Port Marine Safety Risk Assessment 2013 Programme of Racing Medium Event Summary Rev_1 Issue date: 10 th March 2013 Event SORC Racing season 2013 Dates of Events See Appendix Organising Authority Solo Offshore Racing Club Ltd Event Website www.offshoresolo.com/ Race Director Peter Olden Email olden@rpcapitalgroup.com Chief Race Officer David Giddings Email dave@jadeconsultants.co.uk Safety Officer Richard Breese Email richardjbreese@gmail.com Operating Period March 2013 October 2013 Number of boats Between 15 and 40 boats Operating Area Solent, Coastal and Offshore Type or Design Monohulls and multihulls from 21ft to 40ft in length, most with auxiliary engines VHF Channels Races are conducted on channel 72 or (occasionally) M1/37. All usual marine channels are available to race committee when afloat. Committee Callsign SORC Race Control Authorities Informed Date Authorities Informed Date Committee mobile phone Alternative Telephone No. PMS RA prepared by Supporting documents 07714242163 ABP 25/02/13 Cowes HM 25/02/13 07843465899 QHM 25/02/13 Richard Breese, Peter Olden & CG 25/02/13 David Giddings On website www.offshoresolo.com/ Notice of Race and Sailing Instructions Page 1
1. Introduction The Solo Offshore Racing Club Ltd organises inshore, coastal and long distance solo yacht races in the Solent, English Channel, Western Approaches and the Bay of Biscay. All boats are responsible for their own management and safety and for deciding whether to start or to continue in any race. Safety boats are not provided. All the boats are self-sufficient keelboats or multihulls with cabins, equipped to meet Category 2, 3 or 4 ISAF Offshore Special Regulations as prescribed by the race or series concerned. Recognising the special hazards of solo sailing all skippers are strongly advised by the organisers to wear a self inflating life jacket with harness and to keep a PLB (Personal Locator Beacon) attached to themselves at all times from leaving the dock to returning, irrespective of the weather conditions. The racing does not attract significant attention from non-participants. 2. Scope and aims of the document This paper assesses the likely risks that will be encountered in the race area and defines the measures needed to reduce the risks to as low a level as reasonably practical. 3. Racing area The annual Notice of Race gives the dates and times of races and the area of each race. Solent races There are five inshore races in or around the Solent area. The Nab Solo starts in the central Solent and rounds the Nab Tower plus any other marks which may be added depending on conditions before finishing off Cowes. The RIOW Solo starts in the central Solent, goes round the Isle of Wight and finishes off Cowes. The Solent to Poole Race race starts in the western Solent, goes out of the Solent via Hurst Narrows finishing off Poole, the Poole to Solent race is the reverse finishing in the western Solent. The last inshore race will take place in the central or western Solent depending on conditions. Offshore races The Portland race starts to the west from the central Solent or off Lymington as conditions dictate. The return leg finishes at North Head, off Lymingtion or near Lepe Spit as conditions dictate. Leg 1 of the Channel race starts in the Central Solent and finishes at Cherbourg. The return leg finishes in the Central Solent. Channel Week This is a series of races along the English Channel and in Seine Bay, likely to take in Brighton, Fecamp & Le Havre, starting off Gosport and finishing off Lymington although this plan may be changed as dictated to by the conditions. Cascais Challenge Leg 1 of the Cascais Challenge starts off Cascais and finishes off Camaret, leg 2 starts off Camaret and finishes off Falmouth. 4. Risks and safety There is a risk of collision and grounding which is always present in sailing. There is a risk of close quarters situations between yachts racing and commercial vessels, particularly in the Port of Southampton Precautionary Area (see Appendix II) and in the shipping lanes of the English Channel. There is a risk of to the crews of the yachts, most notably in cases of gear breakage, collision, whilst gybing (being hit by the boom) or man overboard. Weather conditions such as very light or very strong winds or poor visibility may increase the above risks. Page 2
