner Light Buoy; established 1913.
• Bahrain Outer Light Buoy; established 1913.
• Shatt al Arab Light Float; established 1914.
• Bahrain Light Float; established 1935.
• Bahrain West Spit Light Buoy; established 1938.
4.5 Significant lights established in the region by the PGLS/MENAS in the period since
1950 include:
Halul Island
Position: 25°40'N 52°25'E (Off the coast of Qatar; Qatari territory)
Established: 1952
Legal status: Not recorded. Note that the date was well within the time during which Qatar
was a British Protectorate. It is around the time when, after the PGLS had
been formed, the organisation would have been assessing the aids to
navigation available and going about the business of improving them.
Kubbar Island
Position: 29°04'N 48°30'E (Off Kuwait; Kuwaiti territory)
Established: 17 February 1953
Legal status: MENAS claim that the light was established "with the authority of the PA
[Port Authority] of Kuwait, after obtaining the consent of the Ruler of Kuwait
- 6 -
Auhalsland
and that full records of this are filed in the Residency." The light was
established to replace one that had been built by the British in 1914.
Position: 29°23'N 48°26'E (Island off Kuwait; Kuwaiti territory)
Established: 8 May 1961
Legal status: After a request from the Kuwaiti Government, originally in 1954, but restated
in 1958, the Ruler of Kuwait agreed the allocation to the PGLS of a
site on the island. The site was approved by the Kuwaiti Government in
September 1959.
Zarqa Island
Position: 24°43'N 52°50'E (Off Abu Dhabi; Abu Dhabi territory)
Established: 24 November 1963
Legal status: The light and other aids were established by PGLS under contract, as a result
of a request by the state-owned Abu Dhabi Petroleum Company ("ADPC") to
support a new oil terminal at Jebel Dhanna. In May 1964, the ADPC
considered that the Zarqa Light was a "main route light and not really part of
the approach aids to Jebel Dhanna Terminal" and suggested that the PGLS
should buy it from the ADPC for a "nominal sum" and operate and maintain
it at their own expense. The ADPC subsequently accepted £ l for the light
and, on 12 November 1964, formally transferred ownership of it to the PGLS.
Ras al Ardh
Position: 29°21 'N 48°06'E (Kuwaiti mainland)
Established: 22 November 1968
Legal status: The original light was established in 1929, with no records showing whether
permission was granted. However, in 1953 and again in 1966, the Kuwaiti
authorities asked the PGLS to upgrade the light. On both occasions, the
lights were installed at the direct request of the Kuwaiti Government on a site
allocated to the PGLS for the purpose by the Ruler of Kuwait.
Ras al Hadd
Position: 22°30'N 59°48'E (On the most easterly point of the coast of Oman)
Established: 11 September 1969
Legal status: In March 1968, MENAS carried out a detailed survey and, as a result,
formally sought and obtained from the Sultan of Oman:
• a grant of land on which to establish the light;
• permission to build the light;
• free access to the site for the operation and maintenance of the light.
Fujairah Main Beacon
Position: 12°08'N 56°20'E (By the port ofFujairah)
Established: 1981
- 7 -
Legal status: Installed with the authority of the Government ofFujairah.
Dalmaniyat Island
Position: 23°52'N 58°04'E (Off Oman; Omani territory)
Established: 30 March 1981
Legal status: Permission granted by the Government of the Sultanate of Oman in l 981.
Oamain Island Beacon
Position: 24°56'N 52°5 l 'E (Central southern Gulf; UAE territory)
Established: 11 May 1981
Legal status: Permission obtained, although from who specifically is not clear, through the
Head of Coastguard of the UAE.
Ras Sheikh Mas'ud Beacon
Position: 26°15'N 56°13'E (Off the cost of northern Oman)
Established: 26 June 1982
Legal status: Permission obtained from the Government of Oman.
4.6 MENAS provides far more than these lighthouses. In 2003, MENAS provided
around 90 other aids to navigation, in the form of buoys, lit beacons and Differential GPS
(DGPS). The latter is a classic example of MENAS's reach around the Gulf, in that the
system provides 1-metre accuracy signals for navigation from four stations, which together
provide coverage of the entire water surface of the Gulf. In this case, the building of the four
stations was a properly-negotiated undertaking, with the land upon which the transmitter
masts stand being either officially set aside for the purpose (as in Bahrain) or formally leased
(one in Kuwait and two in the UAE). The system became operational in 1997. There are
MENAS-owned lighthouses currently situated on the territory of Kuwait, the UAE and Qatar.
4. 7 The status of the waters in which non-lighthouse navigational aids belonging to
MENAS are situated is of no significance, such lights being located in both international and
non-international waters. The relevant consideration for MENAS is whether the lights are
necessary for general navigational purposes. Generally, the buoys marking channels into
specific ports will be owned by the port authorities, while those marking specific dangers,
such as wrecks, will be provided by MENAS.
5.0 Relationship Between MENAS and Relevant States
5.1 MENAS is thought to be the only recognised lighthouse authority in the world that
is not specific to a particular State. MENAS is the only lighthouse authority that is an
Associate Member of IALA.2 At least four Gulf States are members of IALA (Iran, Saudi
Arabia, Kuwait and Oman). However, there is no direct relationship between these States and
MENAS, unless there is a normal business contract entered into in order to maintain
2 Only national authorities may become Full Members of IALA.
- 8 -
nationalised aids to navigation. This has occurred in Kuwait, for example, where the Ministry
of Communications is responsible for some buoyage, which MENAS has maintained under
contract
5.2 That said, all Gulf State governments are aware of MENAS, including Iran, where,
since 1987, MENAS has had no business dealings.
5.3 The MENAS Light Tender obeys the same regulations as any other vessel, when
wishing to enter the waters of one of the Gulf nations.
5.4 Overall, MENAS operates in the Gulf largely as a result of custom and practice,
following decades of informal cooperation with the various States in the area. The
organisation has traditionally enjoyed a very high reputation throughout the region.
6.0
6.1
•
•
6.2
Scope of MENAS's Responsibilities in Managing Lights
MENAS's responsibilities are two-fold:
Operation of the light;
Maintenance of the light itself and the fabric of the structure .
Operation The light is assumed to be working as advertised (ie, in accordance with
how it is described on a navigational chart or in the Admiralty List of Lights), unless it is
reported not to be so. This can be because either it is not working at all, or it is displaying a
different 'character': that is, a different flash length or flash interval. In the event of such a
report, steps must be taken by MENAS, as soon as operationally possible, to investigate and
rectify the defect. This will entail sending a small team, usually of two technicians, by
whatever means is necessary to access the lighthouse. It should be noted that MENAS
operates no lights that are manned. This means that defects must either be reported by other
sources (such as passing vessels) or discovered by MENAS maintenance personnel during
routine visits.3
6.3 Maintenance This is straightforward and consists of:
• regular maintenance of the technical parts of the light itself. This may consist of
changing the bulb, cleaning the lens and checking the power source - mains,
batteries, generator;
• longer-interval checking of the soundness of the structure, re-painting etc.
3 In many other General Lighthouse Authorities (GLAs), lighthouses, and indeed other aids to
navigation, are monitored remotely. Defects are, therefore, detected immediately and can, in certain
cases, be forecast before they occur. MENAS has chosen not to go down this route and, therefore, is
forced to rely on external reports. This means that down-time can be more protracted than strictly
necessary, since local Gulf sea-goers, such as fishing vessels, have rarely been known to make any
such reports.
-9-
6.4 Duration Since the lights are recognised as "belonging" to MENAS, there is no
contract covering these responsibilities. There is thus no time limit to the continuance of this
activity.
7.0 The Flying of Flags Above Lighthouses
7.1 Flags of any kind, whether national or company, are not flown above MENAS
lighthouses. It is not known whether this has ever occurred, although certainly
Quoin/Didamar Island Lighthouse has a flag-pole as part of what looks like the original
structure.
7 .2 The significance of any flag flown above a lighthouse would be two-fold:
• the flag would almost certainly indicate from which State the operating organisation
owed its existence. The British Lighthouse Authorities' flags, which are still flown
above some lighthouses on some occasions, have a Union Flag as part of the design,
while most countries fly the national flag;
• the flag would almost certainly indicate that the lighthouse was manned. The
absence of a flag would not in itself, however, indicate that the lighthouse was not
manned.
8.0 The Normal Responsibilities of a Lighthouse Operator
8.1 A State is responsible for providing and maintaining a safe system of aids to
navigation in its waters. Chapter V, Regulation 13 of the IMO's International Convention for
the Safety of Life at Sea ("SOLAS") provides as follows:
"REGULATION 13 - Establishment and Operation of Aids to
Navigation
1. Each Contracting Government undertakes to provide, as it deems
practical and necessary either individually or in co-operation with
other Contracting Governments, such aids to navigation as the
volume of traffic justifies and the degree of risk requires.
2. In order to obtain the greatest possible uniformity in aids to
navigation, Contracting Governments undertake to take into account
the international recommendations and guidelines* when
establishing such aids.
3. Contracting Governments undertake to arrange for information
relating to aids to navigation to be made available to all concerned.
Changes in the transmissions of position-fixing systems which
could adversely affect the performance of receivers fitted in ships
shall be avoided as far as possible and only be effected after timely
and adequate notice has been promulgated.
- 10 -
* Refer to the appropriate recommendations and guidelines of IALA and
SN/Circ. l 07 - Maritime Buoyage System"
8.2 In practice, nearly all States have a delegated lighthouse authority which is
responsible for fulfilling this task (such as the Trinity House Lighthouse Service and the
Northern Lighthouse Board in the United Kingdom, the Commissioners of Irish Lights in the
Republic of Ireland, and the United States Coast Guard in the USA).4 That said, personal
experience has shown that, even if a State is a member of IALA, this does not necessarily
indicate compliance with the aims and intentions of that organisation. What follows therefore
describes what should be regarded as best practice.
8.3 The first responsibility of a lighthouse authority should be to ensure that the right
aids to navigation are provided in the right places around the coast. This will involve
knowledge of traffic patterns, cargoes carried and any particularly environmentally sensitive
areas of coast-line, so that a full risk analysis can be carried out. For example, as a result of
the stranding and break-up of MV 'Braer' off the Northern Isles, the British Appellate Judge
Lord Donaldson, in his report on the incident, recommended that large vessels with polluting
cargoes should consider not using the Minches for passage off the west coast of Scotland but
should sail to the west of the Outer Hebrides. As a result, the Northern Lighthouse Board,
after studying the route, built three new lighthouses to make the outer passage navigationally
safer.
8.4 In much the same way as MENAS operates in the Gulf, a lighthouse authority will
not necessarily be directly responsible for all aids to navigation. Many will be the direct
responsibility of the relevant port authority, such as the Port of London Authority in the UK.
However, at least in the UK, the lighthouse authority is still responsible for overseeing any
other authority's work (the word 'superintendence' is used) and providing any advice needed.
In the UK, this involves not only physical inspection of a local lighthouse authority's aids to
navigation but also inspection of maintenance and availability records. They are also the
source of official navigational advice to government.
8.5 The second responsibility is to ensure that the aids provided by the lighthouse
authority itself are operating correctly. In the UK, the characteristics of all lighthouses and
most of the important buoys, are listed in the Admiralty List of Lights, as well as being shown
on navigational charts with all other aids to navigation. It is the responsibility of the
lighthouse authority to ensure that the correct information is passed to the UK Hydrographic
Office (UKHO) for inclusion in these publications. It is then the same Authority's
responsibility to ensure that the performance of the aid continues to match that information.
4 The Commissioners of Irish Lights is a statutory authority of the Republic of Ireland. It is, however,
responsible for the provision of aids to navigation for all of Ireland, including Northern Ireland. Trinity
House, the Northern Lighthouse Board and the Commissioners of Irish Lights are the three General
Lighthouse Authorities responsible for the provision of navigational aids in the waters of the United
Kingdom and Ireland. In practice, they cooperate closely and are funded from a common source, the
General Lighthouse Fund, which derives its income mainly from light dues collected from commercial
shipping which call at United Kingdom and Republic of Ireland ports.
- 11 -
IALA, in its publication known as the Navguide,5 details how to measure the availability of an
aid to navigation and recommends target figures for three categories of aid, by navigational
importance. In company with many other authorities, the UK lighthouse authorities measure
these constantly and do not consider that they provide a good service if the figures fall below
the recommended levels. Since many lighthouses around the British coast are off-shore or
otherwise remote, the accent on availability has led, in some instances, to a review of the
basic design of the lighthouse and improvements made to ensure redundancy/back-up is built
in. In many instances today, technicians can investigate and rectify defects by accessing the
lighthouse systems remotely. Because a recent UK legal opinion stated that to rely on a
mariner reporting a defect to an aid may be considered unsafe, the remote monitoring of UK
aids to navigation is on the increase. If a defect to an aid is reported, then all speed is used to
rectify that defect.
8.6 In order to carry out defect rectification and, indeed, general maintenance of aids to
navigation, most authorities have a number of special-to-task ships, as well as contract
helicopters, available on a continuous basis.
8. 7 All lighthouse authorities are responsible for the security of, and access to, the
lighthouses operated by them, as well as any activity by personnel within them. Only
criminal activity would attract outside authorities and then usually in cooperation with the
lighthouse authority.
8.8 There are several uses to which lighthouse structures have traditionally been put
over the years, besides the primary purpose of displaying the light. These include:
• as a day-mark, for navigation during daylight (there is a descriptive column in the
Admiralty List of Lights for the structure, colour, height etc );
• the siting of DGPS antennae;6
• the siting of AIS antennae; 7
• the siting of RACONs;8
• the siting of radar apparatus;
• the siting of radio antennae;
• the collection of meteorological data. This can be done either automatically, by
remote monitoring of fitted equipment, or by verbal reporting if a lighthouse is
manned;
• if manned, for assisting in search and rescue;
• as a visitor attraction.
5 IALA, Aids to Navigation Guide, 4th ed., December 200 I.
6 Differential Global Positioning System. This uses the GPS signal to produce a more accurate position
thanGPS.
7 Automatic Identification System. This is a system whereby ships' positions (and other information)
are transmitted automatically and displayed in other ships and/or shore stations.
8 RAdar beaCONs. These are triggered by a radar pulse to create a vector on a radar screen, emanating
from the RACON's position. They are used, for example, to differentiate a buoy, upon which a
RACON may be fixed, from a vessel on radar.
- 12 -
8.9 The only additional uses to which MENAS lighthouse structures have been put are
as a day-mark and for the siting of RACONs. Additional uses to which the United Kingdom
lighthouse authorities put their lighthouse structures include as a day-mark; the siting of
DGPS antennae, AIS antennae, RACONs, radar apparatus and radio antennae; and the
collection of meteorological data. Some are also used as a visitor attraction.
9.0 Other Activities Associated with MENAS's Lighthouse Responsibilities
9.1 Since 1976, MENAS has carried out the role of Sub-Area Co-ordinator for IMO Sea
Area IX, reporting to Pakistan for the Gulf Area. In this capacity, MENAS also issues
NA VTEX messages to advise vessels in the area of any dangers to navigation and also relays
distress messages.9 MENAS also transmits local Notices to Mariners. These functions are
not necessarily part of the role of a lighthouse authority and MENAS does not carry them out
for the whole of the Gulf.10 However, in common with MENAS, many other lighthouse
authorities, such as Trinity House and the Northern Lighthouse Board, issue Notices to
Mariners.
9.2 MENAS liaises closely with the UK Hydrographic Office (UK.HO), in Taunton,
UK, freely sharing any relevant information. This includes information passed in the form of
material which will be turned into Notices to Mariners, but the liaison has also manifested
itself in visits made by UKHO personnel when in the Gulf.
9 .3 MENAS is also a centre for advice of a navigational nature, especially for those
organisations within the region for whom MENAS carries out work under contract. For
example, Port Authorities have in the past asked MENAS for advice on how to mark
navigational channels and consultants, retained by a Saudi Port Authority, visited MENAS to
discuss a proposed Traffic Separation Scheme.
9.4 As an Associate member of IALA, MENAS is represented at regular meetings of
committees at the IALA headquarters in Paris and at the four-yearly conferences at various
venues.
p<)~,__c,._ -Peter
J. Christmas
Commander, Royal Navy (Retired)
19 East Abercromby Street
Helensburgh
Dunbartonshire G84 9HZ
United Kingdom
10 November 2004
9 NA VTEX messages are sent out by radio as an immediate means of notifying shipping of dangers to
navigation. These are cancelled when, and if, they are translated into a written Notice to Mariners.
10 It does not do so, for example, in Iranian waters.
- 13 -
Peter John Christmas
Commander, Royal Navy (Ret'd)
Summary Curriculum Vitae
ANNEX
October 2001 - December 2003: General Manager, Middle East Navigation Aids Service
{"MENAS"), based in Bahrain
I was brought in for a short period, to be the General Manager of a unique organisation that
operates across national boundaries throughout the Arabian Gulf and its approaches, operating
and/or maintaining in the order of 450 aids to navigation. These included lighthouses (mixed
mains and solar), buoys (all solar-powered), light-beacons (mostly solar-powered), and a 4-
station, Gulf-wide, dual-coverage DGPS service. MENAS is the only member of the
International Association of Marine Aids to Navigation and Lighthouse Authorities ("IALA")
not to represent a single specific State.
Based in Bahrain, I was responsible to the Chairman in London for all aspects of Operations,
Finance, Contract Negotiation and General Management of the Bahrain operation, including:
• Management of a work-force of 70, of mixed nationalities;
• Operation of the Board's vessel, MV RELUME;
• Management of the real estate ( six houses, offices, workshops and storage areas);
• Control of a budget of around £4.5 million;
• Negotiation of contracts for aids to navigation maintenance and provision;
• Making and maintaining contacts throughout the Gulf countries (including Iran and Iraq).
During this period, I travelled to all the Gulf nations, with the exception of Iran and Iraq,
although contact was made with both. On behalf of MENAS, I also attended meetings of the
Operations Committee (as it was then called) of the IALA and attended the 2002 IALA
Conference in Sydney.
Around 100 aids to navigation were owned and operated by MENAS, while over 250 were
maintained by MENAS under contract to other authorities. MENAS has been active in
persuading other authorities in the Gulf Region to change from gas to solar power.
May 1995 - October 2001: Director of Operations and Navigational Requirements,
Northern Lighthouse Board {"NLB")
NLB is the statutory General Lighthouse Authority for Scotland and the Isle of Man, with the
stated aims of ensuring safety of the mariner and preservation of the marine environment. Over
400 aids to navigation are provided and operated by NLB and it was my Departmental
responsibility that they were operated correctly and within IALA guidelines for availability.
The latter were either achieved or exceeded. Port and Harbour Authorities operate a further
1600 ( or so) aids to navigation and NLB is responsible for superintendence of these.
In my capacity as Director, I:
• managed all Operations Department personnel (101 full-time, 135 part-time, spread
throughout NLB 's area of responsibility);
• provided all navigational advice, within the Board and to outside Authorities;
• oversaw the superintendence of all aids to navigation within the Board's jurisdiction;
- 14 -
• managed and operated the Board's two vessels, contract helicopter and two Depots;
• controlled the budgets associated with the above (around £5 million).
Tasks associated with the post included:
• attendance at all Board meetings;
• membership of the Board's Management, Navigation and Ship Committees;
• organisation of the annual User Group meetings and communications with external users;
• representing the Board at meetings of the IALA and other bodies, outside the Board's
headquarters;
• assisted the UK Department of Transport, the responsible UK Government Department,
(as was) in the formulation of the UK's Port Marine Safety Code;
• assisting in negotiations for various contracts.
January 1961 - June 1994: Officer, Royal Navy
My career in the UK Royal Navy was spent as a Seaman Officer, reaching the rank of
Commander. I was the Navigating Officer of two submarines, the Second-in-command of three
submarines and the Commanding Officer of three.
I was the Officer-in-Charge of a training school for three years (1981-1983) and the Second-incommand
of a submarine squadron for three years (1990-1993), responsible for, among many
other matters, all aspects of the training standards of the eight submarine crews, very much
including navigation.
Younger Brother of Trinity House
Fellow of the UK Chartered Institute of Management
Member of the UK Institute of Directors
- 15 -
ANNEXMCM3
Note on Lighthouses and Their Functions, by RearAdmiral
(retired) Jean-Charles Leclair
NOTE ON LIGHTHOUSES AND THEIR FUNCTIONS
Rear Admiral (retired) Jean-Charles Leclair'"
General Comments
This Note responds to various questions put to the International Association of Marine
Aids to Navigation and Lighthouse Authorities C.CIALA") by counsel for the Government
of Malaysia. It is prepared by Rear Admiral (retired) Jean-Charles Leclair, under the
authority of the IALA Secretary-General, on behalf of IALA For ease of reference, the
question to which each answer relates is reproduced immediately before the relevant
answer.
Given its representative function, and given that both Malaysia and Singapore are IALA
Members, IALA is not in a position to advise or act as expert for either party in the
proceedings before the International Court of Justice. Jn particular, IALA has, and can
have, no position on the question of sovereignty over Pulau Batu Puteh (Pedra Branca).
IALA may, however, answer questions or give information concerning lighthouses to one
of its Members as long as this information is neutral and :factual. This is the purpose of
this Note.
Answen to Questions
1. Are there examples of lighthouses which are situated on the territory of one
State but administered by the authorities of another State or by a corporation or
other similar undertaking in another State?
It is possible to give two examples of such situations. The first relates to the aids to
navigation situated in Northern Ireland (UK) which are maintained by the Commissioners
of Irish Lights (Republic of Ireland).1 The second relates to the position in the
Persian/ Arabian Gulf in which various lighthouses and other aids to navigation are
• IALA Representative to the International Maritime Organisation; formerly responsible for
maritime safety in France and Head of the French Authority for lighthouses and aids to
navigation.
1 The Commissioners of Irish Lights ("CIL") is a statutory body established under the laws of the Republic
of Ireland. It is, however, the General Lighthouse Authority for all of Ireland, including Northern Ireland.
In practice, the CIL works in close consultation with the other General Lighthouse Authorities responsible
for the provision of aids to navigation in UK waters, the Corporation of Trinity House and the
Commissioners of Northern Lighthouses.
1
maintained by the Middle East Navigation Aids Service (MENAS), which is a private
company.
These situations must be seen in the light of the relevant international conventions. Two
conventions deal with Safety ofNavigation: the UN Convention on the Law of the Sea, in
particular, Articles 24, 43 and 44, and, mainly, the IMO Convention on Safety of Life at
Sea (SOLAS 74). Chapter V, Regulation 13, paragraph I of SOLAS stipulates: "Each
Contracting Government undertakes to provide, as it deems practical and necessary either
individually or in co-operation with other Contracting Governments, such aids to
navigation as the volume of traffic justifies and the degree of risk requires". This means
that a coastal State has the responsibility to mark dangers such as islands and that this can
be done in co-operation with other States. Therefore, cases such as that of Pulau Batu
Puteh are provided for in international conventions but within the framework of cooperation
between States. International co-operation, as such, has no effect on the status
of the lighthouse and its surrounding area.
