These notes were first prepared in about 1990 to assist those club members who had agreed to act as trip leaders for the first time. The original notes were getting dated so this second edition is intended to bring them up-to-date.

The aim of the notes is to guide the trip leaders on the preparation necessary when planning sea trips. Although the emphasis is on planning club trips, the principles outlined below are those required when planning any trip if it is to be accomplished with the minimum of risk. This does not mean there will be no risk on a trip; an essential ingredient of an adventure is an element of risk but the experienced kayakist minimises the risk through careful planning.

The emphasis in these notes is on advice for the leader of sea kayaking trips because the majority of the club’s programme is carried out on the sea. Rivers present many different hazards than occur on the sea and it was felt that the two aspects could not be dealt with together in a single, brief, booklet. The challenge, therefore, is for an enterprising club member to produce a companion to this booklet on guidance for river leaders.

These notes are not claimed to be the definitive word on sea kayaking and may touch on some areas of controversy; in spite of this it is hoped that these notes will provide positive guidance for good trip planning.

Thank you for taking on this responsibility,

The Committee, February 2000

The world is becoming increasing litigious and this is particularly so in sport, where there is a greater risk of injury than in everyday activities. It is important, therefore, that we are all aware of our legal responsibilities as members of a party involved in adventurous activities. This is especially so for the leaders of adventurous activities. Don’t let this put you off becoming a trip leader, but you should be aware of the greater responsibilities that role involves.

In Civil Law there is a Duty of Care placed upon us as paddlers, whether we are qualified coaches (either paid or voluntary) or simply members of a group out on the water. This Duty of Care covers such things as loss, material damage, harm or personal injury to others. As Coaches there is a Duty of Care to the students to assess any risk in which the party may place itself. As group members, there is a responsibility to do as instructed by the leader and not to endanger others by our actions.

The club has looked into the current position with regard to third party liability cover when members are involved in club activities. As the club is affiliated to the BCU members are covered by the BCU insurance for negligence in injury or death or damage to property of a third party.

The BCU and its insurers presume that club officials and those acting on their behalf are responsible people acting in a responsible way. However, irresponsible or careless leadership will not invalidate the insurance. It is also accepted that canoeing is an activity that involves certain inherent risks. Activities do not need to be restricted to "safe" canoeing but that the introduction to more dangerous aspects should be within accepted precepts. The principle in law of "violence inflicted injury" means that an adult voluntarily participating in an activity that involves known hazards is unlikely to succeed in a claim for recompense if the injury is sustained as a result of known and obvious danger.

It is not necessary for Third Party Liability insurance purposes for club journeys, activities or events always to be lead or covered by Coaching Scheme qualified members. The holding or not of a Coaching Qualification by the appointed leader of a canoeing venture would, though, be a factor that would be taken into account by a Court in determining whether or not negligence was involved. A person holding a Coaching Qualification who was not the appointed leader but was present at an authorised club activity might not have automatic legal responsibility should an accident occur. He , or she, might feel they have a moral responsibility, but that is not the same thing.

In the event of an accident, should the appointed leader be held to have been inadequate in experience or competence for the venture then clearly grounds for a claim exist. The officers and members of the club would all be covered if a prosecution was taken out against an individual.

Being a trip leader is a position of considerable responsibility. On the majority of trips the sea is kind and the trip is completed safely with no problems. But occasionally incidents happen; the wind may increase unexpectedly or one of the party may capsize. By being prepared for the worst the leader can prevent a minor incident getting completely out of hand.

It is the leader’s responsibility to have contingency plans prepared; by being seen to be well prepared panic can be allayed in the less experienced and a valuable lesson can be taught in responsible sea kayaking.

Preparing for a trip begins a week or so before the trip date and does not finish until everybody is off the water at the end of the trip. In between there are a number of aspects to be considered which are dealt with in more detail below. In essence they are :

• review the potential hazards on the journey
• obtain tidal data for the area
• obtain the coastguard’s telephone number
• consider contingency plans should the weather be unsuitable on the day, and how to adjust the intended trip if events prevent the original plan being completed
• ensure the mix of people on the trip has enough experience to complete the journey safely
• ensure adequate equipment is taken on the trip
• ensure that, on the day, those intending to do the trip are adequately kitted out.
• be aware of the Collision Regulations so that you are aware of how ships "behave" if they suspect a collision is possible. (see Appendix 1)

The latest edition of the BCU Handbook has an excellent chapter on planning a sea journey and the safety aspects of sea kayaking. In addition to this, these comments may be of assistance.

