CHRISTCHURCH SAILING CLUB
AVON SCOW CLASS HANDBOOK September 2012
INDEX 1. INTRODUCTION 2. MEETINGS 3. MANAGEMENT 4. CONDITIONS 5. THE HULL 6. FOILS 7. SPARS 8. RIGGING 9. THE SAIL 10. EQUIPMENT 11. SAFETY 12. GENERAL RACING 13. CAPERS RACING 14. RACE DUTIES 15. DRAWINGS
15.1 Harbour Racing Marks 15.2 Principal Dimensions ‘A’ 15.3 Principal Dimensions ‘B’ 15.4 Centre Plate and Rudder Blade
16. RISK ASSESSMENT 17. REVIEW
1. INTRODUCTION
1.1 This document is primarily, but not exclusively, for the guidance of new and / or
prospective class members, embodies the class rules and complements the CSC
Sailing instructions.
1.2 The first of many types of traditional balanced lug sail Scow boats were built before
1914 at Lymington and led to variants becoming established around the Solent, at
Lymington, Keyhaven, Beaulieu, Yarmouth, Bembridge and Christchurch.
1.3 There are two interesting articles in the CSC library; A125 years of sailing (1874 -
1999) at CSC and ‘The Great Scow Mystery’, Classic Boat magazine 1989.
1.4 The Christchurch Scow was based on the shape of the Bembridge GRP hull and has
evolved into our Avon Scow commonly known in CSC simply as the Scow, a heavy
11 ft 3 in (3.4 m) long 4 ft 6 in (1.37 m) beam boat with a PY of 1458.
1.5 The near ‘one design’ class is very popular, with a membership at Christchurch
Sailing Club of over 70, largely limited by the number of spaces available in the club
boat park.
1.6 Although harbour cruising is encouraged, the main Scow fleet activity at CSC is racing
in the harbour, with one annual race which is partly at sea and limited winter racing
on the rivers, Avon and Stour.
1.7 In the following sections rules and conditions are set out with the object of ensuring
the boats are fundamentally the same. New boats should not gain advantage over
older boats by using new innovations, materials and design ‘tweaks’.
1.8 The Rules Committee is tasked with the checking of all boats in the fleet for
compliance with these requirements and the vetting of new boats who wish to join the
class.
2. MEETINGS
2.1 An annual General Meeting shall be held in October each year.
2.2 Notice of the date for the AGM shall be affixed to the noticeboard forty two days before
the meeting.
2.3 Notices of any motions for the AGM must be received by the Class Captain not less than
twenty eight days before the meeting.
2.4 A Special General Meeting may be convened at any time by the direction of the
Committee or on a requisition addressed to the Class Captain by not less than 25
members.
2.5 The Class Captain shall give each member seven days notice of such a meeting
specifying the business to be considered and the proceedings shall be confined to the
matter specified in such notice.
2.6 The quorum for an AGM or a SGM shall be 20 full voting members present in person
and for committee meetings 5 full voting members present in person.
September 2012
3. MANAGEMENT
3.1 A Class Committee shall be elected annually at the AGM and shall consist of the Class
Captain, Vice Captain and 5 other members.
3.2 Should any member be concerned about any aspect of the fleet management they
should, in the first instance, raise the matter informally with the Class Captain or a
Committee member.
3.3 The Scow Class Rules Committee of 3 shall be appointed annually by the Committee.
3.4 Owners proposing additions or modifications to their Scows which may be considered as
contravening the current rules shall consult a Rules Committee member and then submit
their proposal in writing to that committee.
3.5 Similarly any potential owner contemplating the commissioning of a new boat should,
together with their boat builder, consult with and secure the approval of the Rules
Committee prior to construction.
3.6 Any proposed changes in the class rules must be submitted in writing to the Rules
Committee who in turn will present draft amendments to the Class Committee.
3.7 Any proposed changes shall be presented by the committee to the AGM or a SGM of the
class members with a requirement of a two thirds majority.
3.8 In the case of part owned boats, only one vote per boat will be permitted at any formal
meeting of the class.
4. CONDITIONS
4.1 Membership of the fleet is to be restricted to boat owners and non boat owners active in
fleet affairs.
4.2 All members should ensure that their personal membership and boat details, displayed
on the class noticeboard, are kept up to date. The Class Captain should be notified
promptly of any changes.
