Port Risk Management

Xiamen Port

Group Member:
AU Wing Yin Alex (05744862g)
CHEUNG Pak Yan Jacqueline (06751629g)
CHU Wing Kit Gary (05704317g)
LAU Cho Tim Jolly (05745508g)
LI Chi Keung Francis (05752978g)
YIP Ka Man Mandy (05703960g)
1
 Overview
• Background of Xiamen Port
• FSA Analysis
• Case Study
• Conclusion

2
Background of Xiamen Port
• At southeast coast of the
PRC in the Fujian
province
• At the midpoint along the
route between Shanghai
and Hong Kong
• including eight port
zones- Dongdu, Haicang,
Songyu, Easter Port
Zone, Passenger Port
Zone, Zhaoyin, Houshi
and Shima.

3
 Climate
• Xiamen is affected by monsoon winds blowing from the
northeast in winter, and from the southeast in summer.
• The prevailing wind is northeasterly (41.5 percent)
• the mean wind speed is 2.2 meters per second
(m/s).
• During the wet summer monsoon, the Xiamen region
frequently experiences typhoons, with high winds and
heavy rains.
• experiences three typhoons in average per annum.
• The annual rainfall in Xiamen is 1,181 millimeters, mainly
in the spring and summer seasons.
• Fog is experienced 22 days per year in average.
4
 Tide and Wind Speed
• The port approaches are directly from the Strait of Taiwan
through routinely dredged channels.
• Tides at Xiamen are semidiurnal, with a mean range of
3.98 m. Maximum surface current velocities are on the
order of 1.2 - 1.4 m/s, with average surface speeds of
approximately 0.65 m/s.
• well protected from waves generated in the open sea, and
within the harbour area the main consideration is locally
generated waves, which are usually less than 0.5 m high.
• The maximum wave height recorded in the vicinity of
Dongdu is 1.6 m (1 in 10 year return period). Natural
sedimentation rates are low (up to 40 centimeters per
annum) and dominated by fine silts overlaying fine sands
and silty clay on a bedrock of heavily weathered granite. 5
 Channel and anchorage
areas in Xiamen
There are several Channels in Xiamen, and all governed by
the Channel Management in Xiamen Port Authority.
• The main access for vessel on berth Xiamen ports
– Xiamen Deep water Channel (maximum depth 16M)
– The other are Zhao Yin Channel (maximum depth
8.1m)
– Hai Cang Channel (maximum depth: 13m)
– Dong Du Channel (maximum depth: 12m)
– Tong Yi Terminal Channel (maximum depth 3.2m)
– Xing Lin Channel (maximum depth 3.5m)
– Gao Qi Channel (maximum depth 1m)

6
 Gao Qi (1m)

Xing Lin (3.5m)

Hai Cang (12.6m) Channel and anchorage
areas in Xiamen
Xiamen East (11.9m)
Dong Du (12 m)

Xiao Jin
Tong Yi (3.2m) Men
(12.8m)

Deep Water (14.3m)

Zhao Yin (8.1m)

Qing Yu (14.6m)

7
 Terminals in Xiamen
• 7 developed bulk cargo/container
terminals, 2 ferry terminals, some
piers nearby the industrial areas,
and anchorage areas along the
channel and terminals.
– XHCT- Haitian Container
Terminal
– XYCT- Xiangyu Container
Terminal
– XICT- Haicang Container
Terminal
– XRCT – Hairun Container
Terminal
– TYCT- Tongyi Container
Terminal
– DUCT – Dongdu Container 8
Terminal
Terminals in Xiamen

9
 Xiamen Port Throughput
• In 2006, Xiamen port ranks the 7th busiest port in
China and 22th in the world. It is also one of the pilot
ports for direct shipping with Taiwan
Total Throughput at Xiamen Port 2002-2006

5000000
4018725
4000000 3342859
2871723
3000000 2331077
TEUs

1754365
2000000
1000000
0
2002 2003 2004 2005 2006
Year
10
 Xiamen Port Throughput

Total Throughput at Xiamen Port 2002-2006

5000000
4018725
4000000 3342859
2871723
3000000 2331077
TEUs

1754365
2000000
1000000
0
2002 2003 2004 2005 2006
Year

11
 Vessel Traffic in Xiamen Port
• Its container throughput is sharply increased within these
5 years from 1.75 million TEUs in 2002 to 4.02 million
TEUs in 2006. In terms of the total number of vessels
berthed at Xiamen Port, it has surged from 18,883 to
26,553 vessels, as 40.62 % increased within 5 years
Total Number of Vessels Berthed at Xiamen Port 2002-2006

30000 26553
23422
25000 20751 21266
No. of Vessels

18883
20000
15000
10000
5000
0
2002 2003 2004 2005 2006
Year
12
 Vessel Traffic in Xiamen Port

Total Number of Vessels Berthed at Xiamen Port 2002-2006

30000 26553
23422
25000 20751 21266
No. of Vessels

18883
20000
15000
10000
5000
0
2002 2003 2004 2005 2006
Year

13
 Port Characteristics
• As per the above information, the key
characteristic of the Xiamen marine
environment can summarise four points:
– High and increasing traffic volumes in ports.
– Wide variations in vessels size and type:
container ships, general cargo ships, bulk ships,
passenger ships, fishery ships, program ships,
etc.
– High density and wide range type of terminals
and piers in port due to its economic
development.
– Outside channels are affected by weather. 14
 Analysis
• Based upon some numbers of Xiamen port
accidents, formal safety assessment (FSA) is
chosen for the risk assessment of this project.
FSA is commonly used for maritime risk
analysis tool that can help evaluating the new
maritime safety regulations and marine
environment protection or making a
comparison between existing and modified
regulations.
15
 Step1 Hazard identification
Scenar io Caus ed by: Out com e / Hazar d Cons equenc es

water come to hull due to cracks or high seas / Damage or loss of life and property / may
Sinking vessel damage due to external forces / tonnage Vessel sink cause the grounding of other vessels
overloaded / pumping system out of order during the bad weather conditions

equipment problem or overloaded / improper Damage or loss of life and property / may
Fire/ fire and explosion on
stowage of hazardous cargo/ human mistakes/ cause the engine failure/ collision /
explosion board
natural environment (e.g. lightening), etc grounding / oil leakage

vessel listed to one side

poor stowage / improper ballasting / ballasting Damage or loss of life and property/ may
Listing / with large angle or
system out of order/ vessel damage by external cause the collision / grounding of their
capsize capsized due to instability
forces/ human mistakes vessels during the bad weather conditions

human error/ lack of communications between

vessel collided with other Damage or los of life and property/ vessel
collision vessels or concerned parties in ports/ bad weather
vessel(s) may list/ sink / out of control/ oil leakage
/vessel out of control / etc

Engine vessel cannot be

Engine damage by external factors / out of order This may cause the collision/ grounding
failure/ controlled because of
due to wear and tears of the vessels
problem engine problem

Propella and related engine failure/ oil

human error / vessel out of control / unidentified vessel grounded / ship
Grounding leakage / vessel may list/ capsize during
objects in sea bottom damaged 16
the bad weather conditions
 Step1 Hazard identification
Ta ble 3: T ype of Ac cid ent s in Xia men Table 4: Type of Ve ss els involve d in
 
(2004 -2006) Marine Acc idents in Xia men ( 20 04- 2006)
Number
Number of percenta Type of vessels of percenta
Rank Type of accidents   Rank
cases ge involved vsl ge
Collis ion + Ge ner al C argo involved
1 8 35%   1 11 37%
Sinki ng Ship
Engine failure/
2 4 17%   2 Fishery Ship 9 30%
problem
2 Grounding 4 17%   3 Container Ship 4 13%

3 collision 3 13%   4 Passenger Ship 2 7%

4 Listing 2 9%   4 Engineering Ship 2 7%

5 Sinking 1 4%   5 Reefer Ship 1 3%

5 Fire/ explosion 1 4%   5 Oil Tank 1 3%

Total vessels
　 Total case: 23 100%   　 30 100%
involved:

17
Step1 Hazard identification Xiamen Port
Number of Accumulated per
Marine Accident Accumulated
Fatalities (N) year
2004-2006

1 2 6 2.00

2 1 4 1.33

3 3 3 1.00

FN-curve for Xiamen Fatal Marine Accidents 2004-2006

Annual Frequency of N or

2.10
more fatalities

1.60
1.10
0.60
0.10
1 1.5 2 2.5 3 3.5
Number of Fatalities N
18
 Step1 Hazard identification
• As per the above cases, there are some common
facts, causes and outcome are found as below:
2. Most of the accidents were mainly related to the
general cargo ship (37%) and fishery ship (30%)
collided with other vessels.
3. There are total 45% vessels sank accident with fatal
result were caused by the collision.
4. 2 out of 23 cases related to their engines were
entwined by fish net.
5. 4 out of 23 accidents happened due to bad weather
(Typhoon, fog, strong wind and current).
6. Vessel grounded (17% of total cases) because of
19
objects in sea (floating/ swifting/ on the sea bed).
Case Study

20
 Case study 1 – Vessel
Collision
• CSCL NINGBO collided with Chinese
registered cargo ship JIN HAI DA 18.

• Case Background
– Time: 2315 on 23rd August, 2006
– Location: 24° 10.5’N 118°17.0’E
– Weather condition: fine, with east-north easterly
wind at force 3.
– Visibility: 7 NM
– Current: NW2.8knots
21
 Causes of collision
• Collision Regulations (COLREGS) rule 15 in crossing
situation,
– “when two power driven vessels are crossing so
as to involve risk of collision, the vessel which has
the other on her own starboard side shall keep out
of the way and shall, if the circumstances of the
case admit, avoid crossing ahead of the other
vessel.”.
• In this case, two ships were crossing so as to involve
risk of collision. Jin Hai Da 18 was a give-way ship
whereas CSCL Ningbo was a stand-on ship. Jin Hai
Da 18 failed to comply with rule 15 to keep out of the
way of CSCL Ningbo in the crossing situation. 22
 Causes of collision
• Under Rule 8 Section (e), if necessary to avoid
collision or allow more time to assess the situation, a
vessel may slacken her speed or take all way off by
stopping or reversing her means of propulsion.
• However, CSCL Ningbo, being a stand-on vessel,
failed to comply with rule 8 of COLREGS to take
early action to slow down, stop or reverse her engine
in order to avoid collision. She altered course to
starboard to 149ºT at 2310 with a view to avoiding
collision.
• As a result, two vessels were collided about
24º10.5’N 118º17.0’E and the time of the collision
was 2315. 23
Tracks of CSCL Ningbo and Jin
Hai Da 18

24
• Outcome and Consequences
– CSCL Ningbo sustained minor damages to hull on the port side.
– Jin Hai Da 18 immediately sank after collision. Five crew
members were rescued and 3 were found missing.
• Problems
– As the duty crews were dead in this accident, no one can find
out the reason why Jin Hai Da 18 did not give a way to CSCL
Ningbo
– The traffic at the entrance to Xiamen was monitored and
regulated by Xiamen VTS. The area where the accident
happened was under the surveillance of Xiamen VTS and the
tracks of the ships involved in the collision were recorded by its
radar.
– However, CSCL Ningbo is VTS (Vessel Traffic Service)
Participating ship and Jin Hai Da18 was not participating VTS.
Is there any responsibility of Xiamen VTS? 25
 Case study 2 – Vessel Grounded
• Accident in Xiamen nearby water: LUCKY
(pseudonym)

• Ca se Bac kg ro und  
• Time: Date: 2100 on 15th July 2006
• Vessel grounded at position: 24°21’.97 N, 118
° 28’.13’E
• Weather condition: fine
• Wind: BF5 (BEAUFORT SCALE - Moderate breeze)
• Wave height: 4 (DOUGLAS SCALE – Moderate)

26
 Causes of grounding
• The navigation map shows the water depth is
17.5m and 25m in People’s Republic of China
and British map respectively.
• An unidentified object was found in the incident
area, which is 11x12x15m under the sea surface.
The said unidentified object is a rock with
variation height, with the top point which
located at 24°21.960’N / 118degree28.145’E, 11
meters under the sea surface.
27
 Outcome and consequences
• LUCKY was grounded at location 24°21’.97 N ,
118° 28’.13’E
• The vessel was damaged, including its fuel oil
tanks, water ballast piping, sea water double
bottom and diesel oil double bottom. The flat
bottom was cracked on about 107M long, 50 to
80cm wide, at 11m from the keel.

28
 Problems
• The grounding position is in the water near to Jinmen,
which is governed by Taiwan Province, 3.2NM from the
coast, 17Nm from Xiamen Channel.
• The accident was happened on the way and near to
Xiamen port and it is the usual way passed by for the
vessel from Northern China ports to Xiamen, all the survey
were done by the Xiamen company and discussed with
Maritime Safety authority Head Office in China, but due to
geographical and political issue, no one know who cares
about the big rock in the water which is 3.2NM from the
coast of Jinmen island and it is the usual way from North
China ports to Xiamen port. (Please note that Taiwan is
not under the United Nations as UN treat Taiwan is a
Province of China).
29
 Eval uation of r isk fa ctors
1. Most of the small vessels were involved in the accident, because:
– The Masters of the local general cargo / fishery ships were not
fully trained and/or have less experience than the foreign
trade vessels master.
– They did not respect to the restrictions of nautical priority and
they have less awareness to alert the signal from the other
vessels.
– They did not consider the other channel user, for example,
they have a mind of luck to pass through the way quickly and
selfishly throw their fish net in the sea.
• Port authority – seldom prosecution for rule breaker.
• Vessel Traffic System in Xiamen is not the most updated one,
and the workers in the center are not fluent in English and are not
fully monitoring VTS in order to avoid the accident. 30
 Eval uation of r isk fa ctors
4. Poor communications between VTS centre and the other
related parties, e.g. pilot, crew on board, etc. This causes
incident happen (e.g. grounding) because of
misunderstanding among themselves.
5. There are plenty of charted / uncharted objects in port
water, e.g. rocks, doubtful mine areas, fish net, sank ship,
residue of sea wall, etc as per the navigation map.
6. Xiamen outer channel is greatly affected by the weather.
7. Marine Accidents may cause the environmental problem
in Xiamen, e.g. the oil leakage from vessels and salvage
operations due to collision.

31
 Step3 Risk control options
1. Channel and Berth Safety:
– Suggesting Xiamen port authority performs the ultra
sounding along the channel and updates the information
on navigation map.
– Removing the identified objects by dredging/ salvage
equipments and ships.
– Apart from re-drawing navigation map and remove the
objects on seabed, Xiamen Port Authority can identify
objects in port water by using international standard
buoy.
32
 Step3 Risk control options
2. Execution and Education:
– Suggesting Xiamen port authority enforces the execution of the
existing rules and regulations, e.g. international practice
(COLREGS) and the maritime rule in China. The execution
reference can be found from other international port likes Hong
Kong, Singapore and Korea.
– As most of the local small vessels are not under the VTS
controlled, more training programs and provides license update
program for the local ship master should to be taken consideration
in order to increase the awareness of respecting the nautical
priority, regulations and proper mindset can also avoid most of the
cases of collision
– Adopting the program vessels (e.g. dredging, mud-sucking, sand
ships) apply the license from Xiamen Port Authority before
starting the port development program in Xiamen with the
restricted time and areas. 33
 Step3 Risk control options
3. Advanced Technology & VTS in Xiamen:
– Updating the VTS in Xiamen by replacement and
strictly require the vessel to install the very high
frequency (VHF) radiotelephone and Automatic
identification system (AIS) for local vessels
communication and location identification.
– Employing professional and experienced people who
can speak fluent English to monitor the VTS and
communicate the vessels on board within the port.
– Providing regular meeting between VTS centre, pilots
and other marine departments.
34
 Step3 Risk control options
4. Governance of water:
– Suggest the Ministry of communication of
Peoples republics of China communicate with
Taiwan Province in order to have a better
communication and information flow about the
Taiwan Strait.

35
 Step4 Cost benefit assessment
Channel and Execution and Advanced Governance of
Criteria
Berth Safety Education Technology & VTS water

Effectiveness of
3 4 2 1
avoiding accidents

Safe and navigable

4 2 3 1
routing

Economic
consideration and
2 3 1 4
Investment
attractiveness

Province Government
3 4 2 1
Support

Programme and
3 4 2 1
Implementation

Total 15 17 10 836
 Step5 recommendations for
decision-making
• Execution and education the rule to the
people, and updating the information of
navigation map, removing the identified
objects by dredging/salvage equipment and
ship and identifying objects in port water by
using buoy should be put in the priority for
lowering the Xiamen port risk level.

37
Conclusion

38
End of Presentation

Thank You

39