Port Marine Safety Risk Assessment

Transcription

1 2010 Great River Race Version 4.3

2 Table of Contents 0. Distribution List Introduction 3 2. Start Area.4 3. Race Course 4 4. Finish Area Manning & Race Control Safety Control Measures Major Event Notification.7 8. Risk Assessment 8 Appendix A - Standard Risk Control Measures & Assets available for the Major Event. 9 Appendix B - List of hazards identified on the north bank of the River Thames.12 Appendix C - Chartlets for the Start and Finish Areas..13 Appendix D - Copy of the Safety Fleet Handbook About Us... Northern Exposure Rescue is a registered charity that operates in England and Wales providing event management and safety cover for all manner of water sports. We use experienced and highly qualified volunteers coupled with reliable equipment and aim to deliver activities in a safe and controlled environment. Members of Northern Exposure Rescue benefit from heavily discounted training, access to first class equipment, and gain experience across a wide range of different types of events to ensure an ongoing legacy of supporting events. We work closely with the Royal Yachting Association, Amateur Rowing Association and relevant statutory bodies to meet event organisers needs whilst ensuring the highest standards of safety. In Hertfordshire we support the category 1 emergency services with equipment and volunteers in times of major incidents. Copyright Information... Please refer to the back page for details of the copyright status of this document. Contact us If you have any comments or suggestions please log on to our website and click contact us 2 P a g e

3 0. Distribution List: Great River Race Chairman of Great River Race Limited Race Director Committee & Marshall Boat Skippers Owners & Hirers of Competitors Boats GRR Tug Boats Port of London Authority - River Manager Harbour Master (Upper) Northern Exposure Rescue - Race Safety Officers Safety Boat Skippers London Coastguard - On Scene Co-ordinator 1. Introduction The DfT (Department for Transport) Port Marine Safety Code requires all harbour authorities to ensure that risk assessments are carried out to identify and minimise risks which may result in personal injury, or damage to property or the environment. This document seeks to discharge this requirement for the Great River Race. The Great River Race is an annual rowing race on the tidal River Thames in London organised by the Great River Race Limited. The 2010 event will be held on the 25 th of September with competitors rowing from London Docklands through Central London up to Richmond upon Thames and Ham House near Twickenham. The numbers of entries are expected to be around 270 boats with up to 18 people on board each boat. The competitor s boats vary dramatically in style from traditional rowing gigs to lightweight dragon boats each with differing handling characteristics and operational weather conditions. Similarly the range of abilities, sexes and ages varies dramatically as well. Northern Exposure Rescue provides a large number of safety boats from its members and then recruits additional boats from other individuals and organisations. The governing body of rowing does not have a recommended safety boat to competitor boat ratio so the recommended ratio suggested by the Royal Yachting Association of 10:1 has been adopted as a minimum. It should be stressed that this is a minimum as the number of competitors is increased and the River Thames is considered to pose more risks than a normal regatta sailing area would do. Consequently a safety fleet of boats is required for the event as a minimum. At all points the Great River Race organisers remind skippers (or the nominated adult onboard in the case of junior crews) that they are entirely responsible for the safety of their crew and their own safety, whether afloat or ashore, and nothing done by the event organizers reduces this 3 P a g e

4 responsibility. It is for them to decide whether their boat is fit to row in the conditions in which it will find themselves. By launching, competitors or their parent/guardian confirm the boat is fit for those conditions and they are competent to row and compete in them. Nothing done by the organisers can reduce the responsibility of the competitors or parents/guardians, nor will it make the organizers or their agents responsible for any loss, damage, death or personal injury, however it may have occurred, as a result of the competitor taking part in the racing. The provision of safety and marshal boats does not relieve competitors and/or their parents/guardians of their responsibilities. For the sake of clarity the organisers encompass everyone helping to run the event. In addition Northern Exposure Rescue wishes to make clear to the event organisers, competitors and the relevant regulatory authorities, that it cannot make any guarantee towards the safety of competitors or race officials and works on a best endeavors basis only. Furthermore the Great River Race organizers have confirmed that suitable insurance is in place which not only covers itself, but also Northern Exposure Rescue, its officers, and volunteers against any claim by competitors, volunteers or other third party. This document is an assessment of the expected risks and their impacts before the race commences. During the race the Race Safety Officer will employ a process of dynamic risk assessments (DRA) to decide if the race should continue and what control measures are implemented. 2. Start Area The location of start is adjacent to Millwall Dock Slipway on Westferry Road, Isle of Dogs, London, E14 3QS. The race is a handicap race with the slower boats starting first and then the faster boats starting later on. The actual start line is between the northern edge of the slipway and a moored sailing barge on the edge of the main navigation channel. This keeps the competitors boats out of the main channel which is still in use by other vessels navigating on the Thames. This is reinforced by safety boats forming a wall between the competitors and the rest of the traffic in the main channel in order to reduce the risk of collisions and to keep the starting area as small as possible. (Only competitors and a limited number of marshal boats will be allowed inside the walled area - Safety boats will obviously be allowed in case of an emergency). The Port of London Authority will issue two Notice to Mariners (NTMs), requesting that vessels in the main channel ease down to reduce wash and to the risk of collision with spectator s boats who may congregate alongside the walled area. Another NTM will be issued detailing the arrangements for the closure of the River between Eel Pie Island and Petersham Ait. This year s race will start at Race Course The racing area is the 22 mile route of the River Thames from Millwall Dock Slipway to Ham House. The River varies dramatically along this route with the lower reaches through Central London featuring fast turbulent waters with no foreshore and sheet pilling banks. Conversely the upper 4 P a g e