4.3 Membership of the class is to be restricted to boats of traditional Avon Scow design as
approved and administered by the Class Rules Committee.
4.4 Any boat that, in the opinion of the Rules Committee, is not within the spirit of the rules
will not be eligible to race within the class.
4.5 Boats completed before 31st January 1985 that, in the opinion of the Rules Committee,
do not deviate significantly from the latest rules will be permitted to race in the class.
4.6 Boats completed and / or modified since 31st January 1985 will be required to adhere to
all current rules.
4.7 The boat and equipment as defined shall not weigh less than 250 lbs (113.4 kg) and
certification of weight shall be by the Rules Committee. Additional weights to bring the
boat to minimum weight should be fixed to the underside of the centre thwarts.
4.8 Boats must be capable of floating awash, in which respect the Rules Committee may
require the adequacy of buoyancy to be demonstrated at the same time as the boat is
weighed.
4.9 All owners who wish to race their boats must ensure that they are insured with a £2 m
minimum limit of Public Liability indemnity. September 2012
5. THE HULL 5.1 The hull is formed in GRP from a master mould, owned by CSC and available to
approved boat builders for a fee. It is approximately 11 ft 3 in (3.4 m) long and 4 ft 6
in
(1.37 m) at the beam. See Section 15.2 and 15.3.
5.2 The gunwale shall not be wider than 2 ¾ in (7 cm) and not project outboard of the
hull more than 1 ½ in (3.8 cm). Bilge runners of wood, GRP, metal or any
combination of the three shall be fitted of not less than 47 in (1.19 m) length and may
be tapered 3 in (7.6 cm) at either end.
5.3 No alterations are permitted to the shape of the hull, or keel either before or after
GRP moulding ie: no streamlining, flattening, fairing of the hull or keel other than
smoothing, polishing and damage repairs.
5.4 The centre plate casing shall be of traditional enclosed design formed in GRP or
similar rigid material and at its aft end shall be linked to a timber or GRP thwart,
together with a thinner metal or timber stay between the gunwales at its forward end.
5.5 Flexible seals for the centre plate slot are not permitted.
5.6 The thwart shall be formed of either a single across unit or can be angled forward
from the centre towards the gunwales.
5.7 It is a requirement that all newly constructed boats be fitted with two self bailers and
it is strongly recommended that all older boats get them fitted. Transom cut outs or
flaps are not permitted.
5.8 The height of the deck above the inside of the hull at the centre line and immediately
forward of the mast shall not exceed 22 in (0.56 m). A coaming or washboard of no
more than 3 in (7.6 cm) and no less than 2 in (5 cm) height above the outside surface
of the deck at the centre line shall be fitted.
5.9 The deck on its fore and aft centre line shall not extend aft more than 44 in (1.12 m)
from the stem, and at the inside of the gunwales shall not fall aft of a plane at right
angles to the centre line of the boat 56 in (1.42 m) from the stem. No part of the deck
or its attachments shall fall aft of a plane between these points.
5.10 A forward buoyancy tank, complete with access hatch / hatches, may be fitted
forward of the mast but not extending aft of a line drawn vertically from the coaming
to the inside of the hull at its centre line.
5.11 A similar aft tank, complete with access hatch / hatches may be fitted which must not
be more than 13 in (0.33 m) high at the centre line and not extend more than 18 in
(0.46 m) forward of the transom.
5.12 Additional tanks may be constructed underneath and within the silhouette of an
across type thwart but their inboard face shall be at least 5 in (12.7 cm) outboard of
the centre plate box.
5.13 Additional inflatable buoyancy bags are recommended and may be fitted anywhere in
the boat and also within the fore and aft built in tanks.
5.14 Side seats formed of solid or slatted timber are permitted in the space aft of the
thwart and forward of the aft buoyancy tank. Maximum permissible width from the
inside surface of the hull shall be 12 in (0.31 m). The side benches shall not form the
surface of built in buoyancy and the top surface of the seat shall be no higher than
the aft tank or the thwart.
5.15 Toe straps, brackets, fixed or flexible must not be fitted. September 2012
6. FOILS
6.1 The Rules Committee has full size templates of the centre plate and fixed type
rudder for reference.