The leader’s preparations begin one or more weeks before the trip, depending on the knowledge of the area and the level of seriousness of the journey. Obtain documentation on the area, such as:

• pilots
• charts
• tidal stream atlas
• tide time tables
• maps
• ferry timetables, just in case.

The choice of chart and/or map depends on the type of detail required. The charts may not contain sufficient detail to identify landing or pull-out places, which are better illustrated on the Ordnance Survey maps.

Remember that the pilots are usually written for bigger vessels than kayaks so the information they contain may be of limited values to smaller vessels. Nevertheless, the yachting almanacs are well worth looking through.

When reviewing the intended route look for areas where there could be difficulties such as:

• exposed coastlines
• tide races
• inaccessible coastlines
• overfalls
• exposed, open crossings
• restricted sea lanes
• sandbanks and mud flats
• shipping lanes
• collision regulation in relation to the local buoyage system
• ferry crossings

Decide when is the best time to pass through the "awkward" areas and plan the departure time to reach these areas at the most favourable times. Life is never straightforward so some compromise is usually required.

Check to see if there are any areas from which small craft are excluded, or if there are any channels specifically for small craft. (see Appendix 2)

Calculate the departure time, duration of the trip, arrival times at important points and suitable places to land. Allow for rest stops and the slower speed of the less experienced ; they are the people for whom the trip should be planned. For experienced paddlers an unassisted paddling speed of 3 knots is reasonable. Reduce this speed for less experienced paddlers and if the weather is likely to be inclement. Paddling into a Force 3 headwind can reduce your speed by 0.5 knot.

Consider possible pull-out points on the way, in case there is an unexpected change in the weather or someone cannot complete the intended route. Consider also an alternative trip if the weather on the day prevents the intended trip being started.

Several days before the date of the trip pay attention to weather forecasts to determine the weather pattern. You should also have some idea of the number of people likely to come on the trip and the mix of experienced to inexperienced paddlers. When people you do not know ring you about the trip this is the time to ask a few questions to establish their paddling credentials. If the person is new to paddling you may feel that the trip is too difficult or strenuous for them. In this case you could suggest an easier paddle from the club programme.

It is the responsibility of the club members to contact you in advance of the trip. If you have no one contact you beforehand then do not feel obligated to turn up.

If you are concerned that the ratio of experienced to inexperienced paddlers is too low then contact the club committee and we will try to arrange for more experienced people to come along.

Check through your planning; if in doubt do not hesitate to contact another member of the club for a second opinion. We all have the club’s welfare at heart so this is not a sign of weakness or an admission or inadequacy.

On the day ensure that you have the following :

• an up-to-date forecast
• adequate charts for the area
• phone number of the coastguard (see section on coastguards, section 9)
• spare clothing
• emergency food
• tow line
• survival bag
• split paddles
• torch (and possibly a strobe light)
• flares (preferably more than one type)
• first aid kit and basic repair kit
• VHF radio for all but the most "protected" trips

Further suggestions for a kit list are given in the section below.

On the day discuss the weather conditions and trip outline with the more experienced club members. If the conditions are not suitable then do not be afraid to cancel the trip, even if the conditions might improve later. Remember that knowing the group’s limitations is the key to safe sea kayaking.

Having decided on the day’s programme gather the group together and explain the plan before getting on the water. This will help to establish your position as the trip leader. It will make people aware of what the group is doing and why that course of action has been taken. Also, take the opportunity to explain to the group what you expect from them in terms of group discipline. Ask for a high standard and you will get it.

You should know who in the group are the stronger and more experienced paddlers. Ask two of them to "take up the rear" to ensure that there are no stragglers and any incident is seen immediately. Make sure you know how many there are on the water. If you have any particular concerns then you could adopt the "buddy" system whereby one individual member has responsibility for keeping an eye on another.

During the paddle try to move round the group and note how people are coping. Spend time talking to the less experienced; a few minutes of reassuring conversation will boost their confidence, reduce anxiety, help them to relax and reduce the likelihood of a capsize.

