wash mussels ltd/parkinson wright - stour … · marico marine bramshaw lyndhurst ... figure 4:...

MARINE AND RISK CONSULTANTS LTD

WASH MUSSELS LTD/PARKINSON WRIGHT

STOUR MUSSEL FARM NAVIGATION RISK ASSESSMENT

Report Number: 15UK1098 Issue: 01 Date: 28 September 2015

Report No: 15UK1098 Commercial-in-Confidence Issue No: Draft A Stour Mussel Farm NRA

Wash Mussels Ltd/Parkinson Wright i

WASH MUSSELS LTD/PARKINSON WRIGHT

STOUR MUSSEL FARM NAVIGATION RISK ASSESSMENT

Prepared for: Wash Mussels Ltd/Parkinson Wright 62 Burnham Road

Leigh-on-Sea Essex

SS9 2JS

Author(s): James Hannon Checked By: Dr Ed Rogers

Date Release Prepared Authorised Notes

28/09/2015 Issue 01 JH ER Issue to client

Marine and Risk Consultants Ltd Marico Marine Bramshaw Lyndhurst SO43 7JB Hampshire United Kingdom Tel. + 44 (0) 2380 811133

28 September 2015


Wash Mussels Ltd/Parkinson Wright ii

EXECUTIVE SUMMARY

Marine and Risk Consultants Ltd (Marico Marine) have been appointed by Wash Mussels/Parkinson

Wright Solicitors to Conduct a Navigational Risk Assessment (NRA) in relation to the River Stour

Mussel Farm Project. The purpose of the NRA is to provide reassurance to the local stakeholders

and Statutory Harbour Authority that the navigational risk has been appropriately assessed, and

where necessary mitigation measures are provided to ensure risk is not increased.

A proposal has made by Wash Mussels Ltd for the location of 5 sub tidal mussel farms at

predetermined points along the River Stour. The river users enjoy a clutter free environment and

although there is a degree of small commercial traffic there is a good history of vessel types

coexisting on the river with little issue.

Concerns raised by river users highlight some navigation hazards that may pose a particular issue to

them as a direct result of the addition of the farms and the associated vessel operations. This report

forms an independent assessment of navigation impact and considers the impact that this operation

will have of all river users including the Harbour Authority.

Two separate NRAs were undertaken, the first assessing the current navigational situation (pre

mussel farm) and the second being the navigational situation with the addition of the farms and

associated operations (post mussel farm).

The results of the NRA indicate that although there is a slight change of profile for craft and users of

the river as a result of the introduction of the mussel farms, the overall navigational risk remains low

with any increased risk to navigational safety also being low The NRA indicates that no additional risk

controls are necessary as the risks are low. Wash Mussels Ltd are committed to going beyond the

minimum control requirements with a view to alleviate any stakeholders concerns where possible

and to also ensure that the existing good record of safety is preserved. The following control

measures should be considered to ensure this:

An agreement between the farm operator and the SHA (MoU) for clear

communications to river users;

Local recreational stakeholder engagement to ensure all aspects of the project are

communicated effectively to recreational users;

Restricting operations to daylight and less busy periods, such as weekdays;

Crab pots (if used) should be placed in accordance with SHA policies and should be

clearly marked; and

Any further mitigation measures appropriate to improving the safety of navigation

during harvesting operation.


Wash Mussels Ltd/Parkinson Wright iii


Wash Mussels Ltd/Parkinson Wright iv

CONTENTS

Executive Summary ................................................................................................................................. ii

Contents iv

Abbreviations ........................................................................................................................................ vii

1 Introduction .................................................................................................................................. 1

1.1 Draft Working Plan for Stour Mussel Proposal .................................................................. 2

2 Navigation on the Stour ................................................................................................................ 4

2.1 River Users .......................................................................................................................... 4

2.2 Aids to Navigation .............................................................................................................. 4

2.3 Current Impact on Navigation ............................................................................................ 4

2.3.1 Commercial Vessel Tracks and Movements on the Stour ....................................... 5

2.3.2 All Vessel Tracks and Movements on the Stour ....................................................... 9

2.4 Local Regulations .............................................................................................................. 11

2.4.1 General Directions for Navigation .......................................................................... 12

2.4.2 Reporting ................................................................................................................ 12

2.5 Harbour Patrols ................................................................................................................ 12

2.6 Vessel Traffic Services ...................................................................................................... 13

2.6.1 Harwich VTS Level of Service ................................................................................. 13

2.7 Pilotage ............................................................................................................................. 13

2.8 Notice to Mariners ........................................................................................................... 13

2.9 Anchorages and Moorings ................................................................................................ 14

2.9.1 Small Craft Moorings .............................................................................................. 14

2.9.2 Shotley Marina ....................................................................................................... 15

2.10 Tidal and Prevailing Conditions ........................................................................................ 16

2.10.1 Prevailing Wind Conditions .................................................................................... 16

3 Consultation with Stakeholders .................................................................................................. 17

3.1 Commercial Vessel Stakeholder Meeting ........................................................................ 17

3.2 Recreational Vessel Stakehodler Meeting........................................................................ 19

4 Assessment of risks Navigation Risk Assessment Methodology ................................................ 21

4.1 Methodology .................................................................................................................... 21

4.2 Hazard Categories ............................................................................................................ 23

4.3 Risk Matrix Criteria ........................................................................................................... 23

4.3.1 Frequency ............................................................................................................... 23

4.3.1 Consequence .......................................................................................................... 24


Wash Mussels Ltd/Parkinson Wright v

4.4 Risk Treatment Criteria ..................................................................................................... 25

5 Risk Assessment Results ............................................................................................................. 27

5.1 Risk Assessment Summary - Combined ............................................................................ 27

5.2 Risk Assessment Current Situation ................................................................................... 28

5.3 Risk Assessment with Mussel Farm Operation ................................................................ 30

5.4 Additional Control measures ............................................................................................ 30

6 Conclusions ................................................................................................................................. 32

7 Recommendations ...................................................................................................................... 33

FIGURES

Figure 1: Proposed Mussel Farm Locations. ........................................................................................... 1

Figure 2: River Stour (Jacques Bay) viewed from Wrabness (looking west). .......................................... 6

Figure 3: River Stour viewed from Wrabness Beach (looking east). ....................................................... 6

Figure 4: Site 1 Inbound/Outbound Transits. ......................................................................................... 7


Figure 6: Site 3 & 4 Inbound/Outbound Transits. ................................................................................... 8


Figure 8: Site 1 Inbound/Outbound Transits (all Vessels)....................................................................... 9

Figure 9: Site 2 Inbound/Outbound Transits (all Vessels)..................................................................... 10

Figure 10: Site 3 & 4 Inbound/Outbound Transits (all Vessels). ........................................................... 10

Figure 11: Site 5 Inbound/Outbound Transits (all Vessels)................................................................... 11

Figure 12: River Stour Chartlet (HHA publication). ............................................................................... 12

Figure 13: Top Left: Bathside Bay small craft moorings, Top Right: Shotley small craft moorings,

Bottom Left: Holbrook small craft moorings, Bottom Right: Manningtree small craft moorings. ....... 15

Figure 14: Wrabness small craft moorings. .......................................................................................... 15

Figure 15: MARICO hazard identification and risk assessment process. .............................................. 21

Figure 16: Frequency/Consequence Chart. .......................................................................................... 22


Wash Mussels Ltd/Parkinson Wright vi

TABLES

Table 1: Mussel Farm Operations. .......................................................................................................... 3

Table 2: River Stour Navigation Marks (East to West). ........................................................................... 5

Table 3: Type of commercial vessels used for main channel track analysis. .......................................... 6

Table 4: River Stour Small Craft Moorings. ........................................................................................... 14

Table 5: Stour Tidal Range. ................................................................................................................... 16

Table 6: Initial Hazard Identification Matrix. ........................................................................................ 23

Table 7: Hazard Frequency Ranges. ...................................................................................................... 23

Table 8: Consequence Categories (Costs in £). ..................................................................................... 25

Table 9: Risk Matrix. .............................................................................................................................. 26

Table 10: Top ten ranked hazards for both risk assessments combined. ............................................. 27

Table 11: Ranked Hazard List – Current Situation. ............................................................................... 29

Table 12: Ranked Hazard List – with the mussel farm in operation. .................................................... 31

ANNEXES

Annex A Direction of Tidal Streams .............................................................................................. A-1

Annex B Risk Assessment provided by Phillip Barnes (Commodore Stour Sailing Club) and Paul

Rodhouse (RHYC) ................................................................................................................................. B-1

Annex C Hazard Logs for the Current Navigational Situation ........................................................ C-1

Annex D Hazard Logs for the for the Navigational Situation with the Addition of the Mussel Farms

and Operations ................................................................................................................................... D-1

Annex E Organisation Report ........................................................................................................ E-1

Annex F Ranked Hazard Lists for the Current Navigational Situation ........................................... F-1

Annex G Ranked Hazard Lists for the Navigational Situation with the Addition of the Mussel

Farms and Operations ......................................................................................................................... G-1


Wash Mussels Ltd/Parkinson Wright vii

ABBREVIATIONS

Abbreviation Detail

AIS Automatic Identification System

ALARP As Low as Reasonably Practicable

CCTV Closed Circuit Television

CHA Competent Harbour Authority

D&B Design and Build

HW High Water

ICW In Collision With

IMO International Maritime Organisation

ITT Invitation to Tender

Kt Knot (unit of speed equal to nautical mile per hour, approximately 1.15 mph)

LW Low Water

M Metre

Marico Marine Marine and Risk Consultants Ltd

MCA Maritime and Coast Guard Agency

ML Most Likely

NAABSA Not Always Afloat But Safe Aground

Nm Nautical Mile

NRA Navigation Risk Assessment

PEC Pilotage Exemption Certificate

PWC Personal Water Craft

RIB Ridged Inflatable Boat

SHA Statutory Harbour Authority

SMS Safety Management System

STCW Standards of Training Certification and Watchkeeping

VHF Very High Frequency (radio communication)

VTS Vessel Traffic Service

WC Worst Credible


Wash Mussels Ltd/Parkinson Wright 1

1 INTRODUCTION

Wash Mussels Limited has made an application to the Secretary of State in accordance with section

1 of the Sea Fisheries (Shellfish) Act 1967 for an order conferring the right of several fishery under

section 1 of the Act. The Secretary of State has prepared a draft Order and served a copy of it on the

applicant in accordance with paragraph 1 of schedule 1 to the Act. There are five proposed locations

for the mussel farms located within the River Stour (see Figure 1 for locations).

Figure 1: Proposed Mussel Farm Locations.

The River Stour commences at Harwich and stretches its way westward forming the boundary

between Essex and Suffolk. The river has plenty of areas for anchoring, has a boatyard at Mistley

where there are also mud moorings, commercial quays and a small public quay that dries at low

water. Coasters operate from the commercial quays using the buoyed main channel to navigate,

this channel narrows and shoals to almost drying as it approaches Mistley.

Stakeholders have expressed concern regarding the safety of navigation for the river users as a

result of the location of the proposed mussel farms and the related operations including the

presence of the additional vessels used to manage and harvest the mussels. The requirement for



Wash Mussels Limited to undertake a Navigation Risk Assessment (NRA) is to provide a

comprehensive study to ensure stakeholders that where necessary adequate risk mitigation

measures are in place to allow for the continuous safety of craft navigating in the River Stour.

The navigational risk assessment process was split into the following phases:

1. Determination of the current navigational state of the River Stour. (i.e. nature of the

river, navigational channel, types of user and vessel, existing legislation/procedures,

etc.);

2. Understanding of proposed mussel farm operation for the 5 proposed sites on the River

Stour;

3. Consultation with local stakeholders and site visit to better understand local issues;

4. Hazard Identification and Categorisation;

5. Assessment of risk;

6. Determination, where necessary of additional mitigation measures;

7. Conclusions; and

8. Recommendations.

1.1 DRAFT WORKING PLAN FOR STOUR MUSSEL PROPOSAL

Wash Mussels Limited have indicated that the time spent working with vessels on the farms will be

kept to within the working week, Monday to Friday and during the hours of daylight. Operations will

not be undertaken on weekends or during bank holidays when leisure activities are at their peak.

Activities that require vessel operations for longer durations are mostly conducted during off peak

leisure seasons, such as Spring and Autumn. Operations (if required) in the summer are very

minimal.

Table 1 outlines the operational programme of the project over the trial period of 5 years.



Table 1: Mussel Farm Operations.