6.2 The centre plate shall be made of stainless steel, zinc galvanised or zinc plated mild
steel of a thickness no less than 3/16 in (4.75 mm) or more than ¼ in (6.35 mm) and
may be smooth or polished.
6.3 No knife edges are permitted although the edges may be rounded to a radius not
exceeding half of the material thickness.
6.4 The shape of the centre plate shall be within the underwater template provided by
the Rules Committee and the profile shall not deviate from that template by more
than + 0, - 5 mm. See Section 15.4.
6.5 The centre plate shall be restricted so as not to protrude by more than 25 in (0.64 m)
measured vertically below the keel of the boat. In the fully down position the
attachment pin for the lifting arm shall be at least 2 in (5 cm) below the keel.
6.6 The plate shall be operated by either a notched metal handle or an arrangement of
rope / wire fixed to the plate trailing edge leading to a cleated pulley system on the
centre plate casing.
6.7 The rudder shall be of a fixed type, wooden construction with a blade not less than
¾ in (19 mm) in thickness which may be rounded or chamfered not more not more
than 4 in (10 cm) from any edge.
6.8 The shape of the rudder shall be within the tolerances defined on the template
provided by the Rules Committee which shall include the start point on the keel. See
Section 15.4.
6.9 Lifting rudders to the same pattern are permitted but during racing must be firmly
held down.
6.10 Both types of rudder to be positioned on its pintle such that it extends no more than
13 in (0.33 m) below the keel at the transom.
6.11 Rudder tiller extensions are permitted and a retaining leash recommended for the
rudder unit.
September 2012
7. SPARS
7.1 The mast, boom and yard may be constructed of either wood or tubular alloy metal.
7.2 The length of the mast shall be such that the top of the sheave is 10 ft 10 in (3.3 m)
above the bottom skin of the hull with no more than 6 in (15 cm) extending above the
sheave.
7.3 A wooden mast must have a circular cross section with a minimum diameter of 2 ¼
in (5.7 cm) for two thirds of its length reducing to 2 in (5 cm) at the sheave.
7.4 An alloy metal mast must have a circular cross section with a minimum diameter of
2 in (5 cm).
7.5 An alloy metal boom or yard shall be slung on the port side and be a maximum of
10 ft 2 in (3.1 m) long with a maximum diameter of 2 ½ in (6.36 cm).
7.6 A wooden boom or yard shall have the same maximum length but with either a
circular or rounded rectangular shape with a minimum thickness of 1 ¼ in (3.2 cm)
and a maximum diameter or depth of 2 ½ in (6.36 cm).
8. RIGGING
8.1 The mast shall be supported by two shrouds and a forestay whose upper ends shall
be mechanically attached to the mast at any position above the sheave. However
their lower ends shall be attached to the hull by cord lashings with an optional
shackle.
8.2 The lower attachment points of the shrouds to the hull shall be equidistant from the
transom such that an imaginary line between them is between 81 in (2.06 m) and
86 ¼ in (2.19 m) from the transom, measured along the boat centre line.
8.3 The yard shall be suspended on a stainless steel wire halyard, attached to an
adjustable rack, which then passes through the sheave to a non adjustable anchor
cleat attached to the mast, all operated by a rope halyard.
8.4 Other securing devices, fair leads, etc may not be fitted to the mast, with the
exception of a halyard rope cleat.
8.5 The boom shall not be attached to the mast but has attachments to it for a down
haul, kicking strap and main sheet.
8.6 One down haul tackle only is permitted, fixed at its forward end to the boom or sail
bolt rope, to run directly to the mast foot area without wrapping across the mast.
8.7 A kicking strap may be fitted but must not be attached in any way to the mast.
8.8 The down haul and kicking strap are to be operated by a system of pulleys or
equivalent, the control ropes for these to be located either side of the centre plate
casing with cleats fixed no more than 6 in (150 mm) outboard of it.
8.9 The main sheet blocks may be fitted anywhere around the junction of the centre plate
box and thwart.
September 2012
9. THE SAIL
9.1 Sails have previously been made by Alan Ford and Sanders of Lymington and are
also available from Quay Sails of Poole..
9.2 The sail area represented by the straight lines joining the four corners, as per
Section 15.3, is approximately 63 sq ft / 5.85 sq m. No roach in the leech and no
battens are permitted.
