30 Jan 2012

16 November 2011

16 November 2011

21 October 2011

5 October 2011

4 October 2011

19 September 2011

19 September 2011

5 September 2011

5 Aug 2011

24 June 2011

BROADS AUTHORITY

NOTICE TO MARINERS No. 5 of 2011

Opening times of Trowse Swing Bridge

Notice is hereby given that Trowse Swing Bridge opening times will be as stated below

From Sunday 22 May 2011 to Saturday 10 December 2011

It is recommended that craft arrive at the bridge in good time before the specified opening periods as arrivals after the published times may not be accommodated.  The bridge may be contacted on VHF Channel 12.

Angie Leeper
Asset Officer
Broads Authority
2 Gilders Way

Consultation on the draft Broads Plan –
A strategic plan to manage the Broads 2011-2016

Response of the Norfolk and Suffolk Boating Association

Introduction
The Norfolk and Suffolk Boating Association (NSBA) exists to serve, protect and promote the interests of private users of pleasure craft on the Norfolk and Suffolk Broads. It has over 1,100 individual members and 48 affiliated clubs and associations, altogether representing the majority of those who use private craft on the Broads.
NSBA regrets that the members of the Navigation Committee, unlike the members of the Broads Authority and the Broads Forum, were not given an opportunity to provide input to this plan prior to the public consultation. NSBA believes that the Authority was required to consult the Navigation Committee under the terms of the Broads Authority Act 2009.

NSBA’s views
Question 1
With two exceptions, NSBA is in broad agreement with the Vision in Table 2, although it would have avoided emotive, subjective terms like ‘wonderful’ and ‘magical’.
The first exception is of particular importance. NSBA disagrees with the first bullet that in 2030 the Broads will be a National Park. Given what National Park status would entail, NSBA remains strongly opposed to the Broads becoming a National Park. It has yet to hear a convincing argument in favour of the Broads having that status. Without amendment to the National Parks and Access to the Countryside Act 1949 (which would require primary legislation) so as to guarantee protection of the public’s legal right of navigation, becoming a National Park would be a retrograde and unacceptable step. The Broads are unique. What is more appropriate than the current unique status of not being a National Park but part of the family of National Parks? NSBA considers that the first bullet in the Vision in Table 2 should be replaced in the following terms:
An area managed (as now) for the purposes of:

• conserving and enhancing the natural beauty, wildlife and cultural heritage of the area;
• promoting opportunities for the understanding and enjoyment of the special qualities of the area by the public; and
• protecting the interests of navigation.

Secondly, while NSBA is committed to enabling children to enjoy and learn from the Broads, NSBA doubts that it is a necessary and achievable part of the vision for 2030 that the Broads should be a source of learning etc for every child in Norfolk and Suffolk, eg a child in Terrington St Clement or Newmarket, during his or her school career.
NSBA is satisfied that the Vision Table 2 is in line with the Government’s Vision in Table 1.

With the exceptions and qualifications set out below, and subject to what is said in the answers to Questions 12 and 13, NSBA agrees with the aims, objectives and ‘means to achieve’ in Questions 2-10.

Question 2
NSBA considers that another objective (2011-2016) should be to promote the commissioning by the Environment Agency of a feasibility study of the proposal to protect the Broads from the sea by a North Sea barrier.  Such a barrier would not only provide protection for the largely freshwater hinterland of the Broads but it would also create opportunities for housing, recreation, tourism and other economic benefits for the area. Although coastal protection strategy is a function of the Environment Agency, and although the Agency's present policy (May 2010) is to hold the line for the Eccles to Winterton Beach Road policy unit in the Kelling to Lowestoft Ness Shore Management Plan for at least 50 years (and conditionally for 50-100 years), the fundamental nature of the proposal merits detailed evaluation at an early stage of strategic planning for contingencies in the latter half of the present century. Planning for such contingencies must be timely. Radical solutions, such as the above proposal, may be required and may take decades to achieve. The Authority has an important part to play in championing the long-term protection of the Broads from the sea.
CC3: NSBA considers that the third bullet point (continued maintenance of sea defences along Horsey/Winterton frontage) should be amended so as to extend the frontage north as far as Eccles, in accordance with the Eccles to Winterton Beach Road policy unit.
CC5: NSBA assumes that ‘land manager’ in the first bullet point is intended to include farmers and others involved with working the land; this should be made clear in that bullet point.

Question 3
LC2: This seems far removed from front-line work. The need for the objective/means to achieve is not demonstrated in the consultation paper. Quite apart from this, the fourth bullet, ‘Progress Tree Preservation Order programme’, is incomplete because it does not state ‘with due regard to the need to protect the right of navigation and the interests of those involved in sailing’.
LC3: NSBA strongly supports the fourth bullet point.
LC4: NSBA is sceptical of the whole valley management approach. Unless it can be shown to have generated benefits by means of streamlining (thus reducing the cost of) the Authority’s management and administration processes and/or producing significant improvements in decision-making, it represents an unnecessary additional source of costs to both the Authority and its partners. Those costs will inevitably increase five-fold if the ‘approach’ is rolled out to the other river valleys. The Ant Valley pilot is widely regarded as no more than a ‘talking shop’ lacking clear objectives. Meetings certainly keep many BA staff away from their work-stations and the need for the additional expenditure involved is questionable. For many years, it has been argued that the Broads is a complete wetland system, and should be managed as such. This initiative appears to be a deviation from that ‘good practice’ which achieves nothing except duplication and confusion.
LC5: NSBA strongly supports the third bullet point under ‘means to achieve’.

Question 4
NSBA has no comment to make.