Year Season Operation Duration

1 Autumn Clear 1 hectare square in each of the five sites (if seed mussel quantity is

available) 2 days

2 Spring If required lay crab pots (2 lines per 1 ha square) 1-2 days

Remove crab pots 0.5 day

2 Summer Run starfish mop of hectare squares affected if required 0.5 day

2 Autumn Clear a second 1 hectare square in each of the five sites (if seed mussel

quantity is available) 2 days

3 Spring Lay crab pots if required (2 lines per 1 hectare square) 1-2 days

Remove pots 0.5 days

3 Summer Run starfish mop of hectare squares affected 0.5 day

3 Autumn Harvest by dredge Year 1 sown mussels from 5 x 1 hectare squares 4 days

Clear 5 x 1 ha squares 2 days

Relay seed mussel in 5 x 1 hectare squares 1 day

4 Spring Lay crab pots if required (2 lines per 1 hectare square) 1-2 days

Remove pots 0.5 days

4 Summer Run starfish mop of hectare squares affected if required 0.5 days

4 Autumn

Harvest by dredge Year 1 sown mussels from 5 x 1 hectare squares 4 days

Clear 5 x 1 hectare squares 2 days

Relay seed mussel in 5 x 1 hectare squares 1 day

5 Spring/ Autumn

Harvest by dredge Year 3 sown mussels from 5 x 1 hectare squares Harvest by dredge Year 4 sown mussels from 5 x 1 hectare square (if order

not renewed).

4 days

4 days

5 Autumn

Clear perhaps 5 x 1 hectare squares

(only if order renewed) 2 days

2-5

20 monitoring visits each year using grab and sampling for local authority

environmental health 0.5 day



2 NAVIGATION ON THE STOUR

The navigable channel commences (see Figure 1) at its widest point wide (700m) off Harwich

International Port and narrows as it heads west to Mistley where it all but dries out at low water.

The channel is well marked with lit buoys and beacons and there are a number of small craft

moorings north and south of the channel. Harwich International Port is located on the southern side

of the entrance of the River Stour. The river in this area is at its busiest with relatively high amounts

of commercial traffic using Felixstowe and Harwich International Port.

The area is covered by Admiralty Charts 1594 (River Stour to Erwarton Ness to Manningtree) and

1491 (Harwich and Felixstowe).

2.1 RIVER USERS

The main current River Stour users can be spilt into the following categories:

Coasters/commercial vessels using Mistley;

Large ferries and cruise ships (Harwich International Port);

Dredgers; and

Recreational craft/charter fishing boats.

2.2 AIDS TO NAVIGATION

The Local Lighthouse Authority for the River Stour is Harwich Haven Authority (HHA) who is

responsible for correct maintenance and provision of Aids to Navigation (AtoN). The River Stour

main channel is clearly marked by navigational marks (see Table 2).

2.3 CURRENT IMPACT ON NAVIGATION

The principal navigational features that have an impact on users of the River Stour are as follows:

Coaster/general cargo berthing operations at Mistley;

Dredger operations in sediment placement areas;

Coasters navigating the main channel to and from Mistley;

Ferry and cruise ship movements at Harwich International Port;

Large ship mooring buoys on the southern edge of the main channel at Copperas

Bay;

Use of recreational craft;

Regular use of the river for sailing events and races;

Fishing charter vessels;



Boatyard (Mistley Marine) with mud moorings;

Public quay at Mistley;

Large vessel anchorage north of Harwich International Port;

Explosive anchorage;

Sailing and yacht clubs; and

Shotley Marina and associated traffic.

Table 2: River Stour Navigation Marks (East to West).

2.3.1 Commercial Vessel Tracks and Movements on the Stour

Commercial vessel movements for vessels using the main channel to Mistley were studied, see

Figure 4 to Figure 7. Using Automatic Identification System data, the tracks of three coaster sized

vessels were plotted and their tracks logged to provide details of the passage through the river for

their arrival and departure to/from Mistley. The data indicates that as expected the vessels navigate

using the main channel and at no time do they enter any of the areas marked out as proposed sites

of the mussel farms.

The details of the three coaster sized vessels used are in Table 3 and are typical of the vessel types

that use T W Logistics Ltd (TWL) at Mistley.

Name Type Light Characteristics

Parkeston Lateral Buoy (Starboard) Fl(3) G 10s

Harwich International Port North Cardinal Q

Ramsey Lateral Buoy (Starboard) LFl G 10s

Erwarton South Cardinal Q(6) + FLl 15s

No 1 Lateral Buoy (Starboard) QG

Holbrook South Cardinal VQ(6)+LFl 10s

No 2 North Cardinal Q

River Stour Lee Lateral Buoy (Starboard) QG

No 4 Lateral Buoy (Port) QR

No 5 Lateral Buoy (Starboard) Fl G 5s

No 6 Lateral Beacon (Port) Fl(2) R 5s


No 8 Lateral Buoy (Port) QR

No 10 Lateral Buoy (Port) Fl R 5s



No 12 North Cardinal Q


No 15 Lateral Buoy (Starboard) Fl(2) G 5s

Baltic Wharf Jetty Marker FR



Figure 2: River Stour (Jacques Bay) viewed from Wrabness (looking west).

Figure 3: River Stour viewed from Wrabness Beach (looking east).

Table 3: Type of commercial vessels used for main channel track analysis.

Name Type Length Overall

EEMS SPACE General Cargo 87.2m

SEA RUBY General Cargo 77.8m

KORIANGI General Cargo 81m



Figure 4: Site 1 Inbound/Outbound Transits.




Figure 6: Site 3 & 4 Inbound/Outbound Transits.




2.3.2 All Vessel Tracks and Movements on the Stour

In addition to the analysis of the track data for commercial traffic using the main channel to Mistley,

an analysis was also undertaken of all vessels using the River Stour and Harwich International Port.

The results of this analysis are shown in Figure 8 to Figure 11.

This data indicates that very little traffic enters the proposed site (Part 1) with all traffic using

Harwich International Port navigating to the south of the area and not entering the site.

The data does show tracks passing through the areas, however, these are smaller shallow draft craft

and the frequency and volume would suggest that the mussel operations would not pose a

significant issue with regards to navigation.

The data also shows that the majority of vessels navigate in or near the main channel and very

seldom enter any of the proposed sites.

Figure 8: Site 1 Inbound/Outbound Transits (all Vessels).




Figure 10: Site 3 & 4 Inbound/Outbound Transits (all Vessels).




2.4 LOCAL REGULATIONS

HHA has statutory powers to regulate commercial and leisure vessels within the HHA Area of

Jurisdiction which includes the River Stour (see Figure 12), and is responsible for the navigational

safety and traffic regulation of all vessels bound to and from the Haven Ports of Felixstowe, Harwich

International, Harwich Navyard, Ipswich, and Mistley. All vessels arriving at or sailing from the

Haven Ports, or on passage through the Harwich Seaward Area, must report to Harwich Vessel

Traffic Service (VTS) and comply with VTS Rules. The Reporting Procedures and VTS Rules are set in

the General Directions for Navigation and published in the Admiralty List of Radio Signals.



Figure 12: River Stour Chartlet (HHA publication).1

2.4.1 General Directions for Navigation

In March 2011 Harwich Haven Authority (HHA) exercised its powers under Section 32 of the Harwich

Harbour Act 1974 and updated the General Directions for Navigation.

The General Directions are to be construed in conjunction with the HHA Byelaws, Pilotage Directions

and HHA Local Notices to Mariners. It is the duty of the Master of a vessel to which a General

Direction applies to comply with that Direction.

2.4.2 Reporting

All vessels of more than 50 GT entering or leaving the Harwich VTS area must report to Harwich VTS

when passing the appropriate reporting points indicated on Admiralty charts.

2.5 HARBOUR PATROLS

The HHA maintains a regular patrol of the Haven throughout the year. In addition, during the

summer months weekends, between the hours of 0800 to 1800, these patrols are maintained to

provide assistance and advice to yachtsmen, and to ensure that the main channel is kept clear for

1 Figure 12 source HAA website.



the transit of commercial shipping. The weekend Harbour patrol launch maintains a listening watch

on VHF Channel 71.

2.6 VESSEL TRAFFIC SERVICES

Harwich VTS is operated from Harwich VTS Operations Centre on a continuous 24-hour basis to

provide a safe and efficient regime for vessel traffic, and protection for the environment. The river

and its approaches are continuously monitored by trained personnel using Radar, VHF and CCTV to

build a comprehensive traffic image of the area. Harwich Operations Centre also provides the co-

ordination and communications centre for the Haven Ports Pilotage Service. Harwich VTS provides

Traffic Organisation and Navigational Assistance Services with the authority of the Harbour Master.

Failure, without good cause, to obey an instruction given by Harwich VTS with the purpose of

preserving marine safety, may constitute an offence.

2.6.1 Harwich VTS Level of Service

Harwich VTS is a UK designated port VTS and provides the following levels of service:

Traffic Organisation Service – to prevent the development of dangerous maritime

traffic situations, and to provide for the safe and efficient movement of vessel traffic

within the Authority’s area; and

Navigational Assistance – provided on request or when deemed necessary by

Harwich VTS to assist on-board navigational decision making, and to monitor its

effects. It does not relieve the Master of his responsibility for the safe navigation of

the vessel.

2.7 PILOTAGE

HHA is a Competent Harbour Authority (CHA) within the meaning of the Pilotage Act 1987, and

under Section 7 of the Act, has powers to issue Pilotage Directions to the Masters of vessels in the

Haven Ports Pilotage Area.

HHA manage and regulate the requirements for the provision of pilots within the River Stour, which

fall into the CHA area. Pilot Exemption Certificates (PEC) are issued for master and mates operating

within the CHA upon completion of satisfactory assessment and examination. All commercial vessels

using the Stour currently take a pilot, there are no PEC holders using the River.

2.8 NOTICE TO MARINERS

HAA issues Notices to Mariners (NtMs) to provide essential, up-to-date information and advice to

those navigating within the HHA area of jurisdiction. Subjects include (but are not limited to)



notification of works and events which may impact on navigation and notification of new and

updated rules and regulations for navigation.

2.9 ANCHORAGES AND MOORINGS

The River Stour is tidal and moorings do dry out at low water. Most moorings are along the edge of

the channel and large craft are not permitted to moor in such a position where they may swing into,

and block the channel.

On the Essex side of the river no moorings are permitted below the commercial quay at Mistley. On

the Suffolk side of the river no moorings are permitted east of Bexford's factory.

Small craft are permitted to freely anchor on the river as long as they are clear of the main channel

and moorings.

2.9.1 Small Craft Moorings

Small craft mooring areas in the River Stour are laid out in Table 4, and their locations are shown in

Figure 13 and Figure 14.

Table 4: River Stour Small Craft Moorings.

Location Type Ownership Notes

Bathside Bay

Mud Swinging

10 x Trot (Harwich and Dovercourt Sailing Club)

Sealink Harbours Limited

The whole of Bathside Bay is scheduled for reclamation and development. Temporary

moorings may be laid within the bay with the consent of the Harbour Master.

Shotley Swinging

Mud

Shotley Sailing Club

These moorings may be used for commercial craft such as fishing parties or charter boats.

Mooring numbers are limited.

Holbrook Moorings

Mud Private Moorings numbers are limited.

Manningtree Moorings

Mud Stour Sailing Club

Wrabness Moorings

Mud Private The mooring area is limited in size and working

at full capacity.



Figure 13: Top Left: Bathside Bay small craft moorings, Top Right: Shotley small craft moorings,

Bottom Left: Holbrook small craft moorings, Bottom Right: Manningtree small craft moorings.

Figure 14: Wrabness small craft moorings.

2.9.2 Shotley Marina

Shotley Marina is situated on the north side of the River Stour where it meets the River Orwell and

comprises of 350 berths. The marina approach is via a marked maintained channel and a lock

controlled entrance. Users of the marina tend to navigate east of the Stour and visiting vessels



arrive from the Haven approach. Therefore, it is considered that the mussel farms, which lie to the

west of the marina, are unlikely to impact on the traffic using the marina.

2.10 TIDAL AND PREVAILING CONDITIONS

Tidal flows within the River Stour are no greater than 1.3kts on a Spring Ebb and 1.2kts on a Spring

Flood. The strongest streams are in the channel off Erwarton Ness. The direction of the streams run

westerly on the flood and easterly on the ebb (see Annex A for plots).

The tide height and range is shown in Table 5.

