MARICO Marine NZ Limited WELLINGTON HARBOUR PORT AND ...

Report No: 05NZ104 WELLINGTON HARBOUR
Issue: Issue 1.1 Operational Risk Assessment
and Maritime Rules. The Pilotage limits could be retained in Maritime
Rules, but the day to day requirements (which change from harbour to
harbour) could be contained within Pilotage Directions. For example,
Pilotage Directions can define where piloted vessels are boarded and
under what conditions (much of which is already in CentrePort’s Marine
Procedures Manual). They can define the approvals process for leading a
vessel into the Delta Boarding area; Beacon Hill procedures can then
define the support needed by the traffic information service to maintain a
clear channel. Reduced visibility procedures can then in future allow a
pilot ashore (via Beacon Hill) with electronic chart and AIS data, to assist
another onboard an inbound vessel. It would also improve the ability to
lead a vessel to Delta in conditions that preclude boarding. This way of
working is termed Navigation Assistance by the International IALS VTS
guidelines and would bring Wellington back into the forefront of
technology and pilotage procedures working in partnership.
13.5.1 Size of Vessel for Compulsory Pilotage
Vessels over 500GT are required to take a pilot (or have a licensed PEC
holder on the bridge) to enter Wellington Harbour. Length is, in the opinion
of Authors, a more practical measure for setting pilotage criteria for vessels
as the need for a size limit is more reasonably attached to rate of swing,
which itself is related to manoeuvring in tight topography. Although
Wellington harbour has an entrance that is difficult in inclement weather,
provided the Harbour Navigational Layout is followed, a vessel does not have
to make any technically difficult manoeuvre to transit the harbour.
Furthermore, lighting on Aids to Navigation at night in Wellington are better
than in other harbours that Authors have assessed – a common problem of
back lighting at night is present (see section 13.6.1) but that can be
mitigated by advice from a trained Beacon Hill officer if needed (with VTS
advisory policies in place). Authors have policy to recommend pilotage
criteria related to length (sometimes length and draught) and would suggest
from experience that vessels up to (but not including) 50m length would be
appropriate, given the findings of the risk assessment. The reason for
selection of such a length is that at night vessels which show only one mast
head light can easily be identified as not having a PEC (or pilot) aboard -
Colregs require vessels of 50m and over to have two masthead lights. The
500GT limit is the default requirement of Maritime Rule Part 90. In the
case of most vessels, this is likely to be close to the 500GT limit already set
under Maritime Rule Part 90.
Greater Wellington Regional Council /
CentrePort Ltd Page 94 of 102