Report on the investigation of the Deaths of Helm and Crew

Report on the investigation of the
Deaths of
Helm
and
Crew
during Club Racing on
12th July 2009
at
Kielder Water Sailing Club
Royal Yachting Association
RYA House
Ensign Way
Hamble
Southampton
SO31 4YA
Report Date 14/08/2009
1
This investigation has the sole purpose of ascertaining the causes and
circumstances of the accident with the intention of prevention of future accidents
wherever possible.
This report is not written with litigation in mind.
2
Contents
Page
Glossary of Abbreviations and Acronyms
4
Synopsis
5
Section 1
Factual Information
Particulars of the Boat and Accident
Persons involved
Personal Protective Equipment
Sailing Experience of those involved
Narrative
Weather
6
Section 2
Analysis
12
Section 3
Conclusions
14
Section 4
Actions Taken
16
Section 5
Recommendations
17
Appendices
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Appendix 5
17
Ordnance Survey Map of Kielder water
Kielder Water Sailing Club Year Book extracts
Qualifications and training records
Details of patrol boat and engine
Laser Stratos RCD information
18
19
28
29
30
3
GLOSSARY OF ABBREVIATIONS, ACRONYMS AND TERMS
50 NEWTON BUOYANCY
AID
AVS
BEAT
CAPSIZE
CENTRE SHEETED
CENTREBOARD
-
CLOSE HAULED
-
COMMITTEE BOAT
CREW
DINGHY
FORESTAY
GENNAKER
GUNWALE
HELM
INVERSION
JIB SHEET
KICKING STRAP
KWSC
LASER STRATOS
LEEWARD
LOA
LOWER SHROUD
MAIB
MAIN SHEET
MAINSAIL
MCA
NW
PATROL BOAT
PRO
QRTH
RIB
RIGGING
RO
RUDDER
RYA
SAIL NUMBER
-
SELF DRAINING
SHROUD
SLOOP RIGGED
SPINNAKER
SPINNAKER SHEET
SPRAY TOP
STERN
TRAPEZE HARNESS
TRAPEZE HOOK
TRAPEZE WIRE
-
VHF
WETSUIT
WINDWARD
WINDWARD LEG
-
-
CE Approved Buoyancy Aid designed for those who can swim and who are close
to help
Angle of Vanishing Stability
The upwind leg of a course where boats are sailing “close hauled”
To overturn or cause to overturn: The boat capsized
Sheeting arrangement for the main sheet.
A centre board is a form of movable keel on a sailboat located on the bottom of the
hull along the centreline
A point of sailing where sails are pulled in tight and the boat is sailing as near to
the wind direction as is possible
The vessel controlling dinghy racing
Person who controls spinnaker, jib etc in a sailing dinghy
A small lightweight sailing boat which relies on the crew weight to give stability.
A piece of standing rigging which stops a mast from falling backwards
A large asymmetric spinnaker which has similar control lines to a jib
The outer edge of a boat where the hull joins the deck.
Person who steers a boat
A complete 180 degree capsize
The controlling line on the foresail of a sailing boat
A mechanism which prevents the boom of a sailing boat from rising up
Kielder Water Sailing Club
A class of family sailing dinghy also popular with sailing schools
Downwind
Length Over All
The lower lateral support for a mast
Marine Accident Investigation Branch of the DfT
The rope controlling the main sail
The sail aft of the main mast
Maritime Coastguard Agency
North West
A vessel used to assist or help the race officer and vessels competing in racing
Principal Race Officer
Quick Release Trapeze Harness
Rigid Inflatable Boat
The wires holding up the mast
Race officer in charge of starting, recording and finishing a race
The device used to steer a boat
Royal Yachting Association
The unique number on a racing boat which identifies it to other competitors and to
race organisers
A design of dinghy which does not retain water after a capsize
The lateral support wire for a mast
A fore and aft rigged vessel
The large downwind sail at the front of a sailing boat
The controlling lines for a spinnaker
A water proof top worn on the upper body
The back of a vessel
The harness which allows the crew to attach to a trapeze wire by means of a hook
A hook which attaches to the lower fitting of a trapeze wire
A wire attached to the mast of a sailing dinghy from which the crew or helm is
attached to allow crew weight to be moved further outboard
Very High Frequency radio
An expanded neoprene thermal garment used for water sports
Upwind
An upwind leg of a race course used in dinghy and yacht racing
4
Synopsis
Kielder Water Sailing Club
At approximately 1500 hrs BST on the afternoon of Sunday 12th July 2009 two
competitors were involved in a capsize and subsequently died whilst taking part in a
series of dinghy sailing races organised by Kielder Water Sailing Club (KWSC) in
Northumberland.
The Kielder Collection, a five race series, was part of a regular racing programme
organised by the club for its members.
The sailing dinghy capsized during a gust of wind and the crew was caught in the
rigging and dragged under the water by the weight of the inverting boat. The helm
died whilst attempting to release the crew from the boat.
The sailing dinghy involved in the incident was a Laser Stratos Sailing Dinghy, a two
person family dinghy with main sail, jib and asymmetric spinnaker. The dinghy was
also fitted with a trapeze.
Several factors contributed to the accident.



The capsize and rapid inversion of the dinghy
The trapeze wires of the dinghy
Gusty wind conditions
5
Section 1 –
Factual Information
Particulars of the sailing dinghy and accident
Vessel details
Owner
:
Type
Design Category
Built
:
:
:
Purchase Date
Construction
Length overall
Beam
Draft
Hull Weight
Sail Number
Main sail area
Jib Area
Spinnaker Area
Hull Identification
number
Maximum load or
number of persons
:
:
:
:
:
:
:
:
:
:
:
Removed to protect
confidentiality
Laser Stratos Dinghy
RCD „C‟
Laser Performance
Station Works
Long Buckby
Northampton
NN6 7PF
1999
GRP
4.94m
2.10m
1.20m
180 kg
132
11.33 sq m
3.51 sq m
14.66 sq m
HIN. GBR SEB0421099
:
6 Persons
Accident details
Time and date
:
Location of incident
:
Persons on board
Injuries
Damage
:
:
:
Approx 1500 BST, 12th
July 2009
Lat. 55°10.55 N.
