Contact: Tony Clatworthy, ext 01489 576387

email : [email protected]

1. Summary

1.1 The River Hamble Harbour Authority has been consulted and asked to comment on matters of navigational safety. 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.

1.2 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 lies the responsibility 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.

2. Application for Consent

2.1 Following lengthy discussions with the Warsash Improvements Working Group (WIPWG) and representations to the Streamlined Consents Group, (a group, unique to the Hamble, consisting of representatives of the Department for Transport, the Marine Consents Unit, Fareham Borough Council, Eastleigh Borough Council, English Nature, the Environment Agency and the Harbour Authority, in the person of the Harbour Master, who consider applications for consents), 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 within 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 a 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.

2.2 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 the 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 Naval Sailing Association, Olley Yacht and Property, Royal Southern Yacht Club and Hamble Parish Council.

3. Legal Implications

3.1 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 lies the responsibility to ensure that all matters concerning navigational safety are addressed.

4. Stone Pier Yard Impact Assessment

4.1 The following is an impact assessment and a consolidation of the important points brought to the Harbour Master's attention by various groups during the consents process, along with explanations and in some cases recommendations by the Harbour Master.

5. Impact on the Width of the Main Channel

5.1 The main channel width would not alter from the 60 metres currently available. The Harbour Master recommends a clearer and more defined channel to aid navigational safety which includes the removal of the fore and aft moorings off the Harbour Master's Jetty and Stone Pier Yard.

5.2 Boats approaching the Harbour Master's Jetty and Stone Pier Yard get caught on the moorings and are unable to clear themselves without the aid of a diver. This then leads to dangerous practices as putting a diver in the water at that location can be dangerous and difficult owing to the volume of traffic and the strong tidal stream. The normal practice is to let the vessel remain hooked up until the tide stops running and the traffic subsides, unless darkness is approaching when decisions must be made to overcome the problem. Vessels caught on these moorings swing out into the main channel causing an obstruction to passing traffic.

5.3 The line of fore and aft moorings give the impression of a secondary channel, but this is not the case; the channel routes vessels into an undefined mooring area with no clear route out leading to difficulties especially at night with visiting vessels. These moorings would be relocated and their removal would improve navigational safety.

5.4 The fuel berth currently located on the downstream pontoon of Stone Pier Yard would be relocated, if the proposed development went ahead, to the upstream end of the new development. This would remove the danger of vessels approaching and waiting for a berth on the fuel pontoon off the Harbour Master's Jetty to a location much further upstream. The relocation would also have benefits for Warsash Sailing Club (see below).

6. Impact on the Dinghy Launching Area

6.1 The proposed development would provide a safe and protected pool for sailing dinghies that can be used directly after launching to prepare properly before moving into the main channel. The extension of Stone Pier Yard out to the area of the fore and aft moorings would give dinghies protection from any vessels in the main channel, approaching from downstream.

6.2 The removal of the 11 metre downstream overhang of the fuel jetty would also help to enlarge the area available for the dinghies. The pontoon that the fuel berth is located on is over one metre in height and obscures views upstream for dinghy helms coming out into the river. Therefore the relocation of the fuel barge to the proposed location would make the area safer and is recommended. The relocation would remove a potential pinch-point and would allow a better approach and access for vessels to the proposed location of the fuel berth. The relocation would also reduce the number of vessels which use the area whilst waiting for space on the fuel pontoon, thus making the area safer for dinghies departing Warsash Sailing Club dinghy launching pontoon.

6.3 As the river has slowly become more congested various procedures carried out by the Warsash Sailing Club may have to be modernised. Following an Assessment completed by the Harbour Master, various risks were identified that must be managed to reduce the danger. It has therefore been agreed with Warsash Sailing Club that in future, and should the development proceed, it will be advisable during very strong tides and heavy traffic periods to deliver groups of training dinghies by towing them to the training area. The practice of stationing a safety boat with a view of the main channel to give warning of any approaching vessels should be adopted during busy periods. 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 during very busy periods. The procedures mentioned above are recommended even if the development does not proceed.

6.4 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.

7. Access and Egress for Other River Users

7.1 Should the development proceed, the main channel would become more defined and would be a more natural entrance as opposed to a jumble of moorings with a channel directing vessels into a mooring area with limited escape, which is the current situation.

7.2 To help bring vessels into the natural main channel the Harbour Master is considering establishing two small lit green buoys to guide vessels into the main channel, keeping them well clear of the busy jetties in the area.

7.3 From indications and observations of other similar locations, within the river and in other harbours, directing vessels into a defined 60 metre channel will force them to reduce speed and to proceed with more caution. The traffic flow would become self-regulating. It has been observed that a wider channel provides more opportunity to go faster and the temptation to overtake, exceeding the speed limit.

7.4 The relocation of the fuel barge to the upstream end of the proposed development would reduce the number of vessels manoeuvring off or just upstream from the Harbour Master's jetty, making that area safer.

8. Impact on Secondary/Access Channels

8.1 The introduction of a bridge for tenders which must be available at all states of the tide, would be a very safe option reducing the number of tenders that would be forced to use the main channel to proceed upstream or return to Warsash. It must be emphasized that the bridge has only been designed for use by tenders with low freeboard and other small vessels such as canoes. Larger craft and dinghies will use the main channel as they always have done.