5 stretches contrast significantly with much slower flow rates, and frequent easily accessible foreshores. Scattered along the race route are several areas of concerns including the foundations of bridges, trash collection barges, shallows, historical buried bridge foundations, piers, other vessels at anchor and underway and moorings. A list of these hazards is available at appendix b. The racing area passes alongside two areas with permanent NTMs that prohibit boats entering them for security reasons which also pose marshalling and safety problems. Chartlets of the start and finish area are shown at appendix c. 4. Finishing Area The finish line is downstream of Ham Landings. The nearest address is Ham Street, Ham, Richmond-upon-Thames TW10 7RS. The banks of the Thames at this point are much lower with easy egress on to the bank. The Middlesex bank is lined with pontoons that are very popular with spectator s boats during the race. Due to the handicap system competitors can arrive very quickly in the finishing area making it very busy. Boats still racing can often have their passage blocked by boats that have already finished and are loitering in the finishing area. Marshall boats, safety boats corporate hospitality boats can often increase the risk of collision even further. It is essential that only a limited number of supporting boats enter this area and competitors recover their boats promptly. From the time the first competitor passes Petersham Ait the Port of London Authority launches implement a full river closure from the Ait up to the downstream edge of Eel Pie Island. Competitors are expected to reach the finish area 3 hrs after the start which means the first finish will be at 1515 for this year s race. 5. Manning and Race Control The whole event is controlled by the Race Director. Reporting to him is the Race Safety Officer. The Race Director is responsible for the management of the shore side of the event and the race management. He is supported by a beachmaster responsible for managing the competitors on the shore, a non emergency ambulance, a starting team, marshalls, a finish team and a press officer. The Race Safety Officer is responsible for the safety of the competitors and volunteers in the start area, on the race course during the race and in the finish area for the hour before the start and for half hour after the last competitor has finished the race. He is supported by two Deputy 5 P a g e

6 Race Safety Officers who in turn assist him in managing the safety fleet and up to three Task Boats that are crewed by experienced safety crews that can be directed to areas of concern. The safety fleet operates with an objective to attend every incident within 3 minutes and to ensure the competitors remain close to the north / Middlesex bank. The safety boats will keep competitors on their starboard beam (unless involved in a rescue) and they will space themselves alongside the length of the competitors. The safety fleet will be controlled by the Race Safety Officer and his two Deputy Race Safety Officers at the two extremities of the fleet. Nobody else should give directions to the safety fleet. Communication has been challenging for the Great River Race due to extreme distance the race travels over and the large buildings that obstruct VHF signals. Alternatives have been considered but they either do not have sufficient signal strength or they are prohibitively expensive. Consequently communications will be through Marine Band VHF radios with mobile phones serving as a back-up. A worst case scenario plan is available in the Safety Fleet Handbook which is included as appendix d. 6. Safety Control Measures Standard and Event-Specific Control Measures for the event are defined in the Control Measures and are the primary means for the safe management of the race. 6 P a g e

