ANNUAL MARINE SAFETY REPORT - phc.co.uk · Vanguard and Barracuda are certified to carry 6 persons whilst on pilotage duties and ... This vessel is an Atlantic 75 (ex RNLI Inshore

Annual Marine Safety Report

Harbour Master - Annual Marine Safety Report 1 April 2016 to March 2017

A p2to March 2016



Chapter Contents Page

1 Executive Summary 4

2 Safety Management System 5

3 PHC Vessels Activity 5

4 Harbour Vessels Activity 10

5 Accidents & Near Miss Incidents 14

6 Enforcement 21

7 Personnel Safety 25

8 Notices & Memos 26

9 Training 27

10 Aids to Navigation 28

11 Hydrographic Survey 31

12 Dredging & Disposal 32

13 Pilotage 34

14 Harbour Control (VTS) 35

15 Risk Assessment 36

16 Document Review 37

17 Targets 37

18 External Audits 38

19 Emergency Exercise 40

20 SMS Key Performance Indicators (KPI) 41

21 SMS Improvements 43

22 Stakeholder Meetings 43



Charts and Tables Page

A Mean Daily Recreational Activity 10

B Annual Craft Activity 11 C Poole Bridges Vessel Activity 12

D Poole Bridges Peak Activity 13 E Total Reported Accidents & Near Miss Incidents 14

F Breakdown of Reported Accidents 15

G Reported Accidents Involving Commercial Shipping 18

H Breakdown of Reported Near Miss Incidents 19

I Harbour Master Investigations 21 J Prosecutions 21

K Prosecutions Trend 22 L Byelaw Infringements 23

M Byelaw Infringements – Monthly Breakdown 24 N Personnel Safety Record 25

O Personnel Accident / Near Miss Summary 25

P Harbour Master Safety Notices & Memos 27 Q Courses & Training 27

R Aids to Navigation Defects 28 S Breakdown of Aids to Navigation Defects 29

T Aids to Navigation Serviced 30

U Survey Programme 31 V Maintenance Dredging Disposal 33

W Pilotage Statistics 34 X Risk Assessments Reviewed following an Incident 36

Y New Risk Assessments 36 Z Document Review 37

AA Targets - Previous Report 37

BB Targets - Current Report 38 CC Summary of Emergency Oil Pollution Response Exercises 40

DD Key Performance Indicator Results 41 EE Harbour Control Equipment Outage 42

FF Summary of SMS Improvements 43

GG Stakeholder Liaison Meetings 44



1 Executive Summary

The Port Marine Safety Code (PMSC) applies to all harbour authorities in the UK that have statutory powers and duties. The Code is primarily intended for the ‘‘duty holder’’. For Poole Harbour this means members of the Harbour Board, both individually and severally, who are directly accountable for marine safety within Poole Harbour Commissioners area of jurisdiction. Within the Code harbour authorities must produce a Navigational Safety Management Plan (NSMP) with associated marine Safety Management System (SMS) that can be measured against the Code. The SMS must have a regular and systematic review of performance and this annual report goes some way to achieving this by informing the Board of the work that has been undertaken in the Harbour Master’s Department during the reporting period, with particular emphasis on navigational safety. The report will:

Confirm PHC continued compliance with the Port Marine Safety Code

Confirm the continued effectiveness of the NSMP and SMS

Summarise the activity of PHC vessels

Provide statistical information on harbour vessel activity

Consider accident and incident trends

Identify and summarise improvement

Consider Key Performance Indicators

Update on previous targets

Set targets for next period

Advise on audits and review



2 Safety Management System

The Safety Management System (SMS) aims to confirm the policies and procedures of Poole Harbour Commissioners within the structure of an integrated Navigational Safety Management Plan (NSMP). The SMS has been applied in accordance with the Port Marine Safety Code (PMSC), the standards as published in the Plan, emergency plans, risk assessments and the Guide to Good Practice (GtGP).

The SMS is a series of dynamic documents that are sourced and updated regularly to minimise the risk of accidents and incidents in Poole Harbour to As Low As Reasonably Practicable (ALARP).

The PMSC and GtGP were last updated in 2016 and all Commissioners, as Duty Holders of the Port Marine Safety Code, have signed that they have read and understood the updated version and as a Duty Holder will comply with the requirements of the Code.

The Safety Management System continues to be dynamic and is regularly updated and improved with the aim of maintaining and if required, improving navigational safety in Poole Harbour.

Table FF on page 43 gives a summary of the main Safety Management System improvements.

3 PHC Vessel Activity

Herbert Ballam Formal risk assessment highlighted the need for Poole Harbour Commissioners to provide a 24/7 towage service to assist with berthing operations at the Port of Poole. The Herbert Ballam is the Poole Harbour Commissioners port tug operating to the MCA Code of Practice for Small Commercial Vessels. This important asset provides mitigation against vessel and berth damage and reduces the consequences of vessel breakdowns, groundings and inclement weather. The Herbert Ballam is also a certified pilot boat and in 2012 the vessel underwent a 15 year survey. The vessel is also occasionally used for the following:

Aids to Navigation maintenance

Work platform



C H Horn

This bottom door dredger is primarily required to maintain depths at the operating quays, two PHC marinas and the fisherman’s dock. This vessel underwent a major refit in 2012 which included installing a new engine, propulsion unit and spud legs. A new wheelhouse was also fitted. The vessel operates under the MCA Code of Practice for Small Commercial Vessels. Other duties for this vessel include:


Mooring maintenance

Wreck clearance

Contract dredging

Sediment management Rough Ryder

This versatile workboat vessel is used on a regular basis, undertaking any task within her capability.

This vessel operates under the MCA Code for Small Commercial Vessels.

Tasks include:


Moorings maintenance

Pollution response

Light towage

Survey work

Work platform

DFRS transportation

Dorset Police transportation

Refuelling

Scour management

Work platform

Launch & Recovery



Barracuda This vessel is one of two pilot vessels operated by PHC as the Competent Harbour Authority for pilotage as per the 1987 Pilotage Act.

The vessel was purchased in 2016 as part of the PHC vessel replacement programme. She is coded under the MCA pilot boat certificate which is due for renewal in 2021. The vessel had an out-of-water intermediate survey in January 2017.

