Port of – Marine Risk Assessments – September 2020.

Contents:

Page

Introduction ………………………………………. 1

Defining Hazards and Risk ………………………………………. 2

Hazards, Risks and Control measures

1) Seaward Approach ………………………………………. 3 2) Narrow channel with sharp bends ………………………………………. 4 3) Shallow tidal river, dries at LW ………………………………………. 5 4) Strong tidal streams ………………………………………. 6 5) Shifting river bed ………………………………………. 7 6) Wind and Weather ………………………………………. 8 7) Drying berths ………………………………………. 9 8) Berthing and unberthing ………………………………………. 10 9) Berthing and unberthing ………………………………………. 11 10) Passing other vessels in the River ………………………………………. 12 11) Fire ………………………………………. 13 12) North Sea barges to Combwich ………………………………………. 14

Introduction The Port Marine Safety Code requires all harbour authorities to ensure that all risks are formally assessed and are as low as reasonably practicable in accordance with good practice. This document records the review of assessments conducted in September 2020. The assessments were undertaken in accordance with the PMSC which states: - Functions to which the Code applies 1.4. The Code is concerned with harbour authority responsibilities for port marine safety but does not purport to cover all the duties and responsibilities of harbour authorities, or even all their safety responsibilities. The Code does not, for example, relate to duties and responsibilities deriving from health and safety legislation, and (with some exceptions) those relating to the safety of vessels under the Merchant Shipping Acts. However, it has been designed so that compliance with the good practice guidance in the Code should be fully compatible with compliance with harbour authorities’ other duties and responsibilities.

Use formal risk assessment 3.5 The risks associated with marine operations need to be assessed and a means of controlling them needs to be deployed. The aim of this process is to eliminate the risk or, failing that, to reduce risks to as low as reasonably practicable.

Formal risk assessments should be used to:

• identify hazards and analyse risks; • assess those risks against an appropriate standard of acceptability; and • where appropriate, consider a cost-benefit assessment of risk reducing measures.

3.6 Risk assessments should be undertaken by people who are qualified or appropriately skilled to do so, especially when deciding which techniques to use and when interpreting the results. Risks should be judged against objective criteria, without being influenced by the financial position of the authority, to ensure they are kept as low as reasonably practicable (ALARP). The greater the risk, the more likely it is that it is reasonable to go to the expense, trouble and invention to reduce it.

There is a preferred hierarchy of risk control principles

• eliminate risks - by avoiding a hazardous procedure, or substituting a less dangerous one; • combat risks - by taking protective measures to prevent risk; • minimise risk - by suitable systems of working.

3.7 The process of assessment is continuous, so that new hazards to navigation and marine operations and changed risks are properly identified and addressed. Where appropriate, harbour authorities should consider publishing relevant details of their risk assessments.

1 September 2020 Hazards and Risks

IMO Guidelines define a hazard as “something with the potential to cause harm, loss or injury” the realisation of which results in an accident. The potential for a hazard to be realised can be combined with an estimated (or known) consequence of outcome. This combination is termed “risk”. Risk is therefore a measure of the frequency and consequence of a particular hazard. One way to compare risk levels is to use a matrix approach: -

At the low end of the scale, frequency is extremely remote and consequence minor; risk can be said to be negligible. At the high end, where hazards are defined as frequent and the consequence catastrophic, then risk is very high.

In the assessments within this document we have listed the Hazards, assessed the Risk without control measures, (Low, Medium or High) listed the Consequences and Control Measures, and then considered if the resulting risk meets the ALARP principle.

The Risk assessments for the are routinely reviewed annually, or as required following an incident within the harbour.

During the routine, or incident led reviews, new risk control measures (or changes to existing risk control measures) may be identified for consideration, both where there are gaps in existing procedures and where risk controls need to be enhanced.

Care is taken to ensure that any new hazards created as a result are themselves identified and managed.

2 September 2020 1. SEAWARD APPROACH

The seaward approach to the has an extensive bar on it. The pilot station is at the Brue Beacon, well in-shore from the bar. The No.1, No. 2 and No. 3 buoys dry at low water and may drag in strong Westerly weather.