9.3 Although two sets of sails of different cuts are permitted, currently most sailors use
one sail for all conditions.
9.4 The sail must be secured only by cord lashings at all four corners, none of which
may be adjusted whilst racing.
9.5 As an alternative at the tack a sail luff rope may pass through the boom and then be
secured directly to the down haul.
9.6 Unique sail numbers of a minimum 9 in (23 cm) height must be displayed on both
sides of the sail, these to be approved by and registered by the Class Captain.
10. EQUIPMENT
10.1 A pair of oars and rowlocks adequate for propelling the boat must be carried at all
times whilst racing and the boat must be capable of being rowed whilst sitting on the
thwart.
10.2 An anchor with at least 5.5 m of line attached must be carried at all times whilst
racing in order to hold the boat against a strong tide in light winds.
10.3 A plastic bucket for bailing must be secured, with a simple quick release system, in
the forward area of the boat.
10.4 Removable slatted timber floor boards may be installed in the cockpit area however if
the boat is weighed with them, then it must be raced with them on board.
10.5 A rope painter, of 5 m minimum length, shall be permanently attached to the bow to
facilitate manageable safe towing and ideally this should be 10 mm diameter,
buoyant and brightly coloured.
10.6 It is a good idea for each boat to carry first aid plasters, spare fittings and short
lengths of rope to cope with on board events.
September 2012
11. SAFETY
11.1 This section contains requirements and suggestions for good practice and is
supplemented by a Risk Assessment, produced at the request of the CSC Sailing
Committee, and the CSC Water Safety Policy Statement.
11.2 No member should go sailing or report for Race Duty unless feeling well and wearing
clothing suited to the anticipated conditions. The wearing of a dry suit or steamer is
strongly recommended for early and late season sailing and in strong winds.
11.3 All helmsmen racing the winter series and the Capers racing must wear a non
inflatable buoyancy aid at all times. For all other racing the wearing of a buoyancy
aid shall be at the discretion of the Race Officer with the raising of Flag Y.
11.4 Members must ensure that projecting metal parts of their launching trolley are
padded to avoid leg injuries in the crowded boat park.
11.5 Before moving your boat from the park a check should be made of the buoyancy tank
inspection covers, inflatable buoyancy bags, ropes, fittings, splices, wires, oars,
bungs etc.
11.6 Since the harbour is busy with a mixture of cruising boats and racing dinghies from
three clubs plus a sailing school, it is essential that a square burgee is displayed at
the tip of the yard to indicate you are racing.
11.7 The CSC slipway is very slippy requiring careful foot placement on the timber slats
whilst floating the boat off the trolley which must then be quickly parked neatly away
from the landing apron.
11.8 Before launching take particular care to check the busy river traffic which
predominantly consists of power boats, not necessarily piloted by experienced or
courteous helms.
11.9 In stronger winds the boat with sail hoisted is out of control in the short time between
leaving the slipway and fitting the rudder. If unsure of yourself, consider taking the
boat alongside the quay wall whilst fitting the rudder.
11.10 Whilst cruising or racing in the rivers, or within the buoyed harbour channel, Scows
do not have priority right of way over powered craft who must be given room to safely
manoeuvre.
11.11 Whilst sailing in strong and gusty conditions be aware it is easy to ship a lot of water
very quickly. The boats can fill to within a few inches of the gunwales making it
difficult to make headway and may require the assistance of the race escort boats.
11.12 Landing back at the club slipway can be tricky not only because of the river traffic but
other CSC dinghies returning from racing are vying for space to land, many of them
bigger, faster boats.
11.13 Unless there is a clear space available on the slipway, helmsmen should continue
upstream, find a suitable place to drop their sail and then rudder Awaggle@ back
downstream to gently land at the slipway.
11.14 Getting the heavy Scow on to its landing trolley and back up the slippery slipway and
as far as possible from the landing area is a back straining manouver, for which
sailors are required to assist each other. September 2012
12. GENERAL RACING
12.1 The Club is a RYA accredited training establishment and is committed to organising
racing in accordance with the RYA Charter.
12.2 The dinghy racing rules change periodically so all Scow sailors are encouraged to
keep up to date by attending talks at the club and by obtaining a current copy of the
pocket size RYA AHandy Guide to the Racing Rules@.