If there is a capsize you, as the trip leader, should supervise the rescue. You do not have to carry out the actual rescue, as long as there are other competent people available who can carry it out – BUT YOU MUST BE IN CHARGE. Keep an eye on the rest of the group during the rescue; make sure they do not drift away and watch out for other vessels in the vicinity. It may be advisable for the other members of the group to land while the rescue is carried out. If so, send them to shore with sufficient experienced paddlers, ensuring that you have adequate numbers to handle the incident. The precise course of action depends on the circumstances at the time.

When the trip has been completed check that all the group are off the water. If you have previously contacted the coastguard about the trip it is essential that you contact them to confirm the safe return of the party, by telephone or VHF radio.

Now we come to the most difficult art of being a trip leader. When the group has assembled at the start of the trip look at their clothing, kayaks and paddles. If there is anyone with insufficient, or inappropriate, clothing advise them quietly to put on extra clothing or change into more appropriate clothing.

If there are any kayaks present that are not seaworthy then you may have to tell the owner that they cannot come on the trip. You should discuss this with the other experienced club members before making a decision and explain to the individual concerned that it is a corporate decision. If they object then you cannot force them not to kayak that day but if they insist then you need to make it clear to them, in front of your other experienced members, that if they continue then it may endanger the other members of the group and your decision will be fully supported by the Club Committee. It is most unlikely that this situation will arise but if it does it must be handled with tact, politeness and firmness.

This is why the trip leader’s job is such a responsible one. But it is also a rewarding one so PLAN FOR THE WORST AND HOPE FOR THE BEST.

The following is a list of sources of navigational information that can assist in the planning of a kayaking trip. Bear in mind that some of the information was written for other types of vessels, like yachts and ocean going ships, so it may not be exactly what you want.

Charts :

• Admiralty charts – mainly for larger vessels
• Stanford and Imray charts – mainly for the smaller vessels. The Standford’s plastic charts are ideal for kayakists.
• Ordnance Survey maps – these are very useful, especially if the trip is coastal.

Tidal Information :

• tidal stream atlases – issued by the a variety of organisations such as the Hydrographic Department, MOD.
• tide time tables – published by a wide range of organisations and available from chandlers and on RNLI calendars
• Almanacs – such as Reeds and Macmillan
• pilots – published by the Hydrographic department and a range of yachting organisations, e.g. Solent Yearbook, Clyde Marine Press, etc. (It is worth looking in second-hand book shops for the old {1960’s} coastal pilots which have a wealth of detail that is not featured in the later editions.)

Another, very relevant source of kayaking information, is the set of South West Region Small Craft Sea Touring Guides, available from the BCU Supplies

The following are useful sources for up-to-date weather forecasts :

• Marinecall : 0891 500 457 ( for the Solent area) ; 09068 020 987 ( 2-5 day forecast for the English Channel)
• Coastguard – see the list of telephone numbers

• routine forecasts after the news broadcasts
• Ceefax

• Shipping Forecasts - Radio 4

• Inshore Water Forecast – Radio 4 at 0538 hrs
• On Sundays, after the early morning Shipping Forecast there is a specialist maritime forecast looking ahead to the week’s weather prospects for UK waters
• Marine VHF – Channel 67 at 0040hrs and every 4 hours afterwards (Solent)

As well as the normal kit you would take on a trip ensure you have the following :

• an up-to-date weather forecast
• adequate charts for the area
• the telephone number of the coastguard
• telephone number of a land based contact besides the coastguard
• money for a telephone call and/or a phone card
• spare clothing for another person as well as your self (pullover, trousers and hat)
• flares and survival bag
• compass or two ( a Silva as a backup)
• spare flask with a hot drink (beware of the capsized diabetic !)
• spare spraydeck
• first aid kit and basic repair kit
• VHF radio, either your own or the club’s. If you are not qualified to operate one then ensure there is someone on the trip who can.

Hypothermia can "accompany" any trip. If it strikes then you could be in for big trouble because it can kill. Prevention is better than cure, but a knowledge of the cure is also essential. What you do about it depends on the circumstances; clearly the possible actions are very different for the river paddler compared to the group on an exposed open crossing. Let’s look at each condition in turn.

