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 Affected Areas 51 7 Approaches, Entrance 52 51 Evans Bay Accident Category Grounding Contact Berthing Hazard Title Grounding - High Windage Vsl Approaches Tanker Contact Berthing - Aotea Quay Hazard Detail Light draught or high windage vessel is overwhelmed by conditions just after leaving port (and within port limits). Tanker in contact berthing at Aotea Quay. Affected Vessel Types All Vessels, All Vessels Tanker, All Vessels Affected Stakeholders Seafarers Seafarers Possible Causes Underpowered light vessel is unable to clear the port after being led clear by the pilot. Vessel is underpowered for the conditions and propeller is not gripping water due to excessive pitching or poor trim. Tide is adverse. Gale to storm force winds with high seas and swell. Master has refused to accept advice from pilot to remain in port until weather abates or tide changes. Harbourmaster system without Directions supporting pilot. Wind limiting criteria exceeded for manoeuvre. Berthing downwind when head to wind should have been chosen. Blackout on tanker combined with tug operational failure, line failure or insufficient bollard pull for wind load. Pilot or tug master error including communications failure between pilot and tug master. Poor exchange of information between pilot and master or key bridge personnel (including poor level of spoken English ability in foreign crew) giving a sub-optimal BRM environment. Pilot inexperienced for conditions and ship type and not following standard practice. Pilot underestimates vessel displacement when calculating stopping distances. Misjudged approach speed or angle, missed engine start when required. Late connection of tugs or tugs not connected at optimum position. Anchors not prepared for use or used incorrectly. Misjudged turning point or speed of approach. Lack of accurate closing information from lines crew. Consequence Descriptions Most Likely (ML) Vessel remains hove to but making no or little headway until weather abates and vessel gradually makes an offing. Contact with superficial damage to fendering and hull. Worst Credible (WC) Vessel is hove to but conditions prevent vessel making headway and vessel actually loses ground. On top of a swell the wind blows the vessel about. Master selects course for harbour entrance but has difficulty keeping course and is unable to make entrance. Vessel refuses to maintain course and goes aground near entrance. Hull punctured in many places with loss of bunkers and possible fatalities during grounding situation. Severe damage to tanker hull and wharf structure in heavy contact. Hull damaged and product spilt. Possible parting of a mooring line in vicinity of berthing crew. Tanker delayed for repairs to frames and plating. Port and region affected by delay to tanker operations while survey and repairs to berth completed. Risk By Consequence Category M L W C Greater Wellington Regional Council / CentrePort Ltd Page E31 of E41 People Property Environment Stakeholders People Property Environment Stakeholders Risk Overall 0 0 0 0 7 7 6 6 3.36 0 0 0 0 6 7 6 6 3.3 Remarks This scenario is infrequent but has happened during winter gales with light draft and underpowered vessels unable to make a sufficient offing. Vessel becomes uncontrollable or master elects to attempt to turn vessel about and return for shelter but looses control. Vessels have got into difficulty, and have been spun around. Ferries have aborted off the entrance and returned. Environmental information at entrance is of relevance. Car carriers of 200m in length are programmed to visit the port from end of 2005. Pilot advice may not be accepted by Harbourmaster. The quality of closing information given by line crews to pilots is reported to be of variable quality and non standard. Most, but not all tankers trading to Wellington are double hulled. A Safety Audit carried out on tanker berths in the port (1999) identified that fendering was least developed on Burnham wharf, requiring 'particular attention to approach angle and speed while mooring, in order to avoid structural damage to wharf or hull of tanker'. Special weather and other limiting parameters are established in CentrePorts pilotage procedures for tanker operations in Evans Bay.
Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment Rank No. Hazard Reference Affected Areas Accident Category 53 66 Main Harbour Personal Injury 54 68 Main Harbour, Lambton Harbour, Evans Bay 55 42 Main Harbour 56 39 Approaches, Entrance, Main Harbour, Lambton Harbour, Evans Bay Fire/Explosi on Contact Berthing Contact Navigation Hazard Title Personal injury to civil engineering workers. Fire - Vessel Alongside Contact with vessel berthed at container berth Leisure Craft Contact Navigation Hazard Detail Passing ship wash causes personnel working on port structures, or construction divers to be affected. Fire aboard vessel alongside wharf carrying out maintenance involving hot work Container ship with all gear swung outboard and crane/s over vessel, contacted by vessel manoeuvring in vicinity. Affected Vessel Types All Vessels, All Vessels All Vessels, All Vessels Vessel >500GT, All Vessels Leisure craft in Leisure Craft, contact with All Vessels floating debris. Affected Stakeholders Seafarers Seafarers Seafarers Seafarers Possible Causes Vessel unaware of personnel on a punt, boat or divers working in vicinity. Engineering or diving staff did not give information to Beacon Hill. Beacon Hill did not pass on information. Rate of approach to berth is too fast. Master tired or fatigued or stressed by bad weather and task in hand. Attention distracted by bad weather. Sub-optimal BRM environment on bridge. Divers not exhibiting 'A' flag. Failure to comply with conditions of or obtain hot work permit. Vessel berthing or sailing in close proximity to vessels alongside loses control in strong wind conditions. Tug BP not sufficient to regain control. Anchors not used. Misjudged approach line with track set too close to berthed vessel. Interaction effects. Distraction by bad weather environment. Sub optimal BRM environment. Poor berth planning. Ship or tug has malfunction at critical time. Tug line parts at load lifting off. Error made in calculating or placing bridge mark, Linesmen or crew not giving correct clearing information. Pilot unable to see either end. Poor lookout. Debris difficult to detect particularly by night or in restricted visibility. Consequence Descriptions Most Likely (ML) Construction stage, punt or boat knocked about in wash. Or near miss between vessel and divers. Fire quickly extinguished with no significant damage or injury. Close quarters situation but control regained and safe passing achieved. Glancing contact with debris, superficial damage to craft hull. Worst Credible (WC) Wash does serious damage to stage, boat and personnel are knocked into the water with potential for serious injury. Risk By Consequence Category M L W C Greater Wellington Regional Council / CentrePort Ltd Page E32 of E41 People Property Environment Stakeholders People Property Environment Stakeholders Risk Overall 3 0 0 0 6 0 0 4 3.22 Major fire with potential for fatalities and severe damage to vessel. Salvage operation required with suspension of wharf use. 0 0 0 0 7 6 4 6 3.2 Interaction pulls vessel off berth and gangway falls with stevedores on it at the time, potential for major injuries and fatalities. Ship's side struck with loss of hull integrity and spaces flooded. Possibility of oil spillage due to damaged container. Ship or tug crew injured by tug line. Ship movement causes ship to strike container leg which collapses crane over ship with major damage and fatalities amongst crew and stevedores. Heavy contact at speed with large log, hull punctured with rapid water ingress. Craft sinks with persons in the water and potential for injury or fatality. 0 0 0 0 6 7 2 6 3.08 0 0 0 0 7 3 0 7 3 Remarks The risk as described is always there and is mitigated by constant use of same skilled contractors but contractors less familiar with the port environment and various diving companies also frequent the port environment. It is estimated that between 500-600 Hot Work Permits are issued by the Harbours Department annually. Fires have occurred in the past, with virtually all thought to have been caused by failure to comply with permit conditions. Ships berth as close as 20m from each other and gap between adjacent ships may only be ship length plus 40m or less in total. Pilot would normally make a steeper approach head to wind in such tight circumstances but sometimes stevedore's requirements require other options to be made. Cranes further obstruct passing area (Container crane boom end is approx 38m from wharf face and ship's cranes may extend 30m from the ship's side). In Port Chalmers container cranes are required to be boomed up temporarily when a ship manoeuvres past. Large logs are frequently washed into the harbour through the Hutt River following high rainfall events. Logs are occasionally lost off Aotea Quay during log-ship loading. This hazard may occur in other parts of the harbour.
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WELLINGTON HARBOUR PORT AND HARBOUR
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