Table 5: Stour Tidal Range.

Tide Height Range

Mean High Water Springs 4.1m 3.7m (Mean Spring Range)

Mean Low Water Springs 0.4m

Mean High Water Neaps 3.4m 22.3m (Mean Neap Range)

Mean Low Water Neaps 1.1m

2.10.1 Prevailing Wind Conditions

The prevailing winds come from between the south and the north-west, and the strongest winds

nearly always blow from this range of directions. Spring time also tends to have the majority of

winds from the north east.



3 CONSULTATION WITH STAKEHOLDERS

Consultation meetings with river users and the SHA (HHA) were undertaken during the site visit on

Wednesday 1st July 2015.

3.1 COMMERCIAL VESSEL STAKEHOLDER MEETING

The first of these meetings were with the HHA as the Statutory Harbour Authority for the river Stour

and TWL Mistley as the main berth operator at Mistley.

The meeting was held at the HHA offices in Harwich, and the following were present at the meeting:

Capt. Neil Glendenning - Harwich Harbour Master;

Mr John Brien – Harwich Harbour Authority;

Ms Isoldt Harris – TWL (Mistley);

Mr James Hannon – Marico Marine; and

Dr Edward Rodgers – Marico Marine.

The meeting involved a discussion based around the intended operation of the proposed mussel

farm sites and the type and size of vessel that would be used to harvest the mussels. The location of

the sites were analysed as were the requirements for marking the sites. Capt. Glendenning stated

that he would have concerns related to additional buoyage to be placed in the Stour and also stated

that there was no apparent need to mark the sites with buoyage.

It was noted that the marking of the sites could introduce an additional 26 buoys to the river. There

was also concern expressed regarding the location and marking of crab pots, however, HHA have

powers within their byelaws to regulate the placing and marking of such pots. HHA have already

written a response to the serval order outlining their opposition to the marking of the sites with

buoys and made reference to the minimal approach taken in marking the channel in the Stour to

maintain safe navigation. The Harbour Master was keen to keep the Stour ‘uncluttered’ from

additional buoyage.

The limitations on the freedom of navigation, mooring and anchoring were discussed. It was pointed

out that the freedom of navigation and anchoring would not be affected, this was preserved by

Section 7 of the Sea Fisheries (Shellfish) Act 1967.

The liability of a master or pilot (including recreational craft crew), damaging the mussel beds due to

their vessel running aground was discussed. It was pointed out that as a matter of law, they would

not incur any liability for damage to the mussel beds resulting from accidental or emergency

groundings and/or re-floating of a vessel.



It was noted that the current commercial traffic to and from Mistley remained within the main

navigation channel and that these vessels took a mandatory pilot supplied by the CHA (HHA).

Capt. Glendenning pointed out that there was slight concern regarding the southwest extremities of

site 3 and the northwest extremities of site 4 (Holbrook No. 2 area) extending south and north of the

main channel buoy line respectively. There was concern that this would restrict sea room available

in the main channel for larger vessels which were constrained by their draught and the harvesting

vessels restricted in their ability to manoeuvre during times that the fisheries are active. He asked if

the applicant would consider replotting the positon of these sites to take this into account.

The commercial anchorages in the area were seldom used and the most of the large traffic

movements took place off of Harwich International Port in a deep water area south of site 1. It was

noted that this area had the highest large commercial movements involving ferry, cruise ship and

Trinity House service vessel traffic. This included large vessels turning for the berth. It was also

noted that this area was monitored closely by VTS.

HHA operate dredgers for sediment replenishment and one of the dredging discharge tracks runs on

a lines crossing site 1, site 3 and site 4. The implications of a dredger and mussel dredger operating

in the same area was discussed with regards to COLREGS and give way vessel requirements, this is

taken into account in the NRA. There was a discussion regarding the size of site one possibly

restricting sea room for recreational vessel passing north of turning vessels in the deep water

pocket.

Capt. Glendenning asked for a consideration on reducing the site 1 area in order to clear the

southern edges of the area out of the deeper part of northern edge of the main channel.

In addition to the concerns express by HAA, Isoldt Harris raised concerns regarding the possible

navigational restrictions to the current vessels arriving and departing Mistley and whether it would

impact on the use of larger vessels if TWL’s business grew and future demand required the use of

larger vessels. There was also concern regarding the reduction of speed for vessels navigating and

possibility of delays for arrivals and departures.

The question was asked regarding whether future dredging activities (maintenance and capital),

would be affected due to the placement of the mussel farms.

It was noted that with the exception of the extremities of site 3 and the northwest extremities of site

4, the impact to navigation would not increase. Both HHA and TWL were generally happy with the

proposed operation:









clearly marked; and



3.2 RECREATIONAL VESSEL STAKEHODLER MEETING

A further stakeholder meeting was undertaken at the Royal Harwich Yacht Club (RHYC) with

representatives from the RYA, local yacht and sailing clubs, recreational fisherman and charter

owners. The meeting was chaired by the Chairman of Harwich Area Sailing Association (HASA),

Brenda Read.

Present at the meeting and sitting on the top table were the following:

Brenda Read, meeting chairman and Chairman of HASA;

Peter Scott – Partner, Quality Solicitors Parkinson Wright;

James Hannon – Marico Marine;

Dr Ed Rogers – Marico Marine;

Graham Osbourne - Wash Mussels Ltd; and

Representatives for the local clubs and stakeholders present at the meeting were:

Chris Edwards – RYA Regional Representative;

Tim Goodwin;

Derek Davis;

Graham Pugh;

Nigel Mower;

Peter Thomas;

Paul Rodhouse;

Phil Barns;

Graham Prior;

John Cooledge;

Peter Holborn;

David Card; and

Chris Brown.



The meeting was called by Marico to discuss navigational concerns. Although some navigational

concerns were expressed, the meeting mostly consisted of issues relating to the consultation

process and DEFRA consultation.

A list of hazard (12 in total), complete with analysis had been complied by Phillip Barnes

(Commodore Stour Sailing Club) and Paul Rodhouse (RHYC) and was handed out to all present. This

document was discussed briefly. The risks highlighted in this document which includes grounding,

collision, entanglement and drifting vessels have been categorised into the wider River Stour NRA.

The contents of this document are contained in Annex B.

Mr Edwards (RYA) expressed concern regarding the placement of mussel site marker buoys. James

Hannon responded by advising that the HHA Harbour Master had strongly opposed to the marker

buoys. Mr Peter Scott also advised that they had met with DEFRA and there was no requirement for

surface marker buoys to be placed on any of the sites.



4 ASSESSMENT OF RISKS NAVIGATION RISK ASSESSMENT METHODOLOGY

4.1 METHODOLOGY

The NRA methodology, used for this assessment, has been specifically developed for navigational

use in ports/harbours. It is fundamentally based on concepts of the “Most Likely” (ML) and “Worst

Credible” (WC) scenarios that reflect the range of outcomes arising from a navigation hazard (see

Figure 15).

Figure 15: MARICO hazard identification and risk assessment process.

The NRA process is based on the Formal Safety Assessment methodology as adopted by the

International Maritime Organisation (IMO) and follows the requirements of the Port Marine Safety

Code. The NRA used the proprietary Marico Marine “Hazman II®” programme to undertake the risk

assessment process.

IMO guidelines define a hazard as “something with the potential to cause harm, loss or injury”, the

realisation of which results in an accident. The potential for a hazard to be realised can be combined

with an estimate or known consequence of outcome. This combination is termed “risk”. Risk is



therefore a measure of the frequency and consequence of a particular hazard and in order to

compare risk levels a matrix is used.

At the low end of the scale, frequency is extremely remote, consequence insignificant and risk can

be said to be negligible. At the high end, where hazards are defined as frequent and the

consequence catastrophic, then risk is termed intolerable. Between the two is an area defined “As

Low As Reasonably Practicable” (ALARP). The IMO guidelines allow the selection of definitions of

frequency and consequence to be made by the organisation carrying out the NRA. This is important,

as it allows risk to be applied in a qualitative and comparative way. To identify high risk levels using

a quantitative mathematical approach would require a large volume of casualty data, which is not

generally available.

Figure 16: Frequency/Consequence Chart.

ALARP can be defined as “Tolerable”, if the reduction of the risk is impracticable, or if the cost of

such reduction would obviously be highly disproportionate to the improvement. It can also be

defined as “Tolerable”, if the cost of reducing the risk is greater than any improvement gained. This

is showed pictorially in Figure 16.



4.2 HAZARD CATEGORIES

In order to ensure that all hazards associated with the Project were identified (and allocated a

Hazard Reference number), a matrix of generic hazards was used, which focused on the risk

exposure (see Table 6).

Table 6: Initial Hazard Identification Matrix.

Hazard Ref.

Hazard Category Hazard Title

1 Collision HHA Dredger in collision with Recreational Craft

2 Collision HHA Dredger in collision with Coaster

3 Collision HHA Dredger in collision with a Ferry/Cruise Ship

4 Collision Recreational Craft in collision Recreational Craft

5 Collision Recreational Craft in collision with Coaster

6 Collision Recreational Craft in collision with Ferry/Cruise Ship

7 Collision Coaster in collision with Coaster

8 Collision Coaster in collision with Ferry/Cruise Ship

9 Collision Mussel Dredger in collision with Recreational Craft

10 Collision Mussel Dredger in collision with Coaster

11 Collision Mussel Dredger in collision with a Ferry/Cruise Ship

12 Collision Mussel Dredger in collision with a HHA Dredger

13 Grounding Recreational Craft

14 Grounding Coaster

15 Grounding HHA Dredger

16 Grounding Ferry/Cruise Ship

17 Grounding Mussel Dredger

18 Navigational Contact Recreational Craft in contact with Marker/Mooring Buoy

19 Navigational Contact Coaster in contact with Marker/Mooring Buoy

20 Navigational Contact Ferry/Cruise ship in Contact with Marker/Mooring Buoy

21 Navigational Contact HHA Dredger in contact with Marker/Mooring Buoy

22 Navigational Contact Mussel Dredger in contact with Marker/Mooring Buoy

4.3 RISK MATRIX CRITERIA

4.3.1 Frequency

In this study, each hazard was reviewed with respect to cause and effect, with frequency of

occurrence derived for notional “most likely” and “worst credible” hazard events based on Table 7.

Table 7: Hazard Frequency Ranges.

Scale Description Definition Operational Interpretation

F5 Frequent An event occurring in the range once a week to

once an operating year. One or more times in 1 year.

F4 Likely An event occurring in the range once a year to

once every 10 operating years. One or more times in 10 years

1 - 9 years.



4.3.1 Consequence

Consequence (or impact of risk realisation) was assessed in four key categories:

People - Personal injury, fatality etc.;

Property - Port and third party;

Environment - Oil pollution etc.; and

Stakeholder/ Business - Reputation, financial loss, public perception, etc.

Consequence is assessed against “most likely” and “worst credible” outcomes. It should be noted

that in terms of property, the risk assessment process by necessity considers that the loss of a large

commercial vessel is of wider implication than the loss of a private leisure cruiser. This assessment

criterion is not intended to undervalue damage suffered by the leisure user, whose personal loss

may be very significant in relative terms, however, it is recognised that the loss of a commercial

vessel often has a wider implication in terms of business and negative media exposure.

The rating applied is such that the consequences are of broadly equivalent value across the

categories (see Table 8).

F3 Possible An event occurring in the range once every 10

operating years to once in 100 operating years. One or more times in 100 years

10 – 99 years.

F2 Unlikely An event occurring in the range less than once

in 100 operating years. One or more times in 1,000 years 100 –

999 years.

F1 Remote Considered to occur less than once in 1,000

operating years (e.g. it may have occurred at a similar site, elsewhere in the world).

Less than once in 1,000 years >1,000 years.



Table 8: Consequence Categories (Costs in £)2.

4.4 RISK TREATMENT CRITERIA

Risk scores are calculated for each hazard under the “most likely” and “worst credible” scenarios for

each of the consequence criteria (people, property, environment and business) based on the scores

in the hazard log, using a risk matrix (see Table 9). This generates eight individual risk scores per

hazard which are documented in the “Ranked Hazard List”. The individual risk scores for each

consequence category are then combined, using a proprietary algorithm in Hazman II, to derive an

overall risk score. The overall baseline risk scores are used to create a ranked hazard list. All risk

scores, whether individually related to a hazard consequence category, or overall combined for an

individual hazard are scored on a scale of 0 (low risk) to 10 (high risk) (see Table 9 for more details).

