Archived decisions

APPENDIX 4

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 April 2005

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

To assist the Harbour Authority to make its decision with respect to granting consent to a proposal made by Warsash Marine (see Drg. No. 5323-P-100) the Harbour Master has formally assessed the risks associated with the existing arrangement at Stone Pier Yard and that which has been proposed. These risk assessments have been conducted using the format adopted by the Harbour Authority to comply with the Port Marine Safety Code.

4. RISK ASSESSMENT

The Code requires that each Harbour Authority assess risks associated with marine operations and manages those risks to reduce them to 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 ALARP.

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

CONSEQUENCE

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)

Serial:

L

Hazard:

Likelihood:

  

Consequences:

  

Highest Risk Rating:

       

People

Property

Environment

  

1

C

Risk of Collision or swamping. Tender or dinghy departing upstream around Stone Pier Yard downstream refuelling pontoon that is protruding 11 metres downstream. Other vessels manoeuvring, arriving or departing fuel jetty. Visibility reduced owing to high pontoon decking and office on pontoon. Joining flow of traffic.

Tidal flow approximately .5 knot less than proposed outer location.

3

3

2

1

9

1a

P

Risk of collision or swamping.

Tender or dinghy departing upstream around modified pontoon that is of a normal height and therefore better visibility. The 11 metre downstream pontoon removed allowing better access and visibility. Risk from manoeuvring vessels as fuelling pontoon within marina complex. Tidal flow approximately .5 knot greater than current location.

2

Tenders to use bridge.

3

2

1

6

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)

Serial:

L

Hazard:

Likelihood:

  

Consequences:

  

Highest Risk Rating:

       

People

Property

Environment

  

2

C

Risk of Collision with a moving vessel manoeuvring or risk of swamping from vessel approaching fuelling jetty or traffic in secondary or main channel. Tender or dinghy departing upstream around Stone Pier Yard and along face of outer jetty around moored vessels after negotiating downstream refuelling pontoon. Joining flow of traffic.

3

3

2

1

9

2a

P

Risk of Collision with a moving vessel manoeuvring or risk of swamping by vessel approaching fuelling jetty. Tender or dinghy departing upstream around modified pontoon then along outer face of jetty. Better view of fuelling jetty location which is inside marina. Joining flow of traffic.

2

Tenders to use bridge.

3

2

1

6

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)

Serial:

L

Hazard:

Likelihood:

  

Consequences:

  

Highest Risk Rating:

       

People

Property

Environment

  

3

C

Risk of Collision with a moving vessel manoeuvring or risk of swamping by vessel approaching fuelling jetty or traffic in secondary or main channel. Tender or dinghy using secondary channel to proceed upstream past stone pier yard jetty head. Other traffic also using the channel to approach fuelling jetty and approach depart jetty. Joining flow of traffic.

3

3

2

1

9

3a

P

Risk of Collision with a moving vessel manoeuvring or risk of swamping by vessel approaching fuelling jetty or traffic in main channel. Tender or dinghy departing upstream around modified pontoon into main traffic flow but joining main direction of traffic. Not able to use a secondary channel. Joining flow of traffic. Tidal flow approximately 0.5 knot greater than current location.

2

Tenders to use bridge.

3

2

1

6

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)

Serial:

L

Hazard:

Likelihood:

  

Consequences:

  

Highest Risk Rating:

       

People

Property

Environment

  

4

C

Risk of collision or loss of control. Effects of the tidal flow on vessels manoeuvring or mooring on the outer face of Stone Pier Yard and effects of manoeuvring in strong tidal flows. The strongest tidal flow experienced will be approximately 1.5 to 0.75 knots less than at the proposed location. The strongest tide experienced will be in the region of 3 to 3.5 knots depending on tidal range.

3

3

2

1

9

4a

P

Risk of collision or loss of control. Effects of the tidal flow on vessels manoeuvring or mooring on the outer face of Stone Pier Yard or the inner fingers of proposed jetty. Tidal flow approx. 1.5 knots greater than current location but only during periods of approximately 45 minutes to 1 hour both on ebb and flood. Stronger on the ebb tide than flood. This varies depending on springs or neap tides.

4

3

2

1

12

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)

Serial:

L

Hazard:

Likelihood:

  

Consequences:

  

Highest Risk Rating:

       

People

Property

Environment

  

5

C

Risk of collision or swamping to dinghies or tenders.

Use of secondary channel.