Long. 002° 28.51 W.
Kielder Water Reservoir,
Northumberland
2 persons
2 Fatalities
Distortion to the port
hand trapeze wire
6
Personal Protective Clothing
Both helm and crew were well equipped with spray top, wetsuit, wetsuit boots, CE
Approved 50N buoyancy aid, gloves, knife, and whistle and in the case of the crew, a
quick release trapeze harness.
Crew
Helm
Picture of helm spray
top unavailable
7
Personal Sailing Experience
Helm
The Helm and his family had been members of KWSC for many years. He had taken
part in various RYA sail training courses during this time including an RYA Level 3
course in 2001 and subsequently RYA Advanced module courses in Seamanship
Skills, Start Racing and Sailing with Spinnakers (in his asymmetric rigged Laser
Stratos)
The Helm was also a keen rower and was thus confident on and in the water.
The Helm took part in club racing, usually in his Stratos dinghy, with members of his
family as crew and in 2007 won the 'Novice Series' a popular trophy series in the
club. (A novice at KWSC is regarded as anyone who has not managed a 1st, 2nd or
3rd overall in a normal KWSC race series). Many club members are eligible.
The helm completed an RYA Power Boat Level 2 course on 22nd February 2004.
Crew
The Crew had completed several RYA Youth Sailing Scheme Courses at KWSC as
a junior including Stage 1 and 2 and sailed mainly with her family members in the
Stratos or occasionally in other club boats. She had also sailed a 420 (a two person
trapeze dinghy) in 2007 with a friend.
The crew had sailed with the helm in the Stratos both cruising and racing from time
to time. The crew was described as a relatively inexperienced sailor but by no means
a beginner.
Weather
The weather on the 12th July 2009 at Kielder Water was westerly force 3 -4 with
occasional stronger gusts. The wind was described as “shifty” varying in direction up
to 10 degrees either side of a mean direction. There had been some precipitation
during the day. The waves were described as “choppy” and slightly confused.
Weather forecast for - Newcastle, Lat: 54.21, Lon: -5.89, Time zone: GMT+
Wind speed (knots)
GFS
01 04 07 10 13 16 19 22
01h
h h h h h h h h
12.07.200
19 14 14 14 10 13 11 9
9
Wind direction
04h
07h 10h
13h
Temperature (°C)
16h
19h 22h
Rain (mm/3h)
Cloud cover (%)
01 04 07 10 13 16 19 22 01 04 07 10 13 16 19 22 01 04 07 10 13 16 19 22
h h h h h h h h h h h h h h h h h h h h h h h h
14 14 14 14 17 17 16 14
0.5 0.5
86 99 96 99 67 29 77
10
0
8
Narrative
Kielder Water Sailing Club (KWSC) is a private unincorporated members sailing club
run by volunteers and affiliated to the RYA. The club is also an RYA Recognised
Training Centre. KWSC organises a variety of sailing activities during the year
ranging from learn to sail courses for adults and children to more informal cruising
and a regular and a varied racing programme. It was during one of the clubs race
days that the incident occurred.
The incident occurred during on the second upwind leg of race 4 of a five race series
taking place on the 12th July 2009 called the Kielder Collection. There were twelve
boats taking part in mixed handicap fleet racing ranging from a Musto Skiff, Osprey,
Supernova, Laser, Topper, Comet, Miracle, Wayfarer, Laser Stratos and Flying
Fifteen.
The incident involved a Laser Stratos Dinghy, a two person family dinghy with
mainsail, jib and asymmetric spinnaker. This particular Stratos also had a single
trapeze system fitted which the crew, had been seen to be using upwind in the
stronger breeze of the day but not on the downwind legs. The Crew was wearing a
quick release trapeze harness with hook manufactured by SeaSure Ltd.
The Race Officer, scheduled for the day, had not turned up and it was therefore
agreed that different sailors from the racing fleet would share the role of Race Officer
between them for each race of the series. During race 4, the second race of the
afternoon the race officer set a trapezoidal course using marks 12, 2, 4, 6 and the
start/finish line located in the centre of the course area. The approximate diameter
of the race course is 850 metres. See diagram below.
KWSC committee boat
and start/finish line
Approx location of incident.
Race 4 began at approximately 1430hrs and the Laser Stratos completed the first
upwind leg to mark 12 without incident. The Helm and Crew of the Stratos had had
a reef in their mainsail during the first races of the series but they had removed the
reef for the afternoons racing. They were observed to have had a slight problem
hoisting the spinnaker between mark 12 and mark 2 during race 4 but this was
9
obviously sorted quickly as the boat had fully hoisted the spinnaker before reaching
mark 2. On examination of the boat on Monday, it would appear that this problem
may have been caused by a paddle being placed in between the hoisting lines for
the pole and halyard.
Nothing further was observed of the Stratos during the remainder of their first lap and
the pair passed through the start finish line to begin their second lap upwind. They
would have been lapped by the faster boats in the fleet such as the Musto Skiff and
the Osprey, who were now beginning their third lap, when cries were heard by the
Race Officer and others that alerted them to the capsize. The Laser Stratos had
capsized on port tack with the starboard side of the hull in the water towards mark 12
(the windward mark) of the course. The Stratos was far enough away that the Race
Officer could not see any detail of the capsized boat and its occupants and
unfortunately no other witnesses saw the actual moment of capsize. A witness in his
Musto Skiff stated that he could see the Helm trying to support his Crew in the water
whilst shouting for help.