7 7. Major Event Notification Event: Organising Authority: Race Director: Race Safety Officer: Deputy Race Safety Officer: Deputy Race Safety Officer: Operating Times: 2010 Great River Race Date of Event: 25 September 2010 The Great River Race Event Website: Mr Stuart Wolff Mobile: Mr Chris Lowe Mobile: Mr Will Burchnall Mobile: Ms Lucy Harris Mobile: Operating Areas: Tidal River Thames (Isle of Dogs to Ham) VHF Channel: Ch 06 (Back up: Ch 10) PMS RA Prepared by: Mr Chris Lowe Supporting Documents: Event Safety Website: Event Safety Number of Boats: Up to 300 competitors and up to 45 support boats hrs Type of Design: Rowing various designs Safety Fleet Handbook Competitors Runners & Riders List Competitors Guidance Notes VHF Call Sign Sheet Authorities Informed: Port of London Authority Environment Agency London Coastguard Metropolitan Police London Ambulance Service RNLI 7 P a g e

8 8. Risk Assessment A quantitative assessment of event risks both before and after the measures and assets are implemented to reduce the defined risks. A final risk assessment is based on a judgement of the likely effect that the control measures will have in reducing the event risks Hazard Affecting PMS No Description of Hazard affecting PMS Areas of maximum risk Estimated Risk Level Before Measures # Equivalent Numeric Before Measures N Likely Impact M Risk Factor N x M Primary Control Measures* and Assets (See standard list overleaf) Final Risk Assessment 1 Collisions 1.1 Racing boat and racing boat S, P, H x2 = Racing boat and spectator boat S, P, H x2 = Racing boat and cruising boat S, R, H x2 = Racing boat and commercial vessel S, R, M x2 = Commercial vessel with spectator or cruising vessel S, R, M x2 = Spectator boat with spectator or cruising boat S, R, M x2 = Ferry with racing spectator or cruising boat S, R, M x2 = Competitor and static object S, P, D, R, F, H x2 = 4 2 Grounding or Capsize 2.1 Poor navigation S, R, M x1 = Result of equipment failure S, R, M x1 = 1 3 Boat Damage 3.1 Equipment failure S, P, L x1 = After grounding S, F, L x1 = 1 4 Personal Injury 4.1 Man overboard P, H x3 = Impacting on external emergency services P, H x2 = Hypothermia P L x2 = Heat Stroke R, F L x2 = Strain related eg Heart Attack & Asthma P, R, F H x2 = Muscle Strain P, F, R, H x2 = Crushing S, P L x2 = 2 5 Other Hazards 5.1 High winds P, M x1 = High waves P, H x1 = Fog, calm and drifting into obstructions P, D, L x1 = Shipping movements S, P, R, H x2 = Fatigue P, D, R, F H x2 = Engine failure impacting on other traffic P, L x1 = Capsize P, H x3 = 6 # Estimated: H = High. M = Medium or L = Low Risk (few accident statistics yet available) N: Equivalent Numeric - H = 3, M = 2 or L = 1 Areas of Maximum Risk: S = Start, P = Pool of London, D = Dove Pier, R = Richmond, F = Finish, Risk Level Consequence: L or 1 + Low Risk M or 2 = Medium Risk H or 3 = High Risk Impact Life M: 1 = First Aid only 2 = Paramedic or ambulance 3 = Serious Injury or Death Impact Property M: 1 = Minor Damage 2 = Repairable Damage 3 = Total Write-Off 8 P a g e

9 Following the application of the Primary Control Measures the Risk Level has been reduced by a value of 1 to conservatively reflect their efficacy. This is shown in the column Final Risk Assessment. Consequently only 2 hazards show a risk factor of 6 or above Man Overboard and Capsize. This does not mean the risks posed are unmanageable simply that they reflect the highest risk out of those assessed. This theoretical outcome is supported by previous years events where capsize and MOB have been shown to be areas of concern. In order to further reduce the risk, the efficacy of the Primary Control Measures can be strengthened by; 1) increasing the ratio of safety boats to competitors 2) reducing the number of low freeboard boats 3) targeting safety boat resource on areas of rough water. These three additional steps to strengthen the Primary Control Measures reduce the risk shown in the column Final Risk Assessment in the matrix reduce even further. Consequently taking these comments, the control measures documented and the matrix into account, we believe that the risks can be reliably managed so that competitors, race officials and safety boat crews can safely take part in the race. However this position would be subject to an ongoing dynamic risk assessment (DRA) in the run up to the event and during the event. 9 P a g e

