Contact: Tony Clatworthy, tel 01489 576387

email: [email protected]

1. Summary

1.1 The Royal Southern Yacht Club seeks conditional consent for the proposed improvements as detailed in the attached appendix. The Royal Southern Yacht Club submitted a proposal to the River Hamble Harbour Board on 15 December 2005. At that meeting the Harbour Board deferred a decision until the River Hamble Harbour Management Committee had had an opportunity to consider the results of additional consultations, to be undertaken by the applicant, and further information regarding the effects of the proposal.

1.2 The applicant completed the consultations with the Royal Air Force Yacht Club which withdrew its objections following the introduction of conditions and the withdrawal of the 28 day closure.

1.3 The report went before the Management Committee on 11 January 2006 and the Committee supported the recommendation as set out below.

2. Corporate Strategy

2.1 These decisions support Aims 1 to 5 of the Corporate Strategy (Maximising Life Opportunities, Stewardship of the Environment, Achieving Economic Prosperity, Building Strong and Safe Communities, and Improving Services) by contributing to the statutory duties entailed in the management of the River Hamble.

3. Proposals

3.1 The Royal Southern Yacht Club has applied for conditional Harbour Authority consent to modernise existing pontoon moorings, consisting of two pontoons and a landing pontoon connected to the Club by a bridge and walkway.

3.2 The Club proposes to join the two pontoons with a walkway pontoon, and join the inner pontoon and walkway with a hydraulically operated bridge to enable the whole marina to have walk-ashore berths.

3.3 The proposed development will not exceed the current footprint of the existing moorings apart from the locations noted below:

(i) upstream inner pontoon to be extended; and

(ii) downstream landing jetty to be extended.

4. Designated Sites and the Harbour Authority's Responsibilities

4.1 The River Hamble Harbour Authority is a Relevant Authority under The Conservation (Natural Habitats, & c) Regulations 1994, commonly known as the Habitats Regulations. As a Relevant Authority the Harbour Authority therefore has a duty to secure compliance with the requirements of the Habitats Directive and to ensure that in the exercise of any of its powers or functions it will have regard to both direct and indirect effects on the interest features of the European Marine Site.

4.2 The River Hamble is part of the Solent European Marine Site and is afforded protection due to its international nature conservation value. The majority of the Hamble Estuary East and West banks fall within the Solent and Southampton Water Special Protection Area and Ramsar site. The whole river is within the Solent Maritime Special Area of Conservation.

4.3 As a Section 28G Authority under the Wildlife and Countryside Act 1981 (as amended by the Countryside and Rights of Way Act 2000), the River Hamble Harbour Authority has a duty to take reasonable steps, consistent with the proper exercise of the Authority's functions, to further the conservation and enhancement of the flora, fauna or geological or physiographical features by reason of which the site is of special scientific interest.

4.4 Consent may be granted by the River Hamble Harbour Board permitting harbour works in the navigation of the River Hamble to accord with 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. Within the River Hamble Harbour Board's statutory duties lies the responsibility to ensure that all matters concerning navigational safety and responsibilities under the Habitat Regulations are addressed. This area of responsibility includes the following proposed development for the Royal Southern Yacht Club which is set out in the attached appendix.

5. Impact Assessments

5.1 The installation of walk-ashore berths will improve opportunities for disabled sailors with the added facility of walk-ashore mooring.

Recommendation

Details of this proposal are in the attached appendix. The recommendation is:

That the River Hamble Harbour Board approves this proposal, taking into account the views of the River Hamble Harbour Management Committee which supported the recommendation at its meeting on 11 January 2006, allowing the Royal Southern Yacht Club to proceed with the proposed plans to refurbish its marina as set out in drawing number MO504/202 dated 17 November 2004 and drawing number M0504/202/01 dated 9 November 2005.

Should conditional consent be granted, it is recommended to include as part of any consent the following conditions, that:

(i) copies of all other consents required for this project be produced to the Harbour Master before proceeding with the works;

(ii) the number of boats moored within the curtilege of the Royal Southern Yacht Club marina not be increased beyond the current allocation of vessels in that area, but temporary consents may be given by the Harbour Master to exceed that restriction during notified regattas, subject to payment of harbour dues;

(iii) the Royal Southern Yacht Club to establish and maintain a solar-powered navigation light on each of the furthest upstream and downstream outer piles of the proposed marina. Both lights to have the characteristics: Fl. R.4 sec. The lights to be established such that they are operational throughout the hours of darkness during the construction period and at all times thereafter, and are of a type approved by the Harbour Master;