The Race Officer could also see the helm and crew splashing in the water in the
vicinity of the mast and rig and heard both cries for help. The Race Officer radioed
immediately for the Patrol Boat (P1) to attend. P1 had just had been attending the
breakdown of Patrol Boat 5 (P5) on the headland near to the club slipway and had
towed them back to the club jetty when the radio call came in. P1 set off towards the
incident from the club jetty which was some 500/600 metres distant. The patrol boat,
shown below, a Ribcraft 4.6m with a 50HP engine, had a coxswain and crew
onboard and it is estimated that it would have taken approximately between 30-60
seconds at a speed of 20/25 knots to reach the incident.
Patrol boat P5
Patrol boat P1
On arriving at the incident P1‟s occupants, (referred to as Patrol Crew 1 & Patrol
Crew 2), found the Stratos completely inverted and no sailors visible. Patrol Crew 2,
radioed the Committee boat to ask if they had been taken off but the reply came
10
back that this was not the case and they could be under the upturned boat. At this
point Patrol Crew 1 entered the water and swam the short distance to the dinghy and
called in through the centreboard slot to try and locate the occupants. The
centreboard was found to be retracted into the hull at this stage. A further
conversation by radio occurred between the Race Officer and Patrol Crew 2 in P1
and he went to collect the race officer who had by now abandoned racing by flag and
sound signal. The Race Officer was taken to the upturned hull to help of Patrol Crew
1 in righting the Stratos. Patrol Crew 1 had already partly raised the Stratos and with
the Race Officer‟s help brought the boat up far enough that the two bodies could now
be seen. This task was made more difficult by the centreboard being retracted into
the hull. The Race Officer and Patrol Crew 1 then swam around the boat to discover
two bodies floating. The Helm was closest to the inside of the hull and in the region
of the crew area, head towards the boat. The Crew was in the vicinity of the
spreaders and rigging. Both were found face down in the water and unconscious.
Patrol Crew 1 took the Helm in a life saving tow and swam with him to the nearby
waiting patrol boat where Patrol Crew 2 and Patrol Crew 1 raised him into the Rib
and began CPR. Meanwhile the Race Officer struggled to keep the Stratos Crew
above water and realised that her leg was caught on something and the weight of
the now sinking rig was pulling her down again.
At this point the crew of another sailing dinghy, referred to as the Osprey Crew, was
dropped close to the Stratos and swam over to help. The Osprey crew supported the
Stratos Crew whilst the Race Officer returned to the hull of the capsized Stratos and
after first putting the centreboard back down, swam around and climbed onto the
centreboard to keep the boat in the horizontal or 90 degree position and prevent the
boat re-inverting. The Osprey Crew, seeing that the Stratos Crew‟s leg was caught
on the trapeze wire, unclipped it from the mast which enabled him to pull her free.
The Race Officer, whilst on the centreboard, radioed to the club for an ambulance. At
this stage the patrol boat P1 nosed in closer to the boat and the Osprey Crew, the
Race Officer and Patrol Crew 2 pulled the Stratos Crew onboard P1 and began
CPR.
The Stratos was abandoned and the patrol boat returned to the jetty at approx 6-8
knots due to the fact that it could no longer reach planning speed because of the
additional weight of 6 persons on board in wet clothing. It was also discovered later
during the investigation that there was some water inside the hull of the patrol boat.
KWSC end of jetty
KWSC Jetty
11
The club, having already been alerted of the situation by radio, had called for an
ambulance. The call was received at 1508hrs according to the emergency services
log. Meanwhile the journey back to the jetty by P1 probably took approx
approximately 2-3 minutes even at their reduced speed because the wind direction
was such that the Stratos had by now drifted downwind and therefore closer to the
jetty reducing the distance to be covered. The patrol boat outboard engine appeared
to cut out on two occasions during the return trip but was restarted quickly. One
witness ashore commented that P1 did not appear to have slowed down at any time.
On arrival at the jetty the two casualties were lifted out of the patrol boat and CPR
continued on the jetty, where more room was available, with the assistance of further
club members including a local GP. The first ambulance arrived at approx 1528
according to the emergency services log. The paramedics who attended had some
difficulties using their equipment in the outside conditions but the two causalities
were finally taken to Newcastle General Hospital by two Air Ambulances. The
Stratos Helm was certified deceased at 1645 hrs on Sunday 12th July and whilst the
Stratos Crew was placed on a life support machine they later died on the afternoon
of Tuesday the 14th July.
Sometime later, approximately 1600, the Laser Stratos was recovered from the
water by the patrol boat. The club members righting the boat did not comment on
any difficulty in righting it however approximately 26 gallons of water was emptied
from the hull by the Police and Club members later that afternoon. The dinghy trolley
tyre punctured during recovery as a result of the weight of water in the boat.
Section 2 - Analysis
Evidence Summary
a. Witness statements largely agree regarding the sequence of events, location and
actions of persons thereafter. However no witness actually saw the moment of
capsize until cries alerted them to it. Capsizes are common in dinghy racing but it
was the cries for help from the Stratos that alerted the race officer and others that
something was wrong and it was then the Race Officer observed the splashing in
the region of the rigging as well as the cries of both Helm and Crew. A witness
was also close enough in his Musto Skiff to see the Stratos Helm trying to
support his Crew in the water.
b. The patrol boat (P1) responded to the radio call for help from the committee boat
and covered the distance between the club jetty and capsize of approx 600
metres in between 30 – 60 seconds.