All the participating yachts are self sufficient keel boats or multihulls from about 6 meters to 12 meters in length. Drafts are mostly up to 2 metres, but a few may draw 2.5 metre or more. All are required to carry VHF radios and safety equipment in line with ISAF Offshore Special Regulations. As is normal with events of this type, the majority of safety cover is provided by competitors on a mutual help basis. Even within the confines of the Solent, boats may be a few miles away from race management resources and if required, help is likely to be more quickly available from other boats nearby. 5. Risk assessment The control measures listed in the risk assessment table were already in place before the existence of this document. Therefore no attempt has been made to estimate risk before control measures were in place. Type of Risk Collision Grounding or capsize Boat damage Personal Description of Risk 1.1 Racing boat with racing boat 1.2 Racing boat with spectator boat 1.3 Racing boat with cruising boat 1.4 Racing boat with commercial vessel 1.5 Commercial vessel with spectator or cruising boat 1.6 Spectator boat with spectator or cruising boat 1.7 Racing boat with obstruction (e.g. navigation mark) 1.8 Racing boat with committee boat 2.1 Poor navigation 2.2 Result of rig or equipment failure or misuse 2.3 Multihull capsize 3.1 Rig or equipment failure Location of Maximum Risk Start line & rounding marks Solent Solent Port of Southampton Precautionary Area (see Appendix II) & shipping lanes Solent Solent At marks of course At start Out of deep water channels Solent & offshore Probable Consequence Probable need of external assistance Minor to moderate damage Main Control Measures (Section 6) 1.2 1.3 1.7 1.12 1.13 3.8 3.11 Risk Level M 2.2 IRPCS L 2.2 IRPCS L 1.2 1.6 1.7 2.2 2.7 3.3 3.4 3.6 3.10 3.12 3.13 IRPCS IRPCS L L L 1.13 3.11 L 1.3 1.12 L 1.1 3.8 3.12 L 1.7 3.4 3.5 3.7 3.12 1.7 3.4 3.5 3.7 3.12 M L 1.7 3.4 3.5 M 3.2 After grounding Nil to moderate damage 1.9 2.3 2.6 L 3.3 After collision Minor to severe damage 1.9 2.3 2.6 M 4.1 Man overboard 4.2 Injury impacting on rescue services Possible, hypothermia or drowning Possible need for lifeboat, ambulance, or helicopter 1.11 2.3 2.5 3.1 L 1.4 1.9 2.6 2.7 L Page 3
Type of Risk Other risks Description of Risk 5.1 High winds Location of Maximum Risk 5.2 High waves Solent & offshore As 5.1 5.3 Fog 5.4 Engine failure impacting on other traffic 5.5 Close quarters situation between racing boat & commercial vessel Port of Southampton Precautionary Area (See Appendix II) & shipping lanes Probable Consequence Possible gear damage, collision, or man overboard Possible collision with damage or Possible collision with damage or, but other traffic responsible under IRPCS Main Control Measures (Section 6) 1.7 2.3 2.5 3.4 3.5 3.7 3.10 1.7 2.3 2.5 3.4 3.5 3.7 3.10 3.12 1.7 2.3 2.7 3.3 3.4 3.5 3.7 3.10 3.12 Risk Level M M M 2.6 2.7 3.12 L 1.6 2.2 2.7 2.8 3.3 3.4 3.5 3.10 3.12 3.13 M 6. Primary Control Measures & Assets 1. Planning Measure Comments 1.1 Use of tidal predictions Decide on race area and design courses to suit tides. 1.2 Limit competitor numbers Provide organisational and race management capacity to suit numbers. 1.3 Planning of starting sequences 1.4 Advance safety briefing with authorities 1.5 Advance briefing by the Race Officers 1.6 Shipping movement monitoring Set class splits and start sequence so number of boats per start is appropriate. Provide some separation between starting faster boats and slower boats. Liason with relevant port and safety organisations. By oral or written briefing. When racing in confined area, obtain shipping movement list from VTS by telephone, VTS website or routine radio broadcasts, and take into account when setting courses. Where possible racing in such areas will be kept to a minimum. 1.7 Weather monitoring Be aware of weather forecast. If necessary, postpone or abandon some or all classes or set courses in more sheltered areas 1.8 Manning Ensure adequate competent personnel for race management. 1.9 Emergency/contingency Establishment of action plan for foreseen circumstances. procedures 1.10 Media management Single contact to control information to media in an emergency. This is restricted to Race Officer, Race Director or other Director of the company. 1.11 Race management team welfare Adequate clothing, equipment and provisions for the expected conditions. 1.12 Starting line Set an appropriate start line for number and size of boats. 1.13 Liaise with other race committees Endeavour to establish what other races are taking place and set race areas and courses to reduce potential conflicts as appropriate. Page 4