(iv) the upstream and downstream outer piles to be painted with a two metre band of high visibility red paint, within 12 hours of the build being completed and thereafter maintained by the Royal Southern Yacht Club;

(v) all services currently laid on the bed of the River to be removed from the River and the River bed to be returned to its original condition;

(vi) the Royal Southern Yacht Club to complete an initial risk assessment, which thereafter must be updated on an annual basis, to identify any possible dangers to those using the bridge either as pedestrians or transiting on the water. The risk assessment and management of any identified risks will be the responsibility of the Royal Southern Yacht Club but procedures to manage those risks will be cleared by the Harbour Master. Any identified risks or dangers must be reduced to As Low As Reasonably Possible (ALARP). Should there be any costs incurred in managing any identified risks, these costs will be the responsibility of the Royal Southern Yacht Club;

(vii) evidence of a maintenance routine and the annual risk assessment to be produced to the Harbour Master during the first week of January each year confirming that all risks are at ALARP. The Harbour Master will record this information in the Harbour Safety Management System;

(viii) the proposed hydraulic bridge structure's default position to be set at `open' (with a manual over-ride provided to open the bridge in the event of hydraulic failure), allowing tenders and yachts to transit the area at all times except when the bridge is not in use. The inner channel not to be blocked by moored vessels or other obstructions at any time. Should the bridge be in use for a substantial period, Royal Southern Yacht Club bosuns, on request, to arrange to have the bridge opened. Contact telephone numbers, to enable such requests, to be arranged by the Royal Southern Yacht Club. A substantial period would be any time over 30 minutes;

(ix) the depth of water at the bridge to be not less than three (3) metres and the width available for vessels transiting to be not less than seven (7) metres. A sign with this information to be established and maintained by the Royal Southern Yacht Club at the upstream and downstream entrance to the waterway;

(x) a sign and yellow flashing light, to be operated automatically when the bridge is in use, to be established at the upstream and downstream entrance to the waterway, to give warning that the bridge is down and therefore closing the waterway. The signs in (ix) and (x) may be combined and should be clear and concise, the wording to be agreed by the Harbour Master before they are established. The risk assessment will establish the signalling and operating system taking into account:

(a) a delay built into the system enabling the warning lights to come on, giving boats time to safely clear through the system before the bridge operates';

(b) bridge to be operated by a key pad to avoid misuse;

(c) Royal Southern Yacht Club's bosun's telephone numbers to be on show and published to Royal Air Force Yacht Club Members; and

(d) a manually-operated system to be built into the design of the bridge, thereby ensuring the bridge is able to be opened should there be a mechanical failure; and

(xi) the developer to produce to the Harbour Master, before proceeding with the works, a method statement to include:

(a) start and completion dates for the works;

(b) a disposal plan for any obsolete pontooning and floats;

(c) a risk assessment as detailed above;

(c) the type of pile driving to be confirmed as vibro piling; and

(d) the proposed location of any displaced vessels during the works; and

(xii) the developer to adhere to the approved method statement throughout the process. Major amendments will not be permitted and minor amendments must have the prior written approval of the Harbour Master; and

(xiii) should any of the above conditions not be established in the initial works or not adhered to in the operation of the system at any time in the future, the Harbour Authority to cancel all consent and instruct the area to be returned to its original condition and layout.

709(B)/TC

APPENDIX

River Hamble Harbour Board

20 January 2006

Royal Southern Yacht Club

Regatta Centre

1. The Royal Southern Yacht Club (RSnYC) has applied for conditional Harbour Authority consent to modernise the existing pontoon moorings which are located directly off the RSnYC.

2. The proposed development will not exceed the current footprint of the existing moorings apart from the locations noted below:

a. Upstream inner pontoon extended.

b. Downstream landing jetty extended.

3. The existing moorings consist of two pontoons and a landing pontoon connected to the RSnYC by a bridge and walkway.

4. The RSnYC proposes to join the two pontoons with a walkway pontoon and join the inner pontoon and walkway with a hydraulically operated bridge. This will enable the whole marina to have walk-ashore berths.

5. The hydraulically operated bridge will have its default position set as open allowing yachts and tenders to transit the area at all times except when the bridge is in use. A manual over-ride will be provided to ensure that the bridge can be opened in the event of hydraulic failure. The bridge will lower into position and recover itself to the open position on a time switch. As the bridge starts to operate yellow flashing lights at the upstream and downstream entrance will operate to give a warning. Signs located by the yellow lights will explain these procedures.

6. The Royal Air Force Yacht Club and the RSnYC have agreed the following; that if during a major event the bridge is in use to the extent that a yacht is not able to transit the area for a substantial period, the RSnYC bosuns will, on request, manually over-ride and open the bridge to allow the yacht to transit the area.