Apart from pilotage, the vessel is tasked with:

Harbour Patrol work

Escort vessel duties

Vanguard This is the other vessel used to provide a pilotage service within the Competent Harbour Authority pilotage district and in accordance to PHC Pilotage Directions.

This vessel is also coded and successfully acquired her renewal pilot boat certificate in 2012. Her next renewal will be later in 2017. The vessel underwent an intermediate, out of water, survey in March 2014. Due to her design she doubles as a very effective patrol and rapid response vessel and as such it is the intention to keep her in her present more visible colours. Her other tasks include:

Escort vessel

Pollution response

Personnel transfer

DFRS Transportation

Dorset Police transportation

Emergency response

VIP events

Vanguard and Barracuda are certified to carry 6 persons whilst on pilotage duties and 12 persons at all other times.



Vigilant This vessel is the primary patrol vessel for Poole Harbour Commissioners. Her main function is to provide education and support on the water whilst acting as a deterrent against byelaw infringement. In late 2012, Poole Harbour Commissioners, signed a Service Level Agreement with Dorset Police to combine patrols in Poole Harbour using this vessel. A similar agreement with Southern Inshore Fisheries Authority (SIFCA) was also signed in 2016. This vessel is also tasked with:

Vixen This vessel is an Atlantic 75 (ex RNLI Inshore lifeboat) primarily used for patrol work, providing a fast situation response and interception capability, especially in the shallower parts of the harbour and due to low air draft can access the Backwater Channel at all states of tide with bridges down. This vessel is also tasked with:

Emergency Response

Safety Boat Work

Pollution Response

Survey Work

Byelaw Enforcement

Moorings Inspection Work

DFRS Transportation

Escorting duties

Byelaw Enforcement

Emergency Response Byelaw Enforcement Emergency Res



Viper

This Personal Watercraft (PW) is very effective resource for PW Byelaw enforcement and is normally only used during the busy season from Easter through to the end of September but can be made available throughout the year. The vessel is also useful as a first responder to any reported incident.

Sir William This vessel is the hydrographic survey vessel used by Poole Harbour Commissioners to supply the Harbour Master’s department and the UK Hydrographic Office with data throughout the year. This data is used to inform masters, pilots and Harbour Control of the latest known depths especially in the main shipping channels. The UKHO update Admiralty charts based on this supplied information.

Table U on page 31 shows survey progress at the end of March 2017.



4 Harbour Vessels Activity

A Recreational Survey is normally undertaken annually. Vessels are normally recorded from two positions in the Harbour over a 31 day period during the summer. The survey provides a snapshot of vessel activity. Surveys are undertaken from 0900 hours to 1630 hours, using the same pattern of days each year (3 Mondays, 3 Tuesdays, 4 Wednesdays, 4 Thursdays, 5 Fridays, 7 Saturdays and 5 Sundays). The 2016 survey started on Saturday 18th June and ended on the Bank Holiday Monday, 29th August.

A Mean Daily Recreational Activity

Note – No survey was undertaken in 2008 or 2009 or at the Harbour Entrance in 2016.

2007 2010 2011 2012 2013 2014 2015 2016

Harbour Entrance 521 578 510 439 535 404 354

Lake Pier 202 186 186 164 100 186 174 176

0

100

200

300

400

500

600

700

Number of Vessels



B Annual Craft Activity (Excluding shipping)

12% increase in number of recorded launches from Baiter Slipway 6% increase in number of annual harbour dues 7% decrease in number of daily harbour dues 22% decrease in number of PW permits 25% decrease in waterski permits 39% decrease in number of kitesurf permits

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Baiter Slipway Launches 6254 5965 3707 4054 2927 2300 2261 2011 1809 2030

Harbour Dues (Annual) 3765 3732 2966 3575 3432 3857 3368 4033 3324 3523

Harbour Dues (Daily) 4247 3929

PW Permits 162 41 31 177 151 104 130 134 205 160

Waterski Permit 30 22

Kitesurf Permits 199 175 106

0

1000

2000

3000

4000

5000

6000

7000

Number of Vessels



C Poole Bridges Vessel Activity

The number of vessels transiting Poole Bridges (high and low air draft) has decreased by around 13%. This in turn will likely have decreased the number of times a 3-lift sequence was necessary thereby decreasing the number of required individual lifts. It should be noted that from September 2016 until end of March 2017 Poole Bridge was out of commission with a consequent effect on the statistics.

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Number of Vessels 20061 20061 19842 20281 16033 16909 17051 22417 21900 18983

Number of Lifts (PB) 3048 3179 3362 3553 2773 2552 2449 3157 3012 1890

Number of Lifts (TS) 2403 2620 3261 3187 2997

0

5000

10000

15000

20000

25000



D Poole Bridges Peak Activity

By formal risk assessment, prior to the Twin Sails bridge opening on the 4th April 2012, the maximum number of vessels permitted in the holding basin in perfect conditions was deemed to be 60. The highest recorded figure since opening was 46 in 2012. The busiest lift includes low air draft vessels passing through as directed by the Bridges Operator. 28.5.16 - The maximum of 41 lifts in a single day. 23.7.16 – The maximum number of 39 vessels in the basin between the bridges. 29.8.16 - The maximum number of 466 vessel movements in a single day. There were 18,983 vessel movements through both bridges during the reporting period. In accordance with the Borough of Poole (Poole Harbour Opening Bridges) Order 2006, the harbour master May at any time instruct the Council to open the bridges in stress of weather conditions, or in an emergency, or if in the reasonable opinion of the harbour master the opening of the bridges is required to preserve safe navigation within the Back Water Channel.

2012 2013 2014 2015 2016

Max lifts in day 67 41 46 44 41

Max vls in day 427 526 618 630 466

Max in Basin 46 29 30 35 39

0

100

200

300

400

500

600

700

Number of Vessels



5 Accidents and Near Miss Incidents

Marine Accidents, which include near miss incidents, are defined in The Merchant Shipping (Accident Reporting and Investigation) Regulations 2012. A Near Miss Marine Incident is defined as an event or sequence of events which has occurred directly in connection with the operation of a vessel that endangered, or if not corrected would endanger the safety of a vessel, its occupants or any other person or the environment.