12
c. The casualties had been sailing for some years and were suitably experienced
for the club racing they were engaged in on the day. They were fit and had no
health problems that we have been made aware of. The family had owned and
sailed the boat for many years.
d. The weather on the day was not exceptional in any way. However the wind from
the west was gusty and wind shifts of 10-20 degrees may have contributed to the
initial capsize.
e. The course set for racing used an 850 m “clock face” course with 12 pre laid
marks to choose from. The race committee boat would be at the centre of the
clock face. A trapezoidal shaped sequence of marks 12, 2, 4, 6 was selected and
provided appropriate and suitable racing for the conditions. Three races had
previously been completed during the day.
f. The Race Officer was in communication with both the club and the patrol boat by
VHF radios.
g. The Stratos was approx 10 years old but was in reasonable condition. It had
recently been returned from a service where it was evident that repair work had
been carried out on the hull deck join on the starboard side. Evidence from
testing showed the boat to be water tight in the 90° capsize position on port tack
but significant water ingress to the buoyancy chambers occurred during a full
180° inversion. This was measured as approximately 16 litres in 10 minutes. It is
likely that this entered the buoyancy chamber through the hull deck joints along
the gunwale and internal buoyancy chamber joints. The Stratos also carried a
foam buoyancy insert in the head of the mainsail which is intended to slow down
inversion. This buoyancy was sufficient to prevent inversion in the unmanned
boat during testing.
h. Upon arrival at the scene the Patrol Boat crew found the centre board of the
dinghy retracted into the hull and it is unknown whether this happened prior to or
during the capsize. This made the job of righting the dinghy by the crew more
difficult with less leverage available to perform the task. It was noted that the
centreboard did not retract into the hull during subsequent testing.
i.
Patrol Boat 1 was generally in good condition, well equipped and suitable for the
role of patrol boat. The engine and boat were maintained both by professional
13
j.
k.
l.
m.
n.
o.
service agents on an annual basis as well as by day to day maintenance carried
out by the club bosun and assistant bosun (a qualified marine engineer).
The Patrol Boat crew and Race Officer were experienced and qualified for their
respective roles. The race officer, was a qualified RYA Dinghy Instructor with
Powerboat Level 2 certificate and Scottish Youth Squad sailing experience.
Patrol Crew 1Patrol Crew 1Patrol Crew 1had a Powerboat Level 2 certificate and
first aid experience as being a swimming teacher. Patrol Crew 2Patrol Crew 2
had Powerboat Level 2 and work place first aid training. DINGHY CREW 3 also
had first aid training as an RYA Level 2 Racing Coach and Powerboat instructor.
CPR was given when the casualties were brought into the patrol boat and
maintained, with some difficulty, until arrival back at the jetty where a Doctor,
other club members and first aiders were able to continue until the ambulance
personnel arrived.
During testing the patrol boat and engine were found to be fully functioning and
the cut out of the engine experienced on the return trip with casualties on board
could have been caused by someone standing on the fuel line in the boat‟s then
crowded state, therefore restricting fuel supply to the engine. Also in testing there
was found to be some water in the hull void. This was probably due to two factors
including the “o” ring on the drain bung being no longer present and a split cable
gaiter. The bosun described the engines as being previously “very reliable”
The club was able to call for emergency services help via a land line. However
one small problem occurred in that the 999 call could not be made without
payment as it was a payphone.
The emergency services, both ambulance and Air Ambulance, attended quickly
though some difficulty was experienced in use of their monitoring equipment due
to the ambient light conditions.
The Police were also contacted and were on scene quickly. Club members
cooperated with the police and provided statements as required.
Section 3 - Conclusions
a. Laser Stratos Hull Number GBR SEB0421099 was taking part in club racing
at Kielder Water Sailing Club on July 12th 2009 and had just completed lap
one of race four in a five race series. The boat was hit by a gust of wind and
capsized to leeward whilst on port tack in approx position 55° 10´.859 N, 002°
28´.913 W.
b. The boat was being sailed by a 52 yr old male as the helm, and 17 year old
female as crew.
c. No witnesses actually saw the moment of capsize however in all probability
the Crew was trapezing at the time as she had been seen to do this on other
windward legs. It is likely that when a gust of wind hit the boat it leaned over,
capsized and she fell forwards onto the sail and/or rigging. Somehow during
the capsize her left leg/ankle became entangled in the port hand trapeze wire.
From the distortion to the trapeze wire and the bruising to her left ankle, a full
turn around the ankle may have occurred
14
d. The Helm may also have fallen or jumped forwards into the water and/or sail
as he was seen in this vicinity moments after the capsize. We do not know if
he first went to the centreboard and then subsequently went to the assistance
of his Crew.
e. The Stratos would in normal circumstances have remained in the 90° position
due to the foam in the head of the sail as was demonstrated during
subsequent testing had not Crew‟s and probably Helm‟s weight not been
exerting a downward force on the sail and rig. This weight overcame the initial
positive buoyancy of the foam and the boat reached a point where the
combined weight of the now inclined boat and rig continued to take the boat to
a full 180° inversion.
f. Shortly after the capsize the Helm was seen trying to support his Crew in the
water but the combined weight of the boat and rig was too much for him and
she was dragged under water. There is little evidence to suggest the Helm
was entrapped so we must assume that he continued to support his Crew and
died in his attempt to rescue her.
g. Capsizes in dinghy sailing and racing are a common occurrence and are
usually resolved without incident. Participation surveys indentify over 400,000
people who sail regularly in small boats and dinghies.
h. The response time of the patrol boat crew was 30 – 60 seconds after being
radioed. The Patrol boat had previously been called away from the immediate
area of the race course to attend the breakdown of P5 and they were by the
club jetty when the radio call was heard.
i. This response time was well within that expected of normal club racing and
would have been similar had the patrol boat been positioned at other points of
the race course. There was therefore no contributory time delay in the patrol
boat attending.
j. On arrival the patrol crew assessed the situation and made the decision, as
recommended by the RYA, to immediately right the dinghy using crew weight
on the hull to lever the boat up from an inverted position to try and reach the
entrapped crew. Research has shown this to be the quickest and most
reliable method of righting inverted boats. The patrol boat coxswain also went
to get the race officer for additional help.
k. The centreboard was found to be retracted into the hull when the patrol boat
arrived on scene but when this occurred is uncertain. It is likely that this
slowed the righting of the dinghy during rescue but the overall response time
of the patrol boat crew and subsequent righting of the dinghy were easily
within normal expectations of a club racing environment.