8.2 The fore and aft moorings off the Harbour Master's Jetty and Stone Pier Yard produced a route which is currently looked on as another channel. As already explained, this route led masters unknowingly to a mooring area with no escape and was also the culprit of vessels being caught up on those moorings, requiring a diver to release them. The removal of these moorings would make that area safer.

8.3 Dinghies sailing from Warsash Sailing Club are frequently unable to stay out of the main channel because they are required to tack, making use of any water available, to make way against the wind.

8.4 Other dinghies routing from Hamble River Sailing Club and the Hamble village launching area use the main channel or if busy the two secondary channels on the western side of this area. Secondary channels are only used if the wind permits, otherwise dinghies continually tack using all available water. During national events up to 30 dinghies at a time use the channels on the western side successfully.

8.5 During club racing on a Wednesday or Friday evening, 20 to 30 dinghies use the main channel regardless of tidal conditions or river traffic. The experience of the helms is varied from novice to very experienced and all of these dinghies launch from downstream of Stone Pier Yard or from the Warsash slipway. It is rare for these racing dinghies to proceed upstream from their launching site until they have joined the main channel.

9. Impact on Tenders Using the Proposed Tender Bridge

9.1 The proposed bridge has been designed to allow small tenders to pass through and this is reflected in its proposed dimensions: not less than 1.5 metres high and not less than 3 metres wide. The seat height of a tender is unlikely to be more than 0.5 metres above the waterline and a man sitting would be less than approximately one metre high. The proposed bridge gives 1.5 metres clearance, which is sufficient.

9.2 The bridge would be available at all states of the tide and a clearly defined route would always be available and would be enforced by the harbour patrols and the Harbour Master.

9.3 The lateral depth of the bridge would only be three metres therefore a passing situation is very unlikely to arise. The bridge would be in a working marina and if difficulties arose tenders would have the option to come alongside or call for assistance.

9.4 The bridge is not designed to be used by sailing dinghies but small groups of optimists with their masts down would be able to be towed upstream through the bridge by their safety boats.

9.5 A sign giving warning of clearance would be displayed at the entrance to the tender channel. Should tenders get into difficulties they would be able to come alongside in the marina or call for assistance. Should the route be narrowed on occasions owing to moored craft in the marina, passing places for tenders would be available at the stern or bows of the moored craft.

9.6 The use of the bridge for tenders would be a much safer option, as tenders would not have to proceed into the main channel and its associated heavy traffic, and they would be able to route upstream and return in an area of the river with minimal tide.

Recommendation

That, 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 Orders 1969 to 1989, conditional consent be granted to Warsash Marine for harbour works in the navigation of the River Hamble, permitting Warsash Marine to modernise, extend and relocate its pontooning at Stone Pier Yard, as shown on the Drawing  No. 2410-P-102 and displayed at the River Hamble Executive Member's Group at Warsash on 13 May 2004, and subject to the following conditions:

(i) The main fairway to be 60 metres wide;

(ii) The harbour works will not increase the number of vessels currently moored within the curtilage of Stone Pier Yard;

(iii) Negotiations between the Crown Estate and Warsash Marine are successful regarding the relocation of all other moorings affected by the proposed development;

(iv) One vessel only to be moored alongside at the outside jetty face and the southern side of Stone Pier Yard;

(v) That passage through the bridge designed for tenders be available at all states of the tide and access to this channel not be blocked by moored vessels in the marina berths. The access route to the bridge to have a four metre channel available to allow tenders to route through the marina at all times. The bridge, to allow tenders to pass through, must not be less than three metres wide and not less than 1.5 metres high. The bridge to be lit within, to enable those using it to identify the location;

(vi) Warsash Marine meet the cost of erecting signs on the piles at the entrance to the tender channel warning of the bridge clearance available, to be erected within one week of the completion of the works; and

(vii) All other appropriate consents being obtained, which may include an Environmental Appropriate Assessment.

9094Rpt/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

CONSEQUENCE

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

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 ( ).

Precautions:

Harbour Patrols during forecast and busy periods or heavy volumes of traffic and publicised speed limit.

Signs at entrance to river.

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.

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.

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)

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.

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 RECOMMENDATIONS

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 Master's 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

CONSEQUENCE

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 lifejackets or buoyancy 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 RECOMMENDATIONS

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 Master 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 Master's 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 Master's 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 Master's 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

APPENDIX

Index to Points Raised Against the Proposed Development Concerning Navigational Safety

Summary of Objection	Issues Addressed in Report
1. The loss of the secondary channel will expose dinghy sailors to unnecessary dangers and stress.	1a. Paragraphs 5.1-5.4
2. The Strategic Principles document clearly states that secondary channels should be maintained.	2a. Paragraph 5.3
3. The proposed channel for tenders will not be a acceptable because it dries or will not be navigable at low water.	3a. Paragraphs 8.1-9.6
4. Sailing dinghies will have to use the main channel to pass upstream of Stone Pier Yard.	4a. Paragraphs 6.3, 6.4, 8.3, 8.4, 8.5

Point Raised Against the Proposed Development
Not Concerning Navigational Safety

The River will be compromised for all river users for purely commercial reasons; do you think anyone will look upon this as improving the River, apart from Stone Pier Yard.