MARICO Marine NZ Limited WELLINGTON HARBOUR PORT AND ...

Report No: 05NZ104 WELLINGTON HARBOUR
Issue: Issue 1.1 Operational Risk Assessment
event is supported by incident data associated with both ferries and other
vessel types in the harbour entrance area.
It is unsurprising that ferry operations dominate the risk profile at
Wellington when the Harbour traffic profile is taken into account (section
4.4). However it is worth noting that although the worst credible case of a
ferry grounding in heavy seas at the entrance is the highest case, ferry
operations in other parts of the harbour also feature in the upper hazard
rankings.
Of note is the rate of contact berthing incidents, which both reflects
Wellington’s changeable weather patterns and high wind speed. Incidents
are mostly associated with the RoRo Ferry trade, but the state and design of
fendering should not be ignored. There has been lack of expertise applied to
the design of fendering for RoRo operations and both CentrePort and RoRo
operators are encouraged to address this as solutions are readily available;
safety costs money, but in this case there are likely to be some lower repair
returns to offset cost.
The system also has the option of routinely deploying pilotage and/or tugs
when conditions are extreme and commercially it is a cheaper alternative
than the ongoing investment needed to repair wooden berths. This may be
partly funded via P&I Insurance, but Owners are funding this in the long
term either way.
The harbour safety system as a whole should consider the overall interests of
all who wish to navigate through its waters and consider if it is content with
the risk management system presently in place. Ferries are CentrePort’s
most regular customers. Given the difficult harbour entrance, a disabled
RoRo ferry of the type being introduced (or any other large vessel) could not
be given significant assistance by the existing tug capability in deteriorating
weather conditions.
To be fair to Cook Strait ferry stakeholders, Authors have recently
experienced a sea change in attitude and approach to safety management by
ferry operators, which if taken through to lasting implementation will deliver
significant improvements to the risk profile. Additional risk control options
are tabled on the assumption that the harbour system can positively
contribute to that improvement.
The next section of this report looks at the risk mitigation available to the
risk profile.
Greater Wellington Regional Council /
CentrePort Ltd Page 69 of 102