2. Would administrators of lighthouses, mariners or experts in maritime
navigation consider that the fact that the authority of a State was responsible for the
operation of a lighthouse signified that the territory on which that lighthouse was
situated belonged to that State?
The answer is not necessarily since, according to the SOLAS Convention, Chapter V,
Regulation 13, quoted above, one State can operate a lighthouse situated on the territory
of another State under the framework of a cooperation agreement between the two States.
A user will, however, direct any complaints to the authority of the State where the
lighthouse is situated.
3. Who issues Notices to Mariners? Specifically, is the issuing of such Notices
only undertaken by States or do non-State entities issue such Notices? Are Notices
to Mariners issued in respect of hazards on the high seas?
The matter is provided for by the LoS Convention and by the SOLAS Convention.
Chapter V, Regulation 13, paragraph 3 of the latter requires inter alia that "Contracting
Governments undertake to arrange for information relating to aids to navigation to be
made available to all concerned." In addition, Regulation 4 of the same Chapter V
requires that "Each Contracting Government shall take all steps necessary to ensure that,
when intelligence of any dangers is received from whatever reliable source, it shall be
2
promptly brought to the knowledge of those concerned and communicated to other
interested Governments."
The publication of information on navigation safety is coordinated by means of the
World-Wide Navigational Warning Service that was established jointly by the IMO and
the IHO (International Hydrographic Organisation) in 1977. The World-Wide
Navigational Service is administered through 16 NAV AREAS. Each NAV AREA has an
Area Coordinator who is responsible for collecting information, analysing it, and
transmitting NAV AREA Warnings by dedicated means of communication. Pulau Batu
Puteh is within the NAV AREA XI coordinated by Japan.
Within each NAV AREA, warnings (Maritime Safety Information) are published at'
national level by a National Coordinator or under his responsibility. This means that the'
National Coordinator is responsible for publishing navigational warnings regarding the
aids to navigation of his country and its adjacent waters even if such warnings or notices
to mariners are issued by other authorized State or non-State entities. As regards the high
seas, every National Coordinator receiving such information has the duty to pass it to the
NAV AREA Coordinator.
4. Are lighthouses commonly used for non-light purposes? H so, in what way?
Lighthouses are often used for other purposes than aids to navigation. The predominant
applications are for the collection of meteorological and hydrological data and for
telecommunication installations. More recently, in the framework of a move to preserve
the historic and cultural value of lighthouses, their use as a tourist attraction has been
developed.
5. What is the significance of a Marine Ensign? What significance, if any,
attaches to the flying of a Marine Ensign above a lighthouse? What would a
maritime navigator or ship's captain understand from the sight of an ensign flying
above a lighthouse?
A Marine Ensign is typically used by ships (military and civil) to identify their
nationality. Every ship must have a nationality and fly her national ensign. The
dimensions and, sometimes, the design of the Marine Ensign differ from flags used for
non-marine activities. But often ashore, buildings in relation with marine activities fly a
Marine Ensign.
3
The use of a Marine Ensign above a lighthouse has no special significance for mariners.
Generally, it cannot be identified by ships crossing offshore due to its size and the
distance.
6. Who, normally, would be responsible for undertaking investigations into
navigational hazards and marine casualties? Do lighthouse operators traditionally
have any role as regards the investigation of marine hazards?
According to the SOLAS Convention, Chapter I, Regulation 21, "each Administration
undertakes to conduct an investigation of any casualty occurring to any of its ships
subject to the provisions of the present Convention when it judges that such an
investigation may assist in determining what changes in the present regulations might be
desirable." In addition, according to the LoS Convention, Article 27, a coastal State is
entitled to investigate a foreign flagged ship in its territorial waters in certain limited
cases specified in the Article.
Lighthouse operators may have a role as regards investigation of marine hazards as
witnesses or if the functioning of the aid to navigation is at stake.
7. As regards the administration and operation of a lighthouse, is it standard
practice for a lighthouse operator to add additional facilities and structures on to
the lighthouse - such as communications towers, helipads, etc?
R.Adm.(rtd) Jean-Charles Leclair
20 October 2004
For the International Association for Marine Aids
to Navigation and Lighthouse Authorities
20 ter Rue Schnapper
78100 St Germain-en-laye
France
4
ANNEX MCM 4
Affidavit of Rear Admiral (Rtd) Dato' Karalasingam
Thanabalasingam
INTERNATIONAL COURT OF JUSTICE
CASE CONCERNING SOVEREIGNTY OVER PEDRA BRANCA/PULAU BATU
PUTEH, MIDDLE ROCKS AND SOUTH LEDGE
BETWEEN
MALAYSIA
AND
SINGAPORE
AFFIDAVIT OF REAR-ADMIRAL (RTD)
DATO' KARALASINGAM THANABALASINGAM
I, KARALASINGAM THANABALASINGAM (Identity Card No. 360312-10-5303),
Rear-Admiral (Retired), of 103 Lorong Chong Khoon Lin 5, Ukay Heights, 68000
Ampang, Selangor Darul Ehsan, Malaysia, do solemnly affirm and say as follows:
1. From 1955 to 1976, I was a serving naval officer, first in the (British) Royal
Malayan Navy and subsequently in the Royal Malayan/Malaysian Navy. I joined
the Royal Malayan Navy as an officer cadet on 15 May 1955, transferring to the
Royal Malayan Navy when it was formally handed over by Britain to the Malayan
Government on 1 July 1958. With the establishment of Malaysia in 1963, this
became the Royal Malaysian Navy. On 1 December 1967, with the rank of
Commodore, I assumed the post of Chief of the Royal Malaysian Navy, retiring
from this position with the rank of Rear-Admiral on 31 December 1976.
2. For purposes of this affidavit, I have been shown extracts from the Memorial of
Malaysia, and its attached annexes, in the case between Malaysia and Singapore
before the International Court of Justice. In particular, my attention has been drawn
to Chapter 7 of the Malaysian Memorial and, specifically, to paragraphs 270 to 273
and Annex 76 and Map 25 thereof, which refer to a confidential "Letter of
1
Promulgation" which I issued on 16 July 1968 in my capacity as Chief of the Navy.
Save where indicated, the following statements are made from my own knowledge
and are true. Where they are not made from my own knowledge, they are true to
the best of my information and belief.
3. I address matters below under the following headings:
( 1) Personal Background
(2) The Royal Malaysian Navy
(a) Background
(b) The Funding, Staffing and Responsibilities of the Royal
Malayan/Malaysian Navy
(c) The Chief of the Navy
( d) The Woodlands Naval Base and the Further Development of the Royal
Malaysian Navy
(e) Naval Orders and Operational and Administrative Instructions
(3) Pulau Batu Puteh
(a) General Issues
(b) Naval Conduct Concerning Pulau Batu Puteh
( i) In General
(ii) The Letter of Promulgation of 16 July 1968
( c) Local Fishing Practices and Piracy Control
(4) Conclusion
(1) Personal Background
4. I was born in Kuala Lumpur on 12 March 1936. On 15 May 1955, I joined the
Royal Malayan Navy as one of 9 officer cadets from Malaya under a special
officer-training scheme. At that time, Britain had responsibility for all naval
matters both in the Colony of Singapore, which had been established in 1946, and
in the Federation of Malaya, which, in 1948, had replaced the Malayan Union,
which had also been established in 1946. At that time, and for some years after this
2
until the major withdrawal of British naval forces from east of Suez announced in
around 1968, the Royal Navy had a major naval base in Singapore. I describe the
history and development of the Royal Malaysian Navy in more detail below.
5. After a brief period of initial training in Singapore, I was sent to the Britannia
Royal Naval College in Dartmouth in the United Kingdom where I went through
the cadet and midshipman phases of my training. I was commissioned as an Acting
Sub-Lieutenant in the Royal Malayan Navy on 1 May 1958 and served on board
HMS Chichester, a British air-direction frigate which was then being built in
Glasgow.
6. While I was serving on this ship, I received a letter from the Chief Secretary of the
Malayan Government asking whether I would consider transferring to the Royal
Malayan Navy, which the British were making preparations to hand over to the
Malayan Government. I believe that most if not all of my Malayan colleagues in
the Royal Malayan Navy received similar letters. I agreed to transfer. Britain
handed over the Royal Malayan Navy to the Malayan Government on 1 July 1958.
I became an officer of the Royal Malayan Navy at around that time, becoming an
officer of the Royal Malaysian Navy on the establishment of the Federation of
Malaysia in 1963.
7. I returned to Malaya in December 1958. In January 1959, I was appointed Cadet
Training Officer at the Federal Military College in Port Dickson. In August 1960, I
was appointed to serve on board the minesweeper KD Mahameru. The following
year, in August 1961, I was given my first command of a Royal Malayan Navy
ship, the Seaward Defence Motor Launch ("SDML") KD Sri Pahang. I was still a
Sub-Lieutenant at the time. This was a special command, not simply because it
was my first but because the ship was one of the oldest in the Royal Malayan Navy
and had neither radar nor other electronic navigational equipment. Navigation was
by magnetic compass and depth readings were by hand-lead line. The ship was
equipped with two 20 mm manual guns, one forward and one aft.
3
8. After this, I spent a period seconded on board a Royal Navy ship or attending
specialist naval courses. During 1962, as a Lieutenant, I spent six months on board
HMS Cavalier, at my request, as I was concerned that I had become out of touch
with the anti-submarine warfare aspect. HMS Cavalier was a British destroyer
based at the British Singapore Naval Base. During this period, we conducted
submarine exercises in the South China Sea and "blind navigation" exercises on our
return to Base. The term "blind navigation" exercises refers to exercises involving
the navigation of the ship from below deck rather than from the bridge.
9. In 1963, I was sent to HMS Vernon (a shore establishment), where I undertook a
Torpedo and Anti-Submarine ("TAS") specialisation course. Immediately
following this, I did a diving course and qualified as a Ship's Diver. Thereafter, I
was appointed the Commanding Officer of KD Sri Kelantan for its commissioning
and its maiden voyage from Portsmouth in the United Kingdom to Malaysia.
During the period of the Indonesian-backed insurgency against Malaysia,
commonly referred to as the "Confrontation", which lasted from 1963 until 1966, I
served on active duty on a number of ships. I was promoted to the rank of
Lieutenant Commander on 18 February 1965 and appointed Executive Officer of
the frigate KD Hang Tuah, the Royal Malaysian Navy flagship. On 14 October
1966, I was appointed Commanding Officer of K.D Sri Tawau and concurrently
Resident Naval Officer, Tawau, Sabah.
10. In February 1967, I was informed by the Malaysian Minister of Defence that I
would take up the position of Chief of the Navy, in line with the policy of
appointing a Malaysian naval officer to the post. Until this point, the Royal
Malayan/Malaysian Navy had been headed by either British or Australian naval
officers. In preparation for this, I was promoted to the rank of Commander on 1
March 1967 and given command of KD Hang Tuah. Thereafter, on 1 September
1967, I was promoted to the rank of Captain and posted to the Naval Staff Division
where I worked with the then Chief of the Royal Malaysian Navy, Commodore
Dollard. I subsequently took up the post of Chief of the Navy, with the rank of
4
Commodore, on 1 December 1967, becoming the first Malaysian to assume this
role. I was 31 at the time. I was promoted to the rank of Rear-Admiral on 1
January 1973. I retired from the Royal Malaysian Navy in December 1976. Since
then, although I have kept close contact with the navy, and with many of my former
colleagues, I have pursued other interests and have not had any active involvement
in the service.
(2) The Royal Malaysian Navy
(a) Background
11. Prior to the Second World War, Britain had started the Malay Section of the Royal
Navy. It was referred to in this way because virtually all of the recruits came from
the Malay States, mostly from Johor. A very few came from Singapore. The
officers were British. Many from the Section saw action during the Second World
War and had to flee to India and what was then Ceylon before the fall of Singapore.
With the end of the Second World War, for reasons of financial constraints, the
Malay Section was disbanded in April 1947. It was, however, re-started in
December 1948, under the name the Malayan Naval Force, following the
declaration of a State of Emergency by Britain earlier that year to combat the
communist insurgency. The Malayan Naval Force became the Royal Malayan
Navy in August 1952. The Malayan Naval Force and, thereafter, the Royal
Malayan Navy, was based at the Woodlands Naval Base in Singapore.
12. In parallel with the establishment of the Malay Section of the Royal Navy, there
was also a small reserve force known as the Straits Settlements Royal Naval
Volunteer Reserve. This was established on 27 April 1934. The Volunteer Reserve
remained separate from the Malay Section of the Royal Navy and was based in
Singapore Harbour, rather than at the Woodlands Naval Base. The Volunteer
Reserve had no sea-going capability. As I recall, HMS Laburnum, which was tied
5
up in Singapore Harbour, was converted to be the Headquarters of the Volunteer
Reserve.
13. On 31 August 1957, the Federation of Malaya became independent. This followed
the conclusion of the Federation of Malaya Agreement which brought together into
a single Federation the Malay States and the former Straits Settlements of Penang
and Malacca. It was in consequence of this independence that Britain took steps in
1958 to transfer the Royal Malayan Navy to the control of the Malayan
Government. This transfer took place on 1 July 1958. At a ceremony on 12 July
1958, Britain also handed over the Woodlands Naval Base in Singapore to Malaya,
this being the principal naval base of the Royal Malayan Navy.
14. The hand over by Britain of the Royal Malayan Navy and the Woodlands Naval
Base to the Malayan Government took place shortly before Singapore was granted
self-government, which I understand took place in late 1958 and 1959 following the
(British) State of Singapore Act of 1 August 1958.
15. During my tenure as the Chief of the Navy, I took steps to move the Royal
Malaysian Navy from the Woodlands Naval Base to other more suitable bases in
Malaysia. These developments are described in more detail below. I understand
that Malaysia only finally fully vacated the Woodlands Naval Base, handing it over
to Singapore, towards the end of 1997.
(b) The Funding, Staffing and Responsibilities of the Royal Malayan/Malaysian
Navy
16. From its origins as the Malay Section of the Royal Navy, the Royal Malayan Navy
was made up almost entirely of recruits from Malaya. There were a very small
number of enlisted men and maybe one or two junior officers from Singapore, but
no more.
6
1 7. At the outset, the senior officers of the Royal Malayan Navy were all naval officers
from Britain, Australia and New Zealand. The first Commanding Officer of the
Malayan Naval Force, and subsequently of the Royal Malayan Navy, was Captain
H.E.H. Nichols, of the Royal Navy. He was succeeded by Captain E.D. Norman,
also of the Royal Navy. On the handover of the Royal Malayan Navy to the
Malayan Government on 1 July 1958, Captain Norman was promoted to
Commodore and became the first Chief of the Royal Malayan Navy. Commodore
Norman was followed in the post in 1960 by Captain W.J. Dovers of the Royal
Australian Navy. Captain Dovers was followed in 1962 by Commodore A.M.
Synnot, also of the Royal Australian Navy, who served until 1965. He, in turn, was
followed by Commodore A.N. Dollard, again from the Royal Australian Navy.
Commodore Dollard served until I succeeded him on 1 December 1967.
18. Below this level, many of the senior officers of the Royal Malayan/Malaysian Navy
were also from Britain, Australia and New Zealand, with a handful also from India.
Even in December 1967, when I took over as the Chief of the Navy, all my senior
staff were British, Australian or New Zealanders. They were only replaced by
Malaysian personnel when their terms expired. These officers usually went back to
senior positions within their own navies. All of these officers were intimately
involved at an operational level in formulating the policies and practices of the
Royal Malayan/Malaysian Navy and, in many cases, would have consulted with
their own navies on certain matters, a practice which was encouraged and was
helpful to us because it gave us a wider body of experience on which to draw in
these formative years of the service.
19. With the hand over to the Malayan Government of the Royal Malayan Navy and
the Woodlands Naval Base, Malaya eventually assumed full financial responsibility
both for the running of the Base and for the funding of all aspects of the navy. I am
not aware of whether Malaya made any payment to Singapore for the use of the
Woodlands Base from the point at which it took control of the Base on 12 July
1958 until Singapore joined the Federation of Malaysia on 16 September 1963.
7
After Singapore's separation from Malaysia on 9 August 1965, I understand that
provision was made for Malaysia's continued use of the Woodlands Base in the
Separation Agreement concluded between Malaysia and Singapore. In this regard,
my attention has been drawn to Annex 15 of the Malaysian Memorial, which
contains this Agreement, and in particular to Article V (3) thereof, which I am told
preserved Malaysia's right to continue to maintain its bases and other facilities used
by its military forces in Singapore.
20. From the point of Singapore's separation from Malaysia, I believe that some
nominal amount was paid by Malaysia to Singapore for the use of the Woodlands
Base, although I understand that this arrangement may have been revised
subsequently.
21. From 1958 to 196\ as was also the case before this time, the Royal Navy was
responsible for the defence of Singapore, which remained a colony. Between
September 1963 and August 1965, the Royal Malaysian Navy was responsible for
the defence of Singapore, as part of Malaysia. This continued after Singapore's
independence in 1965. I am told that the Separation Agreement, to which I have
already referred, provided expressly that Malaysia would continue to afford to
Singapore assistance for external defence and also for the continuation of defence
agreements that had been concluded with other States. In this regard, my attention
has been drawn to Article V(2) and Annex B, paragraph 13 of the Separation
Agreement which, I am told, address such matters. One such defence agreement
which was particularly important was the Anglo-Malayan Defence Agreement of
1957, which formed the basis of the assistance given to Malaysia by Britain during
the period of Confrontation in the mid- l 960s. Although I believe that initiatives
were taken by Singapore after 1965 to establish its own navy, I am not aware that
Singapore had an effective and functioning navy of its own until at least the midl
970s.
8
22. Following the establishment of Malaysia in 1963, we faced a period of insurgency
against Malaysia backed by President Sukarno of Indonesia. The Royal Malaysian
Navy received considerable assistance in responding to this Confrontation from the
British, Australian and New Zealand navies. This took place broadly under the
framework of the 1957 Anglo-Malayan Defence Agreement and took the form of
coordinated naval patrols by the four navies. This assistance was particularly
important because the Royal Malaysian Navy was still in its early stages of
development as an effective naval force.
23. These patrols by the four navies, which I recollect as beginning in 1963 but may
have begun earlier, were coordinated on the basis of what was known as Standard
Combined Areas for Patrol, the patrols being commonly referred to as SCAP
patrols. I do not know exactly when the SCAP period ceased but, with the end of
Confrontation in 1966, coordinated patrols by the British, Australian and New
Zealand navies would have ended. In any event, by 1968, and the beginning of the
large-scale withdrawal of British naval forces from east of Suez, combined naval
operations no longer took place on a regular basis.
24. I expect that Singaporean officials would have been familiar with the arrangements
for the SCAP patrols from their commencement in 1963 through to 1965. The
reasons for this were that, during the period 1963 to 1965, Singapore was part of
Malaysia. In this period, Singapore naval officers from what had been the Royal
Naval Volunteer Reserve served on Malaysian ships and shore establishments and
would no doubt have seen the relevant documentation relating to the SCAP patrols,
including sector designations and other arrangements. In this regard, I should note
that, during Confrontation, the Indonesian insurgents frequently made lightening
raids into Singapore to attack, for example, the oil refinery on Pulau Bukum. We
therefore had to have very tight patrols of perhaps 12 to 15 ships along the length of
the Singapore Straits to stop such incursions.
9
25. After Confrontation, the Royal Malaysian Navy continued to patrol Singapore
waters, although less intensively than before. The basis for doing so was the
Separation Agreement arrangements which provided that Malaysia would continue
to afford Singapore assistance relating to its defence. As the Royal Malaysian
Navy remained based very largely at its Woodlands Naval Base in Singapore, we
transited Singapore waters every time we left from and returned to the Base.
(c) The Chief of the Navy
26. I took over as Chief of the Navy on 1 December 1967. As such, I was responsible
for all operational aspects concerning Malaysia's maritime defence as well as for
all other aspects of the navy, including recruitment, training, administration, etc.
Chief of the Navy is not a naval rank but the title given to the person who is in
overall charge of the navy. In some countries, the position is called Chief of Naval
Operations or Chief of Naval Staff. The point to emphasise is that, in Malaysia, the
Chief of the Navy is responsible for operational matters as well as for
administrative matters.
27. As Chief of the Navy, I reported directly to the Minister of Defence. I was also
consulted by the Government on all policy matters which had a naval or maritime
dimension. I was thus involved in the internal discussions leading to Malaysia
claiming a territorial sea of 12 nautical miles in· 1969. I was consulted on questions
that arose in the context of the negotiations between Malaysia and Indonesia in the
Singapore and Malacca Straits, between Malaysia and Thailand concerning the
border in the South China Sea, and other negotiations. I was also consulted
concerning the maritime passage between Sabah and peninsular Malaysia.
28. In addition, I had extensive and on-going contacts with my opposite numbers in
other navies around the world. In particular, I had regular contacts with other
Naval Chiefs from the ASEAN countries, with my counterparts in the United
Kingdom, Australia, New Zealand and other Commonwealth countries and the
United States of America.
10
29. As Chief of the Navy, I had my own flag. This would be flown on ships and on
shore establishments when I was on board or visiting. For example, every time I
visited the Woodlands Naval Base in Singapore, the flag was hoisted, staying flying
until I left the Base.
(d) The Woodlands Naval Base and the Further Development of the Royal
Malaysian Navy
30. In 1968, Britain announced the withdrawal of its naval forces from east of Suez.
This was a significant development for us as, until this point, the Royal Navy had
provided considerable assistance to Malaysia in respect of its maritime defence.
This was especially the case during the period of Confrontation. With the British
naval withdrawal east of Suez, the Royal Navy decided to close down its Naval
Base in Singapore and the Anglo-Malayan Defence Agreement of 1957 could no
longer be relied upon as an effective framework for Malaysia's defence.
31. The immediate consequence of these developments for Malaysia was a realisation
that we had to build up our own armed forces. As one element of this, I was
directed by the Malaysian Government to take steps to equip the navy with
missiles. At this time, the navy was the most sophisticated of the three Malaysian
armed services (navy, army and air force) and it was accordingly prioritised for
purposes of development of a deterrent capability.
32. In 1970, the navy began equipping with surface-to-surface missile (Exocet)
capability. By this time, however, there was some political tension between
Malaysia and Singapore and I was instructed not to build any more facilities within
our Naval Base in Woodlands. This presented a problem as the new, and
expensive, missiles had to be stowed in specially built, air-conditioned stowage and ·
maintenance areas. In consequence of the moratorium on the construction of such
11
facilities in the Woodlands Base, the missiles had to be temporarily stowed at an
army camp in Johor.