E Total Reported Accidents and Near Miss Incidents

Notes

4 of the 55 reported Accidents involved commercial shipping (Chart G, page 18)

12 of the 56 reported Near Miss Incidents involved commercial shipping (Chart H, page 19)

28 of the 56 reported Near Miss Incidents were legislation infringements (Chart L, page 23)

Number of reported Near Miss Incidents decreased by 43%

Number of reported Accidents increased by 2%

Number of reported byelaw infringements decreased by 55%

Average reported Near Miss Incidents over 5 years is 77

Average reported Accidents over 5 years is 42

2010 2011 2012 2013 2014 2015 2016

Accident 23 30 38 28 34 54 55

Incident 47 88 55 77 101 98 56

0

20

40

60

80

100

120



F Breakdown of Reported Accidents

The above table provides a breakdown of the 55 reported accidents. The 18 persons overboard are not included in the 55 but were rescued following the 14 capsize/sink accidents. Also, the 55 does not include near miss incidents such as close quarter situations, unmanned vessels breaking free from mooring and drifting or byelaw infringements. For a breakdown of near miss incidents by vessel type see Chart H, page 19.

2010 2011 2012 2013 2014 2015 2016

Collision 5 8 4 3 1 6 10

Grounding 1 5 1 3 4 7 9

Contact 4 2 6 5 4

Fire/Flood 4 0 6 1 2

Oil Pollution 17 17 16 13 12 10 6

Person Overboard 4 3 2 1 18

Machinery 5 4 1 15 10

Capsize/sink 2 9 14

0

2

4

6

8

10

12

14

16

18

20

Accidents



Collision – There were 10 reported collisions none of which resulted in any injury. Collision accidents have increased from 6 to 10. 11.4.16 Between Yacht and berthed local passenger vessel 25.4.16 Between yacht and berthed local passenger vessel 30.4.16 Between yacht and moored yacht 9.7.16 Between small hired leisure boat and local passenger vessel 10.8.16 Between fishing vessel and dinghy 23.8.16 Between local passenger vessel and leisure motor boat 2.9.16 Between yacht and moored yacht 12.9.16 Between yacht and moored yacht 10.10.16 Between local passenger vessel and yacht 13.1.17 Between workboat and ship

Grounding – Every year there are a number of groundings due to vessels breaking free from moorings and drifting before running aground. These have been recorded as near miss incidents (chart H, page 19). Vessels that have gone aground whilst manned have been recorded as accidents. There were 9 accidental groundings, an increase of 2 from previous annual report. 7.4.16 Yacht aground Green Island 12.5.16 Fishing vessel aground Brownsea Island 1.7.16 Yacht aground Oyster Bank 16.7.16 Yacht aground Middle Mud 18.7.16 Hired boat aground Green Island 24.7.16 Yacht aground East Looe Channel 26.7.16 Yacht aground West of Ramshorn Lake 2.12.16 Motor boat leisure aground near Salterns Marina 14.1.17 Hired boat aground Holes Bay Contact – Reported contacts have decreased from 7 to 4 since the last annual report. 14.6.16 Ferry has heavy contact with quay fender 19.7.16 Yacht contact with underwater object 6.12.16 Motor boat contact with Twin Sails Bridge 2.2.17 Ship contact with Oyster Bank Beacon Fire/Flood – There was one reported flooding and one reported fire. 8.6.16 Barge flooding 16.7.16 Yacht on fire Oil Pollution – There were 6 reports of oil pollution in the harbour with 2 being non-attributable. All were assessed and the necessary course of action and response agreed. Four incidents were attributable and were reported as soon as possible. Following assessment a Tier 1 response by PHC was required for the fishing vessel.



17.4.16 Minor - Motor vehicle in water 4.10.16 Minor – Fishermans Dock (non attributable) 19.10.16 Minor – Safety boat between bridges 24.12.16 Minor - Town Quay (non attributable) 14.1.17 Minor – Fishing vessel 25.2.17 Minor – Motor boat Mechanical Failure – Breakdowns can potentially have serious consequences when it results in a loss of control of navigation. Mechanical breakdowns have decreased from 15 to 10. 11.4.16 Yacht in Holes Bay 8.5.16 PW (jetski) SW of Brownsea Island 5.6.16 Motor boat in Swash Channel 18.6.16 Motor boat near Aunt Betty buoy 9.7.16 Motor Yacht in Swash Channel 16.7.16 Rib off Pottery Pier 13.8.16 Motor boat near No.12 buoy 18.9.16 Motor boat in Middle Ship Channel 28.9.16 Ferry adjacent to berth 4.10.16 Workboat in Little Channel Capsize / Sink / List – Due to the number of yacht and dinghy racing events it is likely there are a number of capsize situations, with persons in the water, that go unreported. These incidents are dealt with efficiently by the trained safety boat crews that volunteer to assist in risk mitigation during the events or indeed by the crew of the capsized vessel as part of their training. It is a regular occurrence and considered part of the sport controlled by risk mitigation. The accidents reported are those that involved a rescue or could have led to a secondary accident/near miss incident. There were 3 sinking accidents and 11 capsize accidents reported. A total of 18 persons were rescued by PHC or RNLI, as a result of the 11 capsize accidents. 8.4.16 Motor boat sinking 11.4.16 Motor boat capsized on mooring 30.4.16 Dinghy capsized (2 POB rescued) 13.5.16 Kayak capsized (POB rescued) 26.5.16 Canoe capsized (POB rescued) 10.7.16 Dinghy capsized (2 POB rescued) 11.7.16 Trimaran capsized (POB rescued) 29.7.16 Dinghy capsized (3 POB rescued) 31.7.16 Dinghy capsized (2 POB rescued) 7.8.16 Dinghy capsized (2 POB rescued) 12.8.16 Yacht capsized (2 POB rescused) 2.9.16 Motor boat sinking 14.1.17 Fishing vessel sinking 23.3.17 Dinghy capsized (2 POB rescued)



G Reported Accidents involving Commercial Shipping

There were 4 reported accidents involving commercial shipping with the average being 4 over the 5 year period shown above. None of the accidents resulted in any injuries. 14.06.16 Contact – Ship heavy contact with fender. 28.09.16 Mechanical failure – Ship. 13.01.17 Collision – Ship and workboat. 02.02.17 Contact – Ship heavy contact with beacon.