To prevent it happening :

• plan the trip carefully
• ensure that everyone on the trip is capable of the trip’s demands
• take spare clothing
• be adequately clothed before you all begin
• ensure that you have eaten sufficient before beginning the journey
• have spare hot drinks and high energy food to consume on the way
• keep the pace at that for the slowest
• ensure that the group does not split up
• keep a watchful eye on the less experienced
• do not get wet unnecessarily
• be competent at rescues
• carry out rescues quickly and efficiently
• if an incident occurs take charge, delegate and keep watch on the rest of the group.

How to Recognise It :

Recognising the onset of hypothermia in kayaking is difficult because of the distance between paddlers. Nevertheless, if you are aware of the potential for the problem and how to recognise it you can take action before it becomes serious. As the condition develops there may be :

• shivering and cold, pale skin
• apathy, disorientation or irrational behaviour; occasionally belligerence
• lethargy or failing consciousness
• slow and shallow breathing
• a slow and weakening pulse
• in extreme cases there may be cardiac arrest.

What to Do About It :

What you do depends on where you are when you recognise the condition. If you are on the water then your options are limited but there are still actions that can allay the severe onset of the condition until you can reach the shore.

• give the casualty a hot drink and high energy food if they are conscious
• give them more clothing
• if they are not capable of paddling then consider towing them having given them another paddler to raft up to
• if they are incapable of remaining upright in the kayak consider putting them in a survival bag on the deck of a kayak raft and towing to shore

On reaching the shore :

If the casualty can be taken indoors :

• if you can get the casualty indoors then replace their wet clothing with warm and dry garments
• if they are conscious consider putting them into a warm bath
• put the casualty into bed and give hot drinks and high energy foods
• contact a doctor
• if the casualty is outdoors then take them to a sheltered place
• give them extra clothing
• lie them down on top of an insulating layer
• put them in a sleeping bag/survival blanket and/or a survival bag
• send for help
• if they are conscious give hot drinks and high energy foods

The Coastguard organisation consists of Maritime Rescue Centres and Maritime Rescue Sub-Centres. The Rescue Centres are given in Bold type.

Solent – 023 9255 2100

Portland – 01305 760439

Brixham – 01803 882704

When you contact a coastguard have to hand the following information, which he will want to note down :

• name of the organisation to which you belong
• number of people going afloat
• number of canoes/kayaks going on the water and the types (i.e. singles, doubles, sea kayaks, general purpose)
• colours of the kayaks ( if you are in a small group)
• general plan of the trip
• start and finish times
• start and finish positions
• name and telephone number of a shore-based contact
• whether a radio is being taken on the trip
• confirmation that flares are available in the group.

Remember that while the coastguard will endeavour to monitor any notified activity, they will not necessarily initiate any search and rescue action for an overdue group unless alerted by a shore contact or by some other means.

The coastguard is always available to give factual and weather forecast information but it is your responsibility to decide whether or not to do the trip.

The Solent is one of the busiest shipping waterways in the world and yet we manage to cross it many times every year with little or no incidents. Why? Apart from the skills and experience of many of the trip leaders there are a few rules that the vessels follow.

It is compulsory for vessels above 3500 g.w.t. to be assisted by the Pilot vessels whilst in the Solent. They must report on channel 14, 12 when passing inward of the Nab Tower or the Needles, No Mans Land Fort, Yarmouth E/W Lepe Buoy, Calshot Castle/Hook Buoy and 15 minutes before leaving their anchorage. For the outbound journey they must call 15 minutes before leaving their berth, Eling Buoy, Royal Pier, Crosshouse Beacon, Hythe Pier, Calshot Castle/Hook Buoy, Yarmouth. So those with VHF should be able to hear them coming??

Radio frequencies in the area.

Southampton Port Radio. Calling Safety Channel 16, Port Operations 14, 12,

Berthing Master 71, 74, Harbour Radar 18, 20, 22

Southampton Harbour Patrol. 16, 12, 14, 71, 74 10, 8, 6 - continuous

Esso Fawley 16, 19, 71, 74 - continuous

Hamble BP Oil Terminal 16, 19, 71, 74

Pilots Southampton, Nab and Needles. 16, 9 - continuous

Cowes. 16, Launch 16, 12, 9, 6

The Solent itself is a large highway. However, the shipping for Southampton Water always seems to come from the Nab Tower and back out that way. This is because of two areas of ‘shallow’ water in the area. These are Bramble Bank and Ryde Middle. Ryde Middle is a section of water that at it shallowest (LOW WATER) is only 3 - 4 metres deep. Just South of it the depth will be about 16 - 20 metres. Ryde Middle is just North East of Osborne House on the I.o.W. and is marked by a West Cardinal buoy at the Western end 50^o46’N 1^o16’W and has a Red can buoy to the north and a Green can to the South. A direct line from Stokes Bay to East Cowes will take you straight over it. If the larger vessels are headed for Southampton they could head North OR South of Ryde Middle. BUT, they will tend to take the Southern route since once they get to the end they need to go around Bramble Bank.