7. The bridge will have a maintained depth of 3 metres and a width at the bridge location of 7 metres which will be sufficient to allow tenders and other vessels to transit through the area.

8. Full details of the proposed development are set out in the two plans:

a. Drawing number M0504/202; and

b. Drawing number MO504/202/01.

9. Harbour Master's Comments

9.1 It is worth noting that the RSnYC provides facilities for national and international yachting events. The events bring many benefits to the River and the local area. The proposed development enables the Club to continue to be able to offer modern facilities in the face of improvements made to other similar event locations in the Solent, such as the new marina at the Royal Yacht Squadron. If the Club fails to maintain its position in providing such facilities these events will be lost from the River.

9.2 The two routes through the current moorings are sometimes used by small tenders to gain access to moorings further upstream, above Hamble Yacht Services. It is considered this route is dangerous for tenders as it puts them at risk of collision with larger boats moving onto or off their moorings in these channels. It also guides the small tenders into dangerous waters further upstream on the western side of the river.

9.3 Attached to this report is a risk assessment of the area completed by the Harbour Master in October 2004 after full consultation with all river users. The following comments are made regarding the risk assessment and the proposed development:

a. The proposed development does not alter the risk assessment as passage will still be available for vessels through a 7 metre wide and 3 metre deep channel.

b. The Harbour Master is not able to recommend the use of the two existing channels as routes through for other larger vessels.

c. The Harbour Master is not able to recommend use of the two existing channels by sailing dinghies as the channels are narrow and dangerous for small sailing dinghies.

d. The Harbour Master would advise against small tenders making a course upstream on the western side, against the flow of approaching traffic, or downstream past the MDL fuel jetty, with the added dangers of large vessels coming out from Port Hamble unsighted and vessels manoeuvring at the fuel jetty.

e. The Harbour Master would recommend that a warning system be established to indicate to those about to use the route that the bridge is down or about to be lowered and the route is therefore temporally closed. This would be possible to achieve with signs and a yellow light. The light could be flashing or fixed; a fixed light might be a better option as it would be less intrusive.

f. Should the development proceed the RSnYC should be required to complete a risk assessment on the operation of the bridge and identify any risks to those using the bridge, either as pedestrians over the bridge or in boats through the channel. Routine procedures should then be established by the RSnYC to manage any risks identified. The Harbour Master must be party to any such risk assessment to enable it to be entered into the Harbour Safety Management System.

g. The proposed development does not have any adverse effects on navigational safety.

10. Conservation (Natural Habitats &c.) Regulations

10.1 The proposed works lie within a European Marine Site.

11. Harbour Works Regulations 1999

11.1 It is considered that this application constitutes a "Relevant Project". The Harbour Master should be informed of the proposed timing and method statement for the works. Mitigation is not believed to be required but should it be decided otherwise it would be discussed between the Environment Agency, English Nature and the Harbour Authority.

RIVER HAMBLE HARBOUR AUTHORITY

PORT MARINE SAFETY CODE

RISK ASSESSMENT REPORT

NAVIGATION AREA FROM HAMBLE JETTY TO THE FUEL PONTOON AT PORT HAMBLE

TO INCLUDE

MOORING CHANNELS

ADJACENT

TO

ROYAL AIR FORCE YACHT CLUB

AND

ROYAL SOUTHERN YACHT CLUB

October 2004

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 measures. 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).

1. 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.

2. BACKGROUND

The River Hamble Harbour Authority is responsible for navigational safety on the River. As a consequence the Harbour Authority has deemed it necessary to complete a formal risk assessment of the moorings channels adjacent to the RAFYC, RSnYC, Hamble Slipway and craft approaching and departing Hamble public jetty. The production of this risk assessment is part of the continual process of regularly reviewing and updating and amending as necessary, the management of risks is a continual process.

3. 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 with the use of these waters by small craft.

4. 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.

5. METHODOLOGY

To assess risks in The River Hamble 4 steps are followed:

1. Hazards are identified;

2. The consequence of the hazard materialising 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 (e.g. 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.

6. INTRODUCTION TO THE HAZARDS

The general area covered by the risk assessment can be very busy with many different types of craft and various types of on the water leisure activities being pursued by a variety of qualified and unqualified crews, some unfortunately being total incompetent and others less competent than others.

Various activities are listed below and form the basis of the hazards that have been investigated. Periods of activity vary; on some busy weekends all of the activities listed below could be witnessed but on many other days the area will be extremely quiet and no movements at all will be seen. The worst possible case of high activity during daylight hours in none inclement weather has been used as a bench mark for writing the assessment. During periods of darkness and high winds the risk would increase but the volume of traffic would very likely decrease. In high winds the use of tenders becomes dangerous and therefore a risk assessment specifically for the use of tenders has been written.