15
l.
m.
n.
o.
p.
q.
r.
s.
t.
u.
The number of persons with first aid qualified was good and appropriate CPR
was administered at a rate of 30 compressions to 2 breaths for each casualty.
This was not easily accomplished in the tight confines of the patrol boat but
the cycle was maintained until arrival at the club jetty where other first aid
trained members could also help.
The engine on P1 cut out briefly on two occasions when returning to the jetty
but this fault could not be repeated during the investigation. It is possible that
this was caused by the fuel line being stepped or knelt upon by one of the six
persons then in the patrol boat.
The KWSC racing on the day was well organised with appropriate and
suitably equipped patrol boats attending in ratios well within normal
expectations.
The course set by the race officer was suitable for the conditions and the
number of boats racing.
Communications between the committee boat, patrol boats and race office
ashore were good using VHF radios.
Response by the emergency services was, on this occasion, good given the
rural location of KWSC but delays had previously been experienced by the
visitor centre next to KWSC.
The inspection of the Stratos hull on Sunday 12th by the Police showed that
26 gallons of water had entered the buoyancy tanks during the ¾ hour the
boat had remained afloat after the incident. Subsequent testing also showed
significant water ingress during inversion test but minimal ingress during the
90° capsize test.
There is no evidence that the water ingress delayed the time taken to right the
boat or indeed contributed to the initial capsize as the boat had not previously
capsized during the day.
Patrol Boat 1 had taken water onboard during a previous reversing
manoeuvre which was slow to drain due to the small drain flap installed. A
larger diameter drain “trunk” would have helped in this regard.
The Racing Rules of Sailing make it clear that “a boat is entirely responsible
for her own safety, whether afloat or ashore, and nothing, whether in the
Notice of Race or Sailing Instructions or anywhere else reduces this
responsibility.” However most clubs, including Kielder Water SC, consider it
to be good practice to provide patrol boats during club racing.
Section 4 - Actions Taken
a. KWSC contacted the Ambulance and Police services and the Police then
contacted the MAIB.
b. KWSC also tried to contact the RYA but only „out of office‟ and answer phone
services were reached. No messages were left.
c. The MAIB informed the RYA on the afternoon of the 12th July that an incident
had occurred and both organisations sent staff to investigate the incident.
d. KWSC was contacted late afternoon of Sunday 12th by the RYA.
e. The boats and personal equipment involved in the incident were secured by
Police and Club members for later inspection.
16
f. The Police checked for water in the hull of the Stratos before securing the
boat on Sunday evening.
g. Interviews with all those involved were conducted on 13 th – 15th July and
statements taken. Photographs of the boats, equipment and site were taken.
h. Capsize tests and full inversion tests were carried out on the Stratos
i. Personal protective clothing of both casualties was examined
j. RCD testing information for the Laser Stratos was provided by Laser
Performance Ltd.
k. Discussions between the MAIB and RYA were held.
l. A draft report has now been circulated to the Commodore of KWSC and the
MAIB.
m. Tests were conducted using a similar Stratos Dinghy to determine it‟s AVS in
fresh water. This was found to be approximately 120° from vertical.
Section 5 – Recommendations
a. Dinghy sailors involved in a capsize should always consider going straight to
the centre board or dagger board to prevent inversion and then allow time and
opportunity for any entrapment to be resolved by those involved or by patrol
boat crews.
b. Entanglement in trapeze wires or associated elastic cordage has featured in
several accidents and the RYA should continue to warn the sailing public
about the potential hazards.
c. Patrol boat crews should consider practising how to deal with inversions and
the recovery of casualties into the particular patrol boats operated by their
clubs. In addition to this, patrol boat crews should also consider how they
might best perform CPR in the restricted confines of their club‟s patrol boats.
d. Dinghy sailors should be encouraged to use centre board / dagger board
elastic tie backs or tie downs or other effective mechanism in addition to
existing centre board brakes as a means of preventing Centre Board
retraction during inversions.
e. The RYA should review its training programmes to highlight the prevention of
inversion as a priority during capsize drills.
f. The RYA should continue to promote appropriate training in powerboat
handling, safety boat handling and first aid to help patrol boat crews respond
in the event of an on water incident.
g. The RYA should update information available to clubs regarding race
management and organisation and promote this on its web site and in its
training courses.
Appendices
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Appendix 5
Ordnance Survey Map of Kielder water
Kielder Water Sailing Club Year Book extracts
Qualifications and training records
Details of patrol boat P1 and engine
Laser Stratos RCD information
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19
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29
30
17
Appendix 1 Kielder Water Reservoir
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Appendix 2 Kielder Water Sailing Club Year Book extracts
KWSC Guidelines – On the Water
Unlike other clubs in the region who use inland waters, we are allowed to sail without the
provision of rescue cover. Members sailing in these circumstances must therefore ensure
that they and their boats are capable of coping with the prevailing conditions and that they
comply with the club and water authority rules.
There is no rescue service.
Kielder Water Club Code
Read and comply with the Northumbrian Water Rules & Regulations. See the notice
board in the club house.
Do observe the rules of good seamanship. Observe the rules of “right of way”. Keep a
good lookout – see and be seen. Help anyone in distress, however inconvenient to you.
Watch for weather changes.
Do not put others into danger. Keep well clear of small boats. Some sailboarders spend a
lot of time in the water, where they may be almost invisible. Keep clear
Do not be foolhardy. Have some thought for others who may have to rescue YOU if you
get into difficulties. There is NO official rescue service on Kielder Water, but there is an
unofficial one – it consists of YOU, the Club Members and all other users of the lake who
look out for each other.
Observe the rules of personal floatation devices, wet suits and clothing. Hypothermia
can kill.
Stay with your boat if you get into difficulties. It is surprisingly difficult to swim in rough
water and you will not be seen if you try to swim to the shore. The boat will drift to the shore.