12.3 The club organises dinghy boat racing in the harbour and in Christchurch Bay at
weekends and some evenings largely for single handed Finn, Laser, OK, Solo and
Topper class boats.
12.4 The Scows are included in all these harbour based races together with one race
which starts and finishes in the harbour after venturing out into the bay to turn at an
O.D.M. mark opposite Friars Cliff,
12.5 In addition to this general dinghy racing programme, the Scow Fleet organises its
own winter racing on the rivers and pursuit style racing on Wednesdays, the latter
referred to as Capers Racing
13. CAPERS RACING
13.1 The Capers racing is organised in such a way as to encourage helmsmen of all
ages, gender, sailing experience and quality of boat to safely race midweek in
friendly company.
13.2 Although the decision on whether the weather conditions are suitable for safe racing
rests with the Race Officer, racing is restricted to winds not exceeding F 5.
13.3 Racing is of a handicap format, based on three starts at three minute intervals and
for each race helmsmen are permitted to choose their starting times to reflect their
own assessment of competency.
13.4 Races will start at the Club Start Line unless there are clear public safety issues,
such as congested use of the rivers by other craft or unfavourable wind direction,
and will be controlled by sound signals alone.
13.5 Whilst conforming to the normal racing and navigational rules, races will be
conducted within the ACorinthian Spirit@ ie: the spirit of gentlemanly amateurishness
in its true sense of playing for love not kudos.
13.6 The overriding aim is for safe and enjoyable racing without over aggressive tactics.
Any incidents should be brought to the attention of the Race Officer for later informal
resolution in the Club House.
13.8 There are to be no trophies awarded for winning races or the series. However The
Dusty Rhodes Trophy is awarded for an individual’s improved helmsmanship and
The Hadley Trophy for outstanding personal service to Capers Racing. March 2012
14. RACE DUTIES
14.1 It is a club requirement that all dinghy owners make themselves available to officiate
at general club races as Race Officer / Assistant or Escort Skipper / Assistant at
least once a year. In addition all Capers racers are expected to carry out escort boat
duties, as Skipper or Assistant.
14.2 Any sailor feeling unwell, or temporarily handicapped by injury or illness, and unable
to carry out an assigned duty must inform the Race Officer immediately.
14.3 Regardless of the type of assigned duty, members should report to the Race Officer
an hour before a club line start and one and a half hours before a harbour start.
14.4 The Race Officer is responsible for deciding whether the weather conditions are
conducive to overall safe racing, however it is up to each competitor to decide
whether he/ she is competent to race in the forecast conditions.
14.5 The Race Officer is responsible for every aspect of a race but primarily has to ensure
the safety of all participants. As such the RO must ensure that available escort boats
are fully crewed and arrange for any shortfall to be filled from the fleet, on the day.
14.6 It is a requirement for all crews to methodically follow the on board pre-launch escort
boat checks and alert the Race Officer to shortcomings. It is recommended that they
enroll in the club’s power boat training programme for skippers and the first aid
course.
14.7 Although most of the other dinghy classes are self emptying, the Scows can easily fill
with water and sailors may need assistance in bailing out, reaching shore or need to
be brought on board an escort boat.
14.8 In extreme weather situations where helmsmen are in the water and needing
assistance they should be recovered into an escort boat to be kept warm whilst their
boats are temporarily tethered to any convenient buoy for later collection. ‘People
first, things second’.
14.9 In the event of a sailor suffering serious cold, injury or other life threatening condition
the Race Officer must be notified, who will organize for the casualty to be delivered
as quickly as possible to either the Sailing Club, Marine Training Centre or Mudeford
Quay, whichever is nearer, and for an ambulance to be summoned to that place
when appropriate.
14.10 Such operations must remain under the control of the Race Officer who is tasked
with maintaining adequate safety cover for the remainder of the fleet.
14.11 After racing in light airs, Scows may assemble downstream of Steep Banks ready for
escort boats to collect strings of boats for towing back up river to the club.
14.12 Regardless of the conditions experienced in the racing it is essential, on docking, to
complete the on board escort boat log, to enable the bosun to take appropriate
action well ahead of the next races.
March 2012
15. DRAWINGS
HOLLOWAYS HARBOUR
CHRISTCHURCH SAILING CLUB
HARBOUR RACING MARKS - 2009
16. RISK ASSESSMENT
Christchurch Sailing Club - Avon Scow. Risk Assessment Matrix.