2 Tiered oil spill response levels were adopted by the International Maritime Organisation International Convention on Oil Pollution

Preparedness, Response and Co-operation, 1990.



Table 9: Risk Matrix.

MATRIX OUTCOME

Risk Definition Action Taken

0 & 1 Negligible Risk A level where operational safety is unaffected.

2 & 3 Low risk A level where operational safety is assumed.

4 ,5 and 6 As Low As Reasonably Practicable (ALARP)

A level defined by study at which risk control in place is reviewed. It should be kept under review in the ensuing Safety Management

System.

7 & 8 Significant Risk A level where existing risk control is automatically reviewed and suggestions made where additional risk control could be applied if

appropriate. Significant risk can occur in the average case or in individual categories. New risk controls identified should be introduced

in a timescale of two years.

9 & 10 High Risk A level requiring immediate mitigation.



5 RISK ASSESSMENT RESULTS

A complete review of all vessel traffic types and marine operations for the Stour was undertaken in

order to identify a list of hazards. Each hazard was assessed using the method explained in Section

4.

Two assessments of risk were undertaken:

Risk Assessment for the current navigational situation; and

Risk Assesement for the navigational situation with the addition of the mussel farms

and their operations.

The hazard logs for the current navigational situation are in Annex C, and the hazard logs for the

navigational situation with the addition of the mussel farms and their operations are in Annex D.

Hazards are ranked in accordance to the level of overall risk.

5.1 RISK ASSESSMENT SUMMARY - COMBINED

The top ten hazards of both the current navigational situation and the navigational situation with the

mussel farms and their operations combined are shown in Table 10, the complete combined ranked

hazards of both risk assessments are shown in Annex E.

Table 10: Top ten ranked hazards for both risk assessments combined.

Organisation Rank

Register Rank Hazard

Ref Hazard Title Category

Inherent Risk

Residual Risk

1 Stour NRA

(Current) 1 6 Recreational Craft in collision with Ferry/Cruise Ship Collision 3.32 3.32

2

Stour NRA

(With Mussel Farms)

1 8 Recreational Craft in collision with Ferry/Cruise Ship Collision 3.32 3.32

3

Stour NRA

(With Mussel Farms)

2 7 Recreational Craft in collision with Coaster Collision 3.3 3.3

4 Stour NRA

(Current) 2 5 Recreational Craft in collision with Coaster Collision 3.3 3.3

5 Stour NRA

(Current) 3 4 Recreational Craft in collision Recreational Craft Collision 2.74 2.74

6

Stour NRA

(With Mussel Farms)

3 6 Recreational Craft in collision Recreational Craft Collision 2.74 2.74



Organisation Rank



Inherent Risk

Residual Risk

7

Stour NRA

(With Mussel Farms)

5 16 Recreational Craft grounding Grounding 2.65 2.65

8

Stour NRA

(With Mussel Farms)

4 20 Mussel Dredger in collision with HHA Dredger Collision 2.65 2.65

9 Stour NRA

(Current) 4 9 Recreational Craft grounding Grounding 2.65 2.65

10

Stour NRA

(With Mussel Farms)

6 17 Mussel Dredger in collision with Recreational Craft Collision 2.57 2.57

5.2 RISK ASSESSMENT CURRENT SITUATION

The top ten hazards for the current navigational situation are shown in Table 10. The complete

ranked hazard list is shown in Annex F.



Table 11: Ranked Hazard List – Current Situation. R

ank

Haz

ard

Ref

.

Hazard Title Hazard Detail

Consequence Descriptions Risk By Consequence Category

Ris

k O

vera

ll ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

1 6

Recreational Craft in

collision with Ferry/Cruise

Ship

Recreational craft navigating in main

channel whilst Ferry/Cruise Ship

are moving or turning off Harwich International Port

Near miss/low speed glancing

blow. Minor hull damage to

recreational craft.

Heavy contact. Major hull damage to

recreational craft. Sinking,

loss of life.

0 2 0 0 3 6 5 6 3.32

2 5

Recreational Craft in

collision with Coaster


channel whilst coaster is

navigating in main channel

Low speed contact, minor

damage to recreational

craft

Major damage to recreational craft, sinking,

loss of life.

0 2 2 2 2 5 5 5 3.3

3 4

Recreational Craft in collision

Recreational Craft

Leisure craft in contact with

another.

Low speed glancing blow, minor damage to vessel/hull

Heavy contact, major hull damage,

sinking. Loss of life.

0 0 0 0 2 6 6 6 2.74

4 9 Recreational

Craft grounding

Recreational craft out of position

Soft grounding, no damage, floats

free on next HW

Hard grounding, hull

damage, sinking, loss of

life.

0 0 0 0 2 6 6 4 2.65

5 10 Coaster

Grounding

Coaster/commercial vessel out of main

channel

Soft grounding, refloats, no

damage

Heavy grounding - minor hull damage.

0 0 0 2 0 0 5 3 2.49

6 2 HHA Dredger

in collision with Coaster

Coasters transiting to Mistley using or passing in the main

channel.

Low speed glancing blow.

Minor damage.

Heavy contact, hull damage.

Minor injury to crew member.

0 0 2 2 0 2 3 3 2.34

7 7 Coaster in



channel.

Low speed contact. no significant damage

Heavy contact - major hull

damage, water ingress, minor

injury

0 0 0 0 3 2 5 5 2.15

8 3

HHA Dredger in collision

with a Ferry/Cruise

Ship

Contact with Ferry or Cruise Ship

turning off Harwich Haven.

Low speed contact -

minor hull damage.

Major hull damage -

minor injury 0 0 0 0 0 3 5 3 1.95

9 1

HHA Dredger in collision

with Recreational

Craft


Very minor damage.

Damage to hull, water ingress and

possible sinking. Loss of

life.

0 0 0 0 0 5 3 3 1.95

10 8

Coaster in collision with Ferry/Cruise

Ship

Coaster in contact with Ferry or Cruise

Ship turning off Harwich Haven.

Low speed contact -

minor hull damage

Heavy contact major hull

damage, minor injury.

0 0 0 0 1 3 4 4 1.8



5.3 RISK ASSESSMENT WITH MUSSEL FARM OPERATION

This NRA considers both the most likely and the worst credible outcomes (set against likely

frequency of the event happening in each case). This approach provides a more realistic and

thorough assessment of risk, which reflects reality, in that relatively very few incidents result in the

worst credible outcome. The assessment shows that introduction of the mussel farms slightly

increased the number of hazards on the river. This is purely because of the presence of addition

craft that would be used in relation to the mussel farm operation on the river. However the risk to

navigation has not significantly increased and any additional risk was determined to be low.

The top ten hazards for the navigational situation with the mussel farm in operation are shown in

Table 12. The complete ranked hazard list is shown in Annex G.

5.4 ADDITIONAL CONTROL MEASURES

The NRA indicates that no additional risk controls are necessary as the risks are low. However, Wash

Mussels Ltd are committed to going beyond the minimum control requirements with a view to

alleviate any stakeholders concerns where possible. This should include, but not be limited to, the

following control measures:







clearly marked; and





Table 12: Ranked Hazard List – with the mussel farm in operation. R

ank

Haz

ard

Re

f.



Ris

k O

vera

ll

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

1 8


with Ferry/Cruise

Ship



are moving or turning off Harwich International Port.



recreational craft.

Heavy contact. Major hull damage

to recreational craft. Sinking, loss

of life.

0 2 0 0 3 6 5 6 3.32

2 7 Recreational

Craft in collision with Coaster


channel.



craft.

Major damage to recreational craft, sinking, loss of life.

0 2 2 2 2 5 5 5 3.3

3 6


Recreational Craft


another.

Low speed glancing blow, minor damage to vessel/hull.

Heavy contact, major hull damage, sinking. Loss of life.

0 0 0 0 2 6 6 6 2.74

4 20 Mussel Dredger in collision with

HHA Dredger

Mussel Dredging and Sediment replenishment

confliction. Sites 1, 2, 3 & 4.


damage.

Heavy impact, major hull damage,

sinking of mussel dredger.

0 0 0 0 2 6 6 4 2.65

5 16 Recreational

Craft grounding Recreational craft

out of position.

Soft grounding, no damage,

floats free on next HW.

Hard grounding, hull damage,

sinking, loss of life. 0 0 0 0 2 6 6 4 2.65

6 17

Mussel Dredger in collision with

Recreational Craft

14 M Mussel Dredger in contact with Recreational

Craft while engaged in operations.

Low speed collision,

glancing blow. Minor damage.

Hard collision, major hull damage, sinking, loss of life.

0 0 0 0 2 5 5 6 2.57

7 13 Coaster

Grounding

Coaster/commercial vessel out of main channel.

Soft grounding, re-floats, no

damage.


0 0 0 2 0 0 5 3 2.49

8 19


Ferry/Cruise Ship

Mussel Dredger on transit or working southern edge of

Site 1.

Low speed glancing blow, minor damage

to mussel dredger.

Heavy impact, major hull damage,

sinking of mussel dredger.

0 0 0 0 3 5 5 5 2.34


Coaster

Mussel Dredger operating on main

channel edge of mussel farm or on

transit.

Glancing blow, minor damage.


taking water, possible sinking of

dredger.

0 0 0 0 3 5 5 5 2.34

10 4 HHA Dredger in


Dredger operating on main channel

edge of soil ground or on transit.

Low speed glancing blow. Minor damage.

Heavy contact, hull damage. Minor injury to crew

member.

0 0 2 2 0 2 3 3 2.34



6 CONCLUSIONS

The five year mussel farm trail, once underway, is unlikely to generate a discernible increase in the

navigational risk on the River Stour as:

The mussels lines are placed on the sea bed with no vertical risers or lines;

Maximum operational days associated with additional vessel movements within the

trail period are less than 15 days per year, with 20 additional monitoring visits each

year for local authority environmental health;

Fishing vessels engaged in farm operations are subject to MCA safety inspections;

Total usage of each site is expected to be less than 20% of the total licenced area;

The farms do not restrict navigation, they are not exclusion zones;

Wash Mussels Limited state that there is no intention to mark the sites with

additional buoyage;

The area is monitored using VTS by HHA;

Large vessels using the river to transit to Mistley carry an authorised pilot with

exceptional local knowledge;

The right to free navigation and anchoring is not affected;

Anticipated times that the mussel dredgers are expected to operate are at times

when recreational usage is at a minimum;

HHA have powers within their byelaws (Clause 6) which regulate the marking and

placement of crab pots;

The navigational channel is well marked;

The SHA and CHA is well managed by HHA;

Mussel dredger operations will adhere to COLREGs; and

There is no legal liability for vessels causing damage to mussel sites by running

aground.



7 RECOMMENDATIONS

It is recommended that good communications are maintained providing information on the time,

location of operation and vessel numbers involved in the mussel farm operations, are shared with all

port users to assist with de-confliction of commercial vessel transits and recreational activities. A

MoU between the SHA for the provision of this information may assist in ensuring that all operations

are considered, communicated and de-conflicted. The SHA can then choose to communicate this to

the port users as it sees fit.

The mussel farm operational activities should be restricted to times when recreational use is at its

lowest, such as week days outside of the peak leisure/recreational season. Weekend and evening

operations, especially at peak recreational times should only be undertaken after consultation with

the HHA.

Wash Mussels Limited will need to provide clear information regarding the total numbers of vessel

movements, transit frequency and the locations for cargo discharge in order to provide information

to the SHA to assist with de-confliction of operations. This will assist in reducing the chances of

unwanted interaction between dredgers and river uses, commercial and recreational vessels alike.

HHA have expressed concern regarding the positioning of sites 3 & 4. The southwest extremities of

site 3 and the northwest extremities of site 4 (Holbrook No. 2 area) extended south and north of the

main channel buoy line respectively. This would allow operations to be undertaken in close

proximity and possibly restrict available sea room in the main channel for larger vessels which are

‘constrained by their draft’ (COLREGS 28) and ‘navigating within a narrow channel’ (COLREGS 9) and

the harvesting vessels ‘restricted in their ability to manoeuvre’ (COLREGS 3) or ‘engaged in fishing

operations’ (COLREGS 26) during times that the fisheries are active. The applicant may wish to

consider replotting the positon of sites 3 & 4.

HHA undertake sediment replenishment that involves dredging discharge across site 1 and sites 3 &

4. The implications of a dredger and mussel dredger operating in the same area was discussed with

regards to COLREGS and give way vessel requirements. An agreed procedure for this operation is

advised to de-conflict operations drawing from the requirements of Rule 8 of the COLREGS.