2. Communications Measure Comments 2.1 Notice of Race Advises preliminary details of event and conditions of entry. 2.2 Sailing Instructions/ amendments Instructions to competitors including the specification of governing rules. 2.3 Safety requirements Appropriate to the category of event, specify ISAF Offshore Special Regulations to be met, any additional safety or construction requirements. 2.4 Crew lists For long offshore races: nominated contact for each boat. 2.5 Shore and Committee Vessel signals In accordance with ISAF International Racing Rules of Sailing or amended by the Sailing Instructions provide signals for cancellation, abandonment, and postponement. 2.6 Radio communications Require boats to carry VHF radio and specify channel in use with competitors. 2.7 Communication with Authorities When racing in shipping channels, monitor port control channel and communicate as necessary 2.8 Mobile telephone Communication between race management teams and with outside contacts. 3. Other control measures Measure Comments 3.1 Safety inspections Reserve right to check on board safety equipment by race scrutineers. 3.2 Record starters May be required later to find out which boats are unaccounted. 3.3 Postponement/ abandonment of start 3.4 Abandonment during race In the event of conflicting commercial shipping movements or unsuitable weather. In the event of unsuitable weather or other factors requiring abandonment of one or more classes. 3.5 Shorten course In the event of unsuitable weather or other factors requiring race to be shortened. 3.6 Race observers/patrol boats 3.7 Monitoring of weather/sea conditions 3.8 Finishing line position and length Observers ashore or afloat to monitor race progress. For offshore races nominate a lead boat in each class. Ashore or afloat Appropriate to number and size of competing boats 3.9 Retirement monitoring Reporting by competitors and recording of retirements 3.10 Course setting If flexibility is possible, use areas based on weather and sea conditions. Include use of inflatable marks when appropriate. Avoid sharp turns directly into shipping channels when practicable. 3.11 Mark rounding Set courses to minimise opposite roundings, widely different approach/exit angles and large numbers of boats at the same time. 3.12 Course restrictions Minimise use of areas with increased risk of interference with commercial ships or moored vessels or severe seas. Consider before using areas with increased risk of grounding or unusually strong tide. 3.13 Commercial vessel considerations Co-operation with Statutory Harbour Authorities. Penalise competitors infringing Bylaws, IRPCS or other rules for avoiding close quarters situations with commercial vessels Highlighting to skippers the rules for Small Vessels transiting the Port of Southampton Precautionary Area (See Appendix II). Page 5
7. Incident contingency plan General Race control on the water is the responsibility of the Chief Race Officer of the day (CRO). The CRO or a delegated race officer should record starters and retirements, monitor the fleet, shipping movements and weather and take early action if required. If a serious incident occurs: Keep a written log of events and communication Maintain contact by VHF or mobile phone with the appropriate emergency services and/or port authority; also as appropriate with those involved and other competitors Consider abandoning racing to free up resources For a major incident, contact via a Race Officer, Race Director or other Director of the club to act as the sole media spokesperson. In consultation with him, appoint a shoreside co-ordinator if appropriate. Race committee safety Lifejackets to be worn on the committee boat in adverse weather, and on a RIB at all times Work within safety limits of committee boat and RIB which may well be below those of competitors. Adverse weather causing major concern for safety Notify the coastguard and/or port authority of the concern Signal abandonment by VHF and any other effective means Ask competitors to report by VHF or mobile when in safety Send RIB and/or committee boat to a safe location and monitor from there Check that the course area is clear, if conditions allow Boat adrift in shipping channel or causing a blockage to the port Inform port authority If appropriate, send RIB or other craft to assist, but only tow if appropriate and competitor accepts responsibility (RIB can only tow light craft and for short distance). Request for assistance boat aground or dismasted Tell competitor to contact coastguard directly. Call coastguard if unable to do so. If appropriate, send RIB to assist, but only tow if appropriate and competitor accepts responsibility (RIB can only tow light craft and for short distance). Request for assistance boat sinking or on fire Tell competitor to contact coastguard directly. Call coastguard if unable to do so If appropriate, send RIB to assist rescue of crew. RIB may tow sinking boat if appropriate and competitor accepts responsibility but must not attempt to deal with fire (RIB can only tow light craft and for short distance). Request for assistance competitor Tell competitor to contact coastguard directly. Call coastguard if unable to do so If appropriate, send RIB to assist when available. Request for assistance MOB (man overboard) Call coastguard Inform competitors of MOB and request any that are nearby to assist If appropriate, dispatch RIB or committee boat to recover MOB Sight of a distress situation Call coastguard Ask competitors, committee boat or RIB to assist as appropriate Page 6