Currently used by all types of transit vessels including vessel joining by mistake and unfamiliarity. Vessels using the channel to approach the fuelling jetty and approach or depart moorings. Vessels taking up their moorings on mid-stream fore and aft mooring. Vessels departing or approaching Harbour Master's Jetty.

Vessels caught on mid-stream moorings and unable to move.

3

3

2

1

9

5a

P

Risk of collision or swamping to dinghies or tenders. Main channel consolidated, f & a moorings removed, bridge available for tenders.

3

3

2

1

9

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

Serial:

L

Hazard:

Likelihood:

  

Consequences:

  

Highest Risk Rating:

       

People

Property

Environment

  

6

C

Risk of collision or swamping. Departing dinghies must sail directly into the main channel/secondary channel as very little water available to prepare or check with oncoming or passing traffic. Launching pontoon almost in line with outer pontoon of Stone Pier Yard. Approximately 50% to 70% of dinghies departing this location sail directly into the main channel not using the secondary channel, regardless of approaching traffic. (Safety procedures currently being discussed with WSC.)

3*

*To reflect R.A. d/d 15/6/04

5*

2

1

15

6a

P

Risk of collision or swamping. Secondary channel removed. 30 metres of extra water available to allow dinghies to prepare before entering main channel and check/lookout for oncoming vessels.

Dinghies will be sailing directly into main channel. More water to manoeuvre in or quickly return to. Better visibility as office /high pontoon removed.

Safety procedures used by Warsash Sailing Club when launching youngsters and novice helms. To include use of safety boat and towing small dinghies to training area.

2

5

2

1

10

8. RESULT OF RISK ASSESSMENT AND RISK MANAGEMENT

Of the 6 identified hazards associated with the proposed development 1 obtained a risk rating that would indicate that it would not be ALARP; that is the risk of collision with vessels entering and leaving the new marina at time of maximum current.

The following precautions would be required to be introduced by the marina operator to manage the identified risk and therefore reduce it to ALARP:

      Whilst the Harbour Authority has assessed the risk of collision or loss of control of vessels entering and leaving the proposed enlarged marina the precautions to be taken remain the responsibility of the marina operator and vessel skippers. The Harbour Authority recommends that the marina operator informs all skippers using the marina of the risks of manoeuvring during the periods of maximum current either side of high and low water. The marina operator should post appropriate signs warning of the risks at the entrances to the marina. The responsibility of safely navigating all vessels ultimately lies with the skipper.

This risk assessment provides a comparison between the existing berths at Stone Pier Yard and the proposal for new berths. One risk gives the Harbour Master great concern.

As can be seen from Serial 6 the risks associated with launching dinghies in the vicinity of the existing Stone Pier Yard are presently unacceptable. The Harbour Master is continuing to liaise with the Club involved so that appropriate precautions can be put in place.

The risk assessment shows that if the proposed development proceeds the risk will reduce. This is because the new berths would provide a safe water area for dinghies. However although the likelihood of an accident occurring reduces to remote the consequences remain potentially fatal.

Accordingly the Harbour Master wishes to reiterate the precautions that should be taken to manage the risks associated with launching dinghies in the vicinity of Stone Pier Yard.

          · Dinghy sailors to wear lifejackets or buoyancy aids.

          · Dinghy sailors to be made aware of dangers by the sailing club.

          · 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.

          · 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 should be amended to address these hazards.

The Harbour Authority will continue to take the following precautions to assist in the management of the identified risks:

          · 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.

9. CONCLUSION AND HARBOUR MASTER'S RECOMMENDATIONS

Should the proposed development proceed the risk assessment indicates that the there is one risk (namely of vessels manoeuvring in the marina at times of maximum current) that is not considered As Low As Reasonably Practical. By the introduction of precautions identified above the risk can be managed and reduced to ALARP, 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 involved.

The Harbour Master also makes the following recommendations 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. They would be best removed.

      (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. The approach should be buoyed and lit with the correct lights and shapes to ensure the correct channel is identified and used by visiting or unfamiliar skippers.

      (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 presently 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 metre, 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 should be 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. It would be prudent for Warsash Sailing Club to adopt procedures to restrict launching at times they might consider dangerous. This is a matter for Warsash sailing Club and their members.

      (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. The provision of a larger area to allow vessels to prepare before departing into the main channel increases the safety of small dinghies.

      (xii) The provision of a secondary channel, buoyed and lit, down stream will increase the safety of dinghies in that area.

      (xiii) The removal of the fore and aft moorings will increase safety.

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 April 2005