10 Appendix A: Standard Risk Control Measures & Assets available for the Major Event Measures General Comments Specific Event Comments and Measures 1. Planning 1.1 Use of Tidal Prediction Information Seek advice from PLA Hydrographic Department to ensure tides are Time events to suit tidal range and streams. suitable for date chosen and do not result in extreme tidal flows. 1.2 Limit competitor numbers Match race entry numbers to organisational capacity Entry is limited to 300 boats and planning assumes 300 boats at all and control assets. times 1.3 Planning of Starting Sequence Starts sequenced to separate classes and avoid risk of Clear plan documented in Competitor Guidance Notesmand enforced by collision during overtaking. marshals and safety boats alike. 1.4 Advance Briefing of Race Management By oral briefing and/or written instructions. Written Instructions to competitors, Oral to safety fleet. 1.5 Advance Safety Briefing with Authorities. Liaison between organising body and relevant port and A series of meeting is carried out with the event organisers and the Port Safety Organisations. of London Authority & MCA 1.6 Shipping Movement Monitoring Includes obtaining details of planned movements from Authorities and monitoring of Port Control radio traffic. Obtained prior to the event and checked on the day from PLA. 1.7 Weather monitoring. Use of weather forecast information when deciding Obtained in the run up to the event and on the day from a variety of whether to proceed. sources. 1.8 Event Manning Ensure adequate competent personnel. A core of experienced volunteers has been established and RYA safety boat qualification is sought for safety boat skippers 1.9 Emergency Procedures Establishment of action plan for emergencies. Safety fleet handbook is comprehensive and briefing is attended by all skippers Media Management 1.11 Race Management Team Welfare Establish one point of contact to control information that fed to press, television and radio, especially in the event of an emergency. Ensure race management volunteers are equipped for the event Competitors Welfare Ensure competitors are equipped for the event 1.13 Safety Fleet Welfare Ensure safety crews are equipped for the event 2. Communications 2.1 Notice to Mariners Advise other river users of details of race - also safety measures for following boats. 2.2 Competitor Guidance / Amendments. Instructions to competitors including specifying governing rules and amendments, compliance with Harbour Byelaws and Collision Regulations etc. The facility exists to issue amendments to the instructions Stuart Wolff Race Director Safety fleet handbook details the type of equipment needed Competitor Guidance Notes details the need for suitable clothing, when buoyancy aids are required and the duration competitors are likely to be afloat. Safety Fleet Handbook details the need to prepare suitable clothing, food, safety equipment and how long they are likely to be afloat. NTM s issued by the Port of London Authority with informal consultation with the Great River Race organisers. The Competitors Guidance Notes and the Safety Fleet Handbook tries to cover most of these points but the Port of London Authority issue additional guidance that can be seen on their website. as appropriate. 2.3 Safety Briefing. Safety briefing to competitors and safety boat crews. A short briefing is given to competitors at the start and a separate briefing is given on the day to the safety fleet. This is preceded by two safety briefings the week before the event to the safety fleet. A DVD is made available to anybody who cannot make the 2 pre-event briefings. 2.4 Competitors shore contact. Numbers of competitors onboard each boat GRR to provide and QA d by safety fleet 2.5 Shore signals. Competitors Guidance Notes provide signals for cancellation, abandonment and postponement. GRR to provide details if possible 10 P a g e

11 2.6 VHF Radio Announcements. Radio announcements to safety fleet and other vessels/observers on a designated VHF channel with predetermined fall back channels. This is carried out by the Race Safety Officer before the race begins. London VTS provide 15 minute updates to other river users on VHF Channel Communication with Authorities. Port Control. Constant communication is required by the Port of London Authority so the Race Safety Officer is based on board a PLA Harbour Patrol Vessel with the Harbour Master (Upper) onboard. The London Coastguard are also onboard with an On Scene Co-ordinator to ensure prompt access to the emergency services is available. Mobile Telephones and Private VHF Channel International Regulations for the Prevention of Collisions at Sea Communication between race management personnel and with outside contacts. Use for right of way between racing and non-racing traffic. 3 Control Measures Before Start 3.1 Safety Inspections Spot checks of on-board safety equipment by race scrutineers. 3.2 Marshalling Boats/Patrol and Escort Vessels Safety patrol vessels for control of competitors in event of shipping before and during starting sequence and at the finish. Race management personal use Mobile phones and PMR radios to stay in contact. This is implicit in the Notice to Mariners and a fundamental aspect of all vessels putting top sea. Competitors are reminded at all stages to stay clear of all vessels and to remain close to the North Bank of the River at all times. Scrutineers are arranged by the Race Management Group on the shore. The safety fleet, in consultation with the Race Safety Officer and the Race Director may also carry out inspections on the water. 35 safety boats are available to provide a safer environment for competitors. Additional marshal boats are also available at the start and finish. 3.3 Competitor Marshalling Areas Designated waiting areas at the start and finish. The start and finish waiting area are clearly identified in the competitor guidance notes. They are reinforced by safety boats and marshal boats as well. 3.4 Postponement/suspension of Starting Sequence In the event of commercial traffic movements. Marshal boats will inform competitors and the beachmaster will stagger competitors putting afloat. 3.5 Length of Starting Line Matched to boat numbers. A suitable start line length is used based on the judgement of the Race Management Team 3.6 Ferry Traffic / Commercial Movements Check movements on race day to avoid clash. London VTS make the Race Safety Officer aware of movements on the day and advise any boats moving of the event. 4. Additional Control Measures after start and during race 4.1 Abandonment In the event of adverse weather or other factors The Competitors Guidance Notes make clear the arrangements for abandonment. This is expanded upon in the Safety Fleet Handbook which provides safety boats with further information. 4.2 Shortening Course In the event of late finishers being unable to row against the tide A large tug boat will be provided at the rear of the fleet to collect abandoned boats and competitors that are unable to row against the tide. 4.3 Race Observers Race Officials at strategic locations on the shore Will be provided under the direction of the Race Director if required. Their location will be determined as required. 4.4 Escort Vessels Competitors vessels and other boats The Notice the Mariners makes clear the need to stay clear of competitors. Safety boats will always focus on people rather than belongs and will where possible assist. 4.5 Monitoring of weather/sea conditions By communication from observers, escort vessels and competitors with mobile phones. The safety fleet will report any significant change in weather conditions during the race and report to the Race Safety Officer. 11 P a g e