Contact list Contact VHF Tel Ambulance 999 Brighton HM/Marina 80 01273 819919 Camaret HM 09 (+33) 02 98 27 89 31 Cascais 09 (+351) 214 824800 Cherbourg (Port 09 (+33) 02 33 87 65 70 Chanteryne) Cowes HM 69 01983 293952 Falmouth Harbour 12 14 Fecamp Port Marina: 12 09 HM: (+33) 02 35 28 25 53 Hamble Radio 68 01489 576387 Lymington HM 01590 672014 Le Havre HM: (+33) 02 35 21 23 95 Police 999 Poole Harbour VTS 14 16 01202 440230 In emergency: Portland Harbour Marina: 74 80 01305 824044 08454 302012 Sea Start M1 (37) 0800 885500 SORC Chief Race Officer 72 or M1 (37) 07714242163 SORC Race Director 72 or M1 (37) 07843465899 SORC Safety Officer 07802511103 Solent Coastguard 16 or 67 999 or 023 9255 2100 Southampton VTS In emergency: 12 023 8033 0022 023 8060 8221 Yarmouth HM 68 01983 760321 Emergency disembarkation locations in the Solent area Location Landing point Tel Beaulieu Buckler s Hard Yacht Harbour 01590 616200 Cowes Cowes Yacht Haven 01983 299975 (Red Funnel pier for ambulance) Hamble Harbourmaster s Jetty Warsash 01489 576387 Lymington Royal Lymington Yacht Club 01590 672677 Gosport Haslar Marina 023 9260 1201 Yarmouth Town Quay 01983 760321 Page 7
8. Appendix I: 2013 Schedule of Races Times for the warning signals are in BST (except NAB Solo - UT). No Race NM Series Date Time Start area 1 NAB Solo 30 Solent Sa 23 Mar 1000 Central Solent 2 Round the IOW 50 Solent Sa 20 Apr TBD Central Solent 3 Solent to Portland 45 Offshore Fr 31 May 1700 Central Solent 4 Portland to Solent 45 Offshore Su 2 Jun 0800 Portland 5 Solent to Cherbourg 70 Offshore Fr 14 Jun 1900 Central Solent 6 Cherbourg to Solent 70 Offshore Su 16 Jun 0800 Cherbourg 7 Cascais to Camaret 640 Cascais Fr 28 Jun TBD Cascais 8 Camaret to Falmouth 120 Cascais Fr 5 Jul TBD Camaret 9 Channel Week 1 TBD Channel Sa 20 Jul TBD TBD 10 Channel Week 2 TBD Channel TBD TBD 11 Channel Week 3 TBD Channel to TBD TBD 12 Channel Week 4 TBD Channel TBD TBD 13 Channel Week 5 TBD Channel Sa 27 Jul TBD TBD 14 Solent to Poole 20 Solent Sa 14 Sep 0800 Western Solent 15 Poole to Solent Race 20 Solent Su 15 Sep 1200 Poole 16 Laying Up Race 20 Solent Sa 28 Sep 1000 Central Solent Date is dependent on when the JOG BNY Mellon Biscay Challenge finishes and the weather. Date is dependent on when the leg from Cascais finishes and the weather. 9. Appendix II: Port of Southampton Precautionary Area The greatest risk of a close quarters situation or collision between a racing yacht and a commercial vessel is within the Port of Southampton Precautionary Area this area is shown on the Chartlet 1 on page 2 of the attached Notice to Mariners. The purpose of the Port of Southampton Precautionary Area is to define an area where special rules apply which are in turn are designed to give a larger margin of safety than the standard Colregs for both commercial vessels and small vessels operating in the Central Solent, these rules are defined and explained in the attached document Notice to Mariners No23 of 2012 Port of Southampton Precautionary Area (Thorn Channel). The following interpretations of the rules contained in the NTM, are particularly relevant to racing yachts: If a vessel of more than 220m in length is transiting the precautionary area a racing yacht may NOT ENTER the Precautionary area unless it is doing so a safe distance astern of the larger vessel. If a vessel of more than 150m in length is transiting the precautionary area then a racing yacht may enter the Precautionary Area BUT they must remain outside the Moving Prohibited Zone which is defined as an area 1000m ahead and 100m either side of the larger vessel. So if a racing yacht is unsure whether a commercial vessel is under or over 220m in length then it makes sense to assume that it is over 220m and remain clear of the entire Precautionary Area. Page 8
L ASSOCIATED BRITISH PORTS SOUTHAMPTON NOTICE TO MARINERS No 23 of 2012 (Update and Re-Issue of Notice to Mariners No 3 of 2011) Port of Southampton Precautionary Area (Thorn Channel) 1 NOTICE IS HEREBY GIVEN that all vessels navigating within the Port of Southampton shall ensure that a vessel greater than 220 metres in length overall shall be given a clear channel in the area between the Hook Buoy and the Prince Consort Buoy (hereinafter referred to as The Precautionary Area - (see Chartlet 1)). The term clear channel is defined as: a clear and unimpeded passage ahead of a vessel when transiting the Precautionary Area. The term clear channel vessel is defined as: a vessel greater than 220 metres in length overall which requires a clear and unimpeded passage ahead when transiting the Precautionary Area. Vessels may enter The Precautionary Area maintaining a safe distance astern of a clear channel vessel. 