Hazard 1a; A master, making a mistake in the navigation and running aground out of the channel.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Vessel grounded on sand/mud refloating on the same or following tide. Worst Possible – Vessel stranded.

Control Measures: a. Navigation aids in the approaches; No. 1, No. 2, and No. 3 Buoys, Sectored Light, transit on Burnham sea front. b. Periodic Hydrographic surveys of approach channel, results passed to UKHO. Ships using up to date and fully corrected charts/ECDIS. c. Radar station at Burnham, used by the Pilots as required during inbound ship approaches to monitor vessels transiting Stert Flats in order to provide passage reference information (timings and tide levels) to enable bridge teams to assess position and under-keel clearance. The equipment comprises a solid state radar. All covered by a UPS to allow sufficient back-up time for a passage over the sands. d. Masters are given advice by e-mail where possible prior to their arrival, and by radio on arrival, on when to start their approach, to pass safely over the bar and to arrive at the pilot station at the correct time for a safe passage up-river. e. Regular checks are made on the position and state of the buoys and navigation marks for the seaward approaches. A GPS tracker has been fitted to No.1 Buoy. f. Use of local Notices to Mariners as required.

Notes:

The small coastal vessels which use the port, with advice from the pilot station, rarely have difficulties finding their way into Burnham-on-Sea.

Regular visitors to the Port do not normally request/require the shore based radar support.

Resultant Risk: As Low as Reasonably Practicable

3 September 2020 2. NARROW NAVIGABLE CHANNEL WITH SHARP BENDS

The eight miles of River Parrett Pilotage pose a series of hazards to ships.

Hazard 2a; The narrow channel with sharp bends, most notable at Windmill Point and the right-angled bend at Nine Streams.

Hazard 2b; Is of a vessel going out of the channel from interaction, mechanical failure or human error, and running aground.

Hazard 2c; Would be of a vessel becoming set across the channel and drying out at low water. This could raise the possibility of it breaking its’ back and blocking the river to all traffic.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Vessel grounded on sand/mud refloating on the same or following tide. Worst Possible – Vessel breaking its back.

Control Measures: a. A full pilot / master exchange is carried out when the pilot boards any ship. Any mechanical or crew shortcomings are assessed on the spot as far as possible, to determine if the ship is fit to proceed up-river. b. Lighted Navigation beacons onshore and No. 4 and 5 Buoys. c. All inward transits of the river are carefully timed to take place in the period before high water, optimising the time and water depth available to deal with any problems, which may arise. d. Pilot training and frequent visual surveys, use of periodic hydrographic / bathymetric surveys. e. Regular checks are made on the position and state of the navigation marks. f. Use of local Notices to Mariners as required.

Resultant Risk: As Low as Reasonably Practicable

4 September 2020 3. SHALLOW TIDAL RIVER WHICH DRIES AT LOW WATER

There is only enough water in the river for sea-going vessels at high water springs. This imposes constraints on shipping.

Hazard 3a; Is of delays to a vessel for any reason during the river passage, resulting in the vessel taking the bottom on the dropping tide.

Hazard 3b; With a high pressure weather system or strong Easterly winds causing the tide to ‘cut’, and fail to reach predicted height.

Risk Level (Without Control Measures): Medium

Consequences: Most probable – Vessel grounded on sand/mud refloating on the same or following tide. Worst Possible – Neaped for a number of days.

Control Measures: a. Navigation on the River Parrett is dominated by the need to time passages to suit the tide, and all movements are planned accordingly. At times vessels drafts may have to be adjusted to take account of “cutting” tides. b. There are tidal boards at Combwich Wharf, Walpole and on Bibby’s Wharf. The pilots closely monitor these during transits. A ship’s passage can be aborted if there is insufficient depth of water. c. Pilots check the actual tidal heights on the previous three tides when weather conditions favour “cutting” tides. Actual tidal heights can be obtained from the National Tidal and Sea Level website from data buoys at or Avonmouth. Alternatively the Port Company signal station at Avonmouth will give details of actual tidal performance against prediction.

