Contact: Tony Clatworthy, tel 01489 576 387

email: [email protected]

1. Summary

1.1 The approaches through the River Hamble Harbour main fairway and into the main channel, upstream of the piled fairway, have become an area of concern for the Harbour Master. Vessels have been observed and reported as having difficulties in distinguishing the correct approach to the main channel and then positioning themselves correctly in the main channel to continue their approach both at night and in daylight. This report proposes modifications to the layout of moorings, buoyage and navigation lights to improve the navigational safety of the channel. The report also details a cost-benefit analysis and a planned maintenance programme for the equipment required.

2. Corporate Strategy

2.1 These decisions support Aims 4 and 5 of the Corporate Strategy (Building Strong and Safe Communities, and Improving Services) by proposing improvements to the safe management of the River Hamble.

3. Introduction

3.1 Navigational problems have affected resident boats and, to an even greater extent, visiting vessels. The problem is heightened when vessels visiting the River find difficulty in distinguishing the main channel from lesser channels and also fail to remain on the correct side of the channel during the approach. The trend towards larger motor yachts and cabin cruisers has increased over the last few years, making it even more important to ensure corners are not cut at the approach and at Warsash.

4. Safety Concerns

4.1 There are a number of concerns regarding safety due to the positioning of the main channel and its approaches:

(i) The approaches to the main channel at Warsash are not immediately distinguishable for visiting vessels and on approach some tend to turn too early moving across to the wrong side of the channel and therefore meeting vessels departing the River. This dramatically reduces the channel width for vessels departing. The main problem area is at the downstream end of the visitors' pontoon at Warsash.

(ii) The approach becomes even more difficult at night, especially to visiting skippers who are not familiar with the River. The approach is also difficult for those of limited experience. Confusion arises because the channel at this point does not have sufficient navigation lights, making the entrance and approaches difficult to distinguish.

(iii) Vessels approaching or entering the River find themselves in the access channel passing close to Stone Pier Yard which delivers them to the swinging and fore-and-aft mooring area downstream of the ferry hard. This causes problems of distinguishing the route and navigating back to the main channel safely, avoiding the ferry hard and the swinging and fore-and-aft moorings. This becomes even more difficult at night.

(iv) Vessels frequently get caught on the fore-and-aft moorings which disable them with warps around propulsion systems and rudders. The vessel ends up out of control and requires assistance. Other vessels hang on the lines and warps and must be cut free either by a diver or the crew working from a tender. During the summer season incidents of vessels being caught or cutting these moorings occur every one or two weeks. Vessels caught on the moorings or attempting to manoeuvre after being disabled cause a danger to traffic in the main channel and those working on the problem during the recovery process. The safety issues concerning these moorings and the associated dangers have been highlighted in the Port Marine Safety Code Audit.

(v) Vessels caught on moorings more often than not require a diver to free them and clear the propellers and steering system. This action causes disruption to traffic in the main channel.

5. Improvements Recommended

5.1 To improve the approaches to the main channel at Warsash, the actions proposed are minimal but will have an immediate effect on navigational safety.

5.2 As part of the scheme to improve navigational safety, it is proposed to relocate the seven fore and aft moorings belonging to the Crown Estate which are located off the Harbour Master's Jetty and Stone Pier Yard at Warsash. Following exploratory discussions with the Crown Estate the commercial moorings and private mooring holders will be offered similar or better moorings in the vicinity.

5.3 To make the channel and fairway easily distinguishable during daylight hours and at night, the scheme requires the positioning of three starboard hand buoys that will also have navigation lights fitted. The buoys should be equipped with self-adjusting mooring risers to ensure that they do not move off station during the rise and fall of the tide and are also designed to withstand the strong tidal flows sometimes experienced at the proposed locations. The buoys should be able to withstand impacts from traffic and be fitted with solar powered lights.

5.4 Following a period of research and discussions with local users, the most efficient positioning for the three buoys is thought to be:

(i) Buoy one, (Q.G.) starboard side of main channel and located directly under the white light of the Warsash sector light. This will allow vessels approaching to position themselves correctly for the approach to the main channel at Warsash. It will also give skippers confidence to remain on the approach and turn later into the main channel, reducing the corner cutting of the channel at this point.

(ii) Buoy two, (Fl.G.4s.) starboard side of the main channel in line with Fl(2+1)R.10s located at the downstream end of the visitors' pontoon (pile B1). The two marks would act as an entry gate for the main channel.

(iii) Buoy three (Fl.G.4s) starboard side of the main channel off the Harbour Master's Jetty at Warsash. The buoy would indicate the main channel and keep vessels away from the manoeuvring area off the Harbour Master's Jetty and Stone Pier Yard Jetty.

6. Moorings Requiring Relocation

6.1 The following Crown Estate moorings will require removing completely along with all ground tackle and associated equipment. Following consultations with their mooring holders the Crown Estate will allocate suitable new moorings to those affected. The moorings affected are:

(i) HB30B The Crown Estate/Royal Thames Yacht Club - 15.2 metres;

(ii) HB30C The Crown Estate/Royal Thames Yacht Club - 15.2 metres;

(iii) HB30D The Crown Estate/Royal Thames Yacht Club - 15.2 metres;

(iv) HB48/0 The Crown Estate/David Olley Property - 12.2 metres;

(v) HB48/1 The Crown Estate/David Olley Property - 12.2 metres;

(vi) HB50 The Crown Estate/Private license holder - 12.2 metres; and

(vii) HB54 The Crown Estate/Private license holder - 12.2 metres.

7. Cost Benefit Analysis and Projected Costs

7.1 Priority - The Harbour Master recommends that action should be taken as soon as practically possible and affordable.

7.2 Budget - currently there is not a budget provision for this project and funds would have to be allocated on an annual basis from 2006/07 onwards to purchase and maintain the equipment.

7.3 Other options - the only other option is to leave the situation as it is, with all the navigational risks entailed. The proposed option is the least costly method of achieving the aims required to improve navigational safety.

7.4 Costs - This is broken down into initial purchase and a figure for annual maintenance and replacement costs. The maintenance and replacement of the equipment has been estimated over a six year cycle. These figures have been estimated and are shown as the worst possible case. Details are given below:

(i) Estimated purchase price of three marker buoys, three solar powered lights, shackles, mooring chains, sinkers, consents application and contractor to position the equipment. - £7,500.

(ii) Below are listed the estimated maintenance costs:

(a) Three yearly - Inspection of mooring chains and replacing worn shackles. To include cost of diver and shackles - £700.

(b) Five to six yearly - possible replacement of lights after six years - £825 (work completed by Harbour Authority).

(c) Five to six yearly - Inspection of mooring chains and replacing chain and worn shackles. To include cost of mooring contractor, replacement chain and shackles - £2,120.

(d) The removal and disposal of the fore-and-aft mooring tackle and associated equipment is the responsibility of the Crown Estate and the mooring holder.

7.5 Benefits - The proposed improvements will produce the following benefits:

(i) safer approach from fairway to main channel;

(ii) more defined and easily seen navigational lighting;

(iii) reduced risk of collisions;

(iv) reduced risk of vessels being disabled on mooring warps; and

(v) easier and safer approach to the main channel for both experienced and novice skippers.

8. Line drawings of the main fairway and approaches to the channel, current and proposed, are attached as Annex A and Annex B.

9. Impact Assessments

9.1 The scheme benefits all River users making the River safer and easier to navigate.

Recommendation

That the River Hamble Harbour Management Committee advises the River Hamble Harbour Board to bid for funding for this project in 2006/07 and instructs the Harbour Master to proceed with the scheme as set out in this report.

624/TC