2 Two vessels each having a length greater than 180 metres length overall shall not pass or overtake each other between Hook Buoy and a line drawn due south of West Bramble Buoy. 3 Moving Prohibited Zone (MPZ) (SeeChartlet 1) Southampton Harbour Byelaws 2003 Byelaw No 11 enforces the requirement that all vessels over 150 metres in length overall when navigating within The Precautionary Area referred to in this notice are automatically allocated a Moving Prohibited Zone (MPZ). The MPZ is defined as an area extending 1000 metres ahead of the bow and 100 metres from the ship s side on both sides of any vessel of over 150 metres in length overall whilst it is navigating within The Precautionary Area (See Chartlet 1). The master of a small vessel (defined in Southampton Harbour Byelaws 2003 Byelaw No 3 as any vessel of less than 20 metres in length or a sailing vessel) shall ensure that the vessel does not enter an MPZ. For the purpose of indicating the presence of the MPZ the master of any vessel of over 150 metres length overall shall display on the vessel, where it can best be seen, by day, a black cylinder, and by night, 3 all round red lights in a vertical line. www.southamptonvts.co.uk
Chartlet 1 www.southamptonvts.co.uk
4 Tracks followed by Large Vessels Masters of small vessels are advised that the tracks followed by large vessels within The Precautionary Area will vary considerably depending on the tidal and wind conditions prevailing at the time and the manoeuvring characteristics of the vessels themselves. Chartlets 2 to 4 below demonstrate likely tracks for both inbound and outbound vessels in flood and ebb tide conditions. The tracks and courses shown are indicative only and inbound and outbound vessels may use the full extent of The Precautionary Area. Unless prevented by emergency circumstance, Masters of small vessels should give all large vessels in The Precautionary Area a wide berth and, in particular, they should ensure that they do not enter a vessel s MPZ. 5 Inbound vessel tracks Flood tide If the tide is flooding, this will set an inbound ship to the east as it turns into the Thorn Channel. As it approaches The Precautionary Area, in vicinity of the Prince Consort Buoy, the ship will make a substantial alteration to port, of up to 40 degrees to the southwest towards Gurnard Buoy, in order to give the maximum turning area into the Thorn Channel. The turn to starboard may not be commenced until the ship is very close to or just passed Gurnard Buoy, thus allowing some set to the east in the approach to the Thorn Channel entrance (See Chartlet 2). In flood tide conditions, Masters of small vessels are advised to closely monitor the bearing of a large vessel as it approaches The Precautionary Area and to allow for the alteration of course to port. Chartlet 2 www.southamptonvts.co.uk
Ebb Tide If the tide is ebbing, the ship will be set to the west in the turn and thus the turn to starboard into The Thorn Channel will commence much earlier and as much as 4 5 cables from Gurnard Buoy. In this case, the alteration to port at Prince Consort Buoy may be less obvious (See Chartlet 3). Chartlet 3 6 Outbound vessel tracks Flood and Ebb tide All ships leaving Southampton via the Thorn Channel start their turn to port as soon as West Bramble Buoy has been cleared, in order that on steadying up, their final heading is north of Prince Consort Buoy and directly towards the main channel south of Ryde Middle Bank. However, in ebb tide conditions the ship will be set to the west during the turn and may use the full extent of the south eastern quadrant of The Precautionary Area (See Chartlet 4). Chartlet 4 www.southamptonvts.co.uk
7 Southampton Harbour Master s Patrol Launch When operationally possible the Southampton Harbour Master s Patrol Launch (VHF Call Sign SP watching VHF Channel 12) will precede all vessels over 150 metres in length overall within The Precautionary Area showing, in addition to the normal steaming lights, an all round blue light. The absence of a patrol launch does not invalidate the implementation of a vessel s MPZ. Within The Precautionary Area all instructions given by the Southampton Harbour Master s Patrol Launch should be acknowledged and promptly carried out. 8 The content of this Notice will be kept under regular review. 9 Notice to Mariners No 3 of 2011 is hereby cancelled. Vessel Traffic Services Centre Berth 37 Eastern Docks Southampton SO14 3GG Captain M Phipps Harbour Master 11 July 2012 Owners, Agents, Charterers, Marinas, Yacht Clubs and Recreational Sailing Organisations should ensure that the contents of this Notice are made known to the masters or persons in charge of their vessels or craft. www.southamptonvts.co.uk