Pilotage Manual - Belfast Harbour

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Section: Appendix 4 Rev No. 02 Title: Navigational Risk Assessment Issue No. a Discussion needs to be held with the ferry companies to investigate their procedure for passing 1.5 nm from the Jetties. The basis requires investigation as this results in the incoming vessel passing to the South of the Fairway, which increases the risk of head on encounters with outbound traffic. It should be procedure for vessels to call in to the VTS when they reach the area between New Island and Black head. This will allow them to be tagged on the VTS well in advance of reaching the Fairway and will also assist VTS communications in the more congested waters. This would also overcome the problem associated with not being able to identify vessels at anchor, mainly solved now with the AIS. Prohibited areas should also be marked in proximity to the Fairway where vessels are not permitted to anchor. This will help reduce congestion. Consideration should be given to moving the Fairway buoy further to the SE. This would provide the required clearance that the ferries require from the jetties, which will reduce confusion in the area and result in a more orderly flow of traffic. In addition this would also allow vessels to line up for the channel prior to reaching No.’s 3 and 4. Monitor the pilotage operations to investigate whether this boarding point provides sufficient time for the Pilot/Master exchange now that a more formal procedure has been implemented. A protocol should be developed for recreational users and fishing vessels to ensure they navigate in a safe manner and understand the risks they present to other port users. As part of this protocol consideration should be given to restricting these users from entering the channel until 15 and when outbound to requiring them to leave the channel at no. 12. This will keep the main navigation channel clear for large vessels using the port. Also if they must enter/cross the channel this has to be done under authorisation of the VTS and must be done under power. At the time of vessels reporting their ETA they should be provided with information on the outbound vessels they are likely to encounter and details on vessels currently at anchor. All vessels should be required to obtain permission to enter or leave the channel, which will improve the management of the traffic. 8 RISK SUMMARY The following summarises the risk results from this assessment. Vessel Type People Asset Environment Business Total Ferry 10 10 8 10 38 Tanker 8 10 10 10 38 Merchant 8 8 6 8 30 Small Vessel 8 4 2 4 18 Date: 08.01.09 Page: 4-13 Doc: MSMS-Pilotage Manual
Section: Appendix 4 Rev No. 02 Title: Navigational Risk Assessment Issue No. a RISK ASSESSMENT RECORD 1 SCENARIO DESCRIPTION Area Vessel 1 nm E of Fairway to Oil Berth 4 and VT1,2 and 3 All vessels (general discussion) 2 CAUSES 1. Crew error, e.g. ships galley 2. Engine Failure Hazard Fuel Event Fire and Explosion 3. Passenger error 3 POTENTIAL RISK RANKING With regard to risk ranking for fire and explosion in this area of the port, a rank of 2 has been applied as this event has never occurred in this area and also there are some management procedures in relation to this event. The consequence rankings used were the same as those for fire and explosion in the Lough although the business risk was increased, as a fire and explosion event within the channel is likely to result in greater loss to the port due to the potential for delaying or stopping trade. 4 DISCUSSION There has not been a fire within the Lough although such events have occurred in industry (frequency ranking of 3). In terms of consequence if this event did occur it was estimated that the there is potential for this event to result in a high level of fatalities, and for the entire asset to be lost. The environmental consequence of this event was considered to be a Tier 2 regional response and to have the potential to cause serious damage. In terms of business this event would have a serious effect on the Port of Belfast. 5 RISK MANAGEMENT With regard to the risk management of this event, there is limited that the port can do. However there is a system check requested prior to port entry. 6 EMERGENCY RESPONSE In terms of responding to a fire or explosion onboard a vessel in the Lough, the port has access to a firefighting tug. The main role of the tug is advisory and to supply additional fire fighting equipment to the vessel to assist controlling the fire. In addition to this the RNLI will provide response and have the equipment required for establishing safe refuge (life rafts) to allow the vessel crew/passengers to be evacuated quickly, which is the priority. It is noted that ferries are specialised vessels and are designed for the quick and safe evacuation of passengers. There are no offshore fire fighting facilities at Belfast with the nearest being Wales. 7 RECOMMENDATIONS Date: 08.01.09 Page: 4-14 Doc: MSMS-Pilotage Manual
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Pilotage Manual - Belfast Harbour

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