3 3. These developments prompted me to advise the Government that Malaysia should
build naval bases on its own soil. I was given the go ahead to look for suitable sites
for such bases and decided that the principal naval base should be constructed at
Lumut on the west coast of peninsula Malaysia. Detailed feasibility studies began
in 1970, with the assistance of the German Government. These concluded in 1972.
Construction of the Lumut Base began in early 1973, most of the work being
completed by the early 1980s. By the time I retired from the navy in 1976, a few
Royal Malaysian Navy ships had been relocated to other bases in Malaysia but the
main naval force was still based at Woodlands in Singapore. I understand that the
Woodlands Base was only finally vacated by the Royal Malaysian Navy and
handed over to Singapore towards the end of 1997.
34. Construction was also begun on other smaller naval bases in the mid-1970s,
including the Kuantan Naval Base on the east coast of peninsula Malaysia. This
was completed in the late 1970s.
35. I should add, concerning the Woodlands Naval Base, that we flew the Malaysian
Naval Ensign at the masthead at the Base every day without fail. The Naval Ensign
is only flown during daylight hours. The Ensign was thus hoisted at a ceremony in
the Base at 0800 each morning and lowered at another ceremony at sunset each
day. Singapore never objected to this practice. I understand that Singapore
contends that the flying of its Marine Ensign above the Horsburgh Lighthouse
indicates that Pulau Batu Puteh belongs to Singapore. I am not an expert on
lighthouses, but, to a naval officer, the flying of the Singapore Marine Ensign, or
even the Singapore Naval Ensign, above the lighthouse would be understood as
indicating only that Singapore managed the lighthouse, not that it had sovereignty
over the island on which the lighthouse stood.
12
(e) Naval Orders and Operating Administrative Instructions
36. Naval orders take various forms. Naval discipline is addressed in legislation. It is
also addressed in other regulations and instructions. For example, in my time in the
Royal Navy, discipline was addressed in, if I recall the name correctly, the Queen's
Regulations and Admiralty Instructions. They may have changed to the Queen's
Regulations of the Royal Navy. In the period after the Malayan Government took
control of the Royal Malayan Navy until 1972, when the (Malaysian) Armed
Forces Act was passed, disciplinary matters were still addressed by reference to
these Regulations and Instructions.
37. Two forms of naval orders and instructions were, and I believe remain, particularly
important to the task of the Chief of the Navy and his senior officers. These were
Secret Operational and Administrative Instructions ("SOAis") and Letters of
Promulgation.
38. SOAis are sensitive security classified documents which address in detail the rules
and policies relevant to the conduct of naval operations. They are substantial
documents. They are prepared after careful review of all relevant materials,
including national laws and applicable international conventions. They will, for
example, contain a detailed description and coordinates of all relevant maritime
zones, both for Malaysia and for other States whose maritime zones will be relevant
to the operations of the Royal Malaysian Navy. This is necessary to ensure that
Royal Malaysian Navy' !:thips do not inadvertently stray into the maritime zones of
other States or are othenwise sensitive to areas which may be in dispute. SOAis
will also desi.gnate security areas, controlled areas and other zones relevant to naval
operations. For example, the coordinates of the SCAP areas were laid down in
SOAI 201. SOAis will also set out detailed rules of engagement relating to the use
of force by the Royal Malaysian Navy as well as other rules relating to conduct in
specific areas, for example, international straits, or, exceptionally, the use of force
by the Royal Malaysian Navy in the territorial or other waters of other States.
13
Other matters that have been addressed in SOAis include operating limitations,
towing of ships, action and emergency alarm signalling, registration and licensing
information of vessels, rules concerning the request of helicopters, and so on.
39. SOAis are issued under the authority of the Chief of the Navy, usually by his
Deputy or by the Operations Commander or Operations Officer at the Ministry of
Defence. Given both their sensitive and bulky nature, SOAis are circulated
restrictively, to senior staff at the Ministry of Defence, to Fleet Commanders and to
other senior officers. SOAis are not carried on every ship. Typically, they will be
carried on flagships and by squadron commanders. Smaller patrol vessels carried
versions of the Instructions that were appropriate to their tasks and the seniority of
their Commanding Officer. Compliance with SOAis is required as a matter of
naval discipline. Non-compliance would attract sanctions ranging from
disciplinary proceedings to courts martial, depending on the seriousness of the
violation.
40. SOAis are updated and replaced as required. They apply until revoked. Given
their sensitive nature, all copies of SOAis had to be accounted for on a fortnightly
or monthly basis, depending on its subject-matter. Outdated SOAls were
destroyed.
41. SOAI 107 addressed "Foreign Territorial Limits to be Observed". I have no
specific recollection of its details, and have not been able to refresh my memory on
the matter as all copies of SOAI 107 were apparently destroyed. I know of its
scope, however, from a partial surviving index of SOAis.
42. It is evident to me from the subject matter of other SOAis that SOAI 107 addressed
foreign territorial limits generally insofar as they were relevant to the operations of
the Royal Malaysian Navy, rather than the territorial limits of any particular State
specifically. This is apparent from the fact that SOAI 116 addressed the "Limits of
Indonesian Claimed Waters in the Malacca and Singapore Straits". From this, I
14
believe that SOAI 107 addressed general issues relating to the observation of the
territorial limits of various foreign States relevant to the operations of the Royal
Malaysian Navy, including, very probably, Singapore, Indonesia and Thailand. My
belief that this is an accurate characterisation of the subject-matter of SOAI 107 is
confirmed by the terms of the Letter of Promulgation which I issued on 16 July
1968, the operative parts of which are annexed to Malaysia's Memorial. I return to
this in more detail below.
43. Apart from SOAI 107, I am not aware of any other SOAI that addressed the limits
of Singapore's territorial waters.
44. Letters of Promulgation are issued to enforce points addressed in an SOAI. They
are issued by the Chief of the Navy and only by him. They are circulated as
appropriate to Senior and Commanding Officers. They amount to directives to the
entire navy, both ship and shore establishments, to comply with the matters which
they address. They may be general or specific. They may incorporate and further
reinforce orders previously issued in some other form, for example, by the Fleet
Commander. Given their authority, and the additional attention that must be given
to their preparation, Letters of Promulgation are not issued on a regular basis but
rather as and when required.
45. I should emphasise that normal naval orders are not issued by way of Letters of
Promulgation. Letters of Promulgation are reserved for specific orders of particular
importance. The object of a Letter of Promulgation is to inform Senior and
Commanding Officers of matters that it is essential for them to know, such as the
limits of a State's territorial waters, or particular problems associated with
international waterways or foreign waters about which they should be especially
aware.
46. Letters of Promulgation are prepared with particular attention. In my time, they
were subject to careful scrutiny both by my senior staff and by me. Every care was
15
taken to ensure that Letters of Promulgation were properly and accurately
formulated.
(3) Pulau Batu Puteh
(a) General Issues
4 7. Pulau Batu Puteh stands at the entrance to the Singapore Straits, about 8 nautical
miles off the coast of south-eastern Johor. It is about 26 nautical miles from the
nearest point in Singapore and around 35 nautical miles from Singapore Harbour.
An appreciation of what this distance means in terms of sailing time is important.
48. A small fishing boat with an inboard engine of around 50 to 80 horsepower might
travel at an average speed of 7 to 10 knots, that is, 7 to 10 nautical miles an hour.
Depending on the size of the boat and the engine, and whether it is an inboard or an
outboard engine, average speeds might be lower or higher, at the top end perhaps
around 10 to 12 knots. At these speeds, it would take between 35 minutes to 1 hour
10 minutes for a fishing vessel to travel from the Johor coast to Pulau Batu Puteh,
between 2 hours 10 minutes and 3 hours 45 minutes for such a vessel to travel from
the nearest point in Singapore to Pulau Batu Puteh, and between 2 hours 55 minutes
and 5 hours for such a vessel to travel from Singapore Harbour to Pulau Batu
Puteh.
49. A small civilian, marine or naval launch might travel at an average speed of 10 to
12 knots, possibly going as high as 18 knots. I have a recollection that Singapore
used civilian launches or vessels to supply the Horsburgh Lighthouse from the
headquarters of the Port of Singapore Authority in Singapore Harbour, which I
understand was responsible for the administration of the lighthouse. At such
speeds, it would take a Port of Singapore Authority launch between 2 to 3 hours to
reach the lighthouse.
16
50. From time to time, when I was on duty in the area, I recall seeing small launches
heading in the direction of Pulau Batu Puteh. I knew that these were supply vessels
for the lighthouse because the navy was familiar with the supply routine. My
recollection that these were civilian rather than marine or naval vessels is because I
do not recall ever seeing a Marine or Naval Ensign flying from these vessels, which
would have been standard practice. It is, of course, possible that there might have
been an ensign wrapped around the flag staff, or that the lighthouse was supplied by
vessels other than the ones I observed. My recollection, however, is that the
lighthouse was supplied on a regular basis by civilian launches.
(b) Naval Conduct Concerning Pulau Batu Puteh
(i) In General
51. I have clear recollections of Pulau Batu Puteh. The Royal Malayan Navy patrolled
the waters around Pulau Batu Puteh right from the point that Britain first handed
over the navy to the Malayan Government in July 1958. We were certainly
patrolling this area in 1960-62 when I served on the minesweeper KD Mahameru
and was in command of KD Sri Pahang as both of these vessels were engaged in
patrols in the waters around Pulau Batu Puteh at this time.
52. During the tenure of my command of KD Sri Pahang, there was one occasion
which I recall particularly vividly. I do not recall the precise date but it would
probably have been around April or May 1962. The weather on the day in question
was very calm and clear and I decided to land on Pulau Batu Puteh. It was not
often that one got the chance to get very close to Pulau Batu Puteh as the bigger
ships, because of their size and draught and the hazards close to the island, had to
keep their distance. Additionally, especially during the northeast and southeast
monsoons, the sea could be quite choppy. As KD Sri Pahang was the smallest ship
in the Royal Malayan Navy (at approximately 75 feet in length), and as I had been
specifically tasked to patrol Southeast Johor and the Pulau Batu Puteh area, I took
17
the opportunity to land on the island and view the surrounding area. I would never
have done so if I thought, even for a moment, that Pulau Batu Puteh was not
Malayan territory.
53. As it was, I sailed the ship as close to Pulau Batu Puteh as possible, stopped the
engines and handed control of the ship to my coxswain. KD Sri Pahang would
have been very clearly identifiable to the lighthouse keepers as a Royal Malayan
Navy ship. It had two 20 mm guns mounted on the deck, one forward and one aft.
The vessel was too small to be a Royal Navy ship. We were flying the Malayan
Naval Ensign. I and my crew were clearly visible and were in uniform. We wore
white uniforms, shorts, short sleeved shirts, stockings and white canvas shoes with
leather soles.
54. Once we had stopped the ship, I had a dinghy lowered. I and another member of
my crew then rowed to the island.
55. Before disembarking on to the island, I removed my stockings and leather-soled
shoes. The rocks were slippery and I wanted to be sure to keep my balance. I
recall seeing some steps leading up to the lighthouse but I did not use these and
simply clambered on to the rocks. I recall it being quite difficult to do. I remember
that the rocks were yellowish and slightly grey in colour.
56. When I was on the rocks, I recall looking up at the lighthouse and seeing a man on
the viewing platform above looking down at me. He was evidently the lighthouse
keeper. I waved to him and he waved back. After a short while, I returned to my
ship and continued patrolling.
57. Throughout the period of my naval service, I had no doubt that Pulau Batu Puteh
was a Malaysian island, even though Singapore operated the lighthouse. I also had
no doubt that it was regarded as a Malaysian island by the senior naval officers
from the Royal Navy, and the Australian and New Zealand navies, with whom I
18
served, as well as by Singapore. Quite apart from the long tradition of local fishing
in the waters around Pulau Batu Puteh by the fishermen from the south eastern
Johor coast - with which I was directly familiar because of my naval duties - my
sense of Pulau Batu Puteh as a Malaysian island was consistently affirmed by
various factors.
58. Before I mention these, I should note that, during my period in the navy, I do not
recall that we ever had any difficulty with the fact that Singapore was operating a
lighthouse on a Malaysian island. One of the reasons for this was the historically
close connections between Malaysia and Singapore, going back to the British
period. We were also all aware that Singapore had for many years operated other
lighthouses on Malaysian territory. For example, as a naval officer, I was familiar
with the Pulau Pisang Lighthouse. Singapore operated this lighthouse but we all
knew that it was located on Malaysian territory. To those of us in the navy,
Horsburgh and Pulau Pisang were seen in similar terms. Singapore was running the
lighthouses but both were on Malaysian territory.
59. Singapore never asked for permission to supply the Horsburgh Lighthouse and
Malaysia never expected it to do so. Singapore had been running the lighthouse for
many years. It was not a source of difficulty. The Royal Malayan/Malaysian Navy
regularly patrolled the waters around Pulau Batu Puteh. We did so on a transit
basis. In other words, we did not give the island special attention, in the same way
that we did not give special attention to the many other islands along the Malaysian
coast. Malaysia, both peninsula Malaysia and the eastern states of Sabah and
Sarawak, has a very long coastline of around 4,300 km. At times, there may be a
particular need for a naval presence at various points along the coast. The Royal
Malaysian Navy does not have unlimited resources. This was even more the case
during the period of the Royal Malayan Navy all the way through to the late 1970s
and early 1980s during which virtually all of our fleet was based at the Woodlands
Naval Base in Singapore. Royal Malayan/Malaysian Navy patrols in the area
19
around south eastern Johor and Pulau Batu Puteh were thus routine. We did not
generally lay anchor off the island. There was no need to do so.
60. My understanding that Pulau Batu Puteh was a Malaysian island was consistently
affirmed throughout my naval service by various factors. I have already noted that
we patrolled this area routinely from the very first days following independence in
1957 and our control of the Royal Malayan Navy in July 1958. To my knowledge,
and, certainly, as I took on progressively senior roles in the navy during 1967, I
would have been aware of such developments, Singapore never once protested
against these patrols. In illustration of Royal Malaysian Navy patrols in the waters
around Pulau Batu Puteh I have been shown, and do now exhibit hereto as
Attachments 1 - 5, Passage Narratives and Reports of Proceedings of a number of
Royal Malaysian Navy ships which conducted patrols and other activities in Pulau
Batu Puteh waters in the period January 1965 to November 1971. I confirm that
the patrols and activities to which these documents refer took place routinely in
Pulau Batu Puteh waters throughout the period of my tenure as Chief of the Royal
Malaysian Navy from 1 December 1967 to 31 December 1976.
61. Pulau Batu Puteh's status as a Malaysian island was also affirmed during the period
of my service on board HMS Cavalier in 1962, the British Royal Navy destroyer, to
which I have already referred. During this time, we used to go off to the South
China Sea, from the Naval Base in Singapore, to conduct submarine exercises. As I
have noted, on our return, it was the practice to undertake blind navigation
exercises. For this purpose, we were required to plot a course back to the Naval
Base by taking navigational bearings from various points "on Malayan territory".
On this basis, as we approached the south eastern tip of Malaya, I would plot a
course taking bearings, on the one side, from Tanjung Penyusoh, and the small
islands, such as Pulau Lima, just off this point, and from Pulau Batu Puteh, on the
other. Of course, we were then engaged in blind navigation and our principal
concern was to avoid hazards to navigation. We were not directly concerned with
the status of the island. I note the point, however, to illustrate that Pulau Batu
20
Puteh featured regularly in operational discussions with the Royal Navy at this time
and was always regarded, without any doubt, as a Malayan island.
62. There were also other occasions, when I was on exercises with the British,
Australian and New Zealand navies, that Pulau Batu Puteh featured in the planning
and was again uniformly regarded as a Malaysian island. The SCAP area
designations, to which I have already referred, and which were common to the
Malaysian, British, Australian and New Zealand navies, all featured Pulau Batu
Puteh. I do not recall any discussion or comment in the context of these
coordinated patrols that alluded to Pulau Batu Puteh in terms that suggested that it
was anything other than a Malaysian island. All of the ships taking part in these
patrols had charts on which the territorial waters of the various States were clearly
marked, including the extent of Malaysian territorial waters and those of Indonesia.
When Singapore separated from Malaysia in August 1965, Singapore's territorial
waters would have been similarly marked on the charts.
63. Another element that I recall, which affirmed Pulau Batu Puteh's Malaysian
character, were the requests by the Royal Navy for permission for the survey ship
HMS Dampier to survey off Pulau Batu Puteh. One particular request of which I
subsequently became aware, was that on 20 February 1967 at around the time that I
was informed that I was to take up the position of Chief of the Navy. The request
came from the Royal Navy Office of Commander Far East Fleet, Singapore to the
Ministry of Defence (Navy), Kuala Lumpur requesting clearance "for HMS
Dampier and detached parties to carry out surveys in West Malaysia". The
coordinates of the survey given in the letter of request, which I have been shown
and exhibit hereto as Attachment 6, are the coastal reference points of the survey to
be conducted. The survey included the waters around Pulau Batu Puteh, as is
clearly evident from the Fair Sheet Report of HMS Dampier in respect of this
survey. The Fair Sheet Report, which I have been shown and exhibit hereto as
Attachment 7, was signed by the Captain of HMS Dampier.
21
(ii) The Letter of Promulgation of 16 July 1968
64. The clearest naval practice affirming Pulau Batu Puteh's Malaysian character
comes from my Letter of Promulgation of 16 July 1968 and the chartlets and notes
attached to it.
65. Because of the heavy maritime traffic through the deep channel to the north and
west of Pulau Batu Puteh, Royal Malaysian Navy patrols would usually stay to the
south, east, or north east of the island, ie, away from the main shipping channel. To
the south and the east, however, there was a risk of running into what we referred to
as Indonesian Claimed Waters ("ICW"). Some time before I took over as Chief of
the Navy in 1967, Indonesia had unilaterally claimed a territorial sea of 12 nautical
miles. Pulau Batu Puteh is less than 8 nautical miles from the Indonesian Island of
Pulau Bintan. Pulau Bintan is about 5.6 nautical miles from South Ledge, which
we also considered to be Malaysian.
66. Malaysia first claimed a territorial sea of 12 nautical miles in 1969. When I took
over as Chief of the Navy in December 1967, the question of Malaysia's territorial
sea limits was actively under consideration. As I understand it, the Geneva
Convention on the Territorial Sea and the Contiguous Zone, to which Malaysia was
a party, provided that, in the case of opposite States, the outer limit of the territorial
sea was to be the median line between the two States. Given the width of the
Singapore Straits (less than 12 nautical miles at its widest), Malaysia and Indonesia
would have had overlapping territorial claims in the area. We therefore began
discussing maritime delimitation issues with Indonesia at this point, concluding an
agreement delimiting the continental shelf between the Malaysia and Indonesia in
1969.
22
67. The depth of the water in the area around Pulau Batu Puteh is variable and includes
a number of navigational hazards. I have been shown a large scale version of
(British) Admiralty Chart 2403, which I had annotated and attached to my Letter of
Promulgation of 16 July 1968. I understand that Malaysia will be attaching this
large scale version of the chart to its Counter-Memorial. Reference to this chart
shows that the water depth immediately to the south and the east of Pulau Batu
Puteh ranged from around 7 fathoms ( or 4 2 feet or 12. 8 metres) to around 19
fathoms (or 114 feet or 34.7 metres), the average depth being 12 to 14 fathoms.
The chart also shows a 10 fathom line as well as Middle Rocks, South Ledge and
other navigational hazards in the area.
68. The importance of these factors is that, when it came to drawing up the Letter of
Promulgation that I eventually issued in July 1968, two factors weighed heavily on
the process. The first was the need to identify the limits of Malaysian territorial
waters, pending the extension of these waters to 12 nautical miles, which I expected
would occur. The second was to identify the limits of foreign claimed waters,
notably those claimed by Indonesia and the limits of Singapore's territorial waters.
The reason was to ensure that naval operations were sensitive to the limits of these
waters. In particular, especially as Malaysia had just emerged from the period of
Confrontation with Indonesia, I wanted our ships to be aware of and respect
Indonesian Claimed Waters. This was the reason for drawing up the Letter of
Promulgation in 1968. The narrow width of the Straits and the shallow depth of the
waters meant that the annotation of these limits on the charts had to be done with
prec1s10n.
69. As the Letter of Promulgation indicates, its purpose was to show "the outer limits
of Malaysian Territorial Waters and foreign claimed waters in West Malaysia" for
the information of Senior and Commanding Officers. While only Commanders and
other Senior Officers will have seen the Letter itself, the chartlets attached to the
Letter were provided to all Royal Malaysian Navy ships and the details would have
been incorporated on to their large scale charts.
23
70. The notes and chartlets attached to the Letter of Promulgation indicate clearly both
the outer limits of Malaysia's territorial waters and various points of uncertainty,
which we were concerned to represent faithfully. Thus, referring to "Chart 2403 -
Singapore Strait", which is attached as Map 25 to Malaysia's Memorial, a number
of boundary lines (actual or claimed) are depicted in manuscript annotation on the
original Admiralty Chart. The thick solid line that runs the length of the Singapore
Straits marks the limit of Indonesian Claimed Waters, as we understood them to be
at the time. This is evident from the by now rather faint, but nonetheless still
clearly visible, manuscript annotation along the line "Limit ofICW".
71. The thick solid line that runs between Malaysia and Singapore, to the north, west
and east, is the boundary line described in detail in the Straits Settlements and
Johore Territorial Waters Agreement of 19 October 1927. There is a typographical
error in the reference to this line in the notes attached to the Letter of Promulgation,
which refers to this as the "1923 Treaty".
72. To the east of Singapore, at the point of the Johore Straits between Singapore and
Johore, the thick solid line comes to an end, being picked up further south by a
lighter pecked line which diverges to the east and the west. At this point on the
chart, there is another faint manuscript annotation which reads "See Note l ". Note
1, in the notes attached to the Letter of Promulgation in respect of this chart (which
is attached as Annex 76 to Malaysia's Memorial), provides:
"The boundary between Singapore and Malaysia would seem to
be still based on a 1923 Treaty [sic] between the British and
Johore Governments which specifies the centre of the deep water
channel of the Johore Strait as the dividing line. As far as can be
ascertained, the exact line has never been officially drawn and
published. As the treaty can be interpreted more than one way
south of Calder Harbour, the dividing line in that area has been
omitted on this chartlet. The pecked line south of the Johore
Shoal Buoy represents the outer limit of Singapore/Malaysian
Territorial Waters."
24
73. Where there was uncertainty about territorial waters' limits, we were thus careful to
reflect that uncertainty. The pecked line at this point, which became a solid, but
still somewhat faint line, reflected Malaysia's understanding of the limits of both its
own and of Singapore's territorial waters at the time.