Adults are always responsible for their own children. No one under 16 is allowed to be
in sole charge of a boat on the water unless supervised. No one under 16 is allowed to be on
Patrol, or to drive a motor boat.
Always sign on and off the water. There is a board to use for this on the back of the main
clubhouse door for cruising sailors. Racers „sign on‟ on the race entry sheet and „sign off‟ on
the declaration sheet. Trainees are signed on and off by the Course Instructors. This is so
that Emergency Services will be able to account for everybody if a situation should occur. It
is in your interests to comply.
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Buoyancy Aids
Buoyancy Aids must be worn while on the water and on the jetty.
Wetsuits or drysuits must be worn before April and after September but do not count as
buoyancy aids. REMEMBER, Kielder is a very deep and cold lake and it remains cold
throughout the year. Swimming is not allowed.
Hours
Sailing is allowed only in the daylight hours.
Launching When launching leave trailers at the edges of the concrete where it will not
inconvenience other members. Keep the slipway clear.
Jetty
Do not leave dinghies tied up to the jetty, as the patrol boats and keel
boats need the space. There is plenty of good foreshore on which to beach them and they
will be less likely to suffer damage.
Wear a buoyancy aid to go on the jetty. Do not allow children to play on the jetty.
Retrieving
When retrieving boats from the water by car DO NOT use tow ropes to pull
the boat up the whole slipway. Once the trailer is clear of the water, hitch the trailer to the car
before proceeding.
Safety All boats must carry a towing line or long painter fixed to the boat and have adequate
means of bailing. Make sure you have read the NW Rules & Regulations section relating to
your craft.
Ferry All craft shall keep clear of the Kielder Water Ferry and associated jetties and landing
places. The ferry shall be regarded as a vessel restricted in her ability to manoeuvre.
Prohibited and Restricted Areas
(See map in clubhouse or map on back cover)
The Dam. There are white diamond marks on the north and south shore; do not cross this
transit line. The valve tower is in this area.
The Little Whickhope Water Ski bay. There are white diamond marks on the west and east
shore; do not cross this transit line. The buoys of the slalom courses are fixed to an
underwater mooring system which can be damaged by propellers and deep keels.
Whickhope Moorings. Do not sail between the moorings at any time.
Leaplish to Bull Crag bay: Water ski area with slalom buoys.
Plashetts to Quarry bay: Occasionally restricted to water skiers only. When ski boats are
operating all other craft must keep out of the area.
Quarry spit: Beware the long slip of land extending from the quarry which creates a low
water area.
Patrol Boats These boats are not pleasure craft, they are on the water for a specific
purpose. Whilst on duty each boat should be crewed by two people over the age of 16 years
who have been trained in the handling of the boat and how to effect a rescue. One or both of
the crew should be suitably dressed and be prepared to enter the water to give assistance if
required.
Each of the patrol boats is equipped with a First Aid Kit, Survival Bags, Flares and a basic
Tool Kit, this is emergency equipment and should not be removed from the boats. Do not
disturb the peace with excessive noise or wash.
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The club runs Safety Boat Techniques sessions and RYA Power Boat Level 2 courses so
that members can acquire the necessary skills.
Club boats. The club boats are Wayfarers, Comets, Fevas, Toppers and Optimists. These
are primarily for use during training but can be used by members when available. A
contribution to club funds is required for the use of the Wayfarers, Comets and Fevas. The
Toppers and Oppies are free.
The log books MUST be filled in and payment made to the training team or at the Galley.
Full details are at the clubhouse.
Member’s Duties
Every member has at least one duty to do during the year.
(See the DutyMan web site for the club at
http://www.dutyman.biz/dmmain.aspx?id=K0001355)
The Programme contains details of the duties members are to undertake during the course
of the year. A brief description of the duties and responsibilities are given below and there
are fuller instructions in the clubhouse and also on the website for you to read in advance. If
you still feel apprehensive or unsure, feel free to ask any committee member for advice
before or on the day.
Officer Of the Day (OOD) The OOD is in charge of all racing and safety related matters.
There are race officer mentors for support.
Arrive by 09:30am on race day. Open the race office. Get the radios out. Ensure patrol boats
are briefed, ready and manned and in radio communication. Wear suitable clothes for
manning the committee boat. Check wind speed and direction. Brief competitors, if
appropriate. Ask patrol boat to lay extra marks, as required. Set the first course. Run the
racing programme for the day. Record the results. Tidy up and lock up at the end. There are
full instructions and advice in the race office and on the web site to read in advance.
Patrol Boat Crews
Arrive by 09:30am on race day. Take the patrol boats out of
the garage. Obtain fuel from the fuel store. Put the boats on the water and make them ready
for use. Ensure kill cords are available and check their operation. OOD will brief patrol crew
on the events. Check radio operation with the OOD. At least one of the crew should be
suitably dressed to enter the water to give assistance, if required. Keep the jetty as clear as
possible for use by keel boats and patrol boats. Lay marks at the direction of the OOD. At
the end of the day put away the boats, fuel and radios in a clean and tidy condition. Return
all keys to store.
During racing the Patrol boats are to be crewed and on the water for the duration of the race,
until allowed to go ashore by the OOD. The crew should maintain radio contact with Race
Control and take instructions from the OOD.
Galley
You must be in good health. Galley duties start at 10:00am and will terminate
at the end of the event. You will be preparing and serving food and hot drinks as necessary.
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Read the Food Hygiene Management System and complete the monitoring log. Decide on
the menu. There are guidelines about what is available and suggested menus posted in the
galley. Get lunch orders in to determine quantities before 11:00. Prepare to serve from
12:30 onwards. At the end tally up the takings and leave tidy ready for a key holder to close.
There are full instructions in the galley.
Dinghy Park Additionally, we all carry responsibility for the dinghy park. Please make sure
the dinghy park is kept clean and tidy and that your boat is secure and tied down.