12 5 Additional Control Measures at Finish 5.1 Finish Line Length Matched to number and size of competitors boats A suitable finish line length is used based on the judgement of the Race Management Team 5.2 Retirement Monitoring Radio reporting by vessels retiring and/or signed declarations by finishers or tally system. Safety boats will report retirements to the Race Safety Officer who will pass the details to the tug boat to arrange collection on the way back up to the finish. 5.3 Harbour Patrol Patrolling River Closure at finish area Documented in the Harbour Master s General Instructions 5.4 Race Declaration Finish line marshals confirm all starters pass over the finish line. Tail End Charlie Safety Boat is last to finish the race and will confirm all boats pass safely over the finish line or extracted by safety boats to hospital. 5.5 Congestion at finish line Competitors to clear finish line as quickly as possible. Competitors Guidance Notes to ensure this is made clear. Marshals to enforce this in the river closure. 12 P a g e

13 Appendix B List of hazards identified on the north bank of the River Thames 2010 Great River Race Discussion Document - Static Hazards found on the North Bank of the River Thames: 1. Atlas Wharf 2. West India Dock Pier 3. Canary Wharf Pier 4. Wapping Pier Wapping Police Station 5. HMS President 6. Tower Pier 7. Moorings off the std bow of HMS Belfast 8. Swan Lane Pier 9. Blackfriars Pier 10. Kings Reach Moorings 11. Westminster Pier 12. Milbank Pier 13. Westminster Boating Base 14. Cadogen Yacht Moorings 15. Cremorne/Chelsea Wharf 16. Chelsea Harbour Pier 17. Dove Pier 18. Olivers Ait 19. Isleworth Ait 20. Richmond Lock 21. Richmond Islands 22. Petersham Ait 13 P a g e

14 Appendix C Chartlets for the Start and Finish Areas 14 P a g e

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17 Appendix D Copy of the Safety Fleet Handbook 17 P a g e

18 Copyright protection Northern Exposure Rescue owns the copyright on the content published in this document except where otherwise indicated. The content is protected by intellectual property laws and may not be reproduced or appropriated in any manner without written permission of Northern Exposure Rescue's Management Committee. Such requests should be made to the Secretary of Northern Exposure Rescue for consideration. (Such requests are normally granted, provided we are credited as the source so please ask us before copying content from our website.) Accuracy of information All the information is presented on a best endeavours basis and is without any form of guarantee or warranty. We shall not be liable for any losses or damages of any kind that result from any inaccuracies or omissions. If you become aware of any inaccuracy please let us know so we can correct any errors. Duck Race 2010: Adopt an NER Duck and race it against your friends On Sunday the 5th September 2010 the ducks will be back in the water at Molesey Lock, near Hampton Court Palace for the 4th Great British Duck Race and an attempt to beat the World Record of 205,000 ducks. By adopting a duck you could win 10,000 and also help Northern Exposure as a donation is made to us for each Duck purchased More duck race info can be found here: P a g e