Risks Associated with the Scow Class of dinghy.
Risk Mitigation
Personal danger to helm due to:-
Excessive weight or size.
Lack of personal mobility.
Slow mental reaction time.
Lack of general fitness.
Lack of confidence on the water.
Weight of Scow ashore.
Helmsman to consider whether or not the
small and tender Scow is the right dinghy
for the individual.
Personal danger to helm due to:-
Tenderness of the Scow.
Ease of capsize, esp. on gybe.
Difficulty after capsize.
Familiarisation with dinghy, avoidance of
risky manoeuvres, taking advice from
more experienced helmsmen.
Personal danger to helm due to:-
Failure or loss of gear.
Total immersion of hull.
Hypothermia due to capsize.
Proper boat maintenance.
Adequate buoyancy.
Proper clothing.
Launching and Recovery at the Club’s Slipway.
Risk Mitigation
Danger to helm whilst launching due to:-
Slippery surface.
Edge of slipway, deep water.
Busy waterway.
Lack of ability to steer.
Appropriate footware, vigilance.
Familiarisation.
Vigilance.
Rig afloat, ship lifting rudder.
Danger to helm during recovery due to:-
Boat speed on approach.
Slippery surface.
Reduction in boat control.
Weight of boat and trolley.
Drop sail and paddle in.
Appropriate footware.
Seek help from shore party.
Seek help from shore party.
Christchurch Harbour.
Risk Mitigation
Danger to helm whilst racing due to:-
Going aground.
Encountering fast currents.
General familiarisation with Christchurch
Harbour and the Club’s buoy positions.
Danger to helm during racing due to:-
Busy Harbour
Obey rule of road and racing rules. Keep
clear of all large craft in channel.
Racing Risks.
Risk Mitigation
Danger to helm whilst racing due to:-
Large fleet numbers.
Competitive sailing.
Workload of escort boats.
General familiarisation with racing rules
and tactics. Knowledge of Club buoyage.
Club to maintain policy of three escort
boats. Individual helmsmen to always be
aware of the location of escort boats.
March 2012.
Christchurch Sailing Club.
SCOW CLASS RISK ASSESSMENT.
General Introduction.
This document assesses the risks peculiar to the Scow class sailing dinghy. Whilst
sailing will always present a number of well understood general risks, scow sailing at
the Club, particularly under racing conditions, introduces additional problems for
health and safety. The document looks at four specific areas, as follows:
Risks related to the nature of the Scow dinghy as opposed to other dinghies.
Launching and recovery at the Club’s slipway.
Risks specific to the closed environment of Christchurch Harbour.
Racing risks. Following this assessment, there is a simple matrix listing the risks identified and a
guide to the mitigation of each risk. The text of this assessment is meant only to be a
narrative of explanation; the matrix is “The Risk Assessment”.
The Scow Class Dinghy.
At a length of only 11ft 3ins (3.4m) the first obvious limitation of this dinghy is its
diminutive size. The scow is generally acknowledged to be somewhat quirky, tender
and cramped, with little opportunity for swift movement. Sailors considering helming
a Scow need firstly to decide if they are suited to the class. Whilst age (or youth) is
not normally a significant factor, common personal disadvantages might be:-
Excessive weight or size.
Lack of personal mobility or agility.
Slow mental reaction time.
Lack of general strength and fitness.
Lack of confidence on the water.
Being small, there is obviously a limit to the conditions suitable for safe Scow sailing.
Race Officers in the Scow Class are experienced in the local limitations and
helmsmen are encouraged to take their advice seriously.
Whilst inherently stable going to windward, most helmsmen accept that downwind in
gusty conditions, Scows can be more difficult to manage safely. Their short waterline
length and round bilges sometimes give rise to oscillations on the run, which can turn
into involuntary gibes.
Unlike most Class 4 dinghies, when capsized the Scow is not quick or easy to right
and empty of water. A capsize generally results in the need for external assistance and
the helmsman may expect to be in the water for some time, a significant risk if the
water is cold. The Scow rules state that there should be sufficient buoyancy in the
boat to keep its gunwhales above water, but this does not mean that the boat will
remain manageable.