Allocation of a space in the dinghy park is the responsibility of the boat park Committee
members. You might not have the same space as last year. Contact one of the team before
you bring your boat to be allocated a space.
Please remember it is YOUR responsibility to do your duties. We are very keen to
ensure that everyone takes their turn and thus spread the load. If you cannot make the date
that has been allocated to you it is also YOUR responsibility to find someone who will swap
with you. You can use the website forum and DutyMan to organise a swap. Write your
changes on the list at the clubhouse.
KWSC - Club Racing 2009
Notice of Race and Sailing Instructions
Notice of Race
1.0
Conditions of Entry
1.1
All paid up members of KWSC are welcome to participate in club racing.
1.2
In accordance with standard club rules, boats must be covered by third party
indemnity insurance for £ 2,000,000.
1.3
Competitors should note that KWSC implements the RYA Racing Charter and that
they will be required to undertake to sail in compliance with the Charter.
2.0
2.1
Programme of Races
The Sailing Programme is issued to members at the start of the season, posted on
the club notice board, published in the Year Book and the Club‟s web site.
2.2
Changes to the programme will be posted on the club house notice board.
2.3
The number of races to count in each series is shown in the programme.
3.0
Eligibility
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3.1
All series are open to all members with the following exceptions:
The Ladies Series: The helm must be female.
The Men Series: The helm must be male.
The Novice Series: The helm must not previously have been placed first, second or
third in any club series.
The Junior Series: The helm must be under 18 on the 1st April of the current
season.
The Oppi Cup: Oppis only. The helm must be under 15 on the 1st April of the current
season.
The Topper Series: Toppers only. The helm must be under 16 on the 1st April of the
current season.
The Brucey Series: Boats must be crewed either entirely by Juniors (under 18 on 1st
April of current season) or by one adult and one or more Juniors.
The Single-Handed Series: The boat must be sailed by one person.
The Double-Handed Series: The boat must be sailed by two or more people.
The Winter Series: Competitors in this series will be expected to take an equitable
share in the duties, since there is no formal rota.
4.0
Race Times
4.1
The warning signal for the first race of the day will be at 11:00 (unless there is a
Coaching Session instead of racing in the morning). The warning signal for the first
afternoon race will be at 13:30. The Race Officer will indicate the time of the final
afternoon race.
4.2
Groups of races in the Junior/Ladies/Novice Series, Single/Doubled Handed Series
and Fewster Cup will be sailed „back to back‟.
5.0
Entering a Race
5.1
Competitors enter a race by „signing on‟ on the entry sheet beside the race office.
6.0
Liability
6.1
A helmsman is responsible for his/her boat‟s safety. Whether afloat or ashore
nothing, whether in this Notice of Race or in the Sailing Instructions or anywhere
else, reduces this responsibility.
6.2
The helmsman must decide whether the boat and the crew are fit for the prevailing or
likely conditions. By launching and setting out to race, the helm confirms that the boat
and crew are fit and competent and have the relevant experience to sail in those
conditions.
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6.3
Nothing done by the organisers can reduce the responsibility of each helm / crew,
nor will it make the organisers responsible for any loss, damage, death or personal
injury, however it may have occurred, as a result of the boat taking part in the racing.
The „organisers‟ includes everyone helping to run the races and the event and
includes the Organising Authority, the Race Committee, the Race Officer, patrol
boats and beach masters.
6.4
The provision of patrol boats does not relieve the helmsman / crew of their
responsibilities.
Sailing Instructions
1.0
Rules
1.1
The racing will be governed by the Racing Rules of Sailing 2009-2012 (RRS).
2.0
Notices to Competitors
2.1
Notices to competitors and changes to the Racing Programme will be posted on the
notice board in the clubhouse.
2.2
Any changes to the sailing instructions will be posted at least 1 hour before the
Warning Signal.
3.0
Signals Made Ashore
3.1
Signals made ashore will be displayed on the clubhouse flag mast.
3.2
When the AP flag is displayed ashore, and the race is to be started from a committee
boat, the Warning Signal will be made not less than 20 minutes after the AP flag is
removed ashore.
4.0
Personal Floatation Device
4.1
Flag Y will not be displayed. Adequate personal floatation must be worn at all times
afloat and on the jetty. Wetsuits and dry suits do not constitute personal floatation.
This changes Rule 40.
5.0
Class Flags
5.1
The Class Flag for club racing will be Numeral Pennant 4.
6.0
Courses
6.1
Courses will be displayed on the club house course board or on the committee boat.
7.0
Number of Laps
7.1
The Round the Lake and Ramblers Series races will be a single lap of the course
(unless explicitly varied by the Race Officer).
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7.2
In the Stern Chase Series the number of rounds is not pre-determined and boats
continue to race until the finishing signal.
7.3
In other series, unless the number of rounds is displayed with the course, the number
of rounds is not predetermined and Average Lap Racing will be used with an
approximate intended race length of 20 minutes for Fewster Cup and
Junior/Ladies/Novice Series races, 30 minutes for Single/Double Handed Series
races and 60 minutes for other series.
8.0
8.1
Marks
The positions of the club racing marks are displayed on the plan in the club house.
8.2
The race officer may lay additional marks.
9.0
The Start
9.1
Starts will be governed by Rule 26 except that the time sequence will be 3-2-1-0.This
changes Rule 26.
9.2
For the Stern Chase series the standard starting sequence will be used for the first
start but subsequent class starts will be signalled by a sound signal alone. The start
times for each subsequent class will be calculated using the PY system, and
displayed on the notice board prior to the race.
10.0
Start Lines
10.1
Clubhouse starts: except for the Stern Chase series, the starting line will be between
the vertical yellow band next to the club house flag mast and the designated start
mark. An inner limit mark may be laid.
10.2
Committee boat starts: the starting line will be between the mast of the committee
boat and the designated start mark.