At Fawley a channel is kept dredged to a depth of 12.6 metres. This allows large vessels to get in, obviously. A north channel exists but it is not dredged and is only at a depth of about 3 - 4 metres. Since the larger vessels cannot turn very easily and they are probably headed for Fawley anyway they will almost always take the course that will take them South of Ryde Middle.

The ferries take a different route from Portsmouth to Ryde or Fishbourne. If someone can guarantee their route please let the rest of us know.

Generally surfing trips require less planning than touring seas trips because the activity is carried out close to shore. By close one means within several hundred metres of the shore. This provides plenty of sea in which things can go wrong. The main points to consider when planning a surfing trip are :

• check the tides and ensure that the activity does not take place when there is the possibility of dumping waves
• be aware of the possibility and location of any rip tides
• check the wind direction; surfers in trouble may be swept out on an ebbing tide
• ensure that all of those on the water have safety helmets and floatation devices
• be aware of those who are new to surfing and ensure they are aware of the dangers of surfing in that area
• check for the possibility of other water users being on the same water, such as windsurfers and swimmers.
• have a first aid kit, spare food and a hot drink handy in the car
• set up a "buddy system" so that each individual is responsible for watching out for another paddler
• prepare an emergency action plan which can be followed if an incident does arise. This plan should include :

• location of the nearest telephone
• location of first aid kit
• name of any qualified first aider on the trip
• location of any rescue equipment and rescue posts

• know how to administer expired air ventilation
• know how to recognise and treat hypothermia.

The "International Regulations for Preventing Collisions at Sea" is too lengthy a document to reproduce here, and much of it is not relevant to sea kayakists. There are, however, some aspects which are of interest because they explain the way in which other boats may respond to comply with the nautical "rules of the road". Some points to be aware of are :

• traffic separation lanes are becoming increasingly important features in the regulation and control of shipping. Be aware of any separation zones in the area you intend to paddle.
• if a collision course is suspected then take early action to avoid it. Make any alteration to your course early and large enough so that your intentions are clear.
• in narrow channels keep as near to the outer limit of the lane as is safe to do so.
• you should not cross a narrow channel if, in doing so, you impede another vessel that can only safely navigate in this channel.
• if and when crossing shipping lanes do so at right angles to the general flow of the traffic
• to avoid a collision head-on vessels should pass port to port
• the Regulations have a list of who should keep out of the way of whom. For kayakists the safest choice is to keep out of everybody’s way !!
• lights on vessels are Red – Port: Green – S’bord, when viewed from the bridge of the vessel. Depending on the size of the vessel there may be one or two white lights visible in all directions.
• audible warnings on vessels are :

• one short blast : "I am altering my course to s’bord"
• two short blasts – "I am altering my course to Port"
• three short blasts – " I am operating astern propulsion."
• five rapid blasts – vessel approaching is in doubt that sufficient action has been taken by the other to avoid a collision.
• prolonged sound at less than or equal to every 2 minutes – fog horn sound from a vessel underway.

Remember :

• it takes 4 to 6 minutes and 2,000 to 4,000 feet for a ship to stop after its engines are put astern
• travelling at 10 knots it takes a ship 6 minutes to travel 1 nautical mile, and at 15 knots it takes only 4 minutes.

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1. Portsmouth Harbour Entrance Small Boat Channel:

There is a small boat channel on the port (West) side of the harbour mouth, when entering. It is 50m wide running from the West of No. 4 Bar Buoy to the West of Ballast Buoy.

 

2. Calshot Area of Concern :

This lies from Calshot south to near Egypt Point, on the Isle of Wight. All vessels over 150m in length, whilst navigating in this area have a "moving prohibition zone" 1000m ahead and 100m on either side. They will normally be accompanied by a patrol boat.

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