MARICO Marine NZ Limited WELLINGTON HARBOUR PORT AND ...

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Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment Rank No. Hazard Reference 5 54 Affected Areas Main Harbour, Lambton Harbour Accident Category Mooring Breakout Hazard Title Mooring Breakout Hazard Detail A vessel with high windage breaks mooring lines in high offshore winds (other than a vessel berthed at a finger berth). Affected Vessel Types Container Vessel, All Vessels Affected Stakeholders Seafarers, Passengers, Vessel Interests, CentrePort Possible Causes Vessel unaware of impending adverse weather which may arrive quickly on approach of a southerly front. Wind loading exceeds breaking strain of lines in use or lines being used are not equally set up or of same composition therefore different BS apply. One line parts loading up others. Tension winches not set on the brake. Not enough lines for the conditions. Not using bights to increase parts. Lines poorly set as bollards have been removed for RoRo ramp access. Inshore bollard not used or blocked by equipment at TCW1. Poor condition of lines. Moorings not tended on vessel (poor deck watch and insufficient crew on board). Interaction of large vessel passing close by causes ranging and excessive loading on lines. Tugs lacking capacity to take load off moorings or unavailable to assist due to commitments to other shipping. Consequence Descriptions Most Likely (ML) Tugs push vessel alongside wharf while extra lines or storm lines rigged. Worst Credible (WC) Risk By Consequence Category M L W C Greater Wellington Regional Council / CentrePort Ltd Page E3 of E41 People Property Environment Stakeholders People Property Environment Stakeholders Risk Overall (1) Involves a container vessel berthed at TCW1, which parts lines in southwesterly gale and drifts off berth. Box stack or ship's shoulder or quarter fouls crane. Potential to damage crane leg, making crane unusable. Crane likely to collapse. Potential for multiple fatalities if persons are in vicinity. Vessel could break out at same time spreader is down slot causing crane/s to collapse. Vessel drifting off berth makes contact with other ship berthed at TCW 2 which also parts lines in the extra loading. Potential for this vessel to foul cranes also. Two vessels now adrift requiring tug assistance to get back alongside and storm lines rigged. All cranes lost. Severe financial and service impact on port trade. (2) Cruise liner or ferry parts mooring lines and drifts off berth. Gangways damaged or fall from wharf edge or high level landing platform with potential for fatality(ies). Vessel damages berth in process. 0 6 0 0 7 8 3 7 5.61 Remarks This scenario is targeted at high windage vessel such as a container vessel, cruise liner or rail ferry berthed at Aotea Quay, TCW, QW, OPT or the ferry terminal Dock Wharf. Risk occurs particularly in SW gales. Often cranes are unable to be long travelled to amidships position when ceasing for wind therefore they are very vulnerable to ship contact when a ship parts mooring lines. TCW1 is more exposed berth in SW gales but all TCW/AQ berths can be affected in very strong SW or broad NW (or rarely - Wly) winds. There is potential for grounding of the adrift vessel/s if attempts to anchor are unsuccessful due to inability of crew to use anchors or anchor drags when let go (engines perhaps not available to assist) and pilot/tug assistance not immediately available, or collision with other vessels transiting the area, particularly at night. In severe wind events where wind loads are >100 tonnes, tugs lack sufficient BP to hold some vessels alongside, for example car carriers, larger container vessels and passenger vessels with high windage. Tugs often have to push for many hours at a time to ease mooring loads. IN scenario, vessel drifting off berth could make contact with another ship creating a worst case scenario and loss of more than one crane.
Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment Rank No. Hazard Reference 6 46 Affected Areas Main Harbour, Lambton Harbour Accident Category Contact Berthing Hazard Title Hazard Detail Ferry berthing without tug assistance in Contact adverse Berthing, Pilot weather in Exempt heavy contact Vessel. with berth or adjacent vessel. Affected Vessel Types Pilot Exempt, All Vessels Affected Stakeholders Seafarers, Passengers Vessel Interests Wellington Regional Council, Leisure Interests Possible Causes Vessel attempting to berth in a strong gale at a finger berth terminal without tug assistance. Adverse weather condition is gale SWly condition for both finger berths and RFT. Master outside his level of expertise or is fatigued, stressed or overloaded due to the weather condition. In wrong position to start approach. Misjudges approach angle and speed. Best use not made of anchors. Poor bridge BRM support. Bow thruster lacks capacity and is unable to hold bow up in the prevailing conditions. Single screw cuts severely when used astern and complicates manoeuvre. Lack of set limiting wind criteria for berthing. Propulsive, steering, electrical or instrumentation failure at critical time. Consequence Descriptions Most Likely (ML) Contact with wharf sets plating in with damage to wharf structure. Worst Credible (WC) Risk By Consequence Category M L W C Greater Wellington Regional Council / CentrePort Ltd Page E4 of E41 People Property Environment Stakeholders People Property Environment Stakeholders Risk Overall Vessel punctures shell plating in heavy landing on wharf or other berthed vessel. Water ingress threatening loss of stability if damaged 0 6 0 6 6 7 3 7 5.59 below waterline. Berth blocked or linkspan out of service. Delay to shipping movements while wreckage is cleared or berth repaired. Remarks This is particularly applicable to a single a screw vessel. Lambton Harbour is used as the example however rail ferries at RFT have also suffered holed plating and have severely damaged smaller vessels berthed nearby. Potential for fatality exists if persons on board the berthed vessel are unable to evacuate the vessel or area of contact in time. Vessels are not required to report defects affecting unassisted berthing ability. There is no set weather criteria for compulsory use of tug assistance. Pilot exempt masters would probably benefit from simulator training in tug use and modelling of various conditions/situations which they may encounter. Owners need to recognise that a single screw vessel is not optimal for manoeuvring required. Provision of wind speed information at the berth in addition or instead of wind speed at Beacon Hill may benefit shiphandlers. A larger vessel will arrive to use the Interisland terminal. Less room available because of the larger hull form. Damage could increase from increased momentum. Setting of agreed limiting wind criteria is recommended.
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MARICO Marine NZ Limited WELLINGTON HARBOUR PORT AND ...

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