Consideration should be given to reducing the site 1 area in order to clear the southern edges of the

area out of the deeper part of northern edge of the main channel.


Wash Mussels Ltd/Parkinson Wright A-1

Annex A Direction of Tidal Streams



HW -5.00

HW -3.00

HW -2.00

HW -1.00



HW

HW +1.00

HW +2.00

HW +3.00



HW +4.00

HW +5.00

HW +6.00


Wash Mussels Ltd/Parkinson Wright B-1

Annex B Risk Assessment provided by Phillip Barnes

(Commodore Stour Sailing Club) and Paul Rodhouse (RHYC)



Risk Assessment provided by Phillip Barnes (Commodore Stour

Sailing Club) and Paul Rodhouse (RHYC).

Assessment of risk to yachts of River Stour mussel culture

Top Twelve risks Cruising and Sailing Vessels

1. Leisure craft becoming entangled with the risers of fixed and temporary markers.

2. Disabled Leisure craft drifting down into the harbour on the ebb tide.

3. Small leisure craft being displaced by mussel farming activities and moving into areas currently

used by larger and faster leisure vessels.

4. Larger leisure vessels displaced into the deep water channel at Parkstone Quay by the

displacement of smaller craft mentioned at 3 above.

5. Collision between Leisure and Fishery vessels in the work areas.

6. Fishery boats forced out of the Wrabness channel by ships going to and from Mistly.

7. Conflict between fishery vessels avoiding ships in the Wrabness channel by entering the shallow

areas either side of the channel and leisure craft.

8. Conflict between fishery vessels and leisure craft upstream of Parkstone quay.

9. Disabled fishery vessels drifting down into the harbour on an ebb tide.

10. Leisure sailing craft having to get out of the way of a working dredger or other work boat.

11. Leisure sailing vessels being unable to make a reasonable angle on the wind as they approach

the Wrabness Channel – particularly when there is s strong East or West element to the wind.

12. Local lifeboat being off station attending to an entangled leisure vessel up river when an

offshore emergency is called.



Impact Probability

1 2 3 4 5 6 7 8 9 10

1

2 11

3 9

4 6 10

5 8

6 12

7 2 7 1

8

9 5

10 4 3

Impact: low = cuts and bruises; high = multiple deaths or Financial Loss low = £-10s; high = £-Ms



Stour Mussel Bed Application

Safety Issues of concern Analysis of the Impact and probability

1. Leisure craft becoming entangled with the risers of fixed and temporary markers. If fixed area

markers are used along with pot markers the probability becomes quite high and the impact could

be serious with life at risk and emergency declared.

2. Disabled Leisure craft drifting down into the harbour on the ebb tide. This could be very serious

causing disruption and an emergency declared. Harbour masters opinion is bound to have a bearing.

3. Small leisure craft being displaced by mussel farming activities and moving into areas currently

used by larger and faster leisure vessels. Particularly in area 1 there is a very high probability and

the impact potentially serious – see 4 below

4. Larger leisure vessels displaced into the deep water channel at Parkstone Quay by the

displacement of smaller craft mentioned at 3 above. If area 1 is kept at the proposed size then the

probability is very high and the impact potentially very serious. Skippers of larger faster craft will not

want to go into the deep water channel but could be forced into it whilst taking avoiding action.

5. Collision between Leisure and Fishery vessels in the work areas. The probability is not very high

because leisure skippers will see work boats in an area and largely decide to stay out of the area to

be safe. Therefore the impact on leisure use is very high.

6. Fishery boats forced out of the Wrabness channel by ships going to and from Mistly. The impact

not high unless the fishery boat goes aground in the shallow water or impacts with a moored or

other leisure vessel. Probability is that it is bound to happen at some point.

7. Conflict between fishery vessels avoiding ships in the Wrabness channel by entering the shallow

areas either side of the channel and leisure craft. The impact if something goes wrong is moderately

high as is the probability because there is little room to manoeuvre at some states of tide.

8. Conflict between fishery vessels and leisure craft upstream of Parkstone quay. The impact on

leisure use is moderately inconvenient as is the probability. 9. Disabled fishery vessels drifting down

into the harbour on an ebb tide. Impact is low to moderate as is the probability. The dredger would

be obliged to ask for professional Tug assistance. 10. Leisure sailing craft having to get out of the way

of a working dredger or other work boat. The impact on leisure vessels would not be high but the

probability would be.



11. Leisure sailing vessels being unable to make a reasonable angle on the wind as they approach the

Wrabness Channel – particularly when there is s strong East or West element to the wind. This is a

nuisance factor for sailors with a high probability.

12. Local lifeboat being off station attending to an entangled leisure vessel up river when an

offshore emergency is called. The probability is moderate to high and the impact is mostly on the

RNLI. Their opinion should be taken into account. Even if they have a reserve boat available they

may not be able to crew it quickly.


Wash Mussels Ltd/Parkinson Wright C-1

Annex C Hazard Logs for the Current Navigational Situation



Hazard Log for the River Stour (Current)

Consequence Descriptions

Risk By Consequence Category

Risk Overall

Remarks

ML

WC

Ran

k

Re

f

Affected Areas Accident Category

Hazard Title Hazard Detail Affected Vessel Types

Affected Stakeholders

Possible Causes Most Likely

(ML) Worst

Credible (WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

1 6

Harwich International Mistley Approach

Main Channel Secondary Channel

Collision


with Ferry/Cruise

Ship




All

Environmental Interests, General

Public, HHA, Leisure Users, Pilots, Ships Master/Crew, Tug

Owners, Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Communications Failure

(Equipment); Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure

to notify Hazardous Cargo; Failure to observe COLREGs; Human Error Control/Operational;

Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information

Failure; Interaction with Ship/Bank; Logistics; Maintenance Failure; Malicious Action by Third

Party; Manning Levels; Quality and Qualifications; Traffic Density.



recreational craft.


recreational craft. Sinking, loss of

life.

2 1 2 1 1

2 3 5 4 5 3.32

Recreation Craft in

main channel due to traffic

volume in area north

of main channel.

2 5



Site 1 Site 2 Site 3 Site 4 Site 5

Collision Recreational





All

Environmental Interests, Fishing

Users, General Public, HHA, Leisure Users, Pilots, Ships Master/Crew, Tug






Failure; Interaction with Ship/Bank; Maintenance Failure; Manning Levels; Quality and

Qualifications; Traffic Density.


damage to recreational craft.

Major damage to recreational craft,

sinking, loss of life.

3 1 2 2 2

2 2 4 4 4 3.3

3 4




Collision


Recreational Craft


another. All

General Public, HHA, Leisure Users,

Vessel Owners


(Equipment); Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to notify Hazardous Cargo;

Failure to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances;

Information Failure; Maintenance Failure; Quality and Qualifications; Traffic Density.

Low speed glancing blow,

minor damage to vessel/hull.

Heavy contact, major hull

damage, sinking. Loss of life.

5 1 1 1 1

3 2 4 4 4 2.74

Glancing blow, minor

damage to vessel/hull





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML) Worst

Credible (WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

4 9

Mistley Approach Secondary Channel


Grounding Recreational

Craft grounding Recreational craft

out of position All

Fishing Users, General Public,

HHA, Leisure Users, Vessel Owners







Soft grounding, no damage, floats free on next HW



5 1 1 1 1

3 2 4 4 3 2.65

5 10

Mistley Approach Main Channel

Secondary Channel Site 1 Site 2 Site 3 Site

4 Site 5

Grounding Coaster

Grounding

Coaster/commercial vessel out of main

channel All


Users, General Public, HHA, Pilots, Ships Master/Crew, Tug Owners, Vessel

Owners





Failure; Interaction with Ship/Bank; Logistics; Maintenance Failure; Manning Levels; Quality

and Qualifications; Traffic Density.


damage


3 1 1 1 2

2 1 1 4 3 2.49

6 2




Collision HHA Dredger in


Navigating in main channel whilst

Ferry/Cruise Ship are moving or

turning off Harwich International Port

Fishing Users, HHA, Ships Master/Crew,

Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Communications Failure (Equipment);

Equipment Failure; Failure to comply with Local Regulations; Failure to comply with VTS; Failure

to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances;

Information Failure; Maintenance Failure; Manning Levels; Quality and Qualifications;

Traffic Density.




3 1 1 2 2

2 1 2 3 3 2.34





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML) Worst

Credible (WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

7 7 Mistley Approach


Collision Coaster in



channel.


Public, HHA, Pilots, Ships Master/Crew,

Vessel Owners










injury

3 1 1 1 1

2 3 2 4 4 2.15

8 3 Harwich International Main Channel Site 1

Collision

HHA Dredger in collision with a

Ferry/Cruise Ship




HHA, Ships Master/Crew, Vessel Owners





Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party; Manning

Levels; Quality and Qualifications; Traffic Density.

Low speed contact - minor

hull damage.

Major hull damage - minor

injury 2 1 1 1 1

2 1 3 4 3 1.95

9 1




Collision

HHA Dredger in collision with Recreational

Craft




All





to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Manning Levels; Quality



Very minor damage.

Damage to hull, water ingress and possible sinking.

Loss of life.

3 1 1 1 1

2 1 4 3 3 1.95





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML) Worst

Credible (WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

10 8 Harwich International

Main Channel Collision


Ship



Environmental Interests, HHA,

Leisure Users, Pilots, Ships Master/Crew,

Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Communications Failure (Equipment); Equipment Quality; Failure to

comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure to observe COLREGs; Human Error

Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third



hull damage.



2 1 1 1 1

1 2 3 4 4 1.8

11 12 Main Channel

Harwich International Secondary Channel

Grounding Ferry/Cruise

Ship Grounding outside

main channel All

HHA, Ships Master/Crew,

Vessel Owners, Tug Owners, General

Public, Pilots


(Equipment); Entanglement in Crab Pot lines; Equipment Age; Equipment Failure; Equipment

Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify

Hazardous Cargo; Failure to observe COLREGs; Human Error Control/Operational; Human Error

Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Manning


Soft grounding, no damage.

Heavy grounding, some hull damage.

3 1 1 1 1

1 1 1 4 3 1.45

12 11 Site 2Secondary

Channel Site 3 Site 5 Site 4 Site 1

Grounding HHA Dredger

Grounding

Dredger going aground outside

main Channel All

Ships Master/Crew, Pilots, Vessel Owners, HHA




Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Maintenance Failure; Quality and



Floats free next HW.

Heavy grounding, minor hull damage.

2 1 1 1 1

2 1 2 3 2 1.32





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML) Worst

Credible (WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s



Contact Navigation

Coaster in contact with

Marker/Mooring Buoy

Vessel out of position

All HHA, Pilots, Ships

Master/Crew, Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with

VTS; Failure to notify Hazardous Cargo; Failure to observe COLREGs; Human Error

Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Quality and Qualifications;

Traffic Density; Wave.

Glancing pass, no damage.

Buoy run over, major damage to

buoy. Loss of ground mooring.

3 1 1 1 1

2 1 1 1 1 0

14 15 Harwich International

Main Channel Contact

Navigation

Ferry/Cruise ship in Contact

with Marker/mooring

Buoy


All Pilots, Vessel

Owners, Ships Master/Crew, HHA

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Equipment Age; Equipment Failure; Equipment

Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify

Hazardous Cargo; Failure to observe COLREGs; Human Error Control/Operational; Human Error

Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Logistics;

Maintenance Failure; Quality and Qualifications; Traffic Density; Wave.

Glancing pass Buoy run down - major damage,

loss of buoy. 3 1 1 1 1

2 1 1 1 1 0

15 16

Site 3Main Channel Site 5 Site 2 Site1

Secondary Channel Site 4 Mistley

Approach Harwich International

Contact Navigation

HHA Dredger in contact with

Marker/Mooring Buoy


All HHA, Vessel

Owners, Ships Master/Crew


Entanglement in Crab Pot lines; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply

with VTS; Failure to observe COLREGs; Human Error Control/Operational; Human Error

Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality


Passing contact, no damage.

Buoy run over, damage or loss of

buoy. 4 1 1 1 1

3 1 1 1 1 0


Secondary Channel Contact

Navigation

Recreational Craft in contact

with Marker/Mooring

Buoy


All



Adverse Visibility e.g. Fog/Mist; Adverse Wind; Avoiding Dredger on mussel farm site; Berth

Availability; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure



Qualifications; Traffic Density; Wave.

Glancing contact, no damage.