Notes:

Historically and very occasionally vessels moving early on the tide inbound have found insufficient water at Ninestreams, and after a pause of a few minutes and a reduction in RPM have continued safely to the berth.

Resultant Risk: As Low as Reasonably Practicable

5 September 2020 4. STRONG TIDAL STREAMS

The tidal streams can run strongly, at up to four knots on spring tides. At some points, particularly at Nine Streams, eddies can form.

Hazard 4a; Is of stronger than expected tides affecting timing plans for passage of the river.

Hazard 4b; Any vessel running with the tide, as arriving ships always do, has its steering affected (and reduced) by the strength of the current from astern.

Hazard 4c; Departing vessels leaving the berths early (HW-1) will approach corners with the a strong flowing incoming tide against them, and will need to adjust power and rudder having due consideration for the localised forces and direction of tidal stream.

Hazard 4d; Any vessel which got into difficulties for any other reason would find the effect of that difficulty exaggerated by the tidal stream.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Vessel touches bank, compensates and continues on passage. Worst Possible – Vessel breaking its back.

Control Measures: a. Strong tidal streams are not uncommon on higher spring tides and passage planning on the river always allows for tidal effects. b. Pilots awareness of the effect of the tidal currents on a vessel’s handling, and conditions on the river, communicated to the Master. c. Pilot training and experience.

Notes:

The river’s strong tides are another of its defining characteristics, which are taken into account in all planning and ship handling.

Resultant Risk: As Low as Reasonably Practicable

6 September 2020 5. SHIFTING RIVER BED

The river bed and the course of the navigable channel constantly change with the season, the weather, the volume of fresh water coming down the river, and the strength of the tides.

Hazard 5a; Is of an unseen change taking place and a ship going aground where sufficient depth of water had been expected.

Hazard 5b; Is of an unexpected ’bank effect’ from an unseen shoal causing the ship’s head to swing when not anticipated, or in an exaggerated fashion, with consequent risk of losing control of the vessel.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Vessel touches bank, compensates and continues on passage. Worst Possible – Vessel breaking its back.

Control Measures: a. A few days before the navigable spring tides, pilots undertake a visual survey of the river bed in the upper reaches (Marchants Reach through to Dunball berths) at low water, and note the navigable channel. b. Periodically that survey is extended to cover the whole of the river between Burnham on Sea and the Dunball berths.

Notes:

The channels in the River Parrett have always fluctuated and this well-known problem is carefully monitored.

In all normal circumstances the visual low water river surveys have proved to be an effective means of establishing the position of the deepest channel. Copies of the resultant plans are incorporated into the passage plans.

Resultant Risk: As Low as Reasonably Practicable

7 September 2020 6. WIND AND WEATHER

The wind force and direction, and reduced visibility due to fog, heavy rain or snow can affect the safe passage of vessels in the River and need to be given careful consideration before each passage.

Hazard 6a; Is of strong winds affecting the manoeuvrability of the vessel.

Hazard 6b; Is of reduced visibility making safe navigation difficult.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Vessel touches bank, compensates and continues on passage. Worst Possible – Vessel breaking its back.

Control Measures: a. Check the forecast weather before each passage. b. Monitor local conditions before each passage. c. Abort the passage prior to arrival or departure if unfavourable conditions prevail. d. Consider taking on ballast prior to sailing post discharge. e. Ensure radars and other navigational aids are operational before each passage. f. Review options if condition deteriorate during passage.

Notes:

Caution should be exercised when using Electronic charts/ECDIS in the river.

Resultant Risk: As Low as Reasonably Practicable

8 September 2020 7. DRYING BERTHS

The cargo handling berths at Dunball, Bibby’s and Combwich dry completely at low water. It is a normal practice and is managed accordingly. All ships for berths in the Port being stemmed on a ‘NAABSA’ that is, Not Always Afloat But Safe Aground, basis.