Activities:

(i) Traffic transiting the area using the main channel.

(ii) Traffic arriving/departing or waiting at the fuel jetty.

(iii) Traffic arriving/departing Hamble jetty.

(iv) Traffic from berth holders entering or departing their berths on "A" pontoon Port Hamble.

(v) Traffic arriving/departing berths or landing pontoons at the RAFYC and RSnYC.

(vi) Yachts and motor boats taking part in events arriving and departing RSnYC.

(vii) Vessels arriving and departing the dinghy launching area and boat hoist that is used for dry sailing at the RSnYC.

(viii) Vessel arriving or departing the scrubbing piles at the Hamble slipway, RAFYC and the RSnYC.

(ix) Arrival and departure of RIBs at RSnYC.

(x) Vessels being recovered, launched or waiting at Hamble slipway.

(xi) Arrival of Hamble lifeboat at Hamble jetty with casualties.

(xii) Passage of tenders in and around the general area.

(xiii) Sailing dinghies in and around the general area.

(xiv) Water Taxi.

(xv) Hamble and Warsash Ferry arriving and departing Hamble Jetty.

(xvi) Launching and recovery PWC at Hamble jetty which then transit the area.

(xvii) Children diving and swimming from Hamble jetty, the quay and the slipway.

(xviii) Club launches arriving and departing at RSnYC and RAFYC jetties and through the access channels.

Observations:

(i) The routes taken by tenders are varied, some route through the mooring area of the RSnYC and RAFYC whilst others take the outer route crossing the main channel and then following the eastern bank.

(ii) Most tenders that use the area are from the RAFYC or RSnYC.

(iii) Tenders are not kept on Hamble jetty but some are launched after being inflated on the jetty. A small number depart from the slipway and a number depart from the Hamble Parish boat park. The RAFYC also have a number moored at their jetty.

(iv) The strongest period of tide, which is in the area of 1.5 to 2 hours before low water, causes a very strong tide (2.5 to 3 knots) throughout the whole area.

(v) A high percentage of those that use the jetty at Hamble are inexperienced or novices in boat handling techniques.

(vi) The mix of various sizes of boats and varied types of users has caused confrontation and on some occasions "boat rage".

(vii) The incidents involving PWC have not been frequent but their popularity is increasing therefore the frequency of incidents is expected to increase each season. This has been the case in other Harbours in the Solent.

(viii) Incidents involving youths swimming and jumping are most frequent during the school holiday periods. Some of the youths activities are very dangerous and extremely difficult to control. The Harbour Master is concerned about these incidents and has instructed patrols to remove any unaccompanied youths (under16) from the jetty. This only works for a short period as they quickly return disregarding the patrol officers. The police are unable to act as they would require a bye-law to remove these children, regardless if they are causing a danger to themselves and others.

(ix) The two channels through the RSnYC and RAFYC locations are mainly used by club boats, RIBs or tenders gaining access to moorings, landing jetties, scrubbing piles or lift out by the crane. During observation periods no through traffic of any consequence appeared to make use of these access channels.

RISK ASSESSMENT FOR THE NAVIGABLE WATERS FROM HAMBLE JETTY TO THE FUEL PONTOON AT PORT HAMBLE and TO INCLUDE MOORING CHANNELS ADJACENT TO ROYAL AIR FORCE YACHT CLUB AND ROYAL SOUTHERN YACHT CLUB

7. RESULT OF RISK ASSESSMENT AND RISK MANAGEMENT

Of the 19 identified hazards four 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 (below 12)

Precautions:

Education of those that use tenders:

Not to overload.

Wear a life jacket.

Carry a torch aboard.

If they must use the main channel stay on the correct side of the channel.

Educate River users to ensure they do not speed and conform to the Col. Regs.

Frequent River patrols during busy periods.

Possible warning signs warning of small craft at the fuel jetty and Port Hamble.

Precautions:

Yacht clubs to make their members aware that larger craft are sometimes unable to manoeuvre quickly and should read the situation rather than stand-on with "Sail before steam" attitude.

Yacht clubs to make members aware that many users of power boats do not understand the Col. Regs. and are therefore unable to read the situation and take avoiding action.

Yacht clubs to make members aware that many owners of larger power boats do not fully understand the principles of power under sail and find most of the manoeuvres incomprehensible and therefore are misjudged.

