These notes have been verified by Mr Mark Andrews (Harbourmaster) and have been delayed due to the verification process.
Ted Sangster (CE MHPA), Mark Andrews (Harbourmaster), Martin Sykes (Commodore PCRC) Bog Tyler (Vice Commodore PCRC), Barry Kingston (Commodore PYC), Terry Beckett (PHYC), Paul Mosley (PHYC), Andrew Kettle (NYC), Noman Williams (PYC), Fred Fisher (NYC). Representatives of Dragon: Chris Giles, Derek Lloyd and Danny Howells. Representatives of Dragon South Hook LNG: John Arkley, Captain John Shea, John Constable and Elvan Akkaya.
The meeting was called at the instigation of PCRC, (which has representatives from each of the yacht clubs in the Haven, that are invited to sit on its committee) and convened by the Harbourmaster.
Ted Sangster opened the meeting with a presentation about the construction and use of the LNG Tankers, a copy of which was given to all at the end of the meeting.
Mark Andrews gave an overview of the operation of ships within the harbour. The main points were:
Whilst manoeuvring, a one mile exclusion zone ahead of a tanker within the channel. When berthed an exclusion zone (as at present) 100 meters to the side. These areas to be policed by vessels currently under construction.
Ideally but not exclusively, the LNG Tankers would enter and leave the Haven as close to high tide as practicable.
No defined exclusion zone astern of LNG Tankers except on a case by case basis.
The ‘meet and greet’ (position where a vessel is taken under tow) to be extended outside the Haven entrance.
The operation of pilot boats with blue flashing light will become more noticeable.
There would be little difference in berthing times of LNG Tankers compared to current Tanker operations, a time of approximately 2.5 hours was envisaged.
Turnaround time for an LNG Tanker would be approximately 20 hours.
Dredging to widen the channel for the smaller vessels (for safety reasons) will take place, which would mean realignment of some of the buoys; currently proposed at power station outfall and between Angle Lifeboat Station and Chapel bay. Dredging operations to commence towards the end of 2006.
The tankers are scheduled up to 6 months in advance, the scheduling could be influenced by the sailing programmes given to the Port Authority at the beginning of the season by all yacht clubs, if at all possible.
Mr Andrews was emphatic in stating that if he was made aware of any particular regatta or special event, he would endeavour to ensure that they would be accommodated. The LNG terminal representative felt that some regular weekly events could be accommodated.
Likewise he made the point that there may be exceptional circumstances that his powers could be involved to close off the boat passages or exclude leisure users from certain areas but that these would be well publicised. These powers existed at the moment.
The expected volume of LNG traffic would be one every four days in the summer, and averaging one every 2.5 days during the winter.
Concerns were expressed over safety; the overriding answer was that LNG was safer than petroleum products to transport (with the latest generation of LNG Tanker) and handle.
The first LNG Tanker would be arriving during the summer of 2007, this Tanker would be on site for a longer period than would normally be expected to purge and commission systems within the processing facilities.
The suggestion that ‘dummy runs’ be undertaken; with the exclusion zone being enforced over a period of time was accepted, this would enable both ourselves as yachtsmen and the operators to get used to a system that is currently in operation but not rigidly enforced.
A discussion on future developments within the Haven ensued; there are currently plans to attract more cruise ships, this will lead to dedicated berth construction. The positioning of proposed electrical power stations would not necessitate construction of further jetties particularly in the vicinity of Power Station Outfall, an underwater pipe would be laid between Blackbridge and any new Power Station. Further developments are; a Marina adjacent to Milford Shelf and Container Port on the Milford Mine Depot Site. At the time of the meeting these are the only future developments ‘under discussion’.
The operators (both of the terminals and the Port Authority) had difficulties in passing accurate information through the press which was dominated by those who appeared to wish not to understand. The representatives (both of the terminals and the Port Authority) agreed that if it was wished, they could make presentations to each yacht club, however, they were concerned justifiably that unless every meeting and every question and answer was choreographed this would lead to confusion. A far better avenue for the dissemination of information would be through a meeting such as the one arranged via Pembrokeshire Cruiser Racing Club from which these notes have been promulgated.
It was agreed that a meeting should be held at this time next year once dredging operations and channel realignment had commenced.
B Martin Sykes (Commodore PCRC)