10.3
Stern Chase starts are „off the shore‟. Boats start from the shore between the club
jetty and the stream bounding the foreshore on the East side. At each boat‟s starting
signal, at least one crew member must be holding the boat while standing on solid
bottom. Keelboats may start with one crew member standing on the club jetty, with
the boat on the East side of the jetty as close to the shore as possible.
11.0
The Finish
11.1
For Average Lap Races, shortly before the finish, flag S will be displayed with two
sound signals. This is the „About to Finish‟ (ATF) signal. All boats will finish the race
when they next pass through the finish line UNLESS racing an „Olympic‟ (trianglesausage) course.
11.2
For Average Lap Races on an „Olympic‟ course, if the ATF signal is given before any
boat has completed its first triangle lap, all boats will finish the race when they next
pass through the finish line, otherwise all boats will finish the race when they next
pass through the finish line at the end of a sausage lap.
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11.3
For Stern Chase races, at the end of the designated race duration (displayed on the
notice boat prior to the race), flag S will be displayed with 2 sound signals to indicate
the end of the race. The finishing order is determined by the position of boats on the
course at that moment. In the event of disagreement the decision of the Race Officer
will be final.
11.4
For all other races flag S has its conventional meaning (shorten course).
12.0
12.1
Finish Lines
Clubhouse finishes: the finish line will be between the vertical yellow band next to
the club house flag mast and the designated finish mark.
12.2
Committee boat finishes: the finish line will be between the mast of the committee
boat and the designated finish mark.
12.3
Stern Chase finishes: there is no set finish line. Finishing positions are determined
as described in 11.3.
13.0
13.1
Time Limits
There will be no time limits, but Race Officers may shorten or abandon any race at
their discretion.
13.2
In the event of an abandonment of an Average Lap Race, results may be calculated
on the basis of laps already completed. The decision to do this will be that of the
Race Officer, which will be final.
14.0
Declarations
14.1
Competitors must „sign off‟ on the results sheet on the notice board. Those failing to
sign off within an hour of the last boat finishing the last race of the day will be scored
as „Retired‟.
15.0
Protests
15.1
Protest forms are available at the race office.
15.2
Protests must be delivered to the race office not later than 30 minutes after the last
boat finishes the last race of that day.
16.0
RYA Racing Charter
16.1
The RYA Rules Dispute Advisory Hearing is available for club races.
16.2
The RYA Rules Dispute Mediation Hearing is available for club races.
16.3
Details of the RYA Rules Dispute mechanisms are posted on the club notice board
and at http://www.rya.org.uk/racing/charter
17.0
17.1
Handicap System
Race results for all series except the Stern Chase will be calculated using the
Portsmouth Yardstick (PY) system.
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17.2
Personal handicap results (based on helm‟s previous results) will be calculated for all
series except the Stern Chase, and printed on the results sheet alongside the straight
PY results.
18.0
Scoring
18.1
All series will be scored in accordance with Appendix A4 (low points) and A9 (Race
scores in a series longer than a regatta).
18.2
The Members doing race officer, patrol and galley duties will score 3 points for the
races concerned, but each helm is only allowed one duty score per series.
18.3
If, in an Average Lap Race, a boat has a higher corrected time than one of her
competitors with the same or lower PY number, and that boat has completed a
greater number of rounds, then that boat‟s result may be calculated on the same
number of rounds as completed by her competitors with the same or lower PY
number, with the additional round or rounds being discarded. The decision to do this
will be that of the Race Officer, which will be final.
19.0
Discards.
19.1
The number of races to count in a series is shown in the Sailing Programme.
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Appendix 3 - Qualifications and training records of KWSC members involved.








Race Officer
o First Aid valid to 15/02/2010
o RYA Dinghy Instructor valid to 29/10/2011
o RYA Level 2 Powerboat certificate dated 20/03/2005
Patrol Crew 1Patrol Crew 1
o
RYA L2 Powerboat dated 10/02/2008
GP
o General practitioner
o RYA Safety Boat certificate dated 29/03/2008
DINGHY CREW 3
o First Aid valid to 14/10/2009
o RYA Safety Boat dated 15/10/2006
o RYA Powerboat Instructor valid to 26/11/2011
o RYA Level 2 Race Coach
Patrol Crew 2Patrol Crew 2
o Assistant Instructor KWSC dated 28/03/2009
o RYA Level 2 Powerboat certificate dated 24/03/2007
o First Aid - Patrol Crew 2Patrol Crew 2 has an external First Aid certificate via work
Member of the club
o KWSC Chief Instructor
o SI valid to 24/09/2013
o Safety Boat certificate dated 19/10/1997
o First Aid valid to 31/01/2012
Member of the club
o First Aid valid to 02/02/2011
o RYA Dinghy Instructor valid to 29/10/2011
o RYA L2 Powerboat certificate dated 25/03/2005
Member of the club
o RYA Principal from 2009
o RYA Senior Instructor valid to 24/09/2013
o RYA Advanced Instructor
o RYA Racing Instructor Endorsement
o RYA Level 2 Race Coach
o KWSC Commodore 2007/8, 2008/9
o RYA Safety Boat certificate dated 27/02/2000
o RYA Power Boat Instructor valid to 11/02/2013
o First Aid valid to 31/01/2012
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Appendix 4 -
Details of KWSC Patrol Boat 1
Ribcraft 4.6 m Rigid Hull Inflatable Boat
No hull plate visible
Mariner 50 ELPT 1998
Serial No. 06603510
Safety Equipment on Board P1
First Aid Kit
Paddles x 2
Fuel Can
Spare kill cord
Pump for inflatable sponsons
Marks for course setting
Knife
Throw bags x 2
Ropes – Various
Flares
Bolt croppers
Check list
A frame
Bucket
Toolbox
Anchor
Spare start cord
Radios
Kill cord sticker
Towing points
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Appendix 5 - Laser Stratos RCD Info
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