74. The continuation of the faint solid line which follows the arc of the south eastern
Malaysian coast continues to depict the outer limits of Malaysian territorial waters.
Where this comes to a point adjacent to Pulau Batu Puteh, Middle Rocks and South
Ledge, this line takes the form of a circle around the three features, indicating that
the three features fall within Malaysian territorial waters. At the point at which the
territorial waters line intersects the line showing Indonesian Claimed Waters, it
takes the form of a pecked line in the area adjacent to the Indonesian island of
Pulau Bintan. At this point, there is another manuscript annotation on the chart
reading "See Note 2". Note 2, on the notes accompanying the Letter of
Promulgation for this chart, provides:
"The pecked line south of the Horsburgh Light represents the
outer limit of Malaysian Territorial Waters as authorised by the
1958 Geneva Convention, i.e. a three mile circle around South
Ledge flattened at the southern end by a true median line between
South Ledge and the isolated rock close north of Tanjong Sading.
R.M.N. vessels are to comply with S.O.A.I. 107 in regard to this
area."
75. As I examine this chart today, and read the accompanying notes, 36 years after I
issued the Letter of Promulgation, I am quite clear that, in 1968, we had no doubt
that Pulau Batu Puteh ( as well as Middle Rocks and South Ledge) were Malaysian
territory. Equally important is the fact that these chartlets formed the basis of the
ongoing Royal Malaysian Navy patrols in these waters to which I have already
referred. The only restriction that they marked in respect of patrols in the waters
around Pulau Batu Puteh was south of the line marking Indonesian Claimed
Waters.
25
(c) Local Fishing Practices and Piracy Control
76. As a result of my naval duties, I had some familiarity with the practices of the
fishermen from south eastern Johor in the waters around Pulau Batu Puteh. This
requires further explanation.
77. During Confrontation with Indonesia from 1963 to 1966, the Royal Malaysian
Navy patrolled actively in the waters of the Singapore Straits, including around
Pulau Batu Puteh. For reasons of security, all Malaysian naval vessels patrolled
completely darkened, without even navigation lights. The safety of the ship, as
well as of other vessels in the vicinity, thus lay completely in the hands of the
Commanding Officer. We navigated using radar.
78. In the circumstances of Confrontation, and navigating in this darkened state, we
had to be particularly alert. Whenever we identified a small vessel of whatever
kind, we stopped it and boarded it for purposes of identifying who was on board,
where it came from and whether it was a fishing vessel, a vessel engaged in barter
trade or a vessel engaged in the insurgency. There were many occasions like this
when we boarded our own fishing vessels in the area around Pulau Batu Puteh.
They were the vast majority of such vessels in the area. Once we had identified
that they were Malaysian fishing vessels, we allowed them to proceed.
79. The barter trade vessels were mostly in the vicinity of Singapore, coming from the
Riau islands. I do not recall coming across fishing boats from Singapore in the
vicinity of Pulau Batu Puteh. As I have noted, it would take a small fishing boat
between 3 to 5 hours to reach Pulau Batu Puteh from Singapore. This is quite a
time and distance for local fishermen to travel in small boats simply to reach a
fishing area. It is not surprising therefore that the waters around Pulau Batu Puteh
were used almost exclusively by Johor fishermen.
26
80. There is another element to this. Because of the heavy traffic in the international
shipping lane to the west and north of Pulau Batu Puteh, it would be impossible for
local fishermen from the Johor coast to do any fishing in this area. It would be
dangerous and the current is fast. Any nets or lines that they might use would be
quickly cut if they became entangled in the propellers of a large ship. For this
reason too it did not surprise us to find Johor fishermen in the area around Pulau
Batu Puteh. These waters are relatively sheltered.
81. I turn finally to the question of piracy. There was, during my time in the navy,
quite a lot of piracy in the Singapore and Malacca Straits. However, there was very
little in the area around Pulau Batu Puteh for a number of reasons. First, it is an
exposed area with little place to hide and not much hope of outrunning a marine or
naval vessel in open water. Second, piracy was mostly directed towards the barter
trade. As I have noted, most of the barter trade took place across the waters leading
to and from Singapore, not further to the east. Third, another focus of pirates was
big, expensive fishing nets which they could sell for good returns. Because of the
costs of such large nets and the limitations on using them in the area of the
international shipping lanes, Johor fishermen used only small nets. These were not
so attractive to pirates. For these reasons, therefore, the navy did not encounter
many pirates in the waters around Pulau Batu Puteh.
( 4) Conclusion
82. Throughout the period of my naval service, there was never any doubt that Pulau
Batu Puteh was part of Malaysia, notwithstanding that Singapore operated the
lighthouse. This was the basis on which I conducted patrols in the waters around
the island. This was the reason why I felt free to land on the island in early 1962.
This was the understanding that evidently underlay the conduct of Senior and
Commanding Officers from the British, Australian and New Zealand navies with
whom I worked. This was the basis ofmy Letter of Promulgation of 16 July 1968.
27
Solemnly affirmed by )
KARALASINGAM THANABALASINGAM )
on ,~December 2004 at k\l~ WM\NA.., ) ,,,.,.~, ,~ .
28
Before me,
ATTACHMENT 1

-1-
Passage Narratives
1) 1964 October 2nd, K. D. Hang Tuah commissioned for service in the Royal
MalaYsian Nuvy.
From 5th to 22nd she carried out post refit trials.
2) Work up in Portland 23rd October to 6th November 1964
Generally, the weather was unfavourable and the visibility
poor, causing several surface, A. A., NGS Firings and helicopter trials
to be c2.ncelled. One complete da._v' s serial was lost due to boiler
condenseritis. The final inspection by the Admiral was also cancelled
due to a major steering gear failureo
While in Portland, the ship participated in the home Command
SMASHEX on the night of 27/28 October. Hang Tuah was the first ship to
sail and the second surface vessel to arrive on the scene of the exercise,
of'f.' the needles, the first ship being the MTB HMS BRAVE SWORDSMAN from
Portsmoutho A signal f.'rom F.O.S.T. was received which read as follows:
"You got away very smartly this morning and carried out your
part in the exercise competentlyo Your communications were particularly
good."
3) Portsmouth to Gibraltar
Sailed Portsmouth 0900Z Thursday 12th November f.'or the first
leg of the passage home to Malaysia. After leaving harbour, proceeded to
St. Helens Bay, off the Isle of Wight for an hours MFDF calibration. On
completion, course was set for G-ibral tar at 15 lmots until 2100 when the
second boiler was shut down and speed reduced to 10.5 knots. For the
first 3 days, the sea was rough and strong wind blew from the South West,
this bringing the speed down to as much as 8 knots at times. After
rounding USHM1T, course was set to pass about 20 miles of'f Cape Finisterre.
Sights could not be taken due to continuous cloud but radio fixes indicated
the ship to be port of track, being blown by the strong vtlnd and set by the
current to the baY of BiscaY. On the final day in the Bay of Biscay, Sun
sights confirmed our position and course was adjusted to regain track.
On the morning of the 15th, the wind die down and the sea was calm except
from a long swell from the North West. The good weather remained for the
rest of.' the passage. ISLA BELENGA LT was raised visually at 20 miles
and we paased about 13 miles to seaward of it to evade the small inshore
fishing crafts. Speed was increased during the night to 11. 25 knots to
regain the time_ los_i; ~ilst in the Bay. On the final morning we had
a few hours in hand and this was used up for cleaning ship. Al.though
Gibraltar was a familiar harbour, a pilot was compulsory. Arrived 1100 ( -1 )
17th November and secured alongside 42 jetty.
4) Gi.bral tar to Malta
Sailed Gibraltar 0800 (-1 ) Friday 20th November. Again a pilot
was embarked and disembarked immediately outside the brealrnater. The ship
proceed to the triplane target east of the Rock for A.S practice and finally
fired a pattern projectile. J..:fter recovering the A.S bombs, course w_as set
for Malta. ALBORJ..N Island Wf}S raised on type_ 909 at 16 miles at 1730 (-1)
soon afterwards, both engines was stopped for temporary repairs on the
eccentric oil pay to be made. Course was resumed after repairs, 7j hours
later but after a short while, leaks in the oil pay developed again. It
was decided that F:1'1, Malta be adv2.11c.ed a day so that the dockyard could
make a lasting repair on the fan and still sail for port said es scheduled.
Speed was increased to 15 knots on the afternoon_ of the 21 st. during the
Dog watches, the gyro brike down and the AGMC was used for stee:ting until
about 3 hours later when the gyro Ylas believed to be working correctly
again. ~e next morning, at suru:ii.ae, the gjro was found to have an error
of 1 degree high and this error remained for the passage home. The
weather was fine throughout and a set of about i to f a lmot f'rom astern
was experienced along the North coast of' Af'rica. Gazo was raised on
type 909 at 21 miles and speed was adjusted to make ETA. The ship entered
Grand Harbour at 1500 (-1) and secured to head end stern bouys in Dockyard
creek.
It is worth noting that the vast number of churches spires
and towers, most of them coru3pics, can cause confusion in identifying
-2-
8) Aden to Cochin
Sailed Aden 0900 (-3) 9th Dec. for two Maxbus serials with RAF
Hunters. The first sortie arrived at 1010 2.nd carried out several realistic
attacks and we fired break-up shotso For mutuaJ. benefits, the ship streamed a
spalash target which the Hunter fired with such accuracy that it shook the ships
company, especially the bofor aimerso On completion of the second serial,
we turned back for Aden because brine was mistake discharged into the feed tank.
Arrived harbour 1515 (-3) and berthed alongside H?lS ZULU. Both boilers had to
be cleaned and 2 days later, at 0545 (-3) we slipped to a fuelling berth. Af'ter
topping up with fuel, we sailed at 1040 (-3) without the first lieutenant. who
had been landed to hospital for treatment on an injured finger caused whilst
hoisting the whaler. On both occassions of berthing and unberthing at the
fuelling berth a pilot was embarked. After clearing the harbour, course was set
for Cochin at 13 kts to meet the origi.'laJ. ETA. The weather was fine and accurate
sights wee taken. Passed socotra on the morning of the sunday and course was
altered to make landfall on Minicoy. Sights taken indicated the ship to be to
stbd of track and the distance off track kept increasing to regain track. The
good weather had allowed good progress and sights indicated we were aJ.1 ahead
of DR. on the night of 16th, the second boiler was shut and speed reduced to
1 ~ kts. The . next morning, Minicoy was raised on type 277 which confirmed our
position, and an hour's before firing practice was carr.i'.ed out.·. Arrived
Cochin at 0900. (-.5i) and berthed at Indian Naval Jetty on INS Talwar. The
channel in and out of harbour is well marked with buoys and beacon.at
9) Cochin to Singapore
S'ailei. Cochin 0900 (-51 ) 21st December on the last leg of the passage
home. .A.f'.ter waiting off the Fairway buoy for a.bout 3 hours in the hope that
to 14a1abar Coast. Early next morning, course was al. tered to the: south :in
preparation to evade cyclone Tiros, which at this time. was just east of,.Ceylon
At noon, When further reports of the cyclone Wa.8 received•' course was altered
to the south east and finally, when reports confirmed·that Tiros ha.a taken the
usual path of moving northwards, east o-f' Ceylon we al.tered· course to return
to· the original. track. The weather during this tillle:.of the year expected
and the set was northerly and· on ghe final. day, before 'making landfall on
Nicobar• sights indicated we were some 5 miles· north of track and course was
·adjusted accordingly. By this time too, we ·a1fre directed by Xindef to refuel
at Penang before making passage down the Malacca strai.ts. The second boiler
was flashed up and speed increased to 13 kts at noon on the 26th. The following
forenoon we came. across scliool of Whal1es and they provide a good practice fot
the SCR' s crew. At 0700 ·(-7t) on Monday December the ship came to anchor at the
Kan of War anchorage, Penang. The First Lieutenant, who had flown out from
Aden rejoined us with a few bags of mai1, Yrhich boosted the morale of the
ships company a little., since no leave was granted to various factors. .A.f'ter
topping up with fuel end the ship touched up for the ard val in singapore, We
weighed anchored at 1730 and proceeding out of Penang via the southern entrance.
On the way down the Melaka Straits, patrols were carried out with the ship
completely darkened. On the 29th, a rendezvous with Perak for mail was made.
The morning of the 30th poured heavily with rain until about 03()0. We proceeded
up the Johore Straits to R/v 1{D Mahamiru, flying the broad pennant 'of '
the Chief of the Naval Sta:f'f. At 0800 the ship fired a gun salute to the C in
C Far Eastern Fleet off Bierlieu Shbal Buoy. Hang Tuah secured to M1
buoy at 0900 (-7t)
10) Exercise and Patrol
Slipped 14 b~r.th 1400 (-7-i) Monday 11th Jan. 1965 for exercise off the
east coast and night patrols. between Horsburgh Lt. and Jasons Bay. The patrols
were fruit1es13. as the sea·was fairly rough, force 4 to 5 and landings by sea
al though not possibl.e. ~as_ unlikely.·
The exerciees carried out were 1 Maxbus serial in -which YJ> Mahamiru joined
us before proceeding to Tawau; 2 AALRF, 2 AALRX, RI:{ NEX with illwuinants, TOWEX
light jackstay transfer, RAS, OO'N manoeuvres and on al.I stages operation
awkward. The ship retunied to harbour for the weekend.
-,., .)-
The direction of the flow of the tidal stream was anthor factor when firing
at anchor. Other eX:ercises were o1so carried out by day except off days,
when ship remained at 'l'.a~vau for ma.intai~ance. Amon&. ~?e exerc::.se conducted
were OOW manoeuvres, 4" surface, 40/ 60 surface, small arms shoot, rt.AS beam
jackstay transfer, heavi.ns line transfer and other internal exercises. For
recreation, which was badl.y needed due. to the long stay in Ta,;au, sv."imming
games with the local teams and deck hockey were among the favorites. Mabul
provides the best swimming place and a good anchorage on the north~rn side
of the island. The ship anchored at 5 cables offthe shcre.
The only defect developed v.-as condenseritisS and we had to remained
alongside Tawau jetty for three days before repairs were completed. During
the period HANG TUAH was in Tawau, things were quiet and the kumpi t trade
was decreasing. HMS Killesport rel.uved Hang Tuah as guardship on Saturday
1.5 May.
19. TAWAU TO SINGAPORE. ------------------
Sailed Tav.-a.u U.00 (-8) Saturday 15th May for Singapore. Lt Teo Kim
Chooi RMN attemptillg his ocean Navigation Certificate planned the passage
home. Course was set via "Sibutu Passage" at 13 kr,otsand by the :forenoon
of the :foUowi.ng day, we were in the _Malawali Channel. At 1400 tlle ship .
anchored "at ·279 Kuicuban Island 5 cables :for swiJDm.ing. The island provided
a good ·beach al though 50 yards off the . sh_ore, the island was surrounded .
by roclcs and c_orals which -~a_de _the pa,ss11g~ for the' _whaler- a _l_itt_le. tricky
for the ~al_er at low __ water •. the sllip got unden.ay _again at 1730 _and by
1900 was clear of Malawali_ Channel. The _remainder of the. passage was
wieventf'ui exce_pt :f_or the· 1ast stretch from REPON<:- to HORSBOROU~H Lt.
A :fix taken at 024.5 (-}i) (a range and b~aring .. from ,Pul..au Repong) indicated
the ship to be on DR, but _the following moming, _whetl. a good fix 1'as taken
at 0900 it was found that we were 13 miles north ld:tiz off track. Course
was altered south for the straits. Arrived SNB 1530-(!l-).
20. U'fi__:_~~-PATROL AND··-~ISESa-
Sailed SNB 1400 (-7!) Sunday 6th June for patrol off ~anjong }'unggai
At 1900 Sri Kelantan acting under the orders of Hang Tuah ea.me onboard for
briefing. She was' ordered~ to patrol SOlltb of Punggai and we patrolled Et
east of Punggai, a 5 miles line of 055/23.5. ~ere no .i,n!=Cidents during the
night, but the foll~ m~rJling. a susp~ciw~. l_<!olg.ng s~~~r~t was
investigated ti be ba.r:t;er trader. the .boat was hlLn~d _over .to the Poll.ce.
C~se was aet for Pu.~ Aur. for A/S Qhe~k f.i~~. Mt~r. r~~(?Ye~ .. ~ght
squid Projectiles, p_rocQ~ded south_ to 'B/V with ~-~~z:e9::cp f'<>r_~~l. Thi!_ stern
rig was used. ·Although _the :floa:t line were part~d .1'-8. ~ged t~ rec~ver it
without the marker. Completed fuell;ng ~ 9~ and_c11.rri~~- out ~eaV?,-llg).ine
transfer for mail. On completion, course was set the same patrol area,
Sri Kel~tan gi'.9'en ~~ ~a.me patrol· again·. :Anoth~.r U;Jiev~ntlul_ ~igb{_i,assed
During the fo~oon, If/V with H. M. Submarine for casex M/5. Exercise
completed .at 12()0 and c~rse s_et to ivv.:-!i(t~::r~~{.s~4c1ii_~~i -~~f RA.s.~:~.o~
'.rliis went_ smoothly and~ __ K_l!WJJ1d~ ·. ~Olllp),ett=!~_.11.t, 1.¥>9! _T~e. s~e. p9:t_~~i. . ,11..~.
again carried out dll~- th~ night an_d __ a_g~~- w.i.~~- n~ _ inc_i;de~t_s.~---~~e _f'(!~lowing
proceeded to II 1 _ ~uoy._ u.rived 1000 ._and.-s_ai!~~ a_~IL_lll; ,at_ ,140~ for patrol in
Eastern Singapore straits. Suspicious contacts were irivestigated with illuminen
t11 to be f:J_oating logs and debris. No more excitement occured dllriJ18 the night
At dawn CQllT.~~ ~~-~~~j;_ .f'.!?.r .. :~tm: arriving :.a.t 0930, secured alongside Tidepool far
fuel. Sailed again at 1630 for the .same patrol in the eastern part of the
.straits._ At 2200 we were ordered to patr.ol. ott. ~oraborough Lt; in place of
.Agincourt, who had developed eJl8ine trouble. At '23~0 a'.'f'a.st sampan was ·sighted
Ulumina ted and a Bofor warning shot wa: .s fired. The sampan 'stopped and . on
investigation they turn to be 2 Indons Chinese going back to Indon~.siil from
Singapore in a twine engined boat loaded with bi"scuits.>they 1Vere 'held onboard
and turned over to the police the following morning. The· ship then proceeded
to M1 Buoy. Arrived at 0900 (-7t). ·
21 • y!.g!._ CR~_!::AS! co~~!~!.!!.~.
Slipped ll1 Buoy 1700:t:$x (-7f) 11_t,~ .J~e .and proceea_ea down the
straits :for Seletar~· t 7.50 came to starboard anchor, just of'f J;llE! main channel
south of .seletar buoy. At 1910 V.I_.P. party, consi.stilig of Tu'.11' ~zalc_ (Acting PI(
Inche K.d Kai Boh (Min. fa, Housing), H.A_. Reg_ent of Pe,1'.lls; :lmer{~a.n hbasador
H.E. Australia.idligh _Caiudasioner, plus 2 and a detective ar~ved~ ·we:igbed _
anchor at 1920 and proceeded down the chamlel. On olearing Singapore straits
. . '-.
-4-
boP-ts snd troops v.-erlll' embarked end assa_ult landings were exercised. ,\fter
6 break for supper furtr.er landing trials on beaches were c~rried in complete
darkness. Returnee. to anchorage at 04.30. Sailed 0800 the I,ollowing morning
for final rehearsal, before the night's exercise. Completed rehearsal at
1000, but one boat was daiuagod in a collision and had to be ~~th drawr.
from the final exercise,
EXERCISE DRAKE'S_DROK.
During the forenoon various observers arrived headed by Brigade
Caumander 3 CDO and NOIC West Malaysia. With boats and troops embarked
sailed 1915 to R/V with Sri Trengganu North of Pulau Babi Besar. Arrived
R/V on schedule and boats were lowered and troops disembarked into the boats.
The ship then carried out a patrol off Babi Besar. Waiti.mg for the arrival
for the boats to return from the raids on Pulau sibu. The exercise was
abs.ndonest because the boats were swamed by the breakers on the beach.
Hang Tuah proceeds towards Sibu and anchored 1. 7 miles off the assual.t
beach to col.lect "survivors" By the morning swarmed boats were refl.oated
and al.l. boats and personal were embarked before detaching Sri Trengganu
to Singapore with the enemy and Hang Tuah proceeded to ,:ioman. Came to
anchored at 1200. At 1740 after embarking 1 MSSU and boats, sail:d for SNB
arrived at 0350 and anchored in quarantine anchorage· to disembark troops
Weighed ancaor at 0715 and proceeded to alongside berth. Secured in no 8
berth bows east. The tug assisted in berthing as a strong wind ·was blowing
off the jetty. ·
27. ANTI,r-mmm»ER.J:,!DOL.
Slipped 'C' Buoy 0900 (-~) Tuesday 7th Sept. and proceeded to
Singapore ·.stra_.i.ts 1'oz:· tra:ils on main bearings~·:Tri:al.s were· su'.ccessi\i1i.y
completed,· aa.rJ;led ou.t m.glii; patrol off Boriiboro~gh -~_-: P~tr.ol· was·urievenful
except for the sig~tirig of a B.T. boat. Ji_eturnea." t~ 'l.f' Buoy tOOO on 9th.
Slipped aga."in at 1·615·for pa.trol ·ott·Sultan·Slioal.. Duri-ng the niorn:irigwa.tch
of the 10th, one darken ·sampan with twi.ri outboa.rb, /ere.wed by two chi:riese ·was
intercepted • Preliminary investigation· showed they were from Indonesia ·
and pm they were handed to the police for f'urther investigations~ The ship
then proceeded to the· lrlalacca straits to ·patrol; off· Cape llicha.rdo~- For the
next 7 days~ incident :that took place were the sighting of two Indonesian
merchant slii;s· . of which ·photographs were '-takeli. One 'Indonesian war&hip
-~ navigation l.igi,its 'was sighted and tli~t ·1a, be "a: Kron~tadt class.