Since the Scow is essentially for single-handers, the helmsman needs to acknowledge
that the dinghy is heavy for its size and is sometimes difficult for one to handle,
particularly during recovery. March 2012.
Launching and Recovery.
Launching and recovery from the Club’s timber slipway is potentially hazardous and
care is essential. Although the Club does its best to keep the slipway clean, constant
tidal immersion and wildlife fouling render the surface slippery most of the time. The
slipway also has finite edges, beyond which there is deep water. The extremities are
not marked. Both launching and recovery present difficulties.
Launching. Typically, Scows are first launched into the water stern first from
trolleys, then pulled up the slipway for rigging. Setting off then entails turning the
boat, pushing off and jumping in. This is hazardous in itself, particularly if the state of
the tide leaves little of the slipway in the water. This can be made less so if a second
hand is there to steady the boat and to watch for the edge. Many Scow sailors are also
in the habit of pushing off without means of steering, since the slipway prevents fixed
rudders being shipped. Again, this is hazardous, particularly in gusty conditions. The
more cautious helmsmen tie up alongside the main jetty, where the rudder and
dropkeel can be set before leaving.
Recovery. Much the same hazards are present during recovery. Sailing directly up the
slipway is probably more dangerous for those already ashore than for the helmsman.
Scow sailors are advised to help each other coming ashore, firstly to “catch” the
oncoming dinghy, then to assist the helmsman to climb out. As has been mentioned
before, the Scow is a heavy boat and pulling it up the slipway on its trolley is best
with two or more people.
Christchurch Harbour.
For the general boating fraternity, the chief feature of the Harbour is its shallowness.
Even for Scows, water depths occasionally limit racing to the navigable channel only.
With the average tidal range scarcely one metre, it is rare that the whole of the
Harbour can be used for unlimited Scow racing. The navigable channel, sandbars and
minor channels are reasonably stable, however, and the experienced helmsmen soon
learn where and where not to go. Touching the bottom is usually more irritating than
dangerous, although dragging the centreplate whilst going about can cause a capsize.
Club buoys 4, 6 and 7 seem to be the most troublesome to reach during moderate
tides. The only part of the Harbour bottom which may cause boat damage is on the
Clubhouse start line, where the bottom is coarse gravel rather than sand or silt.
Notwithstanding its lack of depth, current speeds can be deceptive, particularly on the
ebb when tidal flow is often enhanced by the river discharge. Notable reaches are
Steepbanks and the approaches to The Run. Club buoy 3 is often a troublesome
upstream mark on the ebb.
Wind patterns can be deceptive. Around Town Quay, the buildings cause
disturbances, as does the enclosed river at Steepbanks. Under the lee of Hengistbury
Head the wind can become variable, whilst at Barn Bight, southwesterlies funnel
through the Double Dykes area surprisingly strongly. Christchurch Harbour can
become extraordinarily busy in the season. Large open ferries sail from Tuckton to
Mudeford Sandbank every half hour. These craft are restricted to the navigable
channel and are unable to avoid racing dinghies. Likewise, many of the larger yachts
are similarly restricted. Other sailing clubs race in the Harbour and occasionally,
courses will cross or converge. Finally, small hire motor boats operate from Town
Quay. These craft are awkward to control and are often driven by the inexperienced. March 2012.
Racing Risks.
Organised dinghy racing generates particular risks related to competing for the same
stretch of water. Rounding marks often requires going about or gibing in close
proximity to other boats attempting similar manoeuvres and the risk of collision is
always present. Competitive sailing also encourages sailing the dinghy to its limits
and perhaps taking calculated risks in heavy weather.
Scow racing in the season often generates fleets of over twenty boats and occasionally
in excess of thirty. The Club has a policy of always fielding three escort boats in
recognition of these numbers and the sometimes scattered nature of the fleet. The
individual helmsman may think it prudent to stay aware of the locations of the escort
boats, particularly in boisterous weather.
General Comments.
This risk assessment is not intended to cover all risks attached to sailing generally or
to all Club classes. It should be read in conjunction with the Club’s Sailing, Racing
and general Safety Rules.
March 2012.
17. REVIEW
17.1 Members are encouraged to provide feedback to the Class Captain regarding the
Handbook’s use in practice.
17.2 The handbook will be reviewed annually in September by the Committee and any
proposed changes submitted to the AGM in October for approval.
September 2012