Buoy riser entanglement in

propeller resulting in

drifting.

5 1 1 1 1

4 1 1 1 1 0


Wash Mussels Ltd/Parkinson Wright D-1

Annex D Hazard Logs for the for the Navigational Situation

with the Addition of the Mussel Farms and Operations



Hazard Log for the River Stour (With Mussel Farms)



Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

1 8

Harbour Approach Harwich International

Harbour Entrance Main Channel Mistley

Approach

Collision Recreational Craft

in collision with Ferry/Cruise Ship




All

Vessel Owners, Environmental

Interests, Fishing Users, General

Public, HHA, Leisure Users, Pilots, Ships

Master/Crew, Tug Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Avoiding Harvesting

Operations; Berth Availability; Communications Failure (Equipment);

Entanglement in Crab Pot lines; Entanglement in Marker/Mooring Buoy; Equipment Age; Equipment

Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify

Hazardous Cargo; Human Error Control/Operational; Human Error

Judgement; Human Fatigue; Hydrographical circumstances;

Information Failure; Maintenance Failure; Malicious Action by Third Party;

Manning Levels; Quality and Qualifications; Traffic Density; Wave.

Near miss/low speed

glancing blow. Minor hull damage to

recreational craft.

Heavy contact. Major

hull damage to


loss of life.

2 1 2 1 1

2 3 5 4 5 3.32

Recreation Craft in main channel

due to traffic volume in area north of main

channel.

2 7









All


Users, General Public, HHA,

Leisure Users, Pilots, Ships

Master/Crew, Tug Owners, Vessel

Owners




Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify



Information Failure; Interaction with Ship/Bank; Maintenance Failure;

Manning Levels; Quality and Qualifications; Traffic Density; Wave.



craft.

Major damage to

recreational craft, sinking,

loss of life.

3 1 2 2 2

2 2 4 4 4 3.3





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

3 6





in collision Recreational Craft


another. All

General Public, HHA, Leisure Users,

Vessel Owners




Failure; Equipment Quality; Failure to comply with Local Regulations; Failure

to notify Hazardous Cargo; Human Error Control/Operational; Human Error Judgement; Human Fatigue;

Hydrographical circumstances; Information Failure; Maintenance

Failure; Manning Levels; Quality and Qualifications; Traffic Density; Wave.

Low speed glancing blow, minor damage to vessel/hull

Heavy contact, major hull damage, sinking. Loss

of life.

5 1 1 1 1

3 2 4 4 4 2.74 Glancing blow,

minor damage to vessel/hull.

4 20


Harbour Entrance Mistley Approach


Site 1 Site 2 Site 3 Site 4

Collision Mussel Dredger in collision with HHA

Dredger

Mussel Dredging and Sediment replenishment

confliction. Sites 1, 2, 3 & 4

All

Environmental Interests, Fishing Users, HHA, Ships


Adverse Visibility e.g. Fog/Mist; Adverse Wind; Communications Failure (Equipment); Entanglement in Crab Pot lines; Entanglement in Marker/Mooring

Buoy; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify


Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Logistics;

Maintenance Failure; Manning Levels; Quality and Qualifications; Traffic

Density.


damage.

Heavy impact, major hull damage, sinking of

mussel dredger.

2 1 1 1 1

3 2 4 4 3 2.65





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

5 16



Grounding Recreational Craft

grounding Recreational craft

out of position All




Operations; Communications Failure (Equipment); Entanglement in Crab Pot lines; Entanglement in Marker/Mooring

Buoy; Equipment Age; Equipment Failure; Equipment Quality; Failure to

comply with Local Regulations; Human Error Control/Operational; Human Error Judgement; Human Fatigue;

Hydrographical circumstances; Information Failure; Interaction with

Ship/Bank; Maintenance Failure; Malicious Action by Third Party;

Manning Levels; Quality and Qualifications; Traffic Density.

Soft grounding, no

damage, floats free on

next HW.

Hard grounding,

hull damage, sinking, loss of

life.

5 1 1 1 1

3 2 4 4 3 2.65

6 17





Collision Mussel Dredger in

collision with Recreational Craft

14 M Mussel Dredger in contact with Recreational

Craft while engaged in operations.

All

Any Regional Council,



Leisure Users, Ships Master/Crew, Vessel Owners







Failure; Manning Levels; Quality and Qualifications; Traffic Density.

Low speed collision,

glancing blow. Minor

damage.

Hard collision, major hull damage,


3 1 1 1 1

2 2 4 4 5 2.57





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

7 13

Site 5 Site 1 Site 3 Site 2 Site 4 Main Channel


Grounding Coaster Grounding Coaster/commercial vessel out of main

channel All

Fishing Users, Tug Owners, General

Public, HHA, Pilots, Environmental Interests, Ships Master/Crew, Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability;

Communications Failure (Equipment); Equipment Age; Equipment Failure;

Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify

Hazardous Cargo; Failure to observe COLREGs; Human Error

Control/Operational; Human Error Judgement; Human Fatigue;


Ship/Bank Logistics; Maintenance Failure; Manning Levels; Quality and



damage.


3 1 1 1 2

2 1 1 4 3 2.49

8 19

Harwich International Harbour Approach

Main Channel Site 1 Harbour Entrance


collision with Ferry/Cruise Ship

Mussel Dredger on transit or working southern edge of

Site 1

All

Ships Master/Crew, Vessel Owners, Environmental

Interests, Pilots, HHA, General Public, Fishing

Users





to comply with VTS; Human Error Control/Operational; Human Error




Low speed glancing blow, minor damage

to mussel dredger.

Heavy impact, major hull damage, sinking of

mussel dredger.

2 1 1 1 1

2 3 4 4 4 2.34





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

9 18



Main Channel Site 1 Site 3 Site 4



Mussel Dredger operating on main

channel edge of mussel farm or on

transit.

All

Any Regional Council,


Users, HHA, Pilots, Ships Master/Crew,

Vessel Owners





to comply with VTS; Human Error Control/Operational; Human Error




Glancing blow, minor

damage.

Heavy contact, major hull damage, taking water,

possible sinking of dredger.

2 1 1 1 1

2 3 4 4 4 2.34

10 4

Mistley Approach Harwich International

Site 2 Site 3 Main Channel Site 5 Site 1 Secondary Channel

Site 4



Navigating in main channel

Vessel Owners, HHA, Ships

Master/Crew, Fishing Users

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Communications Failure

(Equipment); Equipment Failure; Failure to comply with Local

Regulations; Failure to comply with VTS; Failure to observe COLREGs;

Human Error Control/Operational; Human Error Judgement; Human

Fatigue; Hydrographical circumstances; Information Failure; Maintenance



Minor damage.

Heavy contact, hull

damage. Minor injury

to crew member.

3 1 1 2 2

2 1 2 3 3 2.34



Collision Coaster in collision

with Coaster


channel.

Pilots, Vessel Owners, Ships

Master/Crew, HHA, Environmental

Interests, General Public







Ship/Bank Maintenance; Failure Manning Levels; Quality and


Low speed contact. no significant damage.


damage, water ingress, minor injury

3 1 1 1 1

2 3 2 4 4 2.15





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

12 3 Harwich International Site 1 Main Channel

Collision HHA Dredger in collision with a

Ferry/Cruise Ship




HHA, Vessel Owners, Ships Master/Crew









Low speed contact -

minor hull damage.

Major hull damage -

minor injury. 2 1 1 1 1

2 1 3 4 3 1.95

13 5









All











Very minor damage.

Damage to hull, water ingress and

possible sinking. Loss

of life.

3 1 1 1 1

2 1 4 3 3 1.95





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

14 2 Main Channel Harwich

International Collision


Ship



Vessel Owners, Leisure Users, Environmental Interests, HHA,

Pilots, Ships Master/Crew


Communications Failure (Equipment); Equipment Quality; Failure to comply

with Local Regulations; Failure to comply with VTS; Failure to notify






Low speed contact -

minor hull damage.

Heavy contact major hull damage,

minor injury.

2 1 1 1 1

1 2 3 4 4 1.8

15 21



Grounding Mussel Dredger

grounding Vessel

out of position All


Vessel Owners





Failure; Malicious Action by Third Party; Manning Levels; Quality and


Soft grounding,

refloated next HW.

Heavy grounding, damage to hull, water

ingress.

4 1 1 1 1

3 1 2 3 2 1.69





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

16 14 Main Channel

Secondary Channel Harwich International

Grounding Ferry/Cruise Ship Grounding outside

main channel All

General Public, HHA, Pilots, Ships Master/Crew, Tug



Communications Failure (Equipment); Entanglement in Crab Pot lines;

Equipment Age; Equipment Failure; Equipment Quality; Failure to comply





Ship/Bank; Maintenance Failure; Manning Levels; Quality and


Soft grounding, no

damage.


3 1 1 1 1

1 1 1 4 3 1.45

17 15 Secondary Channel



Grounding


main Channel All

Pilots, HHA, Ships Master/Crew, Vessel Owners






Hydrographical circumstances; Information Failure; Maintenance Failure; Quality and Qualifications;

Traffic Density.

Soft grounding, no

damage. Floats free next HW.


2 1 1 1 1

2 1 2 3 2 1.32





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

18 23

Main Channel Site 4 Harwich International Harbour Entrance Site

2 Mistley Approach Harbour Approach Secondary Channel Site 5 Site 3 Site1

Contact Navigation

Recreational Craft contact with Crab

Pot Lines

Small craft becomes entangled in Crab

Pot lines. All

Fishing Users, HHA, Vessel Owners, Tug

Owners, General Public, Leisure

Users, Ships Master/Crew,

Pilots


Operations; Communications Failure (Equipment); Entanglement in Crab Pot lines; Entanglement in Marker/Mooring

Buoy; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure



Traffic Density.

Craft in contact with line and in

freed or line is cut.

Prop and steering failure

resulting in drifting vessel

with no power.

4 1 1 1 1

4 1 2 2 1 1.31

19 24

Harbour Approach Site 5 Site 3 Site 2

Secondary Channel Harbour Entrance Site

1 Mistley Approach Site 4 Main Channel

Harwich International

Contact Navigation

Mussel Dredger in contact with Crab

Pots




All


Vessel Owners, Pilots, Fishing Users, Leisure

Users





Failure; Malicious Action by Third Party; Quality and Qualifications; Traffic

Density.

Line freed, no damage to

craft

Loss of steering and prop. Drifting

with no power.

3 1 1 1 1

3 1 2 2 2 1.06

20 22

Harwich International Mistley Approach Site 1 Site 3 Site 4 Harbour Approach Site 5 Main

Channel Site 2Harbour Entrance Secondary

Channel

Contact Navigation

Mussel Dredger In contact with

Marker/Mooring Buoy




All Vessel Owners,

HHA, Fishing Users




Hydrographical circumstances; Information Failure; Malicious Action

by Third Party; Quality and Qualifications; Traffic Density.

Passing blow, no damage.

Entanglement, foul prop.

3 1 1 1 1

3 1 1 1 1 0





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

21 9 Secondary Channel Mistley Approach

Main Channel

Contact Navigation


Marker/Mooring Buoy


All HHA, Pilots, Vessel

Owners, Ships Master/Crew


Equipment Age; Equipment Failure; Equipment Quality; Failure to comply





Ship/Bank; Maintenance Failure; Quality and Qualifications; Traffic

Density; Wave.


Buoy run over, major damage to buoy. Loss

of ground mooring.

3 1 1 1 1

2 1 1 1 1 0

22 10 Main Channel Harwich

International Contact

Navigation

Ferry/Cruise ship in Contact with

Marker/mooring Buoy


All Pilots, Vessel

Owners, Ships Master/Crew, HHA

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Equipment Age;

Equipment Failure; Equipment Quality; Failure to comply with Local

Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo;

Failure to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue;

Hydrographical circumstances; Information Failure; Logistics;


Glancing pass

Buoy run down - major damage, loss

of buoy.

3 1 1 1 1

2 1 1 1 1 0

23 12 Secondary Channel Mistley Approach

Contact Navigation

Recreational Craft in contact with

Marker/Mooring Buoy


All

Leisure Users, HHA, Vessel Owners, Fishing Users, General Public

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Avoiding Dredger on mussel farm site; Berth Availability; Equipment Age; Equipment Failure;





Traffic Density; Wave.

Glancing contact, no

damage.

Buoy riser entanglement

in propeller resulting in

drifting.