Larger craft, 40 foot plus power boats, do have difficulty in manoeuvring against the tide and therefore must have speed to manoeuvre. In these situations they will find it difficult to reduce speed. Owners of dinghies under sail should be aware of these difficulties.

Dinghy crews to wear buoyancy aids.

Organised events to conform to the Code of Practice.

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 of a patrol vessel will be assigned to the craft by the Harbour Authority.

Precautions:

As education of youths has failed over the last four years, and persuasion has not worked Harbour Authority to investigate formulation of a bye-law to cease swimming from Hamble, Warsash and within areas of the harbour used by vessels.

Signage on jetties restricting use to those over 16 unless accompanied by an adult.

Better liaison with local Police beat officer.

Hamble Parish Council to investigate visits to Hamble jetty by the Parish Council Warden and better liaison with duty harbour masters.

Note:~

* this figure will only be reduced if children are stopped completely from using the jetty for swimming this can only be achieved with a bye-law.

The River Hamble Safety Management System will be amended to address these hazards so that identified risks will be managed to be as low as reasonably practical.

8. CONCLUSION AND HARBOUR MASTER'S RECOMMENDATIONS

The Harbour Master will pursue the introduction of the precautions listed in serials 7, 9, 10 and 15 to attempt to reduce the ALARP of this serials.

The investigation of a bye-law will be undertaken as soon as possible reduce the risk within serial 15, but may not be in place for 24 months, even if successful.

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.

AG Clatworthy

Harbour Master

October 2004





Mr A Clatworthy

Harbour Master

River Hamble Harbour Authority

Harbour Master's Office

Shore Road

Warsash

Hampshire SO31 9FR

3 November 2005

Dear Mr Clatworthy

Regatta Centre

I write following our meeting this morning when I showed you a revised pontoon plan to replace the one that was on the Agenda for the last Management Committee meeting and which we subsequently withdrew. We would ask you to substitute the new plan and bring it forward to the Management Committee and Board Meetings in December.

We have discussed the previous points of contention with the Commodores of both neighbouring Clubs and the revised plans for a lifting bridge have been drawn up to address the problems that they raised. Indeed, the then Commodore of the RAFYC stated in his deputation at the last Committee Meeting, `a moveable footbridge would be a better option', and that is the essence of the revised proposal.

Referring to the plan that I left with you this morning, I would make the following points:

1.Both the outer and middle pontoons are exactly as at present, but joined together.

2.The inner pontoon is moved out approx 2 metres from its current location.

3. T-pieces are added to the inner and middle pontoons, directly facing each other. These T-pieces are approximately one boat width long and provide the bases for two lifting bridge sections. There is a 6 metre gap between the T-pieces to maintain an access channel.

4. The lifting bridge sections are hydraulically powered. They fold as they are raised and the default position is usually `Channel Open'. They are operated by push buttons on either side of the access channel and have a time switch which automatically re-opens them if they are left down. The drawing of the bridge itself will follow shortly.

5. A fixed under water portal frame, 3 metres deep, is used to locate both sides of the bridge accurately and to carry the hydraulic power lines. It will also carry the water and power cables that are currently on the sea bed.

6. We would continue to submit dates for closure of the inshore access channel for 28 days each year for major regattas, in advance, as at present.

May I refer again to the Club's need for this improved facility. We are one of the very few Clubs recognized as qualified to run National and International Championships. We have to compete for these, and as facilities elsewhere improve, so our current temporary arrangements suffer by comparison. The biggest threat to these Championships coming to Hamble is the new Royal Yacht Squadron Yacht Haven which is under construction now, and will be operational from April 2006.

The RYS themselves have said: "The haven itself brings huge potential for Cowes to host an international small boat regatta since a fleet of Dragons, Sonars or similar sized vessels could virtually all be accommodated within the breakwater. This places the development alongside only a handful of other venues around the world and offers scope for Cowes to bid for the organization of numerous large scale regattas, for which there is increasing competition from many prestigious contenders'. For Cowes, read Hamble. The RYS is making the same case, and if we are not able to improve our facilities, the Hamble boating and local businesses will undoubtedly suffer as we will loose out.

As you know, and despite the impression given at the last meeting of the Management Committee, we have been consulting on variations of these plans for well over a year. For instance, we consulted the Streamlined Consents Group in October 2004, with a largely favourable reception. We will continue our consultations with local interested parties and provide you with a supplementary report prior to the Meetings.

The new plan preserves access within the mooring access channel as at present. It thereby negates the need for the inshore tender channel in the previous proposal and will allow us to use the Club's pontoons effectively for major championships into the future.

Yours sincerely

Colin Hall

Immediate Past Commodore