I propose to take Questions Nos. 194 and 195 together.
The Department had no role relating to any such contract as referred to and would suggest that the Department of Communications, Marine and Natural Resources be contacted directly on this issue.
Day to day responsibility for the administration and enforcement of occupational safety and health legislation, including the Safety, Health and Welfare (Offshore Installations) Act 1987 and the Safety, Health and Welfare (Offshore Installations) (Emergency Procedures) Regulations 1991, made under that Act, rests with the Health and Safety Authority.
Regulation 13(1) of the Safety, Health and Welfare (Offshore Installations) (Emergency Procedures) Regulations 1991 requires that "there shall be on hand at all times, except when prevailing weather and climatic conditions may endanger the crew, passengers or vessels, in the neighbourhood of every offshore installation a suitably equipped vessel, to be known and in these Regulations referred to as a "stand-by vessel", prepared to render immediate assistance in the event of an emergency on, in, at or about the said installation or involving persons working from the said installation". Regulation 13(3) refers to the positioning of a stand-by vessel and Regulation 13(5) requires a stand-by vessel to have adequate accommodation for all persons who may be on an offshore installation at any time and to be adequately equipped to provide medical treatment in an emergency.
I am informed by the Health and Safety Authority that the company referred to owns two fixed production platforms-installations in the Kinsale Head gas field, which are located three nautical miles from each other and are approximately 30 nautical miles form Roches Point lighthouse. Since December 2001, one of these platforms has become what is termed as a "normally unmanned installation", NUI, and, therefore, it only presents a risk to personnel when they are on board for maintenance, etc.
Processing of gas takes place on the platforms, on one of which personnel are located. As a result, a standby vessel is required to render assistance if required in the event of an emergency. I am informed that the company currently has a contract for two full-time vessels — one standby vessel and one support vessel. The standby vessel serves the two platforms. The support vessel is also certified and equipped to be a standby vessel. Its normal activity is to bring cargo in and out of port but it also acts a relief standby vessel when the main standby vessel goes into port to change crew. Standby boats have crew, medical supplies, medic or paramedic, and other supplies on board and two rescue boats attached.
The company has recently tendered to have a single self-relieving dual purpose standby-supply boat vessel. I am informed that there will be one certified standby vessel which will also be capable of carrying supplies and cargo. When a crew change is needed at a platform — normally every two to three weeks — a temporary certified standby boat will come out from port and replace the original standby vessel while it goes into port to change crew and get supplies. This temporary standby boat will be certified to be a standby vessel. I am informed that this arrangement will satisfy Regulation 13 of the Safety, Health and Welfare (Offshore Installations) (Emergency Procedures) Regulations 1991, as at all times there will be a certified stand-by vessel in the vicinity of both platforms.
As regards the reference to "the requirement that no supply vessel can be considered a stand-by vessel when it is actively engaged in heavy cargo work, have its rescue area impeded by cargo or is carrying hazardous material", these restrictions are not specifically mentioned in the 1987 Act or 1991 regulations. Notwithstanding that, from a safety point of view, the Health and Safety Authority would recommend as good practice that such restrictions be observed and I am informed that the company has such procedures in place. I am also informed that the company's procedures, when the supply boat-relief boat comes out to the installation to relieve the standby boat that is waiting to go to shore, are that the existing standby boat waiting to be relieved cannot leave the area until the landing area of the deck of the supply boat is clear for potential casualties, that is, until the supply boat has offloaded its deck cargo on to the installation and the deck is clear. Then, the standby boat waiting to be relieved can go back to port, as the relief standby-supply boat is then ready to act as a temporary standby vessel. I am informed that the Health and Safety Authority has no objection to this arrangement and is satisfied that this complies with Regulation 13 of the 1991 regulations, as long as this procedure is maintained at all times and there is one stand-by vessel available with the rescue area clear.
As regards arrangements in the event of breakdown of the single self-relieving, dual purpose standby-supply boat vessel, I am informed that the following would apply: the standby vessel has spare replacement parts for the vessel on board so the likelihood of the standby vessel being down for long is low; notwithstanding that, each platform has its own self-contained lifeboats capable of reaching Cork harbour on their own; even if the standby vessel breaks down, it has two fast rescue craft it can launch itself which can be at the installation within minutes; and helicopter back-up from Cork Airport or the platform would also be put on a higher state of alert, in the event of a stand-by vessel breakdown.