5 1 1 1 1

4 1 1 1 1 0





Risk Overall

Remarks

ML

WC

Ran

k

Re

f





(ML)

Worst Credible

(WC)

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

Freq

uen

cy

Envi

ron

men

t

Peo

ple

Pro

per

ty

Stak

eho

lder

s

24 11

Harwich International Site 4 Site 1 Site 2 Site 5 Secondary Channel Main Channel Site 3

Mistley Approach

Contact Navigation


Marker/Mooring Buoy




All Vessel Owners,

Ships Master/Crew, HHA

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Communications Failure (Equipment); Entanglement in Crab Pot

lines; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to observe

COLREGs; Human Error Control/Operational; Human Error


Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party;


Passing contact, no

damage.

Buoy run over, damage or

loss of buoy. 4 1 1 1 1

3 1 1 1 1 0


Wash Mussels Ltd/Parkinson Wright E-1

Annex E Organisation Report



Organisation Report: River Stour

Organisation Rank



Inherent Risk

Residual Risk

Mitigation Effectiveness

1 Stour NRA (Current)

1 6


with Ferry/Cruise Ship

Collision 3.32 3.32 0

2 Stour NRA

(With Mussel Farms)

1 8


with Ferry/Cruise Ship


3 Stour NRA

(With Mussel Farms)

2 7 Recreational


Collision 3.3 3.3 0


2 5 Recreational


Collision 3.3 3.3 0


3 4


Recreational Craft


6 Stour NRA

(With Mussel Farms)

3 6


Recreational Craft


7 Stour NRA

(With Mussel Farms)

5 16 Recreational

Craft grounding Grounding 2.65 2.65 0

8 Stour NRA

(With Mussel Farms)


HHA Dredger Collision 2.65 2.65 0


4 9 Recreational

Craft grounding Grounding 2.65 2.65 0

10 Stour NRA

(With Mussel Farms)

6 17


Recreational Craft



5 10 Coaster

Grounding Grounding 2.49 2.49 0

12 Stour NRA

(With Mussel Farms)

7 13 Coaster


13 Stour NRA

(With Mussel Farms)


Ferry/Cruise Ship Collision 2.34 2.34 0



Organisation Rank



Inherent Risk

Residual Risk


14 Stour NRA

(With Mussel Farms)


Coaster Collision 2.34 2.34 0

15 Stour NRA

(With Mussel Farms)

10 4 HHA Dredger in


Collision 3.03 2.34 0.69


6 2 HHA Dredger in


Collision 3.03 2.34 0.69


7 7 Coaster in



18 Stour NRA

(With Mussel Farms)

11 1 Coaster in




9 1


Craft

Collision 6.87 1.95 4.91

20 Stour NRA

(With Mussel Farms)

13 5


Craft

Collision 6.87 1.95 4.91


8 3 HHA Dredger in collision with a


22 Stour NRA

(With Mussel Farms)

12 3 HHA Dredger in collision with a


23 Stour NRA

(With Mussel Farms)

14 2 Coaster in


Collision 3.02 1.8 1.22


10 8 Coaster in


Collision 3.02 1.8 1.22

25 Stour NRA

(With Mussel Farms)

15 21 Mussel Dredger

grounding Grounding 1.69 1.69 0


11 12 Ferry/Cruise Ship Grounding 1.45 1.45 0

27 Stour NRA

(With Mussel Farms)

16 14 Ferry/Cruise Ship Grounding 1.45 1.45 0


12 11 HHA Dredger




Organisation Rank



Inherent Risk

Residual Risk


29 Stour NRA

(With Mussel Farms)

17 15 HHA Dredger


30 Stour NRA

(With Mussel Farms)

18 23

Recreational Craft contact with Crab Pot

Lines

Contact Navigation

1.31 1.31 0

31 Stour NRA

(With Mussel Farms)

19 24 Mussel Dredger in contact with

Crab Pots

Contact Navigation

1.06 1.06 0

32 Stour NRA

(With Mussel Farms)

22 10


Marker/mooring Buoy

Contact Navigation

0 0 0

33 Stour NRA

(With Mussel Farms)

20 22


Marker/Mooring Buoy

Contact Navigation

0 0 0

34 Stour NRA

(With Mussel Farms)

21 9


Marker/Mooring Buoy

Contact Navigation

0 0 0


13 14


Marker/Mooring Buoy

Contact Navigation

0 0 0


14 15


Marker/mooring Buoy

Contact Navigation

0 0 0


15 16


Marker/Mooring Buoy

Contact Navigation

0 0 0


16 13


with Marker/Mooring

Buoy

Contact Navigation

0 0 0

39 Stour NRA

(With Mussel Farms)

23 12


with Marker/Mooring

Buoy

Contact Navigation

0 0 0



Organisation Rank



Inherent Risk

Residual Risk


40 Stour NRA

(With Mussel Farms)

24 11


Marker/Mooring Buoy

Contact Navigation

0 0 0


Wash Mussels Ltd/Parkinson Wright F-1

Annex F Ranked Hazard Lists for the Current Navigational

Situation



Ranked Hazard List: River Stour NRA (Current) R

ank

Haz

ard

Ref

.




Possible Causes



Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible

(WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

1 6

Harwich International,

Mistley Approach, Main Channel,

Secondary Channel





are moving or turning off

Harwich International Port

Leisure


Public, HHA, Leisure Users, Pilots, Ships


Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Communications Failure (Equipment); Equipment Age; Equipment

Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure

to observe COLREGs; Human Error Control/Operational; Human Error Judgement;

Human Fatigue; Hydrographical circumstances; Information Failure;

Interaction with Ship/Bank; Logistics; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality and


Near miss/low

speed glancing

blow. Minor hull damage

to recreational

craft.



loss of life.

0 2 0 0 3 6 5 6 3.32

Recreation Craft in main

channel due to traffic volume in area north

of main channel.

2 5



Secondary Channel, Site 1,

Site 2, Site 3, Site 4, Site 5



Coaster/Commercial



Leisure Users, Pilots, Ships


Owners





Interaction with Ship/Bank; Maintenance Failure; Manning Levels; Quality and




craft.

Major damage to recreational craft, sinking,

loss of life.

0 2 2 2 2 5 5 5 3.3

3 4






in collision Recreational Craft


another. Leisure

General Public, HHA, Leisure Users, Vessel

Owners


Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to notify

Hazardous Cargo; Failure to observe COLREGs; Human Error Control/Operational; Human

Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Maintenance Failure; Quality and


Low speed glancing

blow, minor damage to vessel/hull.



0 0 0 0 2 6 6 6 2.74 Glancing blow, minor damage to vessel/hull



Ran

k

Haz

ard

Ref

.




Possible Causes



Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible

(WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

4 9

Mistley Approach, Secondary

Channel, Site 1, Site 2, Site 3, Site

4, Site 5


grounding Recreational craft

out of position Leisure


HHA, Leisure Users, Vessel

Owners








floats free on next HW.

Hard grounding, hull

damage, sinking, loss of

life.

0 0 0 0 2 6 6 4 2.65

5 10




Grounding Coaster Grounding Coaster/commerci

al vessel out of main channel

Coaster/Commercial


Users, General Public, HHA, Pilots, Ships


Owners





Interaction with Ship/Bank; Logistics; Maintenance Failure; Manning Levels; Quality



damage.


0 0 0 2 0 0 5 3 2.49

6 2







Coaster/Commercial

Fishing Users, HHA, Ships



Equipment Failure; Failure to comply with Local Regulations; Failure to comply with VTS;

Failure to observe COLREGs; Human Error Control/Operational; Human Error Judgement;


Maintenance Failure; Manning Levels; Quality and Qualifications; Traffic Density.

Low speed glancing

blow. Minor damage.



0 0 2 2 0 2 3 3 2.34



Ran

k

Haz

ard

Ref

.




Possible Causes



Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible

(WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

7 7 Mistley Approach,

Main Channel, Secondary Channel

Collision Coaster in collision

with Coaster

Coasters transiting to Mistley using or

passing in the main channel.

Coaster/Commercial


Public, HHA, Pilots, Ships








Low speed contact. no significant damage.



injury.

0 0 0 0 3 2 5 5 2.15

8 3 Harwich

International, Main Channel, Site 1


Ferry/Cruise Ship

HHA Dredger

HHA, Ships Master/Crew, Vessel Owners





Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party;


Low speed contact -

minor hull damage.


injury. 0 0 0 0 0 3 5 3 1.95

9 1







HHA

Dredger



Owners


Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to observe COLREGs; Human Error Control/Operational; Human Error Judgement;




Low speed glancing

blow. Very minor

damage.

Damage to hull, water ingress and possible


0 0 0 0 0 5 3 3 1.95



Ran

k

Haz

ard

Ref

.




Possible Causes



Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible

(WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

10 8 Harwich

International, Main Channel

Collision Coaster in collision with Ferry/Cruise

Ship

Coaster in contact with Ferry or

Cruise Ship turning off Harwich

Haven.

Coaster/Commercial

Environmental Interests, HHA, Leisure Users, Pilots, Ships


Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Communications Failure (Equipment); Equipment Quality; Failure to comply with Local Regulations; Failure to

comply with VTS; Failure to notify Hazardous Cargo; Failure to observe COLREGs; Human

Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical

circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party;


Low speed contact -

minor hull damage.



0 0 0 0 1 3 4 4 1.8

11 12

Main Channel, Harwich

International, Secondary Channel

Grounding Ferry/Cruise Ship Grounding outside

main channel Ferry/Cruis

e Ship


Vessel Owners, Tug Owners,

General Public, Pilots


(Equipment); Entanglement in Crab Pot lines; Equipment Age; Equipment Failure;

Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure to

observe COLREGs; Human Error Control/Operational; Human Error Judgement;






0 0 0 0 0 0 4 3 1.45

12 11 Site 2, Secondary Channel, Site 3,

Site 5, Site 4, Site 1 Grounding

HHA Dredger Grounding


main Channel

HHA Dredger

Ships Master/Crew, Pilots, Vessel Owners, HHA




Human Fatigue; Hydrographical circumstances; Information Failure; Maintenance Failure; Quality and


Soft grounding, no damage. Floats free next HW.


0 0 0 0 0 2 3 2 1.32



Ran

k

Haz

ard

Ref

.




Possible Causes



Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible

(WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

13 14 Mistley Approach,

Main Channel, Secondary Channel

Contact Navigation


Marker/Mooring Buoy

Coaster/Commercial

HHA, Pilots, Ships Master/Crew, Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure



Interaction with Ship/Bank; Maintenance Failure; Quality and Qualifications; Traffic

Density; Wave.


Buoy run over, major damage

to buoy. Loss of ground

mooring.

0 0 0 0 0 0 0 0 0

14 15 Harwich

International, Main Channel

Contact Navigation


Marker/mooring Buoy

Ferry/Cruis

e Ship

Pilots, Vessel Owners, Ships Master/Crew,

HHA

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Equipment Age; Equipment Failure;

Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure to

observe COLREGs; Human Error Control/Operational; Human Error Judgement;

Human Fatigue; Hydrographical circumstances; Information Failure; Logistics;


Glancing pass.

Buoy run down - major

damage, loss of buoy.

0 0 0 0 0 0 0 0 0

15 16

Site 3, Main Channel, Site 5,

Site 2, Site 1, Secondary

Channel, Site 4, Mistley Approach,


Contact Navigation


Marker/Mooring Buoy

HHA

Dredger

HHA, Vessel Owners, Ships Master/Crew


Entanglement in Crab Pot lines; Equipment Age; Equipment Failure; Equipment Quality;

Failure to comply with Local Regulations; Failure to comply with VTS; Failure to observe COLREGs; Human Error Control/Operational;


Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality and


Passing contact, no

damage.

Buoy run over, damage or loss

of buoy. 0 0 0 0 0 0 0 0 0



Ran

k

Haz

ard

Ref

.




Possible Causes



Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible

(WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

16 13 Mistley Approach, Secondary Channel

Contact Navigation


Marker/Mooring Buoy

Leisure



Owners


Availability; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure


Human Fatigue; Hydrographical circumstances; Information Failure; Maintenance Failure; Quality and


Glancing contact, no

damage.

Buoy riser entanglement

in propeller resulting in

drifting.

0 0 0 0 0 0 0 0 0


Wash Mussels Ltd/Parkinson Wright G-1

Annex G Ranked Hazard Lists for the Navigational Situation

with the Addition of the Mussel Farms and Operations



Ranked Hazard List: River Stour NRA (With Mussel Farms) R

ank

Haz

ard

Ref

.