2012 2013 2014 2015 2016

Collision 1 1 1

Grounding 1

Contact 2 3 2 2

Fire/Flood 2

Pollution 1

Person Overboard

Machinery 3 1 1

Capsize/sink

0

0.5

1

1.5

2

2.5

3

3.5

Accidents



H Breakdown of Reported Near Miss Incidents

The near miss incidents are broken down into vessel type as per the Port Skills & Safety reporting format prepared from the The Merchant Shipping (Accident Reporting and Investigation) Regulations 2012.

Near Miss Incidents – Reporting of all Near Miss Incidents is encouraged at harbour user liaison meetings, as this provides a good trend indicator giving valuable input to the risk assessment review process.

2013 2014 2015 2016

Shipping 6 8 13 13

Fishing 4 4 2 3

Passenger 3 4 1 2

Workboat 3 1 4 2

Leisure 61 84 78 33

Tug

Military 3

0

10

20

30

40

50

60

70

80

90

Near Miss Incidents



Of the 56 near miss incidents, 13 involved shipping although only 3 were directly attributed to ships: 4.4.16 Ship underway without clearance 9.6.16 Ship departure from Pilotage Plan in restricted visibility 10.10.16 Ship contravening Pilotage Directions Ten were due to contravention of the International Regulations for Preventing Collisions at Sea (as amended) – Rule 9 (Narrow Channels) of which 3 involved yacht or dinghy racing. 9.4.16 SUP impedes ship 14.5.16 Kayak impedes cruise ship 18.8.16 Yacht impedes ship 23.10.16 Racing dinghy impedes ship 6.11.16 Racing dinghies impede ship 14.12.16 Yacht impedes ship 9.1.17 Motor boat impedes ship 12.2.17 Rowing boat impedes ship 11.3.17 Fishing vessel impedes ship 29.3.17 Racing yachts impede ship Yacht/Dinghy Racing in the harbour is closely monitored and a strict set of procedures is in force for all those concerned including racing participants, race officers, escort vessel and safety boat crew, harbour patrol officers, pilots and masters. This agreed Yacht Racing Criteria has improved the safety of racing competitors in the harbour and has seen reported incidents drop from 15 in 2006 to 3 in this reporting period. Procedure, monitoring and liaison continues to reduce the risk of an accident to as low as reasonably practicable. Poole Bridges – Since the Poole Bridges Byelaw came into force, the number of traffic light infringements have reduced from 22 in 2011 to 0 during this reporting period.

Speeding / Wash – Accounted for 26 of the 56 near miss incidents which is a 50% decrease on the previous 12 months. A Local Notice to Mariners (LNTM) is promulgated every year prior to the relaxation of the speed limit and again before the relaxation is lifted. The LNTM explains clearly when and where the speed limit is relaxed and again when it is lifted. The LNTM also explains why the speed limit has to be exercised. Other – The remaining Near Miss Incidents were predominantly unmanned vessels adrift in the harbour having come free from their mooring.



I Harbour Master Investigations All reported incidents are investigated and the table below highlights those that were considered serious enough to require a full in depth investigation.

Year Month Accident /

Incident

Brief Description MAIB

/ MCA

2016 June Contact Ship heavy contact with fender NO

June Near Miss Ship departure from passage plan in restricted visibility NO

Aug Near Miss Yacht impedes passage of ship NO

Aug Collision Fishing vessel collides with dinghy YES

Oct Near Miss Racing dinghies impede passage of ship NO

Oct Near Miss Fishing v/l impedes passage of ship in restricted visibility NO

Nov Near Miss Racing dinghies impede passage of dredger NO

Dec Near Miss Yacht impedes passage of ship NO

2017 Jan Near Miss Motorboat impedes passage of dredger NO

Jan Collision Workboat collides with cargo ship YES

Feb Contact Ship heavy contact with beacon NO

March Near Miss Racing yachts impede passage of ship NO

6 Enforcement All reported accidents, incidents and complaints were dealt with under the PHC enforcement policy either verbally at the time and/or followed up with a written warning and/or investigation. On one occasion the accident went straight to prosecution proceedings with a successful outcome. 10.8.16 Collision between fishing vessel and dinghy.

J Prosecutions

Prosecution Date

Incident Date

Legislation Fine Costs Victim Support

22.12.16 10.08.16 2(a) Dangerous Navigation

£100 £300 £25



K Prosecutions Trend

There was one prosecution for contravention of byelaw 2(a) - navigating without due care or attention within the reporting period. This, along with the reduction in reported offences, could suggest that behaviour in the harbour is improving.

Within the Port Marine Safety Code (PMSC) Harbour Authorities are well advised to secure powers of General Direction, to support the effective management of vessels in their harbour waters. Poole Harbour Commissioners secured these powers in 2012. One General Direction, permitting kite surfing, is currently in force with a second, regarding a small commercial craft registry, currently under review.

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Byelaw 2(a) Nav 2 1 1 1 1

Byelaw 2(aa) Speed - 10 kts 8 4 8 5 2 3 3 3 3

Byelaw 2(b) Speed - 6 kts 1

Byelaw 2(e) Permit 2 4 1 1 1

0

1

2

3

4

5

6

7

8

9



L Byelaw Infringements

The PHC enforcement policy is exercised on every occasion that offender identification is made. The offenders of some of the incidents above were unfortunately not identified. During the period 1st April 2016 to 31st March 2017 there were 26 recorded Byelaw infringements resulting in 1 prosecution, 16 warning letters and 4 verbal warnings with 5 not identified. This is a 55% reduction in reported infringements and a 20% reduction in warning letters since the last reporting period.

2011 2012 2013 2014 2015 2016

Speeding 43 36 31 40 48 21

Wash 4 3 4 4 2 5

Permit PW 13 10 8 15 0 0

Permit Waterski 8 7 1 4 1 0

Bridge lights 14 5 8 3 5 0

Fishing Nets 1 0

0

10

20

30

40

50

60

Byelaw Infringements



M Byelaw Infringement - Monthly Breakdown

The majority of infringements occur in the summer months when leisure traffic density is greatest. Three other legislation infringements were: 9.6.16 Ship departure from Pilotage Plan in restricted visibility 10.10.16 Ship contravening Pilotage Directions 13.1.17 Contravention of International Regulations for Preventing Collisions at Sea

Apr May June July Aug Sept Oct Jan Feb Mar

Speeding 2 13 2 1 2 1

Wash 2 3

Permit PW

Permit Waterski

Bridge lights

0

2

4

6

8

10

12

14

Byelaw Infringements

2016 - 2017



7 Personnel Safety

N Personnel Safety Record (Harbour Master Department)

There were no non-reportable or reportable accidents under the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995 (RIDDOR).

One accident is considered one too many and therefore all Harbour Department employees are regularly advised to keep concentration levels high and never to be complacent. Safety tool box talks are required and are regularly carried out and documented. Safety days were introduced in April 2012 to supplement routine checks and drills to ensure full participation within the department.

O Personnel Accident/Near Miss Summary

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

RIDDOR Reportable 0 0 0 0 0 1 0 0 0 0

Non reportable 4 0 1 3 1 3 0 2 1 0

Near Miss 2 2 1

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

Accident / Near Miss

Detail Action

April Near Miss Employee driving car against flow of traffic while ferry being loaded.

Spoken to and advised of correct way of getting to link span 3 when the area is busy.



Safety Days One half day per month per team (subject to pilotage, towage and emergencies) is scheduled by the Duty Harbour Master to concentrate solely on all our safety responsibilities, ensuring they are addressed over a 12 month period. Department Safety Representatives ensure that these important safety days do not lapse. Safety days include:

Man Overboard Drills.

Fire drills on vessels and at work places.

LSA & FFE checks on vessels and at work places.

Review of COSSH Assessments.

Review of Risk Assessments.

Review of training requirements.

Health & Safety Inspection.

Outstanding items on Safety Inspection Action Plan.

Safety Equipment Checks.

Equipment Checks.

Oil spill Response Equipment Checks.

General Housekeeping.

Other. All HM Department staff must contribute to the Safety Days. All relevant paperwork is updated as a formal record with a brief summary list emailed to the Harbour Master which is kept in the SMS electronic file. The Safety Days do not exonerate any employee from their normal safety checks and routines.

8 Notices & Memos All Harbour Masters memos are promulgated and displayed on relevant notice boards. They form part of SMS operating procedures and are included in operation manuals as part of any review process. Safety Notices are generally directed at harbour users and are promulgated using LNTM, social media networking and mail.



P Harbour Master Safety Notices and Memos

Year Month Notice /

Memo

Title

2016 June Memo Procedure relating to suspension/revocation of pilotage authorisations

Sept Memo Vessel clearance to enter when authorised pilot required

Sept Memo Pilot boat not to be used for towing operations during acts of pilotage

There were a total of 35 Local Notices to Mariners published during the period which are made available to the public via the PHC website and in hard copy at PHC reception. The notices are also emailed to all relevant stakeholders and the distribution list is added to by request.

9 Training

Training is an integral part of any Safety Management System to ensure that competence levels are kept to the required standard with the overall aim of reducing risk to personnel, navigational safety and the marine environment.

Q Courses and Training

Employee Number Course / Training Requirement

HCO 5 V103/1 Refresher MCA

Pilot 2 Pilotage Standards (Operational) – Simulator PHC/MCA

Pilot 1 ECDIS PHC

Pilot 1 Pilotage training for Class 2 licence PHC

Pilot 4 STCW Personal Survival PHC/MCA

HM Workshop 2 STCW Personal Survival PHC/MCA

Pilot 4 STCW Survival Craft and Rescue Boats PHC/MCA

Pilot 4 STCW Basic Firefighting PHC/MCA

Pilot 4 STCW Advanced Firefighting PHC/MCA

HM Workshop 1 Tug Skipper Training PHC

HM Workshop 1 Personal Watercraft PHC

HM Workshop 2 VHF Licence PHC/MCA

HM Workshop 1 Pilot Boat Coxswain PHC

HM Workshop 1 Dredger Skipper PHC

HM Workshop 1 Dredger Crane Driver PHC

HM Workshop 1 Tug Deckhand PHC

HM Workshop 1 Forklift Truck Level B1 PHC



A continued programme of cross training and familiarisation exists for all tasks required to carry out the Harbour Master Departments overall function. As a result the department has continued to be more flexible with all employees able to multi-role in their abilities through gained competence and experience.

10 Aids to Navigation

Poole Harbour Commissioners are the Local Lighthouse Authority (LLA) for Poole Harbour and have the power to maintain the marking or lighting within the harbour. The General Lighthouse Authority (GLA) has a duty to inspect all navigation marks under the management of the LLA (Section 201 of the Merchant Shipping Act 1995). Trinity House, the General Lighthouse Authority, considers the availability of lights as a measurement of good management. The numbers of light defects during any year are not necessarily of concern unless due to lack of maintenance which is not the case. What would be of concern is the time taken to address a defect which could affect the safety of navigation. The three year availability average can be seen on the KPI table (Table DD, page 41).

R Aids to Navigation Defects

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Defects 49 60 74 63 39 30 51 35 33 51

0

10

20

30

40

50

60

70

80



S Breakdown of Aids to Navigation Defects

Aids to Navigation deficiencies are 54% up on last year which can be seen from the tables above. A large proportion of the light deficiencies are due to reduced solar light in the winter months causing lights to be diminished or extinguished. The main increase is due to stake deficiencies which are up by 68% on last year. This is likely due to an improved inspection routine where stakes “leaning over” get recorded as a defect. Over a period of time the many stakes around the harbour, marking the many minor channels, get worn or get knocked over. They are repositioned or replaced at the earliest opportunity following a reported defect. Occasionally buoys get damaged by vessels or move off station due to strong weather/tidal conditions. Aids to Navigation are routinely serviced on a rotational basis, some more frequently than others. The table below shows the AtoN servicing for the reporting period.

2015 2016

Lights 14 15

Stakes 17 28

Off Stn 1 4

Buoy damage 1 4

0

5

10

15

20

25

30



T Aids to Navigation Serviced AtoN Maintenance (April 2016 – March 2017)

Swash Channel No.5 Buoy Recovered to HM Workshop and replaced

Swash Channel No.6 Buoy Recovered to HM Workshop and replaced

The Havens No.12 Buoy Recovered to HM Workshop and replaced

Brownsea Roads No.19 Buoy Recovered to HM Workshop and replaced

Middle Ship Ch. No.24 Buoy Recovered to HM Workshop and replaced

East Looe Channel No.2 Buoy Recovered to HM Workshop and replaced

Holes Bay No.2 Buoy Recovered to HM Workshop and replaced



Wareham Channel No.2 Buoy Recovered to HM Workshop and replaced



Wareham Channel No.7 Buoy Serviced on station

Minor channel stakes Replaced as required

Whenever a buoy is removed for servicing, a temporary buoy is put in its place or one that has been previously serviced. The one being serviced is renumbered ready to replace the next buoy on the maintenance schedule.



11 Hydrographic Surveys U Survey Programme

Survey Progress March 2017

Survey Area Scale Priority Date Last Completed Frequency month Date Due

Backwater Channel Twin Sails 1250 2 Jan - 17 12 Jan – 18

Baiter 2500 4 Aug-15 24 Aug-17

Between the Quays 1000 2 Mar-16 12 Mar-17

Blood Alley 2500 3 Jun-15 36 Jun-18

Brownsea East 2500 4 Apr - 16 24 Apr – 18

Chain Ferry-main n/a 1 Feb-17 6 Aug-17

Chapman’s Peak 1250 1 Jan-17 4 May-17

Poole Quay Boat Haven 500 2 Feb - 17 12 Dec – 17

Port of Poole Marina 500 2 Apr - 16 12 Apr – 17

Dump Ground 5000 4 Jul-15 24 Jul-17

East Looe 2500 2 Oct-16 6 Mar-17

Havens 2500 1 Jan-17 12 Jan-18

Holes Bay 2500 3 Nov-16 36 Nov – 19

Hook Sands 2500 4 Oct -16 24 Oct-18

Little Channel\working Quays 500 1 Jan - 17 6 Jun-17

Middle Channel (East) 2500 1 Jan - 17 4 May-17

Middle Mud 2500 4 Jan - 17 12 Jan - 18

North Channel + Mid Ground 2500 2 Mar-17 12 Mar-18

Parkstone Bay 2500 4 Jun-14 36 Jun-17

Red Horn Lake 1250 3 May - 16 36 May – 19

Ro/Ros 500 1 Jan - 17 4 May-17

Rockley Channel 1250 3 Aug-15 24 Mar-17

Sandbanks Inner shore 1250 4 Sep-07 48 Sep-14

Shell Bay 2500 4 Jan-16 12 Jan - 17

Silt deposit area A 500 3 Jan - 17 6 Jul – 17

South Deep East/White Ground 2500 2 May-15 24 May-17

South Deep West & Ramshorn 2500 3 Jun-15 36 Jun-18

Stone Island Lake 2500 4 Nov-13 36 Nov-16

Swash Channel (North) 2500 1 Feb - 17 4 May - 17

Swash Channel (South) 2500 1 Feb - 17 4 May - 17

Turning Basin and MSCW 2500 1 Jan - 17 4 May – 17

Wareham Channel (lower) 2500 2 Apr-15 36 Oct-18

Wareham Channel (middle) 2500 3 Aug-15 36 Oct-18

Wareham Channel (upper) 2500 3 Sep-15 36 Oct-18

Whitley Lake 2500 4 Jan-16 36 Dec-18

Wills Cut 1250 3 Mar - 17 24 Mar - 19

Wych Channel (Lower) 2500 3 May-15 36 Jun-17

Wych Channel (Middle) 2500 3 Aug-15 36 Aug-17

Wych Channel (Upper) 2500 3 Mar-14 36 Mar-17



All surveys have been completed in accordance with a planned programme. The plan as of March 2017 shows the timescale, frequency and priority. All data is sent to the Admiralty Hydrographic Office for inclusion in local charts.

12 Dredging & Disposal

In line with the Poole Harbour Maintenance Dredging Protocol and statutory requirements, the Commissioners continue to monitor the entire dredging and disposal operation within the Harbour. Disposal at Brownsea Roads: Marinas throughout the Harbour continued to make use of PHC Brownsea Roads disposal site, thus retaining silt within the Harbour in line with the Sediment Management Plan. During the course of the year 14,000m3 of silt was trickle discharged over the Brownsea Roads site, including 2,200m3 dredged by CH Horn from Poole Quay Boat Haven. Disposal to Swanage: To begin the construction of South Quay, PHC contractor Rohde Nielsen dredged the quay footprint, and 45,500m3 of material was disposed at Swanage. Beneficial Use/Reclaim: During November 2016 the approach channels were dredged and 110,000m3 of material was used to form a construction bund to commence piling for the South Quay wall line.

In line with the Poole Harbour Maintenance Dredging Protocol and statutory requirements, the Commissioners continue to monitor the entire dredging and disposal operation within the Harbour. The CH Horn also maintains the depths at all the quays. Depending on spoil type, it is disposed at Swanage, Brownsea Roads or off Ro-Ro berths.



V Maintenance Dredging Disposal (Calendar Year)

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

B'mouth Beach 80722

Poole Beach 136968 35555

Reclaim 19175 110190

Swanage Bay 27615 88068 18581 50180 51826 18425 20035 8545 61026 2,875 56121

Brownsea Roads 9240 8020 9738 27030 20344 18491 32081 16,592 13871

0

20000

40000

60000

80000

100000

120000

140000

160000

m3



13 Pilotage Pilotage is compulsory for vessels over 50 metres in length plus two additional categories; the number of pilots is sufficient to safely undertake pilotage at the current volume of traffic. Four PHC pilots are also Assistant Harbour Masters and have additional non-piloting management roles including Moorings, Aids to Navigation, Pilotage Service and Safety Management System. Two self-employed pilots are contracted to cover holidays and sickness.

W Pilotage Statistics

After a steady decline in the number of commercial ship movements since 2011, this reporting period has seen an increase. This has also been the case for vessels subject to compulsory pilotage and PHC piloted movements.

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Shipping Movements 5614 5519 5889 5197 6328 5606 5144 4882 3694 4127

Compulsory Pilotage 4185 3997 3510 3111 3827 3342 3118 3000 2443 2840

PHC Piloted Movements 1115 1040 689 718 695 615 721 1188 743 1180

PEC Movements 3070 2957 2821 2393 3142 2727 2397 1812 1700 1660

0

1000

2000

3000

4000

5000

6000

7000



This was due to maintaining existing trade and having the additional freight operation to Spain. Shipping movements have increased by 12% Vessels subject to compulsory pilotage have increased by 16% for the second year running. PHC piloted vessels have increased by 60% PEC movements have decreased by 2%

14 Harbour Control (VTS) Harbour Control (VTS) works efficiently to allow identification and monitoring of vessels, strategic planning of vessel movements and to provide navigational information and assistance. The Harbour Control Officer (HCO) will initiate the port’s emergency response and will assist in the prevention of pollution and co-ordination of a pollution response. The efficiency of the HCO depends on the reliability and continuity of communications and monitoring equipment to provide accurate and unambiguous information. This year Harbour Control underwent a refurbishment to ensure the continued efficiency of available resources. The quality of accident-prevention measures depends on the HCO detecting a developing dangerous situation and on the ability to give timely warning of such dangers. Throughout the year Harbour Control has continued to operate a Vessel Traffic Service by efficiently managing marine traffic to help mitigate any potential risk to safety of life at sea, safety of navigation, the marine environment and maritime security.

Harbour Control is considered, through risk assessment, to be a vital 24/7 information service for all marine activities in the Harbour. The vast majority of incidents and complaints are reported direct to Harbour Control and entered into the incident log. This in turn is interrogated to identify trends and forms part of the monthly and Annual Marine Safety Reports. The equipment available to the Harbour Control Officer has been proved effective for monitoring commercial shipping movements, other marine activities and providing timely accurate information to all harbour users. Resources include Radar, AIS, CCTV, VHF, tidal and weather inputs and 3D vessel monitoring equipment. These resources available to the Harbour Control Officer help to maintain safety of persons and property and protect the environment in Poole Harbour. All of this equipment has proved very useful during incident investigation. The Harbour Control (VTS) designation of Information Service (INS) was reviewed and it was agreed by Poole Harbour Commissioners to add Traffic Organisation Service (TOS). This was sanctioned by the MCA and implemented on the 9th April 2015. During the reporting period the layout of Harbour Control was changed following an ergonomics review resulting from a marine incident investigation.



15 Risk Assessment The Safety Management System is a result of formal risk assessment of all marine activities in the harbour. Risk assessment forms a major part of the Navigational Safety Management System. Risk assessments are also carried out for PHC waterborne tasks and for land based personnel safety. All risk assessments and control measures are reviewed on an annual basis or if considered necessary, following an incident.

X Risk Assessments Reviewed Following an Accident or Incident

Risk Assessment

Collision between two commercial ships Grounding of a commercial ship

Yacht / Dinghy racing

Collision between ship and recreational craft Y New Risk Assessments

Risk Assessment

PHC vessel demonstrations Towing Operations – Using 3rd party tug

Towage Operations – Dead ship



16 Document Review Documents and procedures are the basis of a good Safety Management System and in order for the system to be dynamic and current, it is essential that the documents and procedures are being referenced and followed are that there is a regular review process. The table below shows the Safety Management System documents have been reviewed during the reporting period.

Z Document Review

Month Review Completed

2016

April Harbour Control Procedures

April Poole Harbour Boat Show Event Management Plan

April Towing Procedures

April Harbour Patrol Instructions

April Restricted Visibility Routine

2017

Jan Waste Management Plan

17 Targets AA Previous Report

Review Oil Spill Contingency Plan following Major Exercise Complete Update signage around the Harbour Complete

Review Port Emergency Plan Complete

Standardise TOS phrases for Harbour Control Complete Introduce procedure for HCO to provide NA in an emergency Complete

Review secondary Harbour Control in event of evacuation or systems failure Complete Introduce a Standard Operating Procedure (SOP) format Complete

Introduce assessment of SOP’s Complete

Review HM Dept training matrix and associated administration Complete Consider use of QR coding for signage and publications such as LNTM Complete

Update HM Department Review document Progressed Prepare DRAFT General Directions to modernise/replace navigation Byelaws Progressed

Introduce HCO flash cards for emergency scenario response Progressed Introduce voluntary registration of all small commercial vessels Superceded



BB Current Report

Complete all progressed targets from previous report Introduce General Direction for registration of small commercial craft

Adapt Unit 4 to be new Emergency Response Centre (ERC) Improve connectivity between ERC and Harbour Office

Advanced first aid courses for pilots and pilot boat crew

Complete Risk Assessment for South Quay large vessels Improve connectivity from CH Horn wheelhouse to crane cab

Review CCTV coverage around jurisdiction

Complete H & S survey and consider results

Complete Oil Pollution Response Major Exercise

18 External Audits

Safety Management System and Port Marine Safety Code Compliance Audit

PHC confirmed, to Government, its compliance with the requirements of the PMSC in March 2015 following a compliance audit in Feb 2015 by the independent Designated Person. This compliance exercise is required every 3 years. The MCA also carried out a PMSC Health check in March 2015. PHC require a practical, pragmatic, and cost effective Designated Person (DP) in order to provide independent assurance directly to the Duty Holder (Board members individually and collectively).

In meeting this obligation under the Port Marine Safety Code, the PHC Board has appointed an independent Designated Person, who maintains a right of direct access to the Board.

The main role of the Designated Person is to:

Determine through assessment and audit that PHC has an effective and appropriate Navigational

Safety Management System.

Provide the PHC Board with independent and professional advice regarding PHC overall compliance

with the requirements of the Port Marine Safety Code.

Designated Person Audits

Audits were completed by the Designated Person on the 30th June 2016 and 20th March 2017 during the reporting period with quarterly audits completed internally. The Designated Person attended the 28th October 2016 Board meeting and reported to the Board that “PHC continues to comply fully with the PMSC”.



Trinity House Audit

The annual inspection of Aids to Navigation was carried out by Trinity House on the 12th April 2016. They were found to be in “good and efficient order” with no non conformities or PIN’s (Potential Improvements notices) issued. Aids to Navigation average availability of lights continues to be above the required Trinity House minimum standard. The Aids to Navigation lights availability is the average percentage of all lights over a 3 year period, the lowest being 98.35% and the highest being 100% for individual lights. Trinity House requires a minimum standard of 97% to 99% depending on category of light which is based on location. For the period 1st April 2016 to 31st March 2017 the overall average availability across all categories of lights is 99.96%



19 Emergency Exercises Training is about raising the awareness of all staff about what emergencies they may face and giving them confidence in Poole Harbour Commissioners procedures and their ability to carry them out successfully. It is also about developing competencies and skill-sets so that staff can fulfil key roles. There are various emergency exercises that take place throughout the year including Fire, Security, Lone Worker, Abandon Ship and Man Overboard. Some emergency training is required through legislation and one such area is Oil Pollution Preparedness. This involves refresher training (Table Q, page 27) and conducting scenario exercises (Table CC, page 40).

The Oil Pollution Contingency Plan was approved by the MCA on the 27th June 2016 and is valid until the 26th June 2021. It is a requirement to plan and execute a major oil pollution exercise every three years. The latest exercise was conducted on the 7th October 2014 with the next one scheduled for October 2017.

CC Summary of Emergency Oil Pollution Response Exercises

Date Exercise

5th May 2016 Table Top Exercise – Poole Harbour Boat Show 2nd July 2016 Equipment Deployment – Perenco Base

8th July 2016 Site Visit – Perenco Base 15th July 2016 Site Visit – Furzey Island

19th July 2016 Site Visit – Furzey Island

16th September 2016 Notification Exercise (Call out procedure) 15th November 2016 Equipment Deployment – Perenco Base

20th February 2017 Notification Exercise (Call out procedure) 3rd March 2017 Equipment Deployment – Perenco Base

3rd March 2017 Site Visit – Perenco Base Poole Harbour Commissioners and Perenco UK have an agreement in place which requires trained personnel from the harbour masters department to respond to any pollution incident in Poole Harbour, associated with Perenco Uk. The callout procedure for this agreement is tested on a weekly basis.



20 SMS Key Performance Indicators (KPI) The PHC performance-monitoring programme, adopted in 2012, is designed to progressively improve navigational safety. By measuring key indicators, which reflect both the performance of PHC and that of harbour users, appropriate measures can be added to the Safety Management System.

DD Key Performance Indicator Results

Key Performance Indicator results 2012 2013 2014 2015 2016

Accidents (Compulsory Pilotage) 5 4 6 2 4

Accidents per 1000 piloted acts 2 1 2 1 1

Near Miss Incidents (Compulsory Pilotage) 6 6 8 13 12

Near Miss Incidents per 1000 piloted acts 2 2 3 5 4

Harbour Master written warnings issued 61 52 47 41 28

Prosecutions 6 4 3 4 1

Pollution incidents 16 13 12 10 6

Harbour Control equipment availability 99.45% 92.20% 92.23% 92.61% 96.3%

AtoN lights availability (3 year average) 99.87% 99.9% 99.98% 99.91% 99.96%

Hydrographic info not published 0 0 0 0 0

MAIB reports 2 0 2 2 2

Attributable ship delays 0 0 0 0 0

PHC craft overdue for inspection 0 0 0 0 0



EE Harbour Control Equipment Outage

Availability of Harbour Control equipment during the reporting period was 96.3%

2013 2014 2015 2016

AIS 0.55 0.41 0.22 0.09

CCTV 2.05 3.88 2.45 0.2

RADAR 2.43 0.28 1.18 2.02

COMMS 0.06 0.08 0.62 1.31

ECDIS 0.08 2.08 0.99 0

TIDE GAUGE 2.45 0 1.78 0.08

RECORDING 0.15 1.04 0.15 0

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

%

O

u

t

a

g

e



21 SMS Improvement The Safety Management System continues to be audited on a regular basis to ensure compliance with the Port Marine Safety Code. The internal review process encourages the Harbour Masters Department to seek out improvement either to improve safety or to reduce administration burden without compromise to safety. The following table summarises some of the improvements made within the SMS during the reporting period.

FF Summary of SMS Improvements

Number Improvements

1 Continued Improvement of role flexibility within HM Department

2 Replacement Pilot Vessel

3 Standard Operating Procedures

4 Additional Risk Assessments

5 Updated AIS software

6 Improved Radar Performance

7 Improved Harbour Control Ergonomics

8 Improved Aids to Navigation inspection procedure

22 Stakeholder Meetings Feedback from both PHC staff and other Harbour users provides a vital Navigational SMS component. All are actively encouraged to be involved in the management of navigational safety. This includes input into the development and implementation of the Navigational SMS and its operational risk management controls. Examples of consultation, involvement and communication employed by the Harbour Masters Department in the maintenance of the Navigational SMS include:

Stakeholder liaison meetings

Hazard identification consultations

Risk assessment consultations

PHC staff appraisal process

PHC staff group meetings

Legislation & Enforcement consultation process

Strategic planning consultation process

PHC website

Social Media Network



GG Stakeholder Liaison Meetings

Date Meeting

6 Monthly Poole Harbour Steering Group (PHSG)

6 Monthly Kite surfing Group

6 Monthly Poole & District Fisherman’s Association (PDFA)

6 Monthly Poole Yachting Association (PYA)

As required Poole Yachting Association Sub Group

Monthly Poole Harbour Commissioners Board

6 Monthly Passenger Boat Operators

6 Monthly HM Department

6 Monthly Harbour Patrol

6 Monthly Harbour Control

6 Monthly Pilotage

6 Monthly Boatyard and Marina Operators

6 monthly Harbour Safety

Annual Open Meeting

Annual Southern Inshore Fisheries & Conservation Authority (SIFCA)





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