MARICO Marine NZ Limited WELLINGTON HARBOUR PORT AND ...

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Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment 13.7.2 Hydrographic Survey Although the Harbour is thought to have low accretion rates, there does not appear to be recent data to substantiate this. Draught at the harbour entrance is a limiting factor in vessels using the port and this area was recently surveyed. However this is not the case for many parts of the harbour. The Harbourmaster is thus recommended to make requirement for regular hydrographic survey to provide the data required that can establish and monitor accretion rates. CentrePort is encouraged to develop a risk based system of survey, based on the monitoring of accretion rates. If a new ferry service starts up at Petone Wharf, a need for survey and dredging is likely. Eastbourne Wharf is disused and now a recreational landing stage under the jurisdiction of Hutt City Council. If a service was ever considered from that location the available water depth would be an immediate factor to consider. 13.7.3 Entrance Channel Wave and Tide Height Correlation of wave data offshore to conditions within the inner part of the entrance would provide risk mitigation to grounding and broaching hazards apparent in the entrance channel. The most restricted part of the entrance channel is the most crucial part for the transit into the harbour in adverse conditions (i.e. the point of highest risk). At present, a rule of thumb allowance for dynamic motion is made in the minimum UKC of 1.5 metres in the channel (in normal transits). Given the dangers of the entrance and the concentration of incidents, a more scientific approach based on measurement would be more appropriate in light of this risk assessment. Wave and tidal recording instrumentation is relatively simple to fit to the Front Lead Light beacon, and ideally located. It is not presently fitted and this is recommended. By correlating the relationship between data from the Baring Head wave rider buoy and the entrance wave rider buoy through a range of conditions, interpolation would allow prediction of conditions anywhere in the entrance channel. This would be particularly useful during darkness when observations from Beacon Hill are not possible. Greater Wellington Regional Council / CentrePort Ltd Page 99 of 102
Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment 14 CONCLUSIONS AND RECOMMENDATIONS 1. The Wellington Risk Assessment has identified a total of 78 risks associated with vessel navigation. Risks have been ranked in order of magnitude. 2. The study has determined that risks overall remain within the As Low as Reasonably Practicable (ALARP) area of the risk matrix (Scores 4-7), given the risk criteria set for this risk assessment. However, a problem involving a passenger RoRo at the entrance is at the end of the ALARP range, with an assessed risk score of 6.8. It also scores highly within consequence categories. Given the nature of the entrance, there remains a valid case for attention by the Wellington Harbour Authority (the GWRC Harbourmaster system) and CentrePort. This affects traffic management from Beacon Hill Signal Station; tug capacity and availability and MNZ Search and Rescue response planning. 3. The risk profile at Wellington is dominated by RoRo ferry data. However, contact berthing incidents associated with this trade also appear high on the ranked hazard list. Fendering standards providing protection for RoRo berthing in marginal conditions are candidates for attention. Environmental parameter limitations or pilot advice are also options. Older Jetty structures need to be given attention with respect to remaining structural integrity. A list for Risk Control Options is presented in Section 12 and discussed\expanded further in Section 13. 4. The Wellington Harbourmaster System overall was found to be well managed, with availability, training and delivery providing effective movement risk management. It is however operating at minimum resource levels to provide 24-7 coverage. Recommendations have been made for the upgrading of Beacon Hill Signal Station equipment and the training of operators where necessary. 5. Search and Rescue (SAR) issues are referenced in this report (Section 13.4) and Maritime New Zealand are encouraged to consider undertaking a SAR assessment for the area, possibly resulting in the introduction of a “Declared Asset” system to support a large recovery operation. Greater Wellington Regional Council / CentrePort Ltd Page 100 of 102
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