Hazard 7a; Is of bottom damage from unevenness of the berth bed.

Hazard 7b; Is of localised bottom damage from extraneous objects which had fallen onto the berth bed.

Risk Level (Without Control Measures): Medium

Consequences: Most probable – Minor bottom damage. Worst Possible – Significant Hull Damage.

Control Measures: a. The berths are all in private ownership and the layerage on each berth is maintained by the owners/operators from the shore as required. b. A visual check of the berths at Dunball is made as part of the routine low water survey (See 5, control a). c. Confirmation of berth suitability/safety from berth owners/operators.

Notes:

The current berth operators (Hanson British Energy/EDF and Wessex Plastics) are aware of the risks inherent in drying berths.

The berth at Combwich incorporates a concrete slap which is cleaned off before use. This is necessary due to the current infrequent usage. Systems will need to be formally adopted by EDF to ensure a safe berth when the refurbished wharf is operational.

The aggregates berth at Dunball is generally self scouring. Dunball Cargo could be used with caution, Bibby’s is not currently suitable as a NAABSA berth, and it would need work before ships could use it safely.

Resultant Risk: As Low as Reasonably Practicable

9 September 2020 8. BERTHING AND UNBERTHING AT DUNBALL

The berths at Dunball lie on the outside of a sharp bend in the river. Berthing manoeuvres are carried out in a limited space where ships will be partially in the current and partially in slacker water. It is common practice to turn ships on arrival taking advantage of the incoming tide. The ship’s bow is manoeuvred close to or into the soft mud bank between Bibby’s and Dunball and the vessel is then turned using engine, rudder and the flowing tide.

Hazard 8a; Bow damage could ensue if a ship, in manoeuvring across the tidal stream, was pushed by a counter current onto Bibby’s berth.

Hazard 8b; Landing too heavily on the stone-faced quays at an angle and missing the fenders.

Hazard 8c; Not being able to swing in the River due to silt build up on the bank close to Cut Point.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Vessel touches bank, compensates and continues on passage. Worst Possible – Vessel breaking its back.

Control Measures: a. Guidance on the manoeuvre is incorporated into the passage plans. Pilots are aware of the dangers inherent in the berthing manoeuvres at Dunball and exercise great care and patience. b. Monitoring the silt build up as part of the river low water survey, and determining the best position to swing the vessel(s) concerned.

Notes:

Dunball wharf is equipped with large tyre fenders and provided ships land parallel they are fit for purpose.

The exception to this manoeuvre is the Arco Dart (or sister ships) which can only discharge over their Port quarter. They therefore need to berth Port side to. This is not a problem for these vessels as they are very manoeuvrable being equipped with two 360° directional propellers plus a bow thruster. Build up of silt on the bank close to Cut Point is particularly relevant when swinging the Arco “D” class of vessels before making the outbound passage.

Resultant Risk: As Low as Reasonably Practicable

10 September 2020 HAZARD 9. BERTHING AND UNBERTHING AT COMBWICH

The Ro-Ro berth at Combwich lies at right angles to the River Parrett. It is mainly used by barges accompanied by sea going tugs. Berthing manoeuvres are carried out during a period of relatively slack water close to the predicted time of high water. As the vessel is turned into the berth it will be partially in moving water and partially in slack. Two Pilots are used, one on the Tug, the second on the barge.

Hazard 9a; Is of loss of control of the barge when the accompanying tug has to move from a tow ahead position to a suitable position on the barge to undertake the manoeuvre into the berth.

Hazard 9b; Landing too heavily on the dolphins at Combwich, used to aid the manoeuvre, causing damage to either dolphin, barge or tug.

Hazard 9c; Loss of control of the barge at the point where the tug has to re-position for a second time to push the barge fully into the berth. Or due to line failure.

Risk Level (Without Control Measures): Medium/High

Consequences: Most probable – Minor damage to barge, tug or facility infrastructure. Worst Possible – Barge not fully berthed on slab and breaking its back.

