Blackrock Mayo

MANY PEOPLE have the mistaken impression that the completion of the lighthouse automation programme means the closure of lighthouses or that, somehow, the lighthouses operate without the need for maintenance or upgrading. They do not understand why lighthouse accommodation should need to be modernised. However, automated lighthouses still require occasional human attention to keep them operating.

Blackrock Mayo is one of the most remote and desolate lighthouse stations on the Irish coast. The station is perched 230 feet above sea level on a pinnacle of almost barren rock, 11 miles out into the Atlantic from Blacksod. It is exposed to winds gusting up to 120 knots. Rainfall averages 1800mm (72 inches) a year, with rain falling on an average of 200 days each year. The rock is regularly blanketed in sea mist.

In the days of boat reliefs it was not uncommon for Lightkeepers going onto Blackrock Mayo in late October not to be relieved until the following February or March. The change to helicopter reliefs considerable improved this situation but east, north-east or south-east winds, or poor visibility, can still prevent the helicopter from landing. For safety, logistic, and economic reasons access to Blackrock Mayo is now only by helicopter.

It is in conditions like this that Irish Lights staff maintain lighthouses and other aids to navigation around the Irish coast. Even the simplest job is liable to be disrupted or prolonged by bad weather. To enable maintenance staff to carry out jobs which require more than a few hours work it is necessary to provide accommodation of an acceptable standard at offshore stations.

The two original semi-detached Blackrock dwellings were built in 1860 to a design by George Halpin senior. The houses accommodated two Keepers and their families, and livestock such as goats and fowl, to a standard better than that of many people ashore at that time.

In November 1974 Blackrock Mayo was converted to an unwatched semi-automatic acetylene gas-powered lighthouse, and the Lightkeepers were withdrawn. The dwellings were then in need of considerable repairs and modernisation, for they lacked even electricity and indoor plumbing. For economic and practical reasons it was decided to abandon the dwellings and provide replacement accommo-dation in portacabins. Because of the limited space on Blackrock Mayo three detached portacabin units were needed for living, sleeping, and shower/toilet accommodation. A small domestic generator pro-vided light, cooking, heating, tv, and hot water.

AFTER 25 years these portacabins are reaching the end of their useful life. Though they fulfill basic require-ments they are cramped and uncomfortable. The walls vibrate in the wind making a drumming noise. The lighthouse's acetylene lighting equipment is also at the end of its working life. Spare parts are no longer available and maintenance is costly. In addition, gas installations cannot be fully automated and remotely controlled.


The derelict dwellings before work commenced; the portacabins are to the left of the dwellings

Taking all practical and economic factors into consideration it has been decided to replace the gas light with a solar powered electric light. To provide suitable quarters for staff installing and, later, maintaining the new light, the reinstatement and modernisation of one of the original dwellings was considered the best option. The modernised dwelling block will also accommodate the equipment and batteries required to automate and solarise the station.

Since the Keepers were withdrawn the roofs of the original dwellings had become unsafe and were removed some 12 years ago. The resulting exposure to the elements caused the timbers and the upstairs brick partition walls to deteriorate so that it was necessary to remove them all.

This loss facilitated the complete internal re-design of one of the houses. The new layout incorporates kitchen and linked dining room/ parlour, four bedrooms, shower room/toilet, hot press room, tank room, store, battery room, and automation equipment room. For safety reasons the rooms containing the batteries and the automatic remote control and monitoring equipment are self-contained, and are fire, vapour and explosion proofed, with independent external ground access. A free-standing solid fuel boiler will heat the dining room/ parlour, provide domestic hot water, and give background heating to the other rooms.

The project involved installing extra temporary electrical generating capa-city, site wiring, demolition of the decayed interior, reconstruction, exterior wall pointing, replacement of doors, windows, lintels, floors, stairs, landing and upstairs walls, electrical installation and plumbing.

The existing accommo-dation on Blackrock Mayo restricted the workforce to a crew comprising a Tradesman and a General Operative with the Attendant or Assistant Attendant. Changeover of crews and the airlifting of materials took place every three weeks. All building materials, plant, scaffolding, and water for both construction and domestic use had to be airlifted to the rock. The quantity of building materials that could be stored on the rock was severely limited.


Helicopter underslinging building materials into partially rebuilt dwelling

EVEN FOR Blackrock Mayo the summer of 1998 was atrocious. April was as cold as January, while June and July had almost continuous rain with 20-30mm rainfall on the very bad days. Despite this steady progress was achieved. The morale of the workforce was maintained by the provision of a clothes dryer and extra cooking facilities, and an agreement that each of the Irish Lights Tradesmen crews would work on this project for a three week stint in rotation. This arrangement, however, created project continuity problems resulting in extra work for the design and supervisory team.

As in many Irish Lights civil engineering projects the helicopter doubled both as a delivery vehicle and site crane. The helicopter airlifted tonnes of gravel and sand, concrete blocks, ready-mix concrete, timber, and roofing materials. The skill of the pilots and their knowledge of the wind effects at the rock enabled building materials to be positioned safely even within the building. This made possible the use of ready-mix concrete with its labour saving advantages, and considerably reduced the multiple handling of materials on site.

The main builder's provider for the project was Thomas Archer (Ballina) Ltd. Ballina is 65 miles from Blacksod. Archers were extremely flexible in making deliveries and were aware of the potential hazards of loose materials relative to helicopters. All loose materials were delivered well wrapped and secured by steel strapped binders. Gravel, sand, blocks, and ready-mix were delivered to Surgeview where Dr Terry Swinson kindly allowed Irish Lights to use his holiday home for helicopter underslinging. Surgeview is considerably closer to Blackrock than Blacksod so 5 flights an hour could be carried out, as against 3 flights an hour from Blacksod, with con-siderable savings in costs. In addition, as the Irish Lights helibase at Blacksod is used by Search & Rescue helicopters, the storage of sand and gravel there would have created a problem.


Rebuilding nearing completion (photos: Frank Pelly)

In the event of bad weather preventing an airlift going ahead on schedule materials and equipment liable to damage by bad weather or vulnerable to theft were flown from Blacksod. Deliveries, airlifting, and aircraft fuelling were carried out on the same day at both Surgeview and Blacksod. Both sites were controlled and operated by Vincent Sweeney, Attendant of Blacksod Lighthouse.

As with all Irish Lights civil engineering jobs, safety had priority. Lighthouses are by necessity situated in remote, hazardous and inhospitable locations. The hazards normally inherent in construction projects on the mainland are greatly increased for off-shore lighthouse pro-jects. The project also involved operating from three sites and the man-handling of weights up to 700lb.

Only through the skills, knowledge and recognition of the potential dangers by those involved was it possible to ensure that the work was carried out safely.

Notwithstanding the appalling weather and the other difficulties and discomforts encountered, the project is slightly ahead of schedule. By the end of September the civil engineering work was 80% complete. This reflects great credit on the Coast Tradesmen and General Operative crews, the on-shore and off-shore based Attendants, Lighthouse Depot Technicians, Irish Helicopter's Pilots and Marshallers, and the Design and Supervisory team.

Work on converting the light to solar power will commence in the Spring of 1999.