MARICO Marine NZ Limited WELLINGTON HARBOUR PORT AND ...

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Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment 5.5 AREA D - LAMBTON HARBOUR This is an area of high navigational use, both leisure and commercial. Commercial activity is most concentrated in the northern part of the area, around the Ro-Ro berths while leisure facilities are located in the southern section with a marina, boat harbour and popular beach. Potential for conflict between various users has been identified as significant in this area. 5.5.1 Area D - Physical Characteristics This is the smallest of the study areas and essentially comprises a basin with depths over 10 metres for the most part and a shoreline composed largely of commercial wharves and boat harbour or marina structures. The exception is the southern shoreline extending from Freyberg beach to Point Jerningham. The area directly under the lee of Mount Victoria is sheltered in winds from the southerly quarter but the commercial berths on the northern side are affected by winds from north or south, making berthing difficult for high windage vessels such as Ro-Ro’s, particularly in southerly gales. Wave development is generally more limited than other harbour areas due to the small fetch in prevailing northwest conditions and relative shelter in winds from the south. However there is sufficient capacity for a choppy surface to develop which poses a hazard to low freeboard leisure craft, such as rowing skiffs or dragon boats. 5.5.2 Area D - Navigational Use This is a high use area of the harbour, with large and small commercial movements and a variety of types of leisure use. This is heaviest in summer but is ongoing through winter. Lambton Harbour is a popular area in which to hold special events and rowing regattas or dragon boat racing are common. It is also frequently used as a starting area for yacht races, both special events and programmed. A speed restriction of 12 knots applies in the area between the Carter Memorial Fountain and the southern end of the container reclamation. Finger berths provide berthing for RoRo ferries operated by Strait Shipping, Pacifica and at time of the risk assessment also provide a temporary berth for Toll Holding’s largest Ro-Pax vessel, CHALLENGER. The waterway Greater Wellington Regional Council / CentrePort Ltd Page 39 of 102
Report No: 05NZ104 WELLINGTON HARBOUR Issue: Issue 1.1 Operational Risk Assessment around these berths has been deemed a ‘Restricted access area for noncommercial craft’ under the Regional Council Navigation and Safety Bylaws 20039 . Vessels approaching these berths may do so from either the north or south side of the harbour, depending on wind direction and master’s preference. It is difficult for leisure users to predict which approach a vessel may take, but it is normal for smaller commercial vessels to communicate by VHF and negotiate safe passing. The wooden wharf structures in this area have provided up to 100 years of service and can reasonably be described as well used, with residual loading capacity below that originally installed. Their use has changed too, from overseas ships berthing with tug assistance to RoRo services with frequent berthing events. In marginal conditions tug handling by pilot exempt masters is inevitably less polished than by the pilots who use tugs daily. On the introduction of container shipping the priority for the port’s main berths shifted to the container berth and Aotea Quay and the older wharf maintenance budgets were revised to make savings. However these wharves now experience higher frequency berthings and as a result contact berthing incidents are common. The wharves are probably outdated for the large ferry tonnage now using them and damage to InterIsland and King’s Wharf has been substantial. These berths have noticeable lee and windward sides, presenting difficulties for the ship handler. The fendering systems deployed have been unable to cope with the berthing of large RoRo ferries. The option for a ferry to take a tug to assist berthing is left to the discretion of the master10 , except in unusual circumstances where the vessel has a defect affecting manoeuvrability; it is then directed to take a tug either as a result of Port Company requirement or by the Harbourmaster. There is no standard wind speed at which ferries will use a tug, each vessel having different characteristics and differing perception by the master of when a tug is required. Some ferry operating companies may provide more encouragement for masters to use a tug than others, so that commercial pressure is a factor. 9 See Schedule 2 of the Bylaws – location specific information 10 CHALLENGER was required to routinely take a tug until handling experience was gained. Greater Wellington Regional Council / CentrePort Ltd Page 40 of 102
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