On the 17th hands were' closed up a:t action stati6Ji when the a: Shaltleton
reported an Indcnesian ·warship" proceeding t~dlf our patrol 'area.. ori ,•',
ga1 ni ng contact s~e 'was tbaught to be 'Bf class and :shadowed -~iil1- _ she was
seen beading Qli'B. On Kanday 13th a halo from· IC.L.: landed for 'anti piracy
patrol and recce. One sortie was flown. The following day another helo was
attached to the ship and two sortiea WIUSe flown. On 14th, f'ulled abeam a t sea
from BFA TIDE SPRING. A trip was made to Port Dickion to collect mail. For
reareati_c:ii1~- decic:)ii)c;,ic;ey ~-- played against ship working unders the orders of H
da.ng Tuah during the Dog watches. On Wedneaday 15th, Senior Officer Flotillas
carried out general i.Jia.pe_c.tion of Im tiara. The -~hip' also carried ""out seversi.l
exercise:s, llajorD-.C~X/Steering·gea.r '!:iijalc downs, Towex,' .man over''board ..
OOWmanoeuvres, rocket· and·-su+l arms firi.ng, and° heaving· line' transfer.
Returned ·to 'Singap~e·:stra.ita cm.~ 171.li'.far 1L night patrol. :off
Horsborc,ag.b. 'li&iit •. Th~ following ·morning 'returned to $NB to ammurii tion
ship. On completion,; moved t"ci berth 14 South and secured at· 1130 '(~7f) on
Saturday 1 8th Sept 'ror SYP. .
28. SINGAPORE TO TAWAU.
Sailed SNB 0830 (-7!) Saturdqy 2nd October. Onclearing Singapore
straits, steered 068 1;o pass north of Subi. Np ,al.l•w&n,ce for .. curr~nt .~as.
made as it was negligeapl,e. Course was altered .. to 075 .on -p~ssing .~bi. f:pr
Tanjong Baram. Evening atara showed we were norj;p of'_ tl:'.a~k and on DR. The
following morning on.raising land.at 0400 (-,8).w!:'.wei::e 15 mil_es~t_h_of .·
track. Course was al.j,ered to regain otiginal track. Arrived Labuan 1_ 230
(-8) berthed on shell jetty bows east.
Sailed 1500 the same day after unloant.· . st9res _and t'ulled. C011rallse
and &J>!ed was aet to arrived Kalawali Channel.. a a.awn. On e~tering· Ma1a.w
Chanriel ~t)8ed was increa.aed to 14 knots. the t de ·was 111th us all the way ana eveb "though we lwl tll
-5-
stop :t'or t,fo hours to repai:· the engine, speed was ·reduced to R/V wA Cold Ran
Ranger 150 :iand :i'.ock 9 at 0700 (-6) !'or :U.S. On complQtion of fuelling, catte
to .:.nchore in :mchor bertt; ';,' at 0900-( 8) Tuesday 1 5th October.
29. TX,'i'AU GUARDS~i":F. -------------1!
This was the third time Hang Tuah performed the task of guardship
this year. Took over dutmes 1400 (-6) from HMS BLACKPOOL on 5th october
'fhe ship carried out norm.a],. night patrol except on 2 off nights and 1 when
we had steering gear bre:akdowri. Kumpit movements have thinned down to a
large extent in this area. 2 NGS firing were carried out and failed to fire
on a 3rd exercise when communtions wi~h the spotting bearer was not acheived.
Various exercises were carried out those included were 4" surface, starshell
4D/60 surface and AA, 2" rockets and small arms firing, OOW manoeuvres
heaving line transfer, RAS abeam and astern and squid firing. Recreation
was played games mostly and a bayan once at Mabul. J.. defect on the steering
engine developed during the 2nd week while the ship at Wallace Bay. Passage
was made to Tawau on hand pump steering and the ship arrived at anchor tnd
remained in Tawau all night, to determined the damageddone and fine any
solution possible and if repairs could be done locally. It was found that
~•e damage was the major one and a new engine had to be found. From then
-1wa.rds the ship move from A to B on hand pump steering and guard ,ship duties
was carried out as normal. One further de't'ect was. disc·overed on 19th on
the gyro when it was reading 2 low. Checks was made and nothing obvious
was discovered except for the slight noise being generated. The error
fluctuated f'rom '5 'high ,to 5 low on the passage home. It was frund later by
the fleet gyro officer that the main bearings were damaged and new one has to
be replaced. , ·
lDi.AS .Vendetta I'.!!Jl.i~ved. Hang Tuah .!ls_ guardship at .. 140Q (".'.'8) on
Thursday 21~t_Octo'ber, 1. ~y.ahead of sc~e_dule.
30. !!!!!! TO SINGAP~.
Sailed Tawau 1500 (-8) Thursday 21 st October for Singapore. At
1700 squid firing was conducted while intended. AA 'riririg , had to be cancelled
due to the fa:~t that clearance had not be granted,. Cours('WS:s ~et v~a Sibutu p
passage at 1 li:i knots and by lioan the following :tau day' we were in the' Ma.la.wall
Channel. The· gyro was 'checked to be· 5 low. Cleared :the cchannel at :1630. Due
to the unsteaa,y state of gyro track was altered at 2355 and a'. cwrse or
260 (C) for ·~265" (T) was· steered to passed ·Of llagium Island at 11 miles
At 0400, all daJigera cleared, crurse was altered to 221 (T) but somiding
dropped from 87fms to -6 fms. and course was· altered West untill the. depth , ,· · .•
increased to 225 f'llis when we came,back to 221 (T).:·At sunrise, the gyro was a
checked to be i high. At 1100, altered course to 252 (T) and steered 252 (C).
Evening stars was observed, which indicated the ship -to be some 1 !S miles
to the north of intended track and well ahead of DR. Course was aitered ·
to 247 (c) at 1800 (-7i) ancl speed reduced to 13i knots at 2300 (71)
11.orning stars the following da7 found us again north of track and tl)is was
confirmed when raised o~ type 277. Course "Ills. al,.~eI,'e,~t to. regain orig~ al
track. After passing th.e !!epC?Dg Island a c~;~e of 24D (C) was steered for
245 {T) and on raising land the follovdng morning, we were on DR. Speed
was adjusted on passing Horsborough light to make ETA. The gyro was checked
by transit to be 3 low:, Arrived BSB 11}0-(7i) Monday 25th October and .
secured alongside 2 12 berth Dockyard. Although we were steerimg by hand
pump, the tug was riot used 'in securing to 'this ~lu!x:tk awkward be'rth,
~truck between 2at'ds. The sling streamed 2,345 miles ori'hS:nd pump steerin~.
31. ·,1r'EST COAST PATROL Alffi M.S.5.U. EXERCISE.
--.- .-- . ,,- <.~ ------------ .•• -- ...
Sailed SNB 1.430 (-7-U Friday 12th :tfovember for Port Swettenhajii,
having repairecf the' gy'i-o "and steering engine •. On cleari~ JSB, course Y/&S
set 'for ·~ °fas~. passage, lit 15() revs~· to i.rr:(v:ed, .Port. Swe~te.nham on time .
for a visit'· by school' ;chilifre'n., Arrived· no 3 w~arf a't '98}0kti 'sa turday
13th berthung bows··north.,_ After two· successful days sail:ed in ·company
with Sri Pahang, Sri s·elangor and Sri Sal>ah at 1630 Sunday 14th. The 3
PCs were detached on clearing the harbour and co.ifae was' 'set for Pulau lri
Langkawi at 14 knots. The gyro was checked to be 2 hfsh and this remained
untill the ship arrived I.a.n8ka-iri and anchored in 7 fmis of water in position
038 Tg Sawi 5 oablea. The following day was spent on' h·oisting and lowering
trials of MSSU boats. On completion of the days trial& sailed for Penang
-6-
.~t C1 yJ Tuesday 17th. :..rrived Esso jetty 5utterworth 07:~5 for :tdbt...i. fuel..
!'he .~ett,y is short but the least depth is 21 ft. On co:rpletion of 1~~-:!lling
slip;-cd ahd ea.me to anchor in the man of wa.r anchorage at 1320. :iei£hed
a:ichor at 1 600 and proceeded back to Langkawi, arrivine; .at the anci·,orage ttt .2
2100. The whole of the next week was spending exercising .,,1.th the t.~SSii
:'he !llst evening of 23 / 24 was the passing out exercise - Drakes Dr11:n 2 -
.ratched by thP. Brigad.e Commander 3 CDO , NOIC W/'.:. and Stff officer from
~ ~,indef. After debriefing on 24th sailed for Psnl\ng to embarked
film ~egara, who will cover the ship's activities for a recr~iting film.
The cameramen arrived onboa.rd at 1615 and the proceeded vie. the southern
channel with Sri Pahang in company. Yhe next forenoon, pre refit full
power trials was carried out, attaining a lQ[FI( speed of 1 7 knots. Jiuring
the afternoon watch, it was discovered that a few bearings were wiped
and speed had to be reduced. A. slow passage back at 7i knots was made
to Horsborough light. Friday 26th November • .NOIV W/K and sta:ft' arrived
at 0730 by helicopter for sea i.Dapeotian. On ocaplet:lcm. at i.Dspect:lan
a pa1:1-el ~ Baraboraagb wa .,.,,.,.d. mt. Jlo insdent occured and the ship
sailed for SNB • arriving II Buoy at 0845. Sunday 2Sth was the families day
and the ship sailed X Bupy at 1600. Slipped at 0730 Konda.y 29th November
and came alongside RNAD Jetty for tim deammuni tioning. On completion sailed
for SNB and secured in 14. berth at 1620. The ship was placed at extended
notice for steam for major refit.
i'lBRK - uP - PERIOD.
A:f'ter the major refit, Hang Tuah slipped f'rm the Doc;Jcya:-d at
0700 on Monday 28th and proceeded under own p·ower to ammunition ·at a.,.AD
jetty. The ammunitioning was ccmpleted by ·'sunset and the 'ship slipped
shifted berth to 'Ji' Buoy fur the night. · ·
The next m~~8. 2~th llarclI -~ ,asμ lor. .1!~r.~ .~P· V!e~ P.r_~~~ded to iJI:,:;
Pulau Bulcom for D.C. -~!121~· On the way to Bulcm .:b Action and c~sing
stations. were exercised. · ·
Gun funtioning trials and squid firings on Weariesday 30th were
followed by two hoii. ra Casex with Hll Submarine Oberm. . . .· .
between J~0:!{~~:a~.~! :r.~~· {6~7~~~.::!"~ev~d
J'ar this trial.: revoluticna' were reatriot"ei'd to" :r~--ais ·, "tlie· .eiiiiiie were 'not·.
wholy rw:i.· in but ·1·1oj•eva· alie>u¥ be poaaible 1.n·a.ua"'courae. . .. ' .' . . .
The ship slipped f'rca. no 12 berth HI( Dockyard· at 0730. The first date
ari the WPP was the helicopter lancli.ng triala in the vicintty of HorsborOllgh
Lt. IJDillMMmK On the way to the B/V area Acti.an and steerin& gear break
down were exercised.
The landing trials rm was a succeaa. Many of the ship company
came up onto the ~PP~r _d:eck to watch •
.. · On compl;eticm of the landing tria1a,·the ship set cairse for
Pulau A~ where ope~ation AwkwaLrd waa carried out~ This operatimi was
not- as succesaf'ulla 'it"slioulcl have been chle to the fact that the majority of
the ship's company did not have the sli.ghtest ide11:-.. ~.s. t.C! thtt f9rm of. the
Operation. AS a resμl,t .. ~tltY ,rare ~ot sun. of' ... ~~~---~ut}.!~• i'P.,. n~e. .chl~y
part of the watvh did, ~ot raise a finger to help and walked around
indif'ficently in i;Jle ship ccnf'i~t in tbier .mind th~t they. wel'.'9_ supposed
to-be as~ore. A le'ssorl,:'is learn bare that a' dei'lnite 'dividing' line' lilUSt
be drawn cfo.ring tiii('br:i;eting'l:ietween those· iibcf 'w'ere' meant to remaind
on board and tho~I! '.!'h.C>-, l~!l'Y.8 ashore. h th:l,a .. "'8-Y. .,.1:h!:l,, ·Jhip '. s ,~~pa,ny will
realise that thq,11e;:roell!&~ on board. n9 ~~:j;ter .. whether :they du~y. or not
are all involed in the operaticm. ·
The next day the ship weighed anchor and st.eamed for area
lf-Kilo to do sur;face: lon& range andclosed· range firings.- 'Aitiioogli'"'the
target ·wa:; not 'blown to pieces, the :fall of tlie ahot'"'weie i.11 clo~i:i°'proximity
of the targed;. . . . . . .
On completaticm of thia exerciae the ship ent~red harbour
an a flooding ticle and was secured alongaide LOCH !'ADA. - rtxtfAI at 12 berth
HI( Dockyard. 'Zhi• entry into harbour waa prClllpted b;y the port main ngh:n:
bearing being over hea:ted.
-7-
At 2200 on 11 th .iay of the month we slipped again. The exercise
for the week included i,~."{ ltlth Loch Fada, Towex, oc;·; :.:an. l...ight Jac:.C x:q:
stay and heaving line transfer ~"ith ,lerai. !US was carried out ;tlth ':'idesp~ing
A casex ~-as also held this week with HM Submarine Ambush.
At 0800 on 18th Hang Tuah set course for Pulau Aur \vhere she had
N~SF. The ship anchored off Pulau Aur that night.
By 23rd April Hang Tuah co:npleted her Work Up. It \\'as interesting
and valuable period all round.
THE WEST COAST PATRO~ ~ 23rd - 26th APRIL.
The end of the work up was marked by the attachment of an
Allrutte and the M.alacca straits patrol..
On the morning of 23rd sail.ing with the current al.ong the Singapore
straits, the course were set for Mal.a.cca straits and the speed was adjusted
to 14 lmots along the grrund in order to arrive at R/V area with the helo. The
'R/V was made west of Pulau Kultup at 1130 GH at which we arrived in time.
Throughout the Malacca patrol, the Allutte did two sorties
a day between sunriase and sunset. The patrol here was rather quiet.
A few boats were searched but found them. all to be fishermen.
On the night of 26th an Indonesian Police 'G:m:barx boat was
reported by a Shaicelton in area. siera south. After half an hour of the
report Sarawak which was patrolling in that area and acting under Hc.ng Tuah 's
orders held the contact. The boat was doing the northly course at a.bait
15 knots. ·
When it arrived our patrol area and we having had a visual
oontact with it Action Station was sounded. We followed the boat which was
showing Navigatimi light for about 45 mins keeping her within 4 cables
tram us. After an unsuccessful attempt to annoy her we abandaned the chase
and resumed patrol.
The next day the Helo waa dispatched and Bang ~ Pa.trolled
J~CJBS. .Lt.
Whilst in Malacca straits the sea was calm and there was not
a single day with rain~ the current experiened throughout was northly
at i knot reaching 1 knot at Ca.pa Richardo.
SINGAPORE TO EAST ~ •.
At 1200 12th Kay slipped MBJ for. Bast llal.aysia with Tun Razalc
and, party embarked. The pa.ssags was made through Api passage in company
tdth Sri Sarawak. Whilst an passage 4" bofors and small arms :firing and
OOI manoevures was carried out.
· Prom Horsborough Lt. to Tg API it was noticed that the current
was setting northely at slightly more than· a· lmot. Occassionaly correction
to the cojrae steered was necessary to make good the planned course 085.
Cruisin& a,t speed of 12 knots Kayu ~11 1f!lS sighted at 0100
on Radar. It was found that the ship was set _al>rut a mile north . of track
by that. timf[I.- By 0618 on 13th there was no visul or ra~r fix. But the
sky was clear and the morning fix put us still in track.
By 1300 St. Petris Rock came on radar and from then an regula~
fi:ices were available.
At 2300 on 13th the ship was anchol"ed by her st::-bd anchor i.m
a 7 fms depth of water· 'by Tg. Po. The ship remained at anchor untill the
following mornin8 after Tun and party were transfer to Sri Sara.wale.
At 0800 <Xl 14th weighed anchor '11\l. set course 030 along the
coast for Miri. At 155o··a/c 090. There were other alterations of course
like: a.! at 1812 a/c 085
b 2153 a/c 060
C 0205 a/ C 040
By 0900 On 15th we a.richored in a position 2.4 miles off Miri jetty.
From lt.iri the ship sailed for Labuan. \Ye anchored in Brunei Bay
south of Tg. Burong~ The following morning weighed ·an~h·o; and berthed at .
Shell jetty.
17th May slipped Labuan and went to .Kuching where berthed at
Bazar Wharf'. Trip up·. Sarawak river was with the help of the pilot.
At 1600 the ship sailed trm KuchiJlB .on the flood tide to
-1')-
ma.lee her
niake her rendezovous ~ith Sri Sarawak off Tg.Po where the Chief of Naval
Staff was e~barked on his arrival the ship sailed for Singapore with
Sri Sarawak. Vario;.is exercises was carried out on passage and it was
understood that the Chief of Naval 3taff was pleased with what he saw.
EXERCISES UP PULAU TIO:i!a:-..
The ship sailed for Pu.Tieman PM 29th of May to do exercises
under the c0wmand of Cdr. Hyde Smith. Various aspects of ship's handling
was exercised in the forenoon. In the afternoon, a number of seamanship
demonstration and evolutions were carried out. The ship's divers were
also exercised during the hours of darkness.
At 0800 31st ~ay weighed anchor and proceed to rendezvous
with HJ4S Anchorite (Lt.Cdr. A.F. HOSIE RN) for Casex. The type 164 sonar
developed a minor fault during the earlier stages of the exercise but this,
although annoying, did not prevent the ship frao making ful.l use of the
exercise.
PATROLS IN MALA.CCA AND SINGAPORE STHAITS
2nd - 6th AND 13th - 21st JUNE
The patrol <;aITied out in the ISingapore ·straits were
uneventful and no sighting were made. This patrol was formed 2nd to 6th June.
One of the main. aim of. KD HANG TUAF. patrol in 11.alacca Straits
was to prevent Indan BT Launches from molesting J.lalaysian Craft and to
endeavwr to establish the pattern of _operations the BT Launch_es were using.
C~tact was_ made with B'l' ~nch~s ne.il,r;i;)" every -~ight o_f the
patrol. They appeared to s~U from P"iJ~~um at dusk and w.ork _up ~he
M:alacca Straits well inside the I.C.W. until buoys and other navigational
marks in the Malacca Channel were easy to spot.
ll'e sailed throush Alice Channel at night. _E~sy p~ssage here
and no shipping whatsoever. lixi.ng regularly at 15 minutes interval ensured
the o.o.w. that the ship was in the right course. . .. ... . ·- . . . . -
The ship rendezvous with KD llAHAMI!ID ott Lingitan Light
to do o.o.w. maneouveres. On completion headed tor 'l'awau, where the ship
anchored at 'B' anchorage.
!'RCII TAWAU TO SANDAKAN
IT TOOK. THe ship 20 hours from '!:awau to Sanderkan at the
everage speed of 1 2 knots. H/T hai never made any trip to Sanderkan before
and iimi.tedly it was quite a job to locate the jetty. The jetty was situated
conveinently close to town. But frOIIIB navigational point of view it was il1
planted. Any ship were able to cane only OD her starboard side. With ebbing
tide of knots, this made the approach extremely easy. However should ft be
in floocl.in8 tide 1 i knots of current pushing the ship from her port quarter
unto the jetty, the approach would have been of a great risk. .
Roughly opposit& Mua.r or Batu Pahat. They then tried to
steer for fishing areas off these places. When detected they either headed
southwards straight towards Pu Ka.ri.mun or tried to dodge us by going towards
Sumatra and stopping beyond Long Bank until they th."cught we had lost track
of them. · · · · · · · · ·
During this patrol, a helicopter was attached. Did two
sorties: at dawn and dusk each day. She patrolled KD ~.AliG TUAH'S assigned
areas and part of the adjacent areas.
ENGINE TRIALS 29-9-66
At 0900 on 29th the ship slipped frao 14 berth HK Dockyard
to do her engine trials up the East Coast. When she had ~rely pass~d1the
BSB, one of her main bearings on Port engine was reported to be hot~ Ship
slowed down to 5 knots and remained at this speed until she' was anchored·
sw.th of Tg Johore. The bearing was r•oved, scraped and adjusted. On
ccmpletian, weighed anchor and proceeded at 80 Revs up the coast. No
further trouble from the bearing waa experienoed up to 120 Reva.
-9-
The next day at 1 OOO ship anchored in '!'elok Tekek to
take readings of the crank shaft deflections. These were found to be within
limits. The trials continued after weighing anchor at 1330 and the ship
reached 140 :l.evs without trouble. However, after 30 minutes at this speed
No 4 and No 6 main bearings on starboard engine began to overheat. The
temperature returned to normal after the ship decreased speed to slow ahead.
By 2130 on 30th the trials were C<Xl!pleted and the ship
set course 092 for East Malaysia.
SINGAPORE TO TAWAU
30th SEPT - 5th OCT.
Immediatel.y after the engine trials the ship sail.ad
for i!:a.st llala.ysia.. It was discorvered that the general direction of the
stream was f'raa scuth at an average rate of 1"1 knots. When St. Petru1
Rock was sighted at 1515 an 1 st we f'wnd that we were set 2 cables to port
inspite of the fact that fcur degrees was steered into the current.
. Thrcugh the -'-Pi Passage, weather good and night clear
Fixing waa very easy as there were l.and marks al.l. rcund. Af'ter tile Api
Passage a course of' 060 was set. Visual fix was no more possible. The next
morning the weather was cl.wdly and so no sight was taken.
However at 0400 the next day a land echo was received
an 277. The :fix put as 3 miles ahead of DR and hal.f a mile to Port. This
made wr ETA at Labuan 15 minutes earlier. 8 hcurs at Labuan for fuelling
and a littl.e rest. At 1800 we sail.ed from Labuan to Tawau at 12 knots to
make ETA at 'Malawali Channel. at day break.
Weather was very clear whilst at ~al.awali Channel
and for that matter for the rest of the passage to Tawau. Various beacons
and'
ATTACHMENT 2
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s.t ::1..::~;i!~~-~ :~~t:,r
..,.;....,.. "-'o.'
I !'°:;.!.v~ t;,~ ho~,cu::- to 3,_!h~·:1i t tl~a ?.~~o=i; o -_~ F:..."~)·~~~ ..- ~_:.:·._-a io:.."' t:·.·: ::·:c-~:t). or"'
_.:._~·:..·::l f,):: :-">:.i:-':1.l r~i :!·:1 j·-:1". J-:~_"-:.: ,z_.-:~::."' .-.::, ~c-:}j··:::!,.l.
2, i-~t V?3\1 ~::~-~ =~~~·-:·· 1::'.; t:·.~ .;;-;_-_:__I .. ~i.--·:":~~::-..::::•(::.:~.:· ... -:. :·:o~-~.:... __ .. ~ -tc o~~,t:·~
:i.l·J!l_;=:.-~·-~ :(;). !'=~~~-~-:.~ or:. S::;-~"':t-!!::·:-:.: ?:.i:-, F-1;:.-:-. ..:, ·:o ~!.:U--;_:.·.-: ·:i~.~~~ ... =-~:.c!l
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3. In comr~:." :Tith :-.:/J. ~=~ .\_~:-.!..\.~ (:i-1.1t--?!l~nt ,Jo1:v·:e:--.·:_.~= J .-z. -=..1..1.,~~:: .. .!".:.\.!~ 3.,.;\.:;.)