Control Measures:

a. Use of two tugs for barges carrying EDF AIL Cargoes Guidance on the manoeuvre is incorporated into the passage plans. Two Pilots are used, one on the lead tug the second on the assist tug or barge. A line is landed onto one of the River Dolphins and secured before repositioning the tug.

b.& c Careful manoeuvring when approaching the dolphins, land a line onto one of the dolphins to aid the manoeuvre.

Notes:

Combwich wharf is well equipped with large floating doughnut type fenders on dolphins arranged in a pattern designed to assist with the manoeuvre into the berth.

There is the additional hazard of the tow parting which would be present throughout the passage. Control of that hazard rests primarily with the tug to ensure that towing equipment is in good condition and fit for purpose.

Resultant Risk: As Low as Reasonably Practicable

11 September 2020 10. PASSING OTHER VESSELS IN THE RIVER

At times when the Port is busy it is necessary for ships to pass in the River.

Given the proximity of sailing clubs at Combwich and Burnham on Sea it is not uncommon to encounter leisure traffic on the river.

Hazard 10a; Is of an incident with passing ships resulting in a collision or grounding.

Hazard 10b; Is of a collision with a leisure craft, or other water users, or grounding as a result of action taken to avoid collision.

Risk Level (Without Control Measures): Medium

Consequences: Most probable – Minor damage to a Vessel. Worst Possible – Significant damage to a leisure vessel with loss of life.

Also the consequences of grounding listed above.

Control Measures: a. Careful passage planning and timing to ensure that the two ships pass as planned, with close contact by VHF to execute the plan. The preferred passing place is Pawlett Ketch. Maintaining safe speeds and with an understanding of the effect of interaction both on the ships concerned, and in relation to the river bed/banks.

b. Compliance with the COLREGS paying particular attention to sound signals lights and shapes. Commercial shipping using the Port of Bridgwater is constrained by draft when navigating on the River.

c. Use of radio warning or local Notice to Mariners if required.

Notes:

Multiple manoeuvres within the port are always planned carefully, keeping vessels apart by timing if possible (when ships are fixed for Dunball and Combwich) or careful planning when it is necessary for ships to pass in the River.

Leisure traffic is primarily based locally and generally appreciate the constraints on commercial vessels in the River. The leisure users do generally tend to avoid impeding the passage of commercial ships.

Resultant Risk: As Low as Reasonably Practicable

12 September 2020 11. FIRE

Fire on board ship is always a hazard but two areas requiring significantly different approaches are: -

Hazard 11a; A fire onboard a vessel alongside a berth.

Hazard 11b; A fire onboard a vessel on passage within the harbour.

Risk Level (Without Control Measures): Low

Consequences: Most probable – Minor fire controlled onboard. Worst Possible – Serious fire, loss of control of vessel, grounding, loss of life.

Control Measures:

The main control measures are compliance with ship construction and equipment regulations as well as ISM to ensure fire risks onboard ships are effectively managed. The controls below look at additional response measures where available.

a. At Dunball Wharf, Bibby’s or Combwich the berths are accessible to vehicles allowing the emergency services to get plant and equipment close to the ships, and safe evacuation of personnel.

b. Control of fire onboard a ship on passage would initially be reliant on the ships response. If possible a ship in the river should try to get to an easy access point so that shore emergency services can assist. First choice would be the closest safe berth such as Dunball Wharf or Combwich, second choice is anchor at Burnham-On-Sea, where Coastguard and RNLI can assist. Each incident will have to be judged on its own merit.

Notes:

One of the consequences of a fire on a vessel on passage is that some or all of the machinery may be effected resulting in partial or complete loss of control, causing the vessel to take the ground, hit structures in the river or possibly other vessels.

As the river effectively dries out over Low Water the fire mains on ships at berth will not have a readily available source of water at times, unless they connect to a shore fire main.

The vessels stability must be considered if fighting a fire with large quantities of water, particularly if shore based Fire and Rescue services take control of the incident.

Resultant Risk: As Low as Reasonably Practicable

13 September 2020