Affected Areas

Accident Category


Affected Vessel Types


Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

1 8

Harbour Approach, Harwich

International, Harbour

Entrance, Main Channel, Mistley

Approach



Recreational craft navigating in main channel

whilst Ferry/Cruise

Ship are moving or turning off


Port

Leisure

Vessel Owners, Environmental

Interests, Fishing Users, General Public,

HHA, Leisure Users, Pilots, Ships

Master/Crew, Tug Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Avoiding Harvesting Operations; Berth Availability; Communications Failure

(Equipment); Entanglement in Crab Pot lines; Entanglement in Marker/Mooring Buoy;

Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local

Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Human Error

Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances;

Information Failure; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality and Qualifications; Traffic

Density; Wave.



recreational craft.


recreational craft. Sinking, loss of

life.

0 2 0 0 3 6 5 6 3.32

Recreation Craft in main

channel due to traffic volume

in area north of main channel.

2 7


Mistley Approach,

Main Channel, Secondary

Channel, Site 1, Site 2, Site 3, Site 4, Site 5



Coaster/Com

mercial


Users, General Public, HHA, Leisure Users,

Pilots, Ships Master/Crew, Tug





Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Human Error

Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Manning Levels; Quality

and Qualifications; Traffic Density; Wave.


damage to recreational craft

Major damage to recreational craft,


0 2 2 2 2 5 5 5 3.3

3 6


Mistley Approach,



Collision


Recreational Craft


another. Leisure

General Public, HHA, Leisure Users, Vessel

Owners




Regulations; Failure to notify Hazardous Cargo; Human Error Control/Operational; Human Error

Judgement; Human Fatigue; Hydrographical circumstances; Information Failure;

Maintenance Failure; Manning Levels; Quality and Qualifications; Traffic Density; Wave.


minor damage to vessel/hull


damage, sinking. Loss of life.

0 0 0 0 2 6 6 6 2.74 Glancing blow, minor damage to vessel/hull



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

4 20



Entrance, Mistley

Approach, Main Channel,


Site 2, Site 3, Site 4

Collision Mussel Dredger in collision with HHA

Dredger

Mussel Dredging and

Sediment replenishment

confliction. SItes 1, 2, 3 & 4

Fishing Vessel

Environmental Interests, Fishing Users, HHA, Ships



Entanglement in Crab Pot lines; Entanglement in Marker/Mooring Buoy; Equipment Age;

Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to

comply with VTS; Failure to notify Hazardous Cargo; Human Error Control/Operational; Human Error Judgement; Human Fatigue;

Hydrographical circumstances; Information Failure; Logistics; Maintenance Failure;



damage

Heavy impact, major hull

damage, sinking of mussel dredger

0 0 0 0 2 6 6 4 2.65

5 16




grounding

Recreational craft out of

position Leisure

Fishing Users, General Public, HHA, Leisure

Users, Vessel Owners

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Avoiding Harvesting Operations;

Communications Failure (Equipment); Entanglement in Crab Pot lines; Entanglement

in Marker/Mooring Buoy; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third



floats free on next HW



0 0 0 0 2 6 6 4 2.65

6 17



Entrance, Mistley

Approach , Main Channel,





14 M Mussel Dredger in

contact with Recreational Craft while engaged in operations.

HHA Dredger

Any Regional Council, Environmental

Interests, Fishing Users, General Public,

HHA, Leisure Users, Ships Master/Crew,

Vessel Owners







Low speed collision, glancing

blow. Minor damage.

Hard collision, major hull

damage, sinking, loss of life.

0 0 0 0 2 5 5 6 2.57



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

7 13

Site 5, Site 1, Site 3, Site 2, Site 4, Main

Channel, Mistley

Approach, Secondary

Channel

Grounding Coaster

Grounding

Coaster/commercial vessel out

of main channel

Coaster/Commercial

Fishing Users, Tug Owners, General

Public, HHA, Pilots, Environmental Interests, Ships




to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank Logistics; Maintenance Failure; Manning Levels;

Quality and Qualifications; Traffic Density.


damage

Heavy grounding - minor hull

damage. 0 0 0 2 0 0 5 3 2.49

8 19



Entrance, Main Channel, Site 1



Mussel Dredger on transit or

working southern edge

of Site 1

Fishing Vessel


Users, General Public, HHA, Pilots, Ships





Regulations; Failure to comply with VTS; Human Error Control/Operational; Human Error




minor damage to mussel dredger

Heavy impact, major hull

damage, sinking of mussel dredger.

0 0 0 0 3 5 5 5 2.34

9 18



Entrance, Mistley

Approach, Main Channel, Site 1, Site 3,

Site 4



Mussel Dredger operating on main channel

edge of mussel farm or on

transit.

Fishing Vessel

Any Regional Council, Environmental

Interests, Fishing Users, HHA, Pilots,

Ships Master/Crew, Vessel Owners




Regulations; Failure to comply with VTS; Human Error Control/Operational; Human Error



Glancing blow, minor damage.


damage, taking water, possible

sinking of dredger.

0 0 0 0 3 5 5 5 2.34



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

10 4

Mistley Approach, Harwich

International, Site 2, Site 3,

Main Channel, Site 5, Site 1,

Secondary Channel, Site 4



Coaster/Com

mercial

Vessel Owners, HHA, Ships Master/Crew,

Fishing Users


Equipment Failure; Failure to comply with Local Regulations; Failure to comply with VTS; Failure


Information Failure; Maintenance Failure; Manning Levels; Quality and Qualifications;

Traffic Density.




0 0 2 2 0 2 3 3 2.34

11 1

Mistley Approach,


Channel



Coasters transiting to

Mistley using or passing in the main channel.

Coaster/Commercial

Pilots, Vessel Owners, Ships Master/Crew, HHA, Environmental

Interests, General Public



to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank Maintenance; Failure Manning Levels; Quality





injury

0 0 0 0 3 2 5 5 2.15

12 3


Site1, Main Channel


Ferry/Cruise Ship

HHA Dredger HHA, Vessel Owners, Ships Master/Crew



to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third



hull damage.


injury 0 0 0 0 0 3 5 3 1.95



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

13 5


Mistley Approach,





HHA Dredger

Fishing Users, General Public, HHA, Leisure

Users, Vessel Owners








Very minor damage.

Damage to hull, water ingress and possible sinking.

Loss of life.

0 0 0 0 0 5 3 3 1.95

14 2 Main Channel,





Ferry or Cruise Ship turning off Harwich Haven.

Coaster/Commercial

Vessel Owners, Leisure Users, Environmental

Interests, HHA, Pilots, Ships Master/Crew

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Communications Failure (Equipment); Equipment Quality; Failure to comply with Local Regulations; Failure to

comply with VTS; Failure to notify Hazardous Cargo; Failure to observe COLREGs; Human

Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical

circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality



hull damage



0 0 0 0 1 3 4 4 1.8

15 21



Grounding Mussel Dredger

grounding Fishing Vessel


Vessel Owners



Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances;

Information Failure; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality and Qualifications; Traffic

Density.

Soft grounding, refloated next

HW

Heavy grounding, damage to hull, water ingress.

0 0 0 0 0 2 4 2 1.69



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

16 14

Main Channel, Secondary Channel, Harwich

International

Grounding Ferry/Cruise Ship Grounding

outside main channel

Ferry/Cruise Ship

General Public, HHA, Pilots, Ships


Owners


(Equipment); Entanglement in Crab Pot lines; Equipment Age; Equipment Failure; Equipment

Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure



Failure; Interaction with Ship/Bank; Maintenance Failure; Manning Levels; Quality




0 0 0 0 0 0 4 3 1.45

17 15


Site1, Site 4, Site 3, Site 2


Grounding

Dredger going aground

outside main Channel

HHA Dredger Pilots, HHA, Ships







Floats free next HW.


0 0 0 0 0 2 3 2 1.32

18 23

Main Channel, Site 4, Harwich International,

Harbour Entrance, Site

2, Mistley Approach, Harbour

Approach, Secondary

Channel, Site 5, Site 3, Site 1

Contact Navigation

Recreational Craft contact with Crab

Pot Lines

Small craft becomes

entangled in Crab Pot lines.

Leisure

Fishing Users, HHA, Vessel Owners, Tug

Owners, General Public, Leisure Users, Ships Master/Crew,

Pilots

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Avoiding Harvesting Operations;

Communications Failure (Equipment); Entanglement in Crab Pot lines; Entanglement

in Marker/Mooring Buoy; Equipment Age; Equipment Failure; Equipment Quality; Failure

to comply with Local Regulations; Failure to notify Hazardous Cargo; Human Error

Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances;


Craft in contact with line and in freed or line is

cut.

Prop and steering failure resulting in drifting vessel with no power.

0 0 0 0 0 3 3 0 1.31



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

19 24

Harbour Approach, Site 5, Site 3, Site 2,

Secondary Channel, Harbour

Entrance, Site1, Mistley Approach, Site

4, Main Channel, Harwich

International

Contact Navigation

Mussel Dredger in contact with Crab

Pots

Fishing Vessel

HHA, Ships Master/Crew, Vessel

Owners, Pilots, Fishing Users, Leisure Users



Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances;

Information Failure; Maintenance Failure; Malicious Action by Third Party; Quality and


Line freed, no damage to craft

Loss of steering and prop. Drifting

with no power. 0 0 0 0 0 2 2 2 1.06

20 22


Mistley Approach,

Site1, Site 3, Site 4, Harbour Approach, Site

5, Main Channel, Site 2,

Harbour Entrance, Secondary

Channel

Contact Navigation


Marker/Mooring Buoy

Fishing Vessel

Vessel Owners, HHA, Fishing Users



Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Malicious Action by Third

Party; Quality and Qualifications; Traffic Density.

Passing blow, no damage

Entanglement, foul prop.

0 0 0 0 0 0 0 0 0

21 9

Secondary Channel, Mistley

Approach, Main Channel

Contact Navigation


Marker/Mooring Buoy

Coaster/Com

mercial

HHA, Pilots, Vessel Owners, Ships Master/Crew

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Berth Availability; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure to notify Hazardous Cargo; Failure

to observe COLREGs; Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical circumstances; Information Failure; Interaction with Ship/Bank;



Buoy run over, major damage to

buoy. Loss of ground mooring.

0 0 0 0 0 0 0 0 0

22 10 Main Channel,


Contact Navigation


Marker/mooring Buoy

Ferry/Cruise

Ship

Pilots, Vessel Owners, Ships Master/Crew,

HHA

Adverse Visibility e.g. Fog/Mist; Adverse Wind; Equipment Age; Equipment Failure; Equipment

Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure



Failure; Logistics; Maintenance Failure; Quality and Qualifications; Traffic Density; Wave.

Glancing pass Buoy run down - major damage,

loss of buoy. 0 0 0 0 0 0 0 0 0



Ran

k

Haz

ard

Ref

.

Affected Areas

Accident Category




Possible Causes


Ris

k O

vera

ll

Remarks

ML WC

Most Likely (ML)

Worst Credible (WC)

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

Envi

ron

me

nt

Pe

op

le

Pro

pe

rty

Stak

eh

old

ers

23 12

Secondary Channel, Mistley

Approach

Contact Navigation


Marker/Mooring Buoy

Leisure

Leisure Users, HHA, Vessel Owners,

Fishing Users, General Public


Availability; Equipment Age; Equipment Failure; Equipment Quality; Failure to comply with Local Regulations; Failure to comply with VTS; Failure




Glancing contact, no damage

Buoy riser entanglement in

propeller resulting in

drifting.

0 0 0 0 0 0 0 0 0

24 11

Harwich International, Site 4, Site1, Site 2, Site 5,

Secondary Channel, Main Channel, Site 3,

Mistley Approach

Contact Navigation


Marker/Mooring Buoy

HHA Dredger

Vessel Owners, Ships Master/Crew, HHA


Entanglement in Crab Pot lines; Equipment Age; Equipment Failure; Equipment Quality; Failure

to comply with Local Regulations; Failure to comply with VTS; Failure to observe COLREGs;

Human Error Control/Operational; Human Error Judgement; Human Fatigue; Hydrographical

circumstances; Information Failure; Interaction with Ship/Bank; Maintenance Failure; Malicious Action by Third Party; Manning Levels; Quality


Passing contact, no damage.

Buoy run over, damage or loss of

buoy. 0 0 0 0 0 0 0 0 0

wash mussels ltd/parkinson wright - stour … · marico marine bramshaw lyndhurst ... figure 4:...

Documents