J3?~.7i! e2.st off at O? 30 on :.~o~-i.da;r 4 ~~l ::i.nd !)i."'Of;~~·=a..a,:.. fa:!:' :-~ss;,.~~ ~o r-~·.-:.:!:'o: ~~ ..
~:r~a!:;:e:t~~;!s; ?-~~:i !~1!·.~:::;=:;.;~~~.:·:r~t~;:~~l:~=~ug~!. (~;~~~ ~-t~~~~~i:;.1
sr.r.~i.l a!:'~:S 3l":.oota comr,let~r1_. ;t ooCC r-n "i'u~S1.:i.::.~r 5t:·:. .; ;i._: .. t ... ·3 .-;_:!:-~ ·C!. ~·~ •': ... ~~
.. :C\!I.:"':?d 3llti i-"lfilt:re..tion-~t:al:,.
4, On Thursday 7th at 0715 whilst ca:rr,ying out petrol -oi'f·Batu Pahat area thashi!_
l was hailed by a fishing boat (BPF 220) reporting that arother bo!l.t 1'.2.d.
bee!! involved in collision -..-ithe. ship ar,prox. 210 'l'g Telega 10 end had be~n
sunk, The one m1.rrivor was treated by the Sick Berth Assista."lt on'bor!rl end it
W:!.S r'e'/ealei.l tl!'."-1.t th~ oth~= cc,.:u!:~.~t of ~·1.~ bo!:'.~ 7f:1.~ -i:;~ssing. J~t',,I s~· .... ::•.!l'~·~<!
the ue?. for appro;d.=iately one hour without result, r!"io?:" to pi:cce•?t1in:.,· to
further patrols in Since.port! Straits.
5, Duri:i.~ :patrol on the nieht of the 7th ~ defect occured on t:~e ::,ori; r:1ai.'1
eneine, He:ct ~-.:: 3e.se Ted'.."lice.l ~.ssistance \Tas :re<!~i '<i:!•l ~-d the !aul +, di~osed.
as stickir..s v~l ves, '!':~e f:.>.ul t WJ.S r.ictified by l!i.te afternoon on ti:~ 8th ,i.r.,l
P"'-trol duties r,e . .,tlJ!lecl,
6. upoI'. coq,letion o~ :p~.trol at G630 on Saturda:r 9th the ~:-.i:-, :_:-roce·J•.!.er:l_ to
Ruthenia Jetty berthing alor..gside at 1000, The ship be.d, ai;-;;-.::t 1!'.'0IJ! the previo1.:3
mai.'1. engine problem,t\TO defective au.x:i.llary ~':n~rato:::.·;i. ?P.se :'ech."!iC.:'1.l Staff
met ~e ship _on _arrival. a."ld throushout the :sfeekend :•o:::-:e,.:. ~,ell to redii;r all
defects,;.iiha'b:.rOOOO-li,~~ _11th, re~orte~ the shi:p 't'ec'br,.ic:,ll:,- Of".'1".'.tione.l,
The duty Base Ste.rf d:ul:ing that :perio<l. perfore'!'! thei::: wc::k ,ell ano:'. th~i=
aid-was jai:ch al)preci~ted~ .·-;
7. JERA! cast off at OcOO on Tuesday 12th !!Ild p::-ocee,led to rendezvous nth
K.~. HANG TUAE in ;osition 063 no:::~eburgh LiJht 15.5, :'t.l::i!:~ t~e d2;/" th~ shir
e_ssisted in tow-i~..z apl3.s!: tf'.r~ts' ?r~.r..sfe:=s :1nd. to!·ri._.-,_~ elOP.!,:" ·Yi th Officer of
tr.~ We..t<!h l!'R.r..o~t~ .. ,=~s • .At 1;;33 +;h·~ ..-. r~_ _\ .I w?..e -:._.?-1;"' ..! "::e: ::_-~ :..'r')\!~~-~e,~ to c')c:~ t.0
?~cr.oi ro~ -1;:!e r.i.:..:.~t in 7 :·:~!~orr.:1 0t .,,r~.°t=:?r off 3.S • .;ofo-~ ..
i( .:, , fL!i..!fG T'J ;..;.'q ?r..C. !.'i.:.=t~'='= ~=,:~·~t;ise.:: ce.!:'"=i.~rl. or~ f; Uuri.r..t_; th·-:- fo:-~1:-:.,01~, _·. t 121,::·
:.::~.!:.· :J·!i~_; ~-~-.;·:';:·-~·:. ..T ::::-:::.. ~:..~·:-!·::!·:.-:·· ~".1 ·.·2.1.·:;:~ ~!""'_;_ •• -: -~~:" fc-:: S-';·-_:"!::~ c:.."':. .. Ju=i..~..: ~- -
stand off loo;- !:"':'~'-!."!.~ -:-t~r~ succ::!SS :'..1.ll:r com:rl~ted ~-l~n~ic!~ :i.:-~ .3. ;_1:r..Lf O.?
kr:17~~ ~ :.;-.:-. :i~v"2l ...... ,.s~.
CONFIDENTIAL
9' • ·i;1~ ~~tl0{1.
;.Le..lc.ccP. Str0.~i t:.;.
Di ·:k::ior..
1S•th ,ur';il 25th ·.Y?.s s:?~nt 11:'Qr. U.."'1.e,r~nt.!.'ul :.:-~.t~~:. ,:.1.rt~~3 i..'1.
'i'h~ .slrl.:? t"1~s ab!~ ~ r~r-1·!~..ish ~.tL-:-i:!.:; t!ds !;?=i.:-·~ i:1 :?c::-t
:,,..!.t~~l ,1uties ,r'!re coupl~tet~ ;\t 0630 on th•! z;) ~=: c~u.::s·~ ::i~-:.1- Sl)99•i
to P~e.ne where the ship n'~S "to ~!;·~?!d. ~ tb.r·!•? r.ha..:,r ~!)e:::.. l;!o!!?.l
- ·:.~t:,.:.. . .
• :1he 27th the ship berthed at Sh~ll J':!t·t~1 P~r.·. .. __-:.:;, rihe:::~ ru,,1
...--. ...,_·.- ... ~- ~barked. UJ?Cn comvl,:?~i~:.-1 · th:'! e:~:~ c·.'-~··; c;~ :,~ .. _
...... ··. _.A ettenlh-.m Pi~r securl.~ "':::.:m,:;f!i-l'-1 e'!. 10'.!0.
:}';,.,f:; - .. .
CeF.-Plllid a call of res;~ct upon the
• ·:."q>l~Bll.~i.;.~. were ."exc~ea, and, . .~~-;~-:7~s!~~~ or ,..~ ~i!&f ;~~ ..: ·~ -
.•,-t..~\~'1· .. ·~~ .... ~~~f.-:! ·:!:·:·:· .. - .. ·. ::.·~ .. (~:· ·.>; .
. ,1_.hips··.co~~.:i,i-;,e~_eble to ]ia-,:e" the
...... , ... ~ ... ne,· use the sho::;-~b~ f:ic;lities ·end
"'"!' 1::=" . ... _:..::..; t::~..:.'~-:1' o:::. ~ •:.:•: :t_'"":•! "";•••~:? I
:···":"!..-.. ;.. .-. ......... "; 1-'!.-:'!'·"~ ...: ~~ .... ., ' ... ~ ....... - . _ ...
':::·~-.1!.·~~:..:?-=.,- :-.:-:: :=:·.· --=~.
l··--.!-- ...... .: .... ..... .... -:: .::: .:~: ·:....· .·. ·. --·":::
c .... . . -: ~ .
. :.~- . '
- . - ······· ---
-, -··-- . - . - - -- .
. 1;. :::.:.! ·:·;:~· -.... :·.~ ~c;-~~- ~:. .. ~:.l!. o-.. ·~----'!--· .... :_ .. _----! _,.: .. -~ ... 1 ..... •• ~ .• • ••••• • -: ..... _..,~:::.=
:·i';:: t::.:: !:.:..:::\·;~-..:..: ~..:.-.:.~~!;.c:::.;2.~:::, :t,.::~·!:.-t~ ~zt.'.b:..~:~--:·.-!:~; ::.··. ~:-·.:·: ··.---:_ lo~-:l ..:
=:!-.::_ -=. .:!. '; .. · ::. ";_ i.'· ::~~ ~:C~".:: ~:!-.'.~ ~°'.J"".._·:r_ ~,1.1::.. ~~ :.•·. ';·:.:·:::.:~-- !:,-::- :? !:"" : •• ~ ~J:.' :· ~:.'-=";~- :!:"
v: .. ::.. i; :.!,;. 1;:_; ::·.? :.= !'..'.~±<:!.
1-~. ~ • .j.., •• • :~ ...... -::r.+!,.., +'. ..• .•.. -··--v _._ .,.;. o1 •• ·~
17. i!:'r'...:'t f='J!:. '-~~ -lef~c~n oc~J.ri!-1 . .: 2.s t'.·.:!:~:.~~.·:!·l :!.:"": :·· .. ~··.·_;~·-:.;:: ; :a~: 5 t!·.,
;;:-_ ...." i;.."'! F.!"....,_ ,.,;_ ~ct=::.o··.: e·:'..:i,:~~:: ~ ~ t;:? s!-..!~ ::-..:-;-~·.-.:::.··: ":~ b·J ~:". :a. :.. : "c: -~"::=-.~~ o:
~~:.:-~!.:: :!.!:-~! !~::: :=-.·.:=. :.~"?:.: ::1.~-~ t:::.'! ~~t~:. ':'!:.1 =?'.:':~··--.·~ ... J. ...., ~::..... . • :::·.!•-!::..·:··
._.,._·.::-:·.:_::·.~, ~-'; ....
J •• .' .. ' ----• -..:· -.......,. .-. .... .1..,. ._.._.._.._... , ----~-... ..:.a.• -~·~::. .,. -~ : .. •.- ........
·- I
A?~_
~:O:·;: ... . ." . •. . :. . . -
·. -· ~ - • :-: ~ ---~'!..
ATTACHMENT 3
Bil:HT/111
PKJ,!ERENTAH TENTERA LAUT,
KAUYSIA B.ARAT ( 2) • ----------
Sir,
K.D. HANG TUAH,.
di-Si.ngapura.
2hb Kei, 1966.
I have the honour to submit my report of proceedings 'tor
Kapal Diraja BANG WAH under ,q oollll8Jld for the aonth of April, 1966.
The month started with a programmed period of engi.ne adjustments and
ba.rl>our ra.dio/radar trials on completion of which the ship sailed
on 7th April. ..l premature return to harbour waa neceaaa.ry when
a adn bearing on the port uin cgine wiped ba~ but a.1'ter nrioua
tribulations HANG 1UAH sailed again tor 1fQrlc-up and pe.trol. The abip
returD8d to SillGAPORE at the end of the IIOnth tor aelt...aintenanoe.
2. HANG 'IlJAH sailed trom H.K. Doolcyard at 0730 on 7th April,
exercising action stations and steering gear break-dc,;rns during the
passage down harbour. After aucoessfu1 helicpoter ~ding trials
with an ALOUETTE ot 3 Squadron R.11.A.F. the abip proceeded to FULA.U
!DR. J.ll stages of operation J..IDARD were curled out in slow time
and a f'urtber exercise n.a planned tor the following night. However,
Ro.5 Kain Bea.ring on tbe Ew"t lain lngine, wbioh bad been opemd up
b1 ahi.p' s ata.tt on an-ival at the island, was tow:id to have wiped
badly and it was necessary to return to harbour 'tor repairs. A
programmed ,. inch and Bofora eurt&ee shoot at a home 1111.de target
,raa oarriec1 out en-route and the abip Houred alongside H.K.S. LOCH
!'.ADA (Commander D. JIORSILL, llo,al 11.av) at 1830 on Prida1 the 8th.
3. Bepalra were undert&ken bJ B.11. Docli;yard and BANG i'O.AH
sailed again at o61t-5 on KonAq 11th. J. proper baain trial bad
been illlpra.oticable u the ahip had been I ecured in a trot ot 3
Mgatea and, •aaJ.7. it wu clear •oon after •lipping and 11hile
atlll at 80 rnolutiona that the probln wu unsolved. The bearing
again oTerbeatea ba~. J.ppro-ral 11aa obtained ror the a hip to return
alongside and thia wu acooapliebla using the atari,oaft engine at
0930. The a1Jll became that ot getting to aea in tille to oarr;r out
a Caaex acheduled ror 0600 the next aondng. Thanka to untiring
efforts b1 the Doclc;yar4 titters and the co~eration ot the Captain
ot the Dook;yard' • aepartment, which aecured the ship tor a basin
trial, HA.NG TUA.H was ready tor aea by 2200 that night and slipped
to proceed. to the practice area.
i... The week was spent worldng-up. J.part trom tbe Casex with
H.lf. S/1( ANCHORrrB (Lt. Cclr. A.l. HOSIE, RN) a Tarlety of exercises
were oarr:ied out. These included Towex (forward 111d art), Jack.st&y
and hearing-line transfers and several perioda of 0.0.W. 11&11oeu.,.,
b1 voioe and flags with 1:. D. JERil (Lieut. Cclr. 1:.H. llacG-OWAN, RAH) •
!he first R.A.S. ot the oomaisaion ••• carried out with R.:P.A. TIDESPRING
md an entert&iJμ.ng it' very primitive Right Encounter exercise
waa held with H.11.S. LOCH 'I.ADA. Starsbell and roclceta were fired and
after obaa:Lng her tar a while course waa altered to permit LOCH 'PJD..l
to adjust her atarahei.l fuse settings. )(an overboard -and approaches
to a mock jetty were ax,rciaed by officers of the Watch and after a
further and aost encouraging Cl.SEX, c!uring which the subllAl"ine was
bBld oontinuoua4' am an.1 attaolca oarried out, the ship re-entered
SINGAPORE on l!'rlday evening and remained at Jl Buoy ~or tho Teek-eod.
- 2 -
Opportunity wu taken to illuaimte ship. Although we still bava
aomathing to lea.ni in the aatter of avoiding ai.nor 11hadow11 the general
at'f'ect was attractive.
5. HANG 'lU.lH sailed at 0800 on llonday 18th with the N.G.S.l.
team emb&rlaid. An H.G.s.x. and various aeam.ansbip drills were
coJWJuctecl on passage and at 1530 the teaa was landed on PULAIJ !DR,
.l llWlber ot indirect bombardment runs were carried out during tha ao1 ,ratobea with the ship UD4itnr~ at 8 knots. Attar dark starshell
M.!!'!1¥"1&:tion under spotter control wu exercised. On completion
ohorecl ott PUIAU !DR and night diving and bottom searches ~-
nu:tnaer ot tba week the ahip carried out practices
,-tron•cl 'b7 Jligb\. :lxeroiaaa i.ncluded : -
1 1'urther Jl:.SP O Jlana. iaprond reau1ts and a reduction
iJl t1rin& intena1)
1 R.A.S. (Included ambarl::1.ng 10 x 45 gallon drwu luboil
by jacbtay)
1 Bofors Firing (Target towed by K.D. JERAI)
2 CASEX A li/5 {Good ~aults)
1 CA.SEX A2 ( 2 pa~terns tired)
1 Board Patrol Cratt (K.D. SRI SAR.AW.AK)
1 Ammo' R.l.S, (lORr LANGLEY 166 4", 4 aquid).
1 80LRJ.1 (H.11.T. AGILE)
Kan overboard and practice 'berthi.ngs' on two smoke tloata
by Of'ficers of the Watch were exercised in the dog watches, It was
unfortunate tba.t a chan&e in H.11.S. LOCH !'ADA' a programme resulted
in the cancellation of what bad promised to be the most valuable
aeries of exercises of the work up.
7. On Sunday 24th 11&,Y the ship left the 8INGAPOR! area and
prooaeded to oarry out a 3 d&y patrol in the KA.LA.CCA Straits with a
helicopter of 3 Squadron, R.K.A.r. embarked. Dawn 1.nd duak sorties
wera flown daily and the 100th 'deck landing on board ,ras celebrated
by the presentation ot a cake to Squadron Leader DODD, the CO!UlaDling
Ottioer of 3 Squadron. A large number of fishing oraf't were at aea
a.nd m&lJ3' were inspeotad visually from the air. Sadl.y no BT oraf't or
other auapioiuoa Teasels were sighted by the hallooptar. Some minor
axoitement waa, howenr, provided tor our rlaiton .. on the night ot
26th April when the abip cloud a conta.ct reported by the patrolling
SHACIL!'l'Olf and identified it as a BT Boat. !:.D. SRI 8JRA11'.A.X:. {Lieut.
P.D. Kell.I, RAN) operated under HANG TUAH'• orders during this patrol,
8, On 27th April the helicopter disemba.rud and af'ter two
patrols ott BORSBOROUGH Light and tuelllng at BUXOII, HlNG TUAH rsturoed
to SINGAPORE, securing to I( Buoy &t 0900 on Friday 29th April.
9. In gereral it has been an encouraging aonth with a.11
departments wor~ b&rd. and cheerfully and malcint; sound progreaa.
HANG mAH is now raad,y tor the striotl,y liaited operation.s which
have ao far bean required 1n countering cont'rontation. The ship
o&DDot, however, be considered to be a worked-up frigate until
opportunities ooour far exercises 1n company rlth ships or eillilar
size.
- 3 -
In particulAr lllll~-sbip J/3 a:1roise11 and .U firings md traold.ng
exeroi.sea ara required. iltbough laolc ot exeroi.se facilltiu to data
ba..s pnnnted the attainaent ot tha 1tandard o£ competence achieved
a year ago I aa oonf'ident that, given the opportunity, the sue
atandard would be attained. A brief 'atate o~ progreaa• report
1a attached u an .lppendix to thil letter.
10. During the aonth the llhi.p apct 19 days at sea, 1t88llled
~ apent 1/t night patrol. .-..ira:«~-:"4 oo.O,ot ot tho ,hip'• oompany hav,
WI/
I han the honour to be,
Sir
Your obedient Servant
l.~~"· (ll.J. KANN)
Commander, R.N.
PEGAWAI Ml!ll:mENTAH
ATTACHMENT 4
1 L--- ._:_:-_·_.:. • -~~~ 1..;:.1f.D. PE,mEK.m
Bil: PD/140
p~.~~3...1TAH 'IBliTERA LiJJI'
};.u.AYSI.A BAH.AT ( 2 copies)
Sir.,.
di - Tanjong .RllU.
1.4 hb June, 1,971
REFORI' OF PROCEEDWGS - JUllE 1.971
Bilangan s PH·lB 3204
I have the honour to submit the followbg report of
proceedings £or .K.apu Diraja l'filIDEK.,lR under m::, colllClalld. for
the period 1 hb to 14 bb June 1~71.
2. Al.1 times quoted are in zone GH_ unless otherwise
stated.
3- K.D. PENDEK:\R remained non-operational till 070SOO.
for post refit checks and routine maintena:::ce. 1'he ship sailed
ll3.J at 040910 for 1A1 gun functioning trials wich was carried
out at 041053 using l!J/6/J MM Break Up shots off Johore River
liX>Uth. On completion KD Pfil.u.tX.\..tt proceeded back to MBJ. Hovever
vhile off P..mggol Beacon K.D. PENDEKAR was ordered to join
K.D. GEMPITA ( Lieuter,e.n'.t Am4.A!> Ril!-Ll BL'i BJ. 1'!0HD. NO~Rl~S}
:for SS12 firing in area Xray Lima Lioo. @1PITA1s signal. DT'G
0~415Z refers. On arrival at the area all the_photographers
and observers froc K.D. EA..'IDALA.!1 ( Lieutenant ~~-K9;t_ SZRG, P.Mri
vere tre..nsfered to K..D. PE!IDEK....<t by bump· transfer on ·.proteus
at 0413.40. On completion of the bump tranaf'er K.D. PENDEKAR vas
under orders of K.D. GEMPITA for the SS12 firing 'Which w.s
successful.1:.1 executed. Af"ter the SS.12 firing the FPBs proceeded
back to MB.T. While off Horsburgh Lighthouse K.D. HiiNDWll
tre.nsfered 1,200 gallons of fuel to K.D. ·PENDEK.iR b,y. bump transfer
on General Y"tors after all K.D •. P.ENDEKAR•s passengers
have previously been transfered by bump. trans:fer on proteus to
K.D .• GEJ.lPITA. .'.the fuel transfer lasted from 0419~ to 042020.
'.lb.en ld.th K..D. H.UID.U..Ui fa compai:v K.D. Pil<""D~ r.eturned to
J.l3J arriving at 04,2230. For the whole -day' K.D. P~ID~ being
stilJ. non-operational~ was With neither food nor safficient fuel.
Ho~ever the unsc3cduled sea tri? for tne s~p ~as ~ort~ 'lli'..ile.
4- '.Ihe 1'ollo"1ing four days were spent alongsi:le M3J for
fuelling, routi.-ie mainterAnce and ;j512 conversion preparations.
K.D. ffiiDEKAR sailed to K,\Ll, TECK S-r.IFY<k"'ID, Tanjcng Rhu at
080810 arriving at 081120 f'or SS12 Conversict.
5. On 11 hb J;m::i Li.3utenant HOS1'..i.Fa BI!-1 :.\.BD'GL &mV.A1!1 R!•!N
jointld the ship as additional for taking ever co::i:nm. Lieutenant
lDST.aFA BIM ABDUL 3hifr.Wr, fil~ ass-~d cor:e;iand of K.D. PE;IDEKA.R
on 14 hb June. 18,fillT.ili KL signal D'i'G 050.3.32Z paras 3 and 4
refer.
• ••••••••••• 211
- 2 -
rr:~1- -----=---~ - : .
·-. _ _.;_J
6. So far. only one rating has beer, granted a vee~t s
annual leave for this period.
7. During the pe.r-iod covered by tnis report tlie iieal th
and morale of the ship1 s co:.::ipan;,,- remc:.ined s.J.tisi'ac-t.or:r.
I have the ho:iour to be,
Sir,
Y~~.'..o .. _·_ _____
11:JHD. IDJSSUl' BIN T_.,}3Y )
Leftenan, TLDN
Pega\,lai Memerc~-::!;a.11.
~;fiJW ~rien Ka.pa.a.a.:-,-..~ --~,--., ~:- ;_ _ . _.. __ . __ _
/~
. - _;g~~~!li:-.:·.::U:::.·~- -.::::; -~: ... .:.:.
·_ ·- aron~™:?~lwna.a:: ,La.ju.Ke.:u,
~~ .. ~;[.f:f,.': ---·-·· ' ·-·· ....