Question 5
NSBA has no comment to make.

Question 6
NSBA agrees, with the following comments or provisos.
The points in the first two paragraphs below have in common the protection of the public, legal right of navigation.
With reference to the first two draft outcomes and NA1, NSBA makes the following comments. There have been some major improvements to the condition of the navigable Broads, especially in terms of the restoration of Barton Broad completed in 2001, but, despite the efforts of the Authority, the depth of the navigable Broads has overall decreased in the last 10 years. Grounding by the many sailing craft (2511 registered in 2009) is not infrequent at low tide on Oulton Broad, and at any time on Hickling Broad or the upper reaches of the River Ant or River Thurne. In particular, NSBA has evidence of the detrimental effect of lack of dredging on the most prominent of the Broads long-distance sailing races, the Three Rivers Race. This race attracts entrants nationwide and thus contributes to the local economy. The problems experienced at this year’s Three Rivers Race as a result of lack of dredging have been reported in the national press. Bad publicity about lack of dredging is liable to act as a deterrent to visiting yachtsmen. There is estimated to be well over a 30-year backlog in dredging at current levels of maintenance. This is not acceptable. A 15% reduction in the backlog is insufficient, even if achievable in the present climate. Without the essential dredging work, the system will gradually become unusable for navigation; the income derived from it by local businesses will dramatically shrink and the wildlife and biodiversity associated with the waterways will reduce.
Another issue relates to the restrictions on navigation imposed by railway swing bridges. Despite the right of navigation, there are three railway bridges across our rivers which have been unable to open from time to time in recent years. This has prevented a commercial company from providing river tours for visitors and has caused serious inconvenience, and, no doubt in some cases, substantial expenditure to large craft and fixed-mast craft. NSBA considers that the Authority should take the lead in securing from Network Rail a system which prevents bridge failures and provides for a system of automatic compensation to the owner/hirer of any craft detained by a bridge failure. An additional draft objective relating to this issue should be added.
The waterways under the control of the British Waterways Board (BWB) and the Environment Agency (EA) receive considerable grant funding from central government. NSBA acknowledges that Defra has provided additional funds to the Broads Authority on an ad hoc basis in recent years for dredging. It considers that, as matter of principle, grant funding from central government for the maintenance of the navigation of the Broads is conceptually identical to BWB and EA and therefore should be made permanent. It should not be the norm that the navigable waterways of the Broads are funded solely by the tollpayers. NSBA greatly regrets that the statement (in para 48 of the draft Circular on the National Parks) that Defra would discuss with the Authority whether some additional funding should be incorporated in the Authority’s grant baseline for future years does not appear in the final document. NSBA recognises the current climate for public spending but the matter of principle referred to above must continue to be reinforced with the Government. This should be added as a specific action. Bullet point 3 in NA1 is not adequate to cover this point.
NSBA regrets that the opportunity has not been taken to demonstrate a vision to carry out further flagship projects of the scale of the Grazing Marshes and the Barton Clearwater 2000 projects. It considers that there is scope for similar action to be taken elsewhere (e.g. Hickling or Hoveton Great Broad) resulting in significant benefits delivering against all three of the Authority’s objectives.
NSBA supports the third draft outcome ‘improvement in mooring provision’ but is puzzled by ‘eg one new mooring site per year …’. ‘Eg’ seems curiously non-specific when compared with the specificity of the first two draft outcomes. NSBA would prefer to see a specific target set. With the revival of the hire boat industry focused on the northern rivers, and the loss of wilderness moorings as a result of the Flood Alleviation Scheme, overnight moorings on the Broads are woefully inadequate.
NSBA would also like to see an additional outcome: ‘Ensure that suitable demasting moorings are available on all quadrants of all Broads bridges’. This would take into account the need for suitable facilities both upstream and downstream of bridges and whatever the wind direction. It is particularly relevant given the current situation regarding swing bridges where such provision has not in the past been made.
In respect of NA2, NSBA strongly supports the implementation of the Broads Authority Act 2009, s 35 (transfer of responsibility of Breydon Water and Lower Bure to the Authority). Years of lack of expenditure on those waters (the hub of the Broadland system and a gateway from the sea) is obvious to all. The situation is deplorable, both in terms of navigational safety and of environmental impact. When this transfer is effected, measures will need to be put in place to ensure the continued exemption of Breydon Water from speed regulations imposed for more congested or delicate areas.

Question 7
NSBA’s only comment is that the first outcome refers to ‘school children in wider Broads area’ whereas the related statement in the Vision in Table 2 of the plan refers to school children in ‘Norfolk and Suffolk’. Is Terrington St Clement or Newmarket in the greater Broads area?

Question 8
In relation to the third bullet point in ST3, NSBA supports the provision of interpretation, signage and displays to explain, attract, occupy and engage with visitors, especially youngsters, but considers that that bullet point should be qualified by a reference to the need for any notice or sign providing interpretation and information to be environmentally sympathetic. There is a danger that otherwise the Broads will be turned into a glorified theme park.

Question 9
NSBA considers that the third bullet point in AR2 is too narrowly drafted. Of the four yacht stations on the Broads, only that at Great Yarmouth needs to be staffed for safety/navigation reasons. Those who pay the substantial yacht station fees have a reasonable expectation that the facilities will be satisfactory. They are far from being so at those operated by Waveney DC at Oulton Broad and Beccles. This is a matter ripe for partnership work between the Authority and the District Council. The alternative is to close the facilities and leave the two yacht stations as free, unmanned facilities. The yacht station in Norwich has been grossly under-used in recent years and presumably runs at a loