Archived decisions
7. Background
7.1 The developer, Warsash Marine, has applied to Fareham Borough Council, the Marine Consents and Environment Unit, the Department for Environment, Food and Rural Affairs and the Department for Transport for planning permission under No MNA 151/1421/22 DC7078 and Trinity House Light House Service under No LL/OBS/AD/04 for the development and extension of the pontooning and piling at Stone Pier Yard in Warsash.
7.2 The River Hamble Harbour Authority has been consulted and asked to comment on matters of navigational safety by the agencies referred to above. As part of the Harbour Authority's statutory duties it has to grant consent permitting harbour works in the navigation of the River Hamble, including works to modernise, extend and relocate pontoons. This consent is in addition to the planning permission required.
7.3 Consent may be granted by the Harbour Authority permitting harbour works in the navigation of the River Hamble to accord with the Southampton Harbour Act 1924 and 1949, as amended by the River Hamble Harbour Revision Orders 1969 to 1989. Within the Harbour Authority's statutory duties lie the responsibilities to ensure that all matters concerning navigational safety are addressed. This area of responsibility includes the area known as Stone Pier Yard in Warsash, Southampton.
8. Application for Consent
8.1 Following lengthy discussions with WIPWG and representations to the Streamlined Consents Group, Warsash Marine is now applying to the Harbour Authority for consents permitting harbour works in the navigation of the River Hamble, including the modernisation, extension and relocation of its pontoons. This is the first proposal to emerge from the Working Group. The objectives of WIPWG are to:
(i) discuss and assess problems and opportunities with the Warsash part of the river, including aspirations of interested parties;
(ii) discuss ideas for improvements to facilities, the environment, navigation and safety, etc;
(iii) agree basis of comprehensive and integrated improvement scheme;
(iv) advise on the scope of formal assessment required; and
(v) provide information to the River Hamble Harbour Advisory and Management Committees and the River Hamble Executive Member's Group.
8.2 The following points have been noted by the Harbour Master and were brought to the attention of the River Hamble Executive Member's Group on 13 May 2004 and again on 26 July, along with the engineering drawings of the proposed development numbered 2410-P-102:
(i) The proposed development does not require any capital or maintenance dredging.
(ii) The proposed development does not increase the number of vessels that Stone Pier Yard will berth.
(iii) The fuel berth, on advice from the Harbour Master and through discussions at WIPWG, will be relocated to the upstream end of the pontoon, removing a potential pinch-point and allowing better approach and access for vessels, and remove vessels from the approaches to Warsash Sailing Club (WSC) dinghy launching pontoon access. WSC may require to extend its launching platform at a later date depending on any plans brought forward for the Harbour Master's Jetty.
(iv) The development extends to the southern edge of a Fareham Borough Council moorings restricted area and does not encroach into this area.
(v) Consultation with the Crown Estate will be entered into by Warsash Marine regarding the movement and relocation of the mooring sites that will be taken up by this proposed development.
(vi) The main fairway will be 60 metres (as per resubmitted application received since 13 May meeting).
8.3 All the stakeholders involved have contributed and been involved in the forming of these proposed plans, either at a meeting of WIPWG or within the Streamlined Consents process. The stakeholders involved and consulted during this process were: Hampshire County Council, English Nature, the Environment Agency, Fareham Borough Council, Solent Protection Society, Ferry Operator, Mooring Contractors, Warsash Residents' Association, Hamble Rescue, Hamble River Sailing Club, X-Boats, Oil Spill Response Limited, River Hamble Mooring Holders' Association, Marina Developments Limited, Victoria Ramparts, Humberts, Warsash Sailing Club, Royal Thames Yacht Club, Sea Start, Warsash Maritime College, Commercial Fishermen, Commercial Marine Operators' Association, Sea Scouts, Hants and Wight Trust Maritime Archaeology, Household Division Yacht Club, Royal Navel Sailing Association, Olley Yacht and Property, Royal Southern Yacht Club and Hamble Parish Council.
9. Legal Implications
9.1 Consents may be granted by the Harbour Authority permitting harbour works under Section 10 of the Southampton Harbour Act 1924 and Section 48 of the Southampton Harbour Act 1949, as amended by the River Hamble Harbour Revision Order 1969 to 1989. Within the Harbour Authority's statutory duties lie the responsibilities to ensure that all matters concerning navigational safety are addressed.
Section 100 D - Local Government Act 1972 - background papers | |
The following documents disclose facts or matters on which this report, or an important part of it, is based and has been relied upon to a material extent in the preparation of this report. | |
NB the list excludes: | |
1. |
Published works. |
2. |
Documents which disclose exempt or confidential information as defined in the Act. |
TITLE |
LOCATION |
Risk Assessment |
Hamble Harbour Office Warsash |
8870/TC
RIVER HAMBLE HARBOUR AUTHORITY
PORT MARINE SAFETY CODE
RISK ASSESSMENT REPORT
(CURRENT SITUATION)
NAVIGATION CHANNEL
ADJACENT
HARBOUR MASTERS JETTY
AND STONE PIER YARD
15 JUNE 2004
1. INTRODUCTION
The Government looks to all Harbour Authorities to implement the requirements of the Port Marine Safety Code (The Code). The Code is intended to apply to all Harbour Authorities to the extent that they have duties and powers relating to marine safety.
It is particularly directed at Harbour Authorities and to Directors, Commissioners or Trustees who are members of the boards of such Harbour Authorities. The Code is not optional it applies to ports of all sizes, irrespective of resources or levels of traffic.
The Code represents the national standard against which policies, procedures and performance of Harbour Authorities may be measured. It is obligatory for the purpose of meeting the standard in the Code that measures are taken to reduce all risks associated with port marine operations to As Low As Reasonably Practical (ALARP).
2. SCOPE
The Code does not apply to duties and powers other than those related to marine operations. Marine operations are those that facilitate the safe use of a harbours by vessels. They include the direction of shipping and the regulation of safety of navigation in a harbour and the maintenance of aids to navigation within the jurisdiction of a harbour.
3. BACKGROUND
The production of a risk assessment to investigate the proposed development at Stone Pier Yard led to the discovery of the possibility of a fatal consequence to people. (Serial 18) The Harbour Master has therefore further investigated the current practices employed within the area, which allows a comparison of the risks to be undertaken.
4. RISK ASSESSMENT
The Code requires that each Harbour Authority assess risks associated with marine operations and manages those risks to reduce them to As Low As Reasonably Possible (ALARP). Risk assessment is an ongoing process to this end the risk assessment has been carried out by the Harbour Master to consider the risks associated within the main channel and the immediate area around Stone Pier Yard.
5. DEFINITIONS
For the purpose of this report the following definitions will apply:
A hazard is anything that can cause harm to a person, property or the environment;
A risk is the chance, high or low, that a person, property or the environment will be harmed by the hazard.
6. METHODOLOGY
To assess risks in The River Hamble four steps are followed:
1. Hazards are identified;
2. The consequence of the hazard materialised are assessed;
3. The risk and existing precautions are evaluated;
4. The findings are recorded.
It is also recognised that provision must be made to review and revise this assessment as necessary.
The aim of the risk assessment is to ensure that all of the significant hazards (potential accidents) associated with marine operations are identified and quantified in terms of risk to people, property and/or the environment.
This information provides an essential input to the continual development of The River Hamble Harbour Authority Safety Management System and will be used by the Harbour Authority as a rational basis on which to decide priorities and to set objectives for eliminating hazards and or reducing risks to As Low As Reasonably Practical.
The risk assessment identifies each hazard and then categorises them as either a collision, contact, grounding or a swamping hazard:
Collision: Collision between two or more vessels which are underway, regardless of whether the vessel(s) are not under command or disabled in any way but excluding wrecks.
Contact A vessel striking, or being struck by, an external object or a vessel that is not underway (eg anchored or moored), excluding the sea bed.
Grounding: A vessel coming to rest on, or riding across, underwater features or objects.
Swamping: The excessive ingress of water over the gunwale of a vessel such that it becomes waterlogged and may sink.
An estimated degree of risk is assigned to each identified hazard to provide a relative rating between risks. The following scoring system has been applied:
LIKELIHOOD OF OCCURRENCE
SCORE: | |
Very Likely |
5 |
Probable |
4 |
Possible |
3 |
Remote |
2 |
Improbable |
1 |
To People: |
To Property: |
To Environment: |
Score: |
Fatal |
Catastrophic |
Major |
5 |
Major Injury |
Major damage |
Serious |
4 |
3 day + injury |
Severe damage |
Moderate |
3 |
Minor injury |
Minor damage |
Minor |
2 |
Accident/incident |
Negligible |
Negligible |
1 |
Each hazard has been assigned a score of 1 to 5 for the "likelihood of occurrence" and a score of 1 to 5 for "consequence". The "risk rating" has then been obtained by multiplying the two scores together giving a maximum rating of 25. The higher the rating the more serious the potential consequences. Rating risks help to give an indication of their significance.
As a guide it is considered that any "risk rating" of 12 and above, is not ALARP and therefore additional precautions should be implemented to ensure compliance with the Code.
RISK ASSESSMENT FOR THE IMMEDIATE AREA AROUND STONE PIER YARD AND THE MAIN CHANNEL
Serial: |
Hazard: |
Likelihood: |
Consequences: |
Highest Risk Rating: | ||||
People |
Property |
Environment |
||||||
1 |
Risk of Collision with a moving vessel |
3 |
2 |
4 |
2 |
12 | ||
2 |
Risk of collision with a moored vessel |
2 |
2 |
2 |
2 |
4 | ||
3 |
Risk of swamping to small tenders and other small vessels with low freeboard |
3 |
3 |
3 |
1 |
9 | ||
4 |
Risk of running aground |
1 |
1 |
1 |
1 |
1 | ||
5 |
Risk of collision with racing dinghies and dinghies entering and departing the River |
3 |
2 |
2 |
2 |
6 | ||
6 |
Risk of collision with sailing (yachts) vessels under sail |
2 |
2 |
2 |
1 |
4 | ||
7 |
Risk of collision with commercial craft to include barges, hoppers and large leisure commercial craft |
3 |
4 |
4 |
2 |
16 | ||
8 |
Risk of collision with fishing vessels operating in the main fairway during dredging operations when fishing for oysters |
3 |
3 |
2 |
2 |
6 | ||
9 |
Risk of collision with commercial craft operating to set/lay-out or repair moorings |
3 |
3 |
2 |
1 |
9 | ||
Serial: |
Hazard: |
Likelihood: |
Consequences: |
Highest Risk Rating: | ||||
People |
Property |
Environment |
||||||
10 |
Risk of collision with craft departing or arriving at the two slipways(Warsash and Hamble Point) |
2 |
2 |
2 |
1 |
4 | ||
11 |
Danger of swamping or collision from high speed departure of Hamble Rescue |
3 |
3 |
3 |
3 |
9 | ||
12 |
Risk Collision man-overboard and lifeboat practice carried out in the area of the college jetty |
3 |
2 |
2 |
2 |
6 | ||
13 |
Risk of collision use of the Warsash jetty for Hamble ferry and River water taxi service |
2 |
2 |
2 |
1 |
4 | ||
14 |
Collision during use of Warsash jetty for recovery of casualties by emergency services |
4 |
3 |
3 |
2 |
12 | ||
15 |
Risk of collision by vessels using the fuel berth at Stone Pier Yard |
3 |
2 |
2 |
2 |
6 | ||
16 |
Risk of swamping to tenders departing from Warsash Sailing Club dinghy launching jetty and proceeding upstream |
3 |
4 |
2 |
1 |
12 | ||
Serial: |
Hazard: |
Likelihood: |
Consequences: |
Highest Risk Rating: | ||||
People |
Property |
Environment |
||||||
17 |
None novice sailor. Collision or swamping of small dinghies moving into the main channel from the Warsash Sailing Club launching jetty. |
3 |
5 |
2 |
1 |
15 | ||
18 |
Novice Sailors or children under instruction. Collision or swamping of small dinghies moving into the main channel from the Warsash Sailing Club launching jetty. |
3 |
5 |
2 |
2 |
15 | ||
7. RESULT OF RISK ASSESSMENT AND RISK MANAGEMENT
Of the 18 identified hazards 6 obtained risk ratings that would indicate that they would not at present be ALARP.
The following table lists precautions that would be introduced to manage the identified risks and therefore reducing the Highest Risk Rating to ALARP. These are shown within ( ).
1 |
Risk of Collision with a moving vessel |
3 (2) |
3 (2) |
4 (3) |
2 (2) |
12 (6) |
Precautions:
Harbour Patrols during forecast and busy periods or heavy volumes of traffic and publicised speed limit.
Signs at entrance to river.
7 |
Risk of collision with commercial craft to include barges, hoppers and large leisure commercial craft |
3 (2) |
4 (3) |
4 (3) |
2 (2) |
16 (9) |
Precautions:
Control of entrance or departure to the River of all commercial craft. Commercial vessel deemed a danger will not be allowed entrance during periods of heavy volumes of traffic.
If necessary an escort will be given by the harbour patrol vessel.
14 |
Risk of collision during use of Warsash jetty for recovery of casualties by emergency services |
4 (2) |
3 (2) |
3 (3) |
2 (2) |
12 (6) |
Precautions:
Attendance at the time of the incident by Harbour Authority Staff and Patrol Boats.
Pre-planning, written and established actions that have been practiced by Harbour Authority staff.
Risk assessments written with action plan for the four emergency services that would attend such an incident.
16 |
Risk of swamping or collision to tenders departing from Warsash Sailing Club dinghy launching jetty and proceeding upstream |
3 |
4 (3) |
2 |
1 |
12 (9) |
Precautions:
Publicise the use of life jackets when travelling in small tenders. Signs displayed at Warsash Sailing Club Jetty.
(The fig 4 recorded in the consequences column represents a person without a lifejacket)
17 |
(None novice sailor) Risk of collision or swamping to small dinghies moving into the main channel from the Warsash Sailing Club launching jetty |
3 (3) |
5 (3) |
2 (2) |
1 (1) |
15 (9) |
Precautions: (None novice sailors)
Dinghy sailors to wear bouncy aids.
Dinghy sailors to be made aware of dangers.
The yacht club must ensure that those taking part in launching or recovering from the WSC are fully aware of this danger. A sign warning of strong currents should be erected on the WSC dinghy launching jetty.
In certain conditions dinghies to be launched from the hard or the Warsash Sailing Club slipway. This does mean pushing the launching trailer along the road.
Notes:
There has always been a risk to vessel capsizing and being swept onto and under the moorings at stone pier yard. This has occurred twice in the last three years. On both occasions the dinghy helm was in danger of drowning.
There is a risk to dinghies being swept out of control onto the fuel jetty while fuelling is taking place.
18 |
Novice Sailors or children under instruction. Collision or swamping of small dinghies moving into the main channel from the Warsash Sailing Club launching jetty. |
3 (3) |
5 (3) |
2 (2) |
2 (1) |
15 (9) |
Precautions:
Include the actions of 17 above.
Consideration be given for a club safety vessel to be positioned in the main channel to give warning of vessels approaching.
Consideration given for the club safety vessels to tow groups of training dinghies to the nursery sailing area. This would only be required during high volumes of traffic or very strong tides.
Consideration given for the club to launch novice dinghy helms from the slipway at Warsash Sailing Club.
The River Hamble Safety Management System and the Code of Practice for racing in the River Hamble would be amended to address these hazards so that identified risks will be managed to be as low as reasonably practical.
Full consideration will be given to the precautions identified above, reducing the Highest Risk Rating to below 12.
8. CONCLUSION AND HARBOUR MASTERS RECOMENDATIONS
Whilst the risk assessment indicates that the there is a risk that is not considered As Low As Reasonably Practical, by introducing the precautions identified above in section 7, the risks can be managed and reduced to As Low As Reasonably Practical, this accords with the Port Marine Safety Code.
Having carefully considered this risk assessment the Harbour Master recommends that the practice of allowing novice dinghy helms to launch and recover at the lobster quay launching platform be further investigated by the club. This decision must be a decision made by the club for their members. The dangers highlighted should be further investigated and procedures put in place to manage the risk or reduce them to ALARP by the Warsash Sailing Club.
The Harbour Masters also makes the following recommendation and comments:
(i) Visiting larger passenger vessels such as "Leisure Scene" and other commercial traffic have controlled entry and would not be permitted during periods of heavy traffic.
(ii) The fore and aft moorings in the main channel do form a barrier and therefore produce a secondary channel but these moorings also become a danger owing to vessels hitting them and getting caught up on them.
(iii) The fuel barge, which is located at the downstream end of the outer pontoon of Stone Pier Yard introduces a pinch point and a danger to dinghies and tenders proceeding upstream from the Warsash Sailing Club or Harbour Masters. The height of the pontoon, over one meter, obscures views upstream for dinghy helms coming out into the river. Therefore the relocation of the fuel barge to the proposed location will make the area safer and would be recommended.
(iv) The managing of dinghy races and training events is controlled through the Code of Practice. All identified risks are managed within that Code by the yacht clubs and the Harbour Authority.
(v) It may be advisable in future, during very strong tides and heavy traffic periods, to deliver groups of training dinghies by towing them to the training area and using the safety boats to give warning of any approaching vessels. This procedure would help manage the risks associated with launching novice young helms, into a busy main channel with a fast flowing tide and little wind. The event organiser would also be able to call on the help of the Harbour Patrol to ensure traffic flows correctly.
(vi) The Harbour Master would suggest that Warsash Sailing Club further investigate the practice of allowing young children in optimist and mirror dinghies to proceed into the main channel individually or in large groups. It is recognised that the Club does have procedures in place and does employ members in safety boats, but on some occasions they have become overstretched.
(vii) These dangers only appear during periods of strong tides and/or heavy traffic in the main channel.
9. ONGOING RISK ASSESSMENTS
The assessments of risks is an ongoing process. This risk assessment will be regularly reviewed and updated and/or amended as appropriate. New risks that emerge as conditions or the use of the harbour change will be given immediate attention.
Risk assessment and the management of risks is a continual process.
A G Clatworthy
Harbour Master
5 June 2004
RIVER HAMBLE HARBOUR AUTHORITY
PORT MARINE SAFETY CODE
RISK ASSESSMENT REPORT
Comparison of the current and proposed location of the fuelling berth at Stone Pier Yard
4 September 2004
1. INTRODUCTION
The Government looks to all Harbour Authorities to implement the requirements of the Port Marine Safety Code (The Code). The Code is intended to apply to all Harbour Authorities to the extent that they have duties and powers relating to marine safety.
It is particularly directed at Harbour Authorities and to Directors, Commissioners or Trustees who are members of the boards of such Harbour Authorities. The Code is not optional it applies to ports of all sizes, irrespective of resources or levels of traffic.
The Code represents the national standard against which policies, procedures and performance of Harbour Authorities may be measured. It is obligatory for the purpose of meeting the standard in the Code that measures are taken to reduce all risks associated with port marine operations to As Low As Reasonably Practical (ALARP).
2. SCOPE
The Code does not apply to duties and powers other than those related to marine operations. Marine operations are those that facilitate the safe use of a harbours by vessels. They include the direction of shipping and the regulation of safety of navigation in a harbour and the maintenance of aids to navigation within the jurisdiction of a harbour.
3. BACKGROUND
The production of a risk assessment to investigate the proposed development at Stone Pier Yard led to the discovery of the possibility of a fatal consequence to people. (Serial 18) The Harbour Master has therefore further investigated the current practices employed within the area, which allows a comparison of the risks to be undertaken.
4. RISK ASSESSMENT
The Code requires that each Harbour Authority assess risks associated with marine operations and manages those risks to reduce them to As Low As Reasonably Possible (ALARP). Risk assessment is an ongoing process to this end the risk assessment has been carried out by the Harbour Master to consider the risks associated within the main channel and the immediate area around Stone Pier Yard.
5. DEFINITIONS
For the purpose of this report the following definitions will apply:
A hazard is anything that can cause harm to a person, property or the environment;
A risk is the chance, high or low, that a person, property or the environment will be harmed by the hazard.
6. METHODOLOGY
To assess risks in The River Hamble four steps are followed:
5. Hazards are identified;
6. The consequence of the hazard materialised are assessed;
7. The risk and existing precautions are evaluated;
8. The findings are recorded.
It is also recognised that provision must be made to review and revise this assessment as necessary.
The aim of the risk assessment is to ensure that all of the significant hazards (potential accidents) associated with marine operations are identified and quantified in terms of risk to people, property and/or the environment.
This information provides an essential input to the continual development of The River Hamble Harbour Authority Safety Management System and will be used by the Harbour Authority as a rational basis on which to decide priorities and to set objectives for eliminating hazards and or reducing risks to As Low As Reasonably Practical.
The risk assessment identifies each hazard and then categorises them as either a collision, contact, grounding or a swamping hazard:
Collision: Collision between two or more vessels which are underway, regardless of whether the vessel(s) are not under command or disabled in any way but excluding wrecks.
Contact A vessel striking, or being struck by, an external object or a vessel that is not underway (eg anchored or moored), excluding the sea bed.
Grounding: A vessel coming to rest on, or riding across, underwater features or objects.
Swamping: The excessive ingress of water over the gunwale of a vessel such that it becomes waterlogged and may sink.
An estimated degree of risk is assigned to each identified hazard to provide a relative rating between risks. The following scoring system has been applied:
LIKELIHOOD OF OCCURRENCE
SCORE: | |
Very Likely |
5 |
Probable |
4 |
Possible |
3 |
Remote |
2 |
Improbable |
1 |
To People: |
To Property: |
To Environment: |
Score: |
Fatal |
Catastrophic |
Major |
5 |
Major Injury |
Major damage |
Serious |
4 |
3 day + injury |
Severe damage |
Moderate |
3 |
Minor injury |
Minor damage |
Minor |
2 |
Accident/incident |
Negligible |
Negligible |
1 |
Each hazard has been assigned a score of 1 to 5 for the "likelihood of occurrence" and a score of 1 to 5 for "consequence". The "risk rating" has then been obtained by multiplying the two scores together giving a maximum rating of 25. The higher the rating the more serious the potential consequences. Rating risks help to give an indication of their significance.
As a guide it is considered that any "risk rating" of 12 and above, is not ALARP and therefore additional precautions should be implemented to ensure compliance with the Code.
7. RISK ASSESSMENT COMPARING THE CURRENT AND PROPOSED LOCATIONS FOR THE FUELLING JETTY AND OUTER FACE OF STONE PIER YARD
(Column "L" key " P " = Proposed location " C " = Current location)
RISK ASSESSMENT COMPARING THE CURRENT AND PROPOSED LOCATIONS FOR THE FUELLING JETTY AND OUTER FACE OF STONE PIER YARD
(Column "L" key " P " = Proposed location " C " = Current location)
RISK ASSESSMENT COMPARING THE CURRENT AND PROPOSED LOCATIONS FOR THE FUELLING JETTY AND OUTER FACE OF STONE PIER YARD
(Column "L" key " P " = Proposed location " C " = Current location)
RISK ASSESSMENT COMPARING THE CURRENT AND PROPOSED LOCATIONS FOR THE FUELLING JETTY AND OUTER FACE OF STONE PIER YARD
(Column "L" key " P " = Proposed location " C " = Current location)
RISK ASSESSMENT COMPARING THE CURRENT AND PROPOSED LOCATIONS FOR THE FUELLING JETTY AND OUTER FACE OF STONE PIER YARD
(Column "L" key " P " = Proposed location " C " = Current location)
RISK ASSESSMENT COMPARING THE CURRENT AND PROPOSED LOCATIONS FOR THE FUELLING JETTY AND OUTER FACE OF STONE PIER YARD
(Column "L" key " P " = Proposed location " C " = Current location)
The moving of the outer face of Stone Pier Yard jetties will increase the pool of water available to dinghies being launched from Warsash Sailing Club launching pontoon and water available for manoeuvring prior to preparing to entering the main channel.
30 metres of extra water will be available for dinghies to sail around in prior to departing in to the main channel
8. RESULT OF RISK ASSESSMENT AND RISK MANAGEMENT
Of the 6 identified hazards 1 obtained risk ratings that would indicate that they would not at present be ALARP.
The following precautions would be required to be introduced to manage the identified risks and therefore reducing the Highest Risk Rating to ALARP.
Precautions:
Harbour Patrols during forecast and busy periods or heavy volumes of traffic and publicised speed limit.
Signs at entrance to river.
Control of entrance or departure to the River of all commercial craft. Commercial vessel deemed a danger will not be allowed entrance during periods of heavy volumes of traffic.
If necessary an escort will be given by the harbour patrol vessel.
Publicise the use of life jackets when travelling in small tenders. Signs displayed at Warsash Sailing Club Jetty.
Dinghy sailors to wear bouncy aids.
Dinghy sailors to be made aware of dangers.
The yacht club must ensure that those taking part in launching or recovering from the WSC are fully aware of this danger. A sign warning of strong currents should be erected on the WSC dinghy launching jetty.
In certain conditions dinghies to be launched from the hard or the Warsash Sailing Club slipway. This does mean pushing the launching trailer along the road.
There has always been a risk to vessel capsizing and being swept onto and under the moorings at stone pier yard. This has occurred twice in the last three years. On both occasions the dinghy helm was in danger of drowning.
There is a risk to dinghies being swept out of control onto the fuel jetty while fuelling is taking place.
Prior to large groups of dinghies entering the main channel from the WSC launching area consideration be given for a club safety vessel to be positioned in the main channel to give warning of vessels approaching.
Consideration given for the club safety vessels to tow groups of training dinghies to the nursery sailing area. This would only be required during high volumes of traffic or very strong tides.
Consideration given for the club to launch novice dinghy helms from the slipway at Warsash Sailing Club.
The River Hamble Safety Management System and the Code of Practice for racing in the River Hamble would be amended to address these hazards so that identified risks will be managed to be as low as reasonably practical.
Full consideration will be given to the precautions identified above, reducing the Highest Risk Rating to below 12.
9. CONCLUSION AND HARBOUR MASTERS RECOMENDATIONS
Whilst the risk assessment indicates that the there is a risk that is not considered As Low As Reasonably Practical, by introducing the precautions identified above the risks can be managed and reduced to As Low As Reasonably Practical, this accords with the Port Marine Safety Code.
Having carefully considered this risk assessment the Harbour Master recommends that during strong tides and heavy volumes of traffic the practice of allowing novice dinghy helms to launch and recover at the lobster quay launching platform be further investigated by the club. The practice of launching large volumes of dinghies into the main fairway during busy periods also be considered by the club. This decision must be a decision made by the club for their members. The dangers highlighted should be further investigated and procedures put in place to manage the risk or reduce them to ALARP by the Warsash Sailing Club.
The Harbour Masters also makes the following recommendation and comments:
(i) Visiting larger passenger vessels such as "Leisure Scene" and other commercial traffic have controlled entry and would not be permitted during periods of heavy traffic.
(ii) The fore and aft moorings in the main channel do form a barrier and therefore produce a secondary channel but these moorings also become a danger owing to vessels hitting them and getting caught up on them. The channel also tends to lead unfamiliar, visiting skippers, into a moorings area that some find difficult to recover from.
(iii) The entrance to the River off of the Harbour Masters Jetty and Stone pier Yard is not clear or concise and leads to confusion.
(iv) The secondary channel formed by the fore and aft mooring does not afford as much protection as is led to believe. This is because the use of the channel by various craft approaching or departing from the Harbour Masters Jetty, Stone Pier Yard Moorings or the biggest danger, the fuel jetty. During long term observations it has been noted that only about 20% to 30% of dinghies launched from WSC launching pontoon make use of this channel. Most dinghies sail directly out into the main channel.
(v) The fuel barge, which is located at the downstream end of the outer pontoon of Stone Pier Yard introduces a pinch point and a danger to dinghies and tenders proceeding upstream from the Warsash Sailing Club or Harbour Masters jetty. The height of the pontoon, over one meter, obscures views upstream for dinghy helms coming out into the river. Therefore the relocation of the fuel barge to the proposed location will make the area safer and would be recommended.
(vi) The managing of dinghy races and training events is controlled through the Code of Practice. All identified risks are managed within that Code by the yacht clubs and the Harbour Authority.
(vii) It may be advisable in future, during very strong tides and heavy traffic periods, to deliver groups of training dinghies by towing them to the training area and using the safety boats to give warning of any approaching vessels. This procedure would help manage the risks associated with launching novice young helms, into a busy main channel with a fast flowing tide and little wind. The event organiser would also be able to call on the help of the Harbour Patrol to ensure traffic flows correctly.
(viii) The Harbour Master would suggest that Warsash Sailing Club further investigate the practice of allowing young children in optimist and mirror dinghies to proceed into the main channel individually or in large groups. It is recognised that the Club does have procedures in place and does employ members in safety boats, but on some occasions they have become overstretched.
(ix) It must be stressed that these dangers only appear during periods of strong tides and/or heavy traffic in the main channel.
(x) The funnelling of the main fairway to 60 metres as it passes Stone Pier Yard will help reduce the amount of water available for vessels transiting in the main channel. This will reduce the practice of overtaking and hopefully the experience of seeing three vessels abreast making attempts to overtake each other with the inherent dangers that the practice produces.
(xi) The use of this area of the River for dinghy sailing is becoming a great concern for the Harbour Master, who does not want to see it stopped but would like to see safer practices being introduced and a long term solution being evolved, both to launch volumes of dinghies and to start races in the main channel at peak times.
10. ONGOING RISK ASSESSMENTS
The assessments of risks is an ongoing process. This risk assessment will be regularly reviewed and updated and/or amended as appropriate. New risks that emerge as conditions or the use of the harbour change will be given immediate attention.
Risk assessment and the management of risks is a continual process.
A G Clatworthy
Harbour Master
4 September 2004