ATTACHMENT 5
Bil: T.r/25/71.
P.Et~!U..'I ~TERA Ll..UT
1-fALAYSIA BJ..RAT.
Sir,
REPORT OF pro~rnGS FOR l'.!O!J'rn: OF NOV~-9&'1. 1971
Berhubong s P .P .M.B. 5204.
I have tr.e hoi1our to suboi t the follo·.;-:...-ig report o'f proceedings
ror Kapal I:'i:'aja S?J T~·:GG.i!rlJ u.~Cer ~:: c~-c.:a~C. fc:- t.~e ::;c~t:: o~ )To,;~;::1:er
1971.
2. All tbes quoted are in zone Golf :Iotel u.:.iless otl:erv.1.se stated.
5. A tcttl of 8 c.a~·s were s,:,e!lt ir. the :::-ast Coast i.e. fr= t:ie 3r~
to St~ snd tnen 15tb to 1U, and fr~a 7th to l£tC t..~e s~~p ~as i~ Vo3fer
Tcornycra!t 3ingapore. Until sailing· :?.ga!.n .f'or 1.-e.bW:.nLfor a t;.;o :::iontl:s
patrol duty on the 25rd, the ship r~i::ied alo~s!de· r:-;EJ, in prep3ration for
the trip.
East Coast Patrols
4. On the 5rd the ship vas brought to i=ediate notice !or sea at
1550 and \/as told that pending on further signe.ls from 1'21-!E}I'I.li.."!! KL, the ship
vould be required to proceed to the East Coast for a search and possible
arrest of a Morth Vietr..B!llese Travler. Later in the evening, at 1700 the
order was received and the s!lip sailed MBJ u:ider t.he Tactical Co=.."'ld of
KD S~ :IBGR.I S~;ffiTu~l (LT. CDR. PA1!G !-!EI~G Y.TI1IG, f?.:.;r;, Senior Officer Seco"!lc.
Patrol Craft Squadron) at 1725. Cn a..'"l'ival at Sorsbrough Light at 2050, the
ship -we.s detached to ?r~ceed f'or patrol north o~ F....:lau A.ur. No inc::.t!e~ce
occurred during the night.
5. The follo',ling day, KD ~I.;;,G TUA."! (CD:1. 30EY KU:~G WEI, ?.r-5:1) joined
and took over as OTC e.nd the search continued but to no a11eil. On the 5th
bot!i. Jf.D :l"A."l"G TUAH and ED SRI NEGRI SE!.;J3IL,\!! "were recalled back to NBJ a.."'ld
the ship was to remai:i at a.~chor at Pulau Tio:i:an.
6. Whilst at anchor, water we.s found in the port engine cylinders
and the ship Ye.s told to proceed to arrive VTS at cgJ-J e>n the 7-tl: fo!'
emergency repair.
Sali:la:: }:r,d :
1.
n
"-.
Pcmerentan Tentera Laut
J:.1ala7sia Tkor.
Pegai.:ai K&1:an,
Sekuadran Kapal2 Ronda :Ke-d~,a.
(LD'~ S:i.:!" ,·:2G:-t: 33::3IE::~.
h,__ c-_ ~-~ -i :---<- ·i (-_----,- -i t.-_- DI - -I Le R. 1'--_'
7. Ca t!1e 13:.h at 1400 't~!e ship sailed aga.i:1 f'::>r 4 days 3ast Coast
Patrol \.d. th tile :!:!ai:n intent::0:1 of carrying oD.t full trials en the port en[i::ie.
Unfortm:iately, ~'hilst e.?proac~i:ng P,-ll~u aur 0:1 the follow-in[ day, the starboard
propeller came loose e.nci the pa:t.rcl -wc.s th,.1s interrupted. (!:y JT:?:
140410Z ~fov. 1971 and letter T:~/25a/71 dated 23rd November refers).
Saoah Patrol
6. After a quiet nari Raya Holiday, \.d.th contented ships company,
the ship sailed for Labuan at 1400 on the 25rd and arrived at 1050H on the
25th af'ter a journey of reasonable fair \leather, except the heavy swells of
6 - 7 feet from the north-easterly direction.
9. On completion o! .fueling and replenishing, the ship received
her first task i.e. to escort LCM 4 to Kua1s. Palo..1. . .for KD SRI REJA!JG (LT. CDR.
JIDUD KAHAL BIN Y~YA, m-m) • Ori completion, the ship proceeded to Kuching
to ste.ndoff and remain to carry out Sarawak Fatrol.
Defects and Reoa!r
110. The port engine -was ~ain the culprit (Hy D'I"G: 051555Z Nov. 1971
refers) s.nd on the 7th, the ship ve.s sent to VT3 fer emergency r'epair i.-here
e:.ll the port er.gin~ c:,·linc~r he;.;.~,s. !,er: r_e~;'"'ed_- S<:' f:-1' t:~e port engine ne.s
performed very satisfactorily. "m..J..e 2n v J.;), tr:e s~arooar::. generator \:r:.ich
failed to give the correct voltage sowetimes i.as also repaired.
11. Tha..•1ks to the gooc effort of the FT3 and the ships tech.'l:!.cal
staff the ship was able to sail and arrh-e Labuan intact end \Jill ti;,• to
re!!lain so.
Progress a~d Traini~£
12. T'ne boarding party vs.s exercised several. times vhilst on East
Coast patrols were some fishing and barter trader boats vere boarded and
searched. Progressive internal exercises vere also car-ry out, and the ROs
and RPs conformed to scheduled harbour training -while in HBJ. On the technical
side, the l'OERM gives regular lectures to the junior J.!Es under training and
it is observed that these J.iEs are quite quick on the uptake.
SPOrts and Recrearions
15. The Fasting a.~d then the public holidays gave little apportunity
fer sporting activity. On arrival in East }hlaysia, no gru:ie 'Was pla:red so far
as the ships c::>r.:.pany '1..-ill !leed some tun:!.ng up. Unfortunately the ship nissed
th~ Pesta 3ul"2.:i ::.t t:..e Base, ot.':ervise it would be quite a boost to the crew
'I.ho are really q1.'.i te sporting spirited. The COlillllanding Officer, '1.."ho i.as
selected to renresent the R!-!n in· t.'1.e /;.rmed Forces Basketball comoetitions was
elso unable to· go because of the ships pro[ra.mme. -
Heel th and 1,orale
14. The health and :norale of the ships co1r;.pany re.<aained good
throughout the period covered by this report.
I !-!a•;e tt:e bo!lOUJ: to be
- "\ ~:.. ·.- ~·-
ATTACHMENT 6
F~F.121/1.0ps
Office of Commander
Far East Fleet
· Singapore
Tel. 59141 Ext. ( 57 35 )
2Uth ffebruary 1967
:-.inistry 01:· Defence <.Ji.avy)
I\,ale. Lumpur
~. I~ is re~uea~ed that cleara~ce be obtained for
;:_._.:i D.~.r.l..:!A.'{ .a!lci. cletac:ie:d partie:s i;o carry out su:cve,/:::> i~
;;as·c ~-::.la.Js1a as 6.etailed in the enclosure •
. t
...:.::~.10i>t1.2.·e:
Co~ias ~o:
;._.; • 3..:.;cidC{i)
Comman.C:.er, B.oya.l ,.;avy
for ~leet Com:,iar:c.er
.0ete.ils o±: .Surve./s
--~~ 1967
if2.VJ
i!'l ·,;est ~.4al2;:;sia.,
::.._.:> J.t;..~~..::~: ..
Details of Surveys in W-est Malaysia, March· .. to May 196-l:-
a. South East Johore
~an.jong Stappa (Lat. 01°20 1N, Lor~J· 104°o3 1E ap,ro~mately) to
Tanjon~ ?enawar (Lat. 01°30 1N, Long. 104°17 1E a~prozima~ely)
1st - 20th :.farch Reconnaissance, Preli~inar-J
'i'riangulation
Hyd.rog-raphic .3urv~.y. Ca:rip ?arty
established at 3un::·ei :2a.:1.::,·.~:i t
, ii.eu1unia Bay j
···~··-· ·· ·.::· ; .. L,. ... o~ 0 ,<• ·"'" -·--~-.;O!l~ .].J,_ \, -"• .1. .:..v l't, .Lo!:'.L;. 10.,o ... l, ., =··,···r-~-.. ; -,.,,-0·.1· ,-J· .) .) J.!.i -L·: v--"·-"- J
~rectior1 ·~~, ·~·ro -==-~a.i~-~-e ..:,jecc: .. Slave
3ta:t ior...s i!l .font i.:ir! ~-:ec ~1il a~d
~atu ?ci:.at areas ·
.;-r6.ro,Jrap:.1ic ciLtrve;'{. Ct,_.-.:., l-arty
to ~1e estabiis~1ed :;;.t ?c.t=l t"a;lat.
0!)era.tior.i.al Visits t·.J 3a~~:. r'~ . .cat
to
a~-~ ~-.. ~r :s ::.ece~s~.::. .. :.- :·01.' ~ie surve.t
ATTACHMENT 7
ANNEX MCM 5
Affidavit of Idris Bin Yusof
MAHKAMAH KEADILAN ANTARABANGSA
KES BERHUBUNG KEDAULATAN KE ATAS PEDRA
BRANCA/PULAU BATU PUTEH, MIDDLE ROCKS DAN SOUTH
LEDGE
ANTARA
MALAYSIA
DAN
SINGAPURA
AFIDA VIT IDRIS BIN YUSOF
Saya, IDRIS BIN YUSOF (KIP: 450714-01-5457), nelayan dari Sungai
Rengit, beralamat di Jalan Bunga Raya Satu, Kg. Sungai Buntu, 81600
Pengerang, Johor, Malaysia, dengan sesungguhnya berikrar dan menyatakan
seperti berikut:
1. Saya dilahirkan di Sungai Rengit pada 14 Julai 1945. Sekarang saya
menetap dengan keluarga saya di Sungai Buntu, sebuah kampung
lebih kurang 1.5 kilometer dari Sungai Rengit. Saya mempunyai 5
orang anak. Semua perkara yang dideposkan di sini adalah dalam
pengetahuan saya sendiri melainkan dinyatakan sebaliknya. Di mana
1
ianya di luar pengetahuan saya, ia adalah benar pada makluman dan
kepercayaan saya.
2. Sungai Rengit adalah sebuah perkampungan nelayan di tenggara
pantai Johor. la adalah lebih kurang 5 batu nautika dari Pulau Besar
dan Pulau Lima dan adalah lebih kurang 10 batu nautika dari Pulau
Batu Puteh di luar pantai Johor.
3. Saya bersekolah sehingga darjah 6. Sejak dari itu saya menjadi
nelayan, sekarang sudah 45 tahun. Saya yang pertama di dalam
keluarga menjadi nelayan. Mulanya saya menangkap ikan untuk
majikan berbangsa Cina dari Malaysia. Kemudiannya saya memiliki
sebuah bot yang kecil dan menangkap ikan secara bersendirian.
Selepas itu saya menangkap ikan dengan bot yang lebih besar bersama
3 nelayan lain. Ini membawa perbezaan yang besar kepada
pendapatan saya.
4. Lebih kurang pada tahun 1979 saya telah dilantik sebagai ketua
kumpulan nelayan dari Sungai Rengit yang mempunyai permit dari
Jabatan Perikanan kawasan untuk menangkap ikan di kawasan lebih
2
daripada 3 batu nautika dari pantai Malaysia. Kumpulan ini terdiri
daripada 150 bingga 180 orang nelayan. Saya menjawat jawatan
ketua nelayan sebingga tahun 2000. Tugas ketua nelayan adalah.
untuk membantu nelayan-nelayan di dalam kumpulan dan mewakili
mereka apabila mereka membuat aduan. Dari tabun 2003 saya
memegang jawatan Timbalan Pengerusi Persatuan Nelayan kawasan
Pengerang, merangkap ahli Lembaga Pengarab Persatuan Nelayan
kawasan Pengerang.
5. Menangkap ikan merupakan punca pencarian rezeki tradisi penduduk
Sungai Rengit sejak turun-temurun. Pada asalnya nelayan-nelayan
menggunakan bot yang mempunyai layar dan dayung. Kemudian
mereka menggunakan bot enjin sangkut 40 kuasa kuda dan bot yang
lebib besar dengan enjin dalam 120 bingga 150 kuasa kuda.
Sesetengah nelayan Sungai Rengit memiliki bot mereka sendiri
sementara yang lainnya menyewa bot dari pengusaha tempatan yang
menerima sebahagian daripada nilai basil tangkapan. Di mana bot
yang disewa dari pengusaha tempatan memerlukan 3 orang pekerja,
biasanya setiap nelayan akan mendapat 20% daripada basil tangkapan
manakala pemilik bot mendapat 40% basil tangkapan. Nelayan
3
kadangkala menangkap ikan berseorangan di dalam botnya dan
kadangkala di dalam sekumpulan 4 atau 5 bot. Nelayan dari Sungai
Rengit biasanya menjual tangkapan mereka kepada orang tengah
tempatan berbangsa Cina dari Sungai Rengit.
6. Pada 1960-an, 1970-an dan awal 1980-an, kadang-kadang saya dan
nelayan-nelayan lain dari Sungai Rengit diupah untuk membawa
mereka dari Malaysia dan Singapura untuk memancing. Mereka dari
Singapura akan datang ke Sungai Rengit untuk menyewa bot kami.
Kami tidak pergi ke Singapura. Upah yang diperolehi dari aktiviti ini
membawa pendapatan yang lumayan di antara RM600 hingga RM850
sehari.
7. Nelayan dari Sungai Rengit menggunakan pancing dan jaring untuk
menangkap ikan. Apa yang digunakan bergantung kepada samada
tangkapan dibuat pada siang atau malam, keadaan cuaca, dan
kedalaman air. Ikan boleh nampakjaring dan mengelaknya pada siang
hari. Kami menggunakan jaring pada waktu malam apabila ikan-ikan
berada lebih dekat dengan permukaan air dan tidak nampak jaring
yang digunakan. Kedua-dua pancing danjaring elok digunakan untuk
4
menangkap ikan. Kami menetapkan bila dan di mana untuk
menangkap ikan bergantung kepada keadaan cuaca dan faktor lain
seperti kesesakan kawasan tangkapan tersebut.
8. Nelayan dari Sungai Rengit telah lama menangkap ikan di sekitar
Pulau Batu Puteh. Samada kami pergi ke Pulau Batu Puteh atau ke
tempat lain bergantung kepada musim dan keadaan cuaca. Biasanya
kami tidak ke Pulau Batu Puteh di antara bulan November dan Mac
sebab musim tengkujuh. Dari April hingga Oktober kami biasanya
menangkap ikan di sekitar Pulau Batu Puteh lebih kurang 10 hingga
12 hari setiap bulan bergantung kepada keadaan.
9. Sekiranya kami tidak dapat menangkap ikan di sekitar Pulau Batu
Puteh, kami akan menangkap ikan di luar pantai Desaru dan Tanjung
Punggai ke utara pantai Johor, dan di sekitar Pulau Besar dan Pulau
Lima.
10. Pulau Batu Puteh merupakan kawasan menangkap ikan yang penting
bagi nelayan dari Sungai Rengit sejak turun temurun kerana ia
berdekatan dengan perkampungan dan perairannya kaya dengan ikan.
5
Tidak perlu menggunakan bot yang berenjin untuk ke Pulau Batu
Puteh. Sehari menangkap ikan di perairan Pulau Batu Puteh biasanya
memberikan tangkapan yang setimpal dengan 3 atau 4 hari
menangkap ikan di kawasan lain. Ini adalah kerana perairan sekitar
Pulau Batu Puteh adalah kawasan lindungan di mana arusnya lebih
perlahan dan ini menarik berbagai jenis ikan. Nelayan tidak perlu
keluar menangkap ikan setiap hari kerana tangkapan di sekitar Pulau
Batu Puteh adalah lumayan. Inilah sebabnya kebanyakan nelayan qari
Sungai Rengit dahulunya sering menangkap ikan di sekitar Pulau
Batu Puteh.
11. Pulau Batu Puteh adalah tempat yang elok untuk menangkap ikan
walaupun bagi nelayan di Sungai Rengit yang mempunyai bot kecil
kerana pulau tersebut merupakan tempat berlindung. Semasa ribut,
para nelayan dapat menarik bot mereka ke atas batu dan berlindung di
rumah api. Dahulunya, penjaga rumah api selalu menolong dan
menyediakan makanan dan tempat berlindung untuk nelayan. Para
nelayan akan membelikan barang keperluan di Sungai Rengit untuk
penjaga rumah api manakala penjaga rumah api pula memberi
perlindungan dan minyak petrol kepada nelayan. Barang keperluan
6
yang diberikan oleh nelayan kepada penjaga rumah api termasuk
minyak masak, roti, biskut dan bahan makanan lain, dan kadangkadang
rokok. Sekiranya penjaga rumah api kehabisan barangan
keperluan ini, mereka terpaksa menunggu seminggu sebelum
mendapatkan bekalan baru. Daripada menunggu, penjaga rumah api
akan memberikan duit kepada nelayan dan keesokan harinya nelayan
akan memberikan apa yang dikehendaki.
12. Tempoh yang paling baik untuk menangkap di sekitar Pulau Batu
Puteh adalah apabila terdapat air pasang dan surut kerana pada masa
ini terdapat paling banyak ikan di sekitar pulau tersebut. Nelayan
yang menggunakan bot kecil berenjin 40 kuasa kuda akan mengambil
masa 50 minit untuk sampai ke Pulau Batu Puteh. Sekiranya bot yang
digunakan adalah besar dan berat dan walaupun ianya mempunyai
enjin 120 atau 150 kuasa kuda, ia akan mengambil masa 1 Yi jam
untuk tiba ke Pulau Batu Puteh.
13. Apabila kami keluar menangkap ikan di sekitar Pulau Batu Puteh pada
siang hari, kami akan bertolak lebih kurang pada pukul 5 atau 6 pagi
dan balik pada waktu senja. Apabila kami menangkap ikan pada
7
siang hari kami akan menggunakan pancing. Apabila kami keluar
menangkap ikan pada waktu malam, kami akan keluar lewat petang
dan balik awal pagi. Apabila kami menangkap pada waktu malam,
kami akan menggunakan jaring. Kami akan berlabuh lebih kurang
100 meter dari Pulau Batu Puteh. Ikan yang kami tangkap di
kawasan ini kebanyakannya ikan Cermin dan ikan Cencaru yang
mempunyai nilai jualan yang sederhana.
14. Pemah sekali atau 2 kali semasa tahun 1960-an dan 1970-an kami
pemah dihalang oleh Polis Marin Malaysia untuk pemeriksaan semasa
menangkap ikan di sekitar di Pulau Batu Puteh. Apabila kami
memberitahu mereka bahawa kami di dalam perjalanan ke Pulau Batu
Puteh, kami dibenarkan meneruskan perjalanan kami tanpa
pemeriksaan lanjut. Polis Marin Malaysia jarang memeriksa bot
nelayan Johor yang mempunyai nombor pendaftaran. Ini
membolehkan bot-bot tersebut dikenalpasti dari jauh dengan lebih
senang oleh Polis Marin Malaysia. Biasanya kami akan melihat Polis
Marin Malaysia berlabuh mana-mana di antara Pulau Batu Puteh dan
Pulau Lima supaya mereka boleh nampak kedua-dua pulau.
8
15. Tiada larangan untuk menangkap ikan di sekitar Pulau Batu Puteh
sehingga lebih kurang pada tahun 1985 atau tidak lama selepas itu.
Selepas itu Polis Marin Singapura atau Tentera Laut Singapura mula
menghalang kami dengan melarang kami daripada berlabuh di
kawasan sekitar Pulau Batu Puteh. Sebab yang diberikan oleh mereka
ialah bahawa terdapat kabel di dalam air dan kemungkinannya sauh
kami akan membahayakan sekiranya tersangkut pada kabel dan kami
akan terkena kejutan elektrik. Saya tidak tahu samada ini adalah
benar atau mereka cuma cuba menakutkan kami. Sejak dari itu
nelayan Johor tidak dibenarkan untuk berlabuh kurang dari 1 batu
nautika dari Pulau Batu Puteh. Sebelum ini kami selalu berlabuh
lebih kurang 100 meter dari pulau tersebut.
16. Sebagai nelayan dari Sungai Rengit yang sejak itu tidak dapat
menangkap ikan di sekitar perairan Pulau Batu Puteh, kami kini
terpaksa menangkap ikan di tempat lain termasuk kawasan ke utara
lagi sepanjang pantai Johor dan sekitar pulau-pulau berhampiran
Tanjung Penyusoh. Hasil tangkapan ini adalah tidak selumayan di
kawasan ini berbanding dengan di sekitar Pulau Batu Puteh dan ramai
nelayan menanggung masalah kerana terpaksa berhenti menangkap
9
ikan di kawasan Pulau Batu Puteh dan mencari punca pencarian di
kawasan lain.
Diikrarkan oleh IDRIS BIN YUSOF )
pada <2 November2004 di1'~10)
10
Di hadapan saya,
TRANSLATION
INTERNATIONAL COURT OF JUSTICE
CASE CONCERNING SOVEREIGNTY OVER PEDRA BRANCA/PULAU BATU
PUTEH, MIDDLE ROCKS AND SOUTH LEDGE
BETWEEN
MALAYSIA
AND
SINGAPORE
AFFIDAVIT OF IDRIS BIN YUSOF
I, IDRIS BIN YUSOF, a fisherman from Sungai Rengit, of Jalan Bunga Raya Satu, Kg.
Sungai Buntu, 81600 Pengerang, Johor, Malaysia, do solemnly affirm and say as follows:
1. I was born in Sungai Rengit on 14 July 1945. I now live in Sungai Buntu, a small
village about 1 Yz km from Sungai Rengit, with my family. I have 5 children. All
matters deposed to are within my own knowledge and are true unless otherwise
stated. Where they are not made from my own knowledge, they are true to the best
of my information and belief.
2. Sungai Rengit is the main fishing village on the south-eastern coast of Johor. It is
about 5 nautical miles from the islands of Pulau Besar and Pulau Lima, and about 10
nautical miles from the island of Pulau Batu Puteh, off the Johor coast.
3. I went to school until standard 6. I have worked as a fisherman since then for the
past 45 years. I was the first in my family to become a fisherman. I started fishing
for a Malaysian Chinese employer. I then had my own small boat and fished as a
1
single fisherman. Later, I went fishing in a larger boat which had three fishermen.
This made a big difference to my income.
4. In about 1979, I was appointed as the Head of Fishermen for the group of fishermen
from Sungai Rengit who had permits from the Fisheries Department of the area to go
fishing beyond 3 nautical miles from the Malaysian coast. This group was made up
of about 150 to 180 fishermen. I was the Head of Fishermen until 2000. The role of
the Head of Fishermen is to assist the fishermen from the group and to represent
them when they made complaints. From 2003, I have been the Deputy Chairman of
the Fishermen's Association of Pengerang, as well as a member of the Board of
Directors of the Fishermen's Association of Pengerang.
5. Fishing has been the traditional source of livelihood for the people of Sungai Rengit
for generations. Fishermen originally used boats with sails and oars. Later, they
used small boats with outboard motors of around 40 horsepower and bigger boats
with inboard motors of up to 120 or 150 horsepower. Some fishermen from Sungai
Rengit own their own boats. Others hire their boats from local businessmen who
finance the boat for a share of the catch. In the case of a three-man boat owned by a
local businessman, each fisherman would usually take 20% of the catch, with 40%
going to the owner of the boat. Fishermen sometimes fished alone, in single boats,
and sometimes in groups of 4 or 5 boats together. Fishermen from Sungai Rengit
would usually sell their catch to local Malaysian Chinese middlemen from the
village.
6. Sometimes, during the 1960s, 1970s and the early 1980s, I and other fishermen from
Sungai Rengit would be hired to take people from Malaysia and Singapore sports
fishing. People from Singapore would come to Sungai Rengit to rent our boats. We
never went to Singapore. Using our boats for this purpose brought in a good income
of Ringgit Malaysia 600- 850 per day.
2
7. Fishermen from Sungai Rengit use both lines and nets for fishing. What is used will
depend on whether we are fishing during the day or night, on the weather conditions,
and on the depth of the water. We usually use lines for fishing during the day, when
the fish stay deeper in the water. During the day, the fish can also see the nets and
avoid them. We use nets at night, when the fish come closer to the surface and
cannot see the nets. Both lines and nets are good for fishing. We decide when and
where to go fishing depending on the weather conditions and other factors, such as
whether an area is too crowded.
8. Fishermen from Sungai Rengit have always fished around Pulau Batu Puteh.
Whether we would go to Pulau Batu Puteh or some other place would depend on the
time of year and the weather conditions. Usually, we would not go to Pulau Batu
Puteh between November and March, because of the monsoons. From April to
October, we would usually fish around Pulau Batu Puteh for around 10 to 12 days
each month, depending on the conditions.
9. If we could not go fishing around Pulau Batu Puteh, we would go fishing off Desaru
and Tanjung Punggai, further north along the Johor coast, and around the islands of
Pulau Besar and Pulau Lima.
10. Pulau Batu Puteh has been an important fishing area for fishermen from Sungai
Rengit for generations because it is close to the village and the waters are very rich in
fish. It was not necessary to have a boat with an engine to get to Pulau Batu Puteh.
In I day of fishing in the waters around Pulau Batu Puteh, a fisherman could usually
catch the equivalent of about 3 or 4 days of fish compared to fishing in other areas.
The reason for this is that the waters around Pulau Batu Puteh are sheltered, with a
slower current, and this attracts many fish. Because the catch was so good around
Pulau Batu Puteh, it meant that the fishermen did not need to go fishing on a daily
basis. For this reason, most of the fishermen from Sungai Rengit used to fish around
Pulau Batu Puteh.
3
11. Pulau Batu Puteh was a good place to fish even for fishermen from Sungai Rengit
with very small boats because the island provided shelter. In stormy waters, the
fishermen were able to pull their boats onto the rocks and seek shelter in the
lighthouse. The lighthouse keepers were always helpful and would provide the
fishermen with food and shelter. There was an arrangement that the fishermen
would provide the lighthouse keepers with supplies which they would buy for them
in Sungai Rengit in exchange for shelter and petrol. The supplies that the fishermen
brought to the lighthouse keepers included cooking oil, bread, biscuits and other
foodstuffs, and sometimes cigarettes. If the lighthouse keepers ran out of these
things, they could wait for a week before they got fresh supplies. Instead of waiting,
they would give the fishermen money and the next day the fishermen would deliver
what they had asked for.
12. The best time to go fishing around Pulau Batu Puteh was when there was a rising or
a receding tide as this was when there would be most fish around the island. If the
fishermen were using a small boat with a 40 horsepower engine, it would take about
50 minutes to get to Pulau Batu Puteh. If the boat was larger and heavier, even
though it may have been using 120 or 150 horsepower engine, it could take up to 1 Yi
hours to get there.
13. When we went fishing around Pulau Batu Puteh during the day, we would set off at
around 5.00 or 6.00 am and stay out until night fall. When we fished during the day,
we would use lines. When we went fishing during the night, we would set off late in
the afternoon and come back in the early morning. When we fished at night, we
would use nets. We would usually anchor about 100 meters from Pulau Batu Puteh.
The fish that we caught in these waters were mostly Cermin and Cencaru, which
have medium commercial value.
14. On one or two occasions during the 1960s and 1970s, when we went fishing around
Pulau Batu Puteh, we were stopped by the Malaysian Marine Police for inspection.
When we told them that we were going to Pulau Batu Puteh, they would allow us to
4
proceed without any further checks. The Malaysian Marine Police checked the Johor
fishing boats less often once they all had registration numbers. This allowed them to
be identified more easily by the Malaysian Marine Police from a distance. Usually,
we would see the Malaysian Marine Police boats anchored somewhere between
Pulau Batu Puteh and Pulau Lima, so that they could see both islands.
15. There were no restrictions on fishing around Pulau Batu Puteh until about 1985 or a
little later. After that, the Singapore Marine Police or Singapore Navy began to stop
us, prohibiting us from anchoring in the area around Pulau Batu Puteh. The reason
they gave was that there were cables in the water and there was a danger that our
anchors would pull on the cables and we would be electrocuted. I do not know if this
was true or whether they were just trying to frighten us. From this time, Johar
fishermen have not been permitted to anchor within 1 nautical mile of Pulau Batu
Puteh. Before that, we would anchor about 100 meters from the island.
16. As fishermen from Sungai Rengit have been unable to fish in the waters around
Pulau Batu Puteh since this time, we have had to fish elsewhere, including further
north along the Johar coast and around the islands off Tanjung Penyusoh. The
fishing is not as good in these areas as it was around Pulau Batu Puteh and many
fishermen have suffered, having had to give up fishing around Pulau Batu Puteh and
to earn a living elsewhere.
Solemnly affirmed by IDRIS BIN YUSOF )
on 8 November 2004 at Putrajaya )
5
(signed)
Before me,
signed
(Nor Sham Bte Said)
Commissioner for Oaths
Court of Appeal
Putrajaya
ANNEX MCM 6
Affidavit of Saban Bin Ahmad
•
MAHKAMAH KEADILAN ANTARABANGSA
KES BERHUBUNG KEDAULATAN KE ATAS PEDRA
BRANCA/PULAU BATU PUTEH, MIDDLE ROCKS DAN SOUTH
LEDGE
ANTARA
MALAYSIA
DAN
SINGAPURA
AFIDAVIT SABAN BIN AHMAD
Saya, SABAN BIN AHMAD (KIP No: 480118-01-5079), nelayan dari
Sungai Rengit, beralamat R.95, Kampung Jomis Sungai Rengit, 81620
Pengerang, Joh or, Malaysia, dengan sesungguhnya berikrar. dan menyatakan
seperti berikut:
1. Saya dilahirkan pada 18 Januari 1948 di Sungai Rengit, sebuah
perkampungan nelayan di tenggara Johor dan masih menetap di sana
dengan keluarga saya. Semua perkara yang dideposkan di sini adalah
dalam pengetahuan saya sendiri melainkan dinyatakan sebaliknya. Di
mana ianya di luar pengetahuan saya, ia adalah benar pada makluman
dan kepercayaan saya.
1
2. Saya berasal dari keluarga nelayan dan telah sepanjang hayat saya
bekerja sebagai nelayan. Bapa dan datuk saya <lulu pun nelayan,
turun temurun keluarga saya keluarga nelayan. Saya berhenti sekolah
selepas darjah 3, lebih kurang umur 9 tahun, dan terns ke laut
mengikut bapa saya menangkap ikan. Beliau meninggal dunia semasa
saya berumur 11 tahun.
3. Semasa saya mula menangkap ikan dengan bapa saya pada tahun
1957, kami menggunakan sampan dengan dayung dan pergi ke laut
bersama dua orang nelayan lain dalam bot yang sama. Kemudian,
kami menggunakan bot enjin sangkut yang kecil. Mulai tahun 1960-
an, kami menggunakan bot yang lebih besar untuk tiga orang nelayan
de11gan enjin 80 kuasa kuda. Saya selalunya pergi menangkap ikan
secara bersendirian dalam satu bot dan bukan dalam kumpulan dengan
bot-bot lain. Sekarang ini saya memiliki bot sendiri.
4. Pulau Batu Puteh adalah kawasan menangkap ikan turun temurun
untuk nelayan Johor dari Sungai Rengit. Saya ingat lagi kisah yang
diceritakan oleh bapa dan datuk saya mengenai pengalaman mereka
menangkap ikan di perairan tersebut. Pada zaman bapa dan datuk
2
saya, mereka akan menggunakan bot yang mempunyai layar dan
dayung. Bergantung kepada keadaan angin mereka akan mengambil
masa lebih kurang lima jam untuk sampai ke Pulau Batu Puteh.
Mereka akan berlindung di kawasan perairan sekitar pulau tersebut.
Kalau cuaca teruk mereka akan menarik bot ke atas batu dan akan
dijemput oleh penjaga rumah api untuk berlindung di rumah api.
Penjaga rumah api juga akan menawarkan makanan kepada mereka.
Sebaliknya, bapa dan datuk saya akan memberikan mereka
sebahagian kecil daripada tangkapan atau bekalan seperti sayursayuran,
buah-buahan, cili, kelapa atau apa-apa yang diperlukan oleh
penjaga rumah api. Ini juga berlaku kepada nelayan lain dari Sungai
Rengit.
5. Saya masih ingat lagi, datuk menceritakan bahawa tangkapan ikan di
sekitar Pulau Batu Puteh sangat baik. Apabila ada majlis
perkahwinan memadai untuk menangkap ikan sehari sebelum
perkahwinan tersebut kerana sudah tentunya akan mendapat
tangkapan yang lumayan.
6. Pulau Batu Puteh merupakan pilihan pertama dan tempat yang paling
saya suka untuk menangkap ikan kerana tangkapannya selalunya
3
lumayan. Bergantung kepada keadaan cuaca saya sering menangkap
ikan dalam bulan April hingga Oktober dari tahun 1960-an hingga
1980-an. Dalam keadaan air tenang, ia akan mengambil masa lebih
kurang 30 minit untuk sampai ke pulau tersebut dengan bot enjin 80
kuasa kuda. Selalunya saya akan mula menuju ke Pulau Batu Puteh.
Sekiranya keadaan tidak mengizinkan ataupun kawasan tersebut
sesak, saya akan menukar hala tuju untuk ke Pulau Lima. Biasanya
saya akan keluar menangkap ikan lebih kurang 20 hari sebulan.
7. Bila saya pergi menangkap ikan di Pulau Batu Puteh saya akan keluar
sama ada awal pagi lebih kurang pukul 6 pagi dan pulang lebih kurang
pukul 5 petang, atau keluar lebih kurang pada pukul 6 petang dan
pulang subuh keesokan harinya. Biasanya saya tidak akan keluar
untuk lebih daripada satu hari.
8. Siang hari, saya menggunakan pancmg untuk menangkap ikan.
Malam pula biasanya saya menggunakan jaring. Siang hari, ikan akan
dapat melihatjaring dan mengelakkannya. Malam pula, mereka tidak
nampak jaring. Jaring yang digunakan adalah agak kecil iaitu lebih
kurang 8 atau 10 meter. Lubang-lubang jaring pula adalah sebesar 5
mc1. Jaring-jaring ini adalah sesuai untuk kawasan air cetek dan
4
bukan air dalam. Bergantung kepada kedalaman air, kami akan
mengagak sedalam mana jaring akan dilepaskan. Jenis-jenis ikan
yang biasa saya dapat di perairan Pulau Batu Puteh adalah ikan sagai,
selar, cermin, cencaru, tenggiri, kerapu, delah dan jenahak. Ikan-ikan
ini adalah sederhana nilainya. Biasanya saya akan menjual tangkapan
saya kepada orang tengah rakyat Malaysia berbangsa cina di Sungai
Rengit.
9. Saya berpendapat bahawa pera1ran di sekitar Pulau Batu Puteh
menjanjikan tangkapan yang amat lumayan kerana perairan tersebut
tenang dan tidak tercemar. Oleh itu, ia adalah kawasan yang
merupakan tempat ikan berlindung.
10. Biasanya saya tidak menangkap ikan di kawasan perairan di sebalik
Pulau Batu Puteh kerana saya diberitahu bahawa kawasan ini adalah
kawasan perairan Indonesia. Pada tahun 1960-an, saya ditahan oleh
polis marin Indonesia di perairan ini sebanyak dua kali. Bot saya
ditunda ke Tanjung Pinang di Pulau Bintan di Indonesia dan
kemudiannya saya diarah untuk pulang. W alau bagaimanapun, bot
saya telah kehabisan diesel dan oleh itu saya memohon pertolongan
5
dari penJaga rumah api dan beliau telah memberikan saya sedikit
diesel bagi perjalanan balik ke Sungai Rengit.
11. Biasanya, saya tidak mendarat di Pulau Batu Puteh kerana lebih suka
berlabuh di perairan pulau tersebut untuk menangkap ikan. Sejak
tahun 1960-an, ada lebih kurang 10 kali saya mendarat di Pulau Batu
Puteh. Ada sekali tangkapan saya sangat baik sehinggakan saya
terpaksa meninggalkan sebahagian di dalam guni di atas batu untuk
diambil keesokan hari. Ada juga beberapa kali penjaga rumah api
memberi bantuan dan tempat berlindung. Saya masih ingat tiga orang
penjaga rumah api iaitu Samy, seorang India, Salim, seorang
berbangsa Inggeris yang memeluk Islam, dan Thomas, seorang Cina.
Yang paling saya ingat ialah Samy dan Salim kerana mereka sangat
baik kepada saya. Biasanya ada beberapa orang lain di rumah api
tersebut bersama penjaga rumah api, termasuk seorang tukang masak
dan seorang lagi pembantu yang membantu mengendalikan api. :pada
tahun 1960-an dan 1970-an penjaga rumah api dan yang lainnya akan
ditukar secara bergilir setiap bulan.
12. Lebih kurang sebelum tahun 1986, saya tidak pemah dihalang
daripada pergi ke Pulau Batu Puteh. Sekali atau dua kali sebulan saya
6
akan lihat Polis Marin Malaysia di kawasan tersebut dan tidak pernah
di halang oleh mereka. Lebih kurang sebelum tahun 1986, saya tidak
pemah melihat Polis Marin Singapura atau Tentera Laut Singapura di
kawasan terse but. W alau bagaimanapun, mulai waktu itu, mereka
mula menghalang saya memasuki kawasan sekitar pulau tersebut
kerana dikatakan akan menggugat hubungan di antara Malaysia dan
Singapura. Mereka tidak memberikan sebab yang lain. Mereka
mengarahkan saya beredar dari situ dan menangkap ikan di luar
kawasan 1 batu nautika dari pulau tersebut.
13. Sekiranya saya pergi ke kawasan lebih daripada 1 batu nautika dari
Pulau Batu Puteh ke arah Johor, saya akan memasuki laluan
perkapalan di mana airnya dalam dan arusnya kuat. Adalah mustahil
dan merbahaya untuk menangkap ikan di kawasan ini. Lagipun, tiada
apa untuk ditangkap di sini. Di sebalik Pulau Batu Puteh pula adalah
kawasan perairan Indonesia dan saya juga tidak boleh menangkap
ikan di sana. Hari ini, kalau saya pergi menangkap ikan saya cuma
boleh pergi ke kawasan sekitar Pulau Lima atau sepanjang pantai
Johor. Kawasan ini tidaklah sebaik kawasan menangkap ikan seperti
Pulau Batu Puteh dahulunya.
7
14. Hari ini, saya jarang keluar menangkap ikan dan sekarang ini saya
mempunyai pemiagaan membuat belacan yang digunakan dalam
masakan Melayu. Adalah kerugian yang besar bagi para nelayan
Sungai Rengit memandangkan kami tidak dapat pergi menangkap
ikan di Pulau Batu Puteh lagi.
Diikrarkan oleh SABAN BIN AHMAD
pada 8November 2004 di ?~-icr )
8
~ '---<Au. Olr·
d aya Sum~ahJ
TRANSLATION
INTERNATIONAL COURT OF JUSTICE
CASE CONCERNING SOVEREIGNTY OVER PEDRA BRANCA/PULAU DATU
PUTEH, MIDDLE ROCKS AND SOUTH LEDGE
BETWEEN
MALAYSIA
AND
SINGAPORE
AFFIDAVIT OF SABAN BIN AHMAD
I, SABAN BIN AHMAD, a fisherman from Sungai Rengit, of R.95, Kampung Jomis
Sungai Rengit, 81620 Pengerang, Johor, Malaysia, do solemnly affirm and say as
follows:
1. I was born on 18 January 1948 in Sungai Rengit, a fishing village on the south-east
coast of Johor, and continue to live there with my family. All matters deposed to
are within my own knowledge and are true unless otherwise stated. Where they are
not made from my own knowledge, they are true to the best of my information and
belief.
2. I come from a fishing family and have been a fisherman all my life. My father was
a fisherman and his father before him and so on for many generations. I left school
after standard 3, at about 9 years old, and began fishing with my father. He passed
away when I was 11.
3. When I began fishing with my father in about 1957, we used a boat with oars and
went with 2 other fishermen in the same boat. Later, we used a small boat with an
outboard engine. From the 1960s, we began to use a bigger boat with an 80
horsepower engine and three-man crew. I usually went fishing alone, in a single
boat, rather than in a group with other boats. Today, I own my own boat.
4. Pulau Batu Puteh has been a traditional fishing area for Johor fishermen from
Sungai Rengit for generations. I remember stories from my father and grandfather
about the fishing in these waters. In my father and grandfather's time, they would
use boats with sails and oars. Depending on the wind, it would take them about
five hours to get to Pulau Batu Puteh. They would shelter in the waters around the
island. If the weather was bad, they would move the boat on to the rocks and
would be invited by the lighthouse keepers to shelter in the lighthouse. The
lighthouse keepers would also offer them food. In exchange, my father and
grandfather would give the lighthouse keepers a small portion of their catch or
other provisions, such as vegetables, fruit, chillies, coconuts, or whatever the
lighthouse keepers needed. It was the same for other fishermen from Sungai
Rengit.
5. I remember my grandfather saying that the fishing was so good around Pulau Batu
Puteh that, when there was a wedding, it was only necessary to go fishing the day
before the wedding. They were so sure of getting a good catch.
6. Pulau Batu Puteh was my first choice and favourite place to go fishing because the
catch was always so good. Depending on the weather conditions, I used to fish
there all the time in the months of April to October from the 1960s to the 1980s. In
calm water, it would take about 30 minutes to reach the island with an 80
horsepower engine. I would usually start by going out towards Pulau Batu Puteh.
If the conditions there were no good, or if it was too crowded, I would change
course to go to Pulau Lima. I would usually go fishing for about 20 days each
month.
7. When I went fishing at Pulau Batu Puteh, I would either start out early, at around
6.00 am, returning at around 5.00 pm in the evening, or set out at around 6.00 pm in
2
the evening, returning around first light the next day. I would not usually stay out
for more than 1 day.
8. When I went fishing during the day, I used a line. At night, I would usually use a
net. During the day, the fish could see and avoid the nets. At night, they could not.
The nets are quite small, being about 8 or 10 meters in size. They have 5 inch
holes. They are for fishing in relatively shallow water. They are not deep water
nets. Depending on the depth of the water, we would adjust the amount that we
would let out. The types of fish that I would usually catch in the waters around
Pulau Batu Puteh are Sagai, Selar, Cermin, Cencaru, Tenggiri, Kerapu, Delah and
Jenahak. These are medium value fish. I would usually sell my catch to Malaysian
Chinese middlemen in Sungai Rengit.
9. I think the waters around Pulau Batu Puteh are so good for fishing because they are
not polluted and are calm and are therefore a place where the fish shelter.
10. I did not usually go fishing in the waters on the other side of Pulau Batu Puteh
because I was told that these are Indonesian waters. In the 1960s, I was twice
detained by the Indonesian Marine Police in these waters, who towed my boat to
Tanjung Pinang in Pulau Bintan in Indonesia and then told me to return. However,
my boat ran out of diesel and I had to ask for help from the lighthouse keeper, and
he gave me some diesel for my journey back to Sungai Rengit.
11. I usually did not land on Pulau Batu Puteh, preferring to anchor in the waters of the
island to do my fishing. Since the 1960s, however, I landed on Pulau Batu Puteh
on maybe 10 occasions. On 1 occasion, my catch was so great that I left some of it
in a sack on the rocks to be collected the next day. On other occasions, the
lighthouse keepers gave me shelter and assistance. I remember three lighthouse
keepers in particular: Samy, who was Indian, Salim, who was English but had
converted to Islam, and Thomas, who was Chinese. I especially remember Samy
and Salim as they were kind to me. Usually, there were others in the lighthouse
3
with the lighthouse keeper, including a cook and someone to help with the light.
The keepers and the others were rotated once a month during the 1960s and 1970s.
12. Before about 1986, I was never stopped when going to Pulau Batu Puteh. Once or
twice a month, I saw Malaysian Marine Police in the area but was never stopped by
them. Before about 1986, I never saw the Singapore Marine Police or the
Singapore Navy in the area. At about this time, however, they began to stop me
saying that entering the area around the island would jeopardise relations between
Malaysia and Singapore. They never gave any other reason. They ordered me to
go at least 1 nautical mile from the island to fish.
13. If I were to go more than 1 nautical mile from Pulau Batu Puteh towards Johor, I
would be in the shipping lane where the water is deep and the current is strong. It
is impossible and dangerous for me to fish in this area and there is nothing to catch.
On the other side of Pulau Batu Puteh is Indonesian waters, and I cannot fish there
either. If I go fishing today, therefore, I can only go around Pulau Lima or further
up along the Johor coast. This area is not as good a fishing area as Pulau Batu
Puteh used to be.
14. Today, I seldom go fishing and now have a business making shrimp paste for
traditional Malay cooking. It is a big loss to the fishermen of Sungai Rengit that we
cannot go fishing around Pulau Batu Puteh any more.
Solemnly affirmed by SABAN BIN AHMAD )
on 8 November 2004 at Putrajaya )
4
signed
Before me,
signed
(Nor Sham Bte Said)
Commissioner for Oaths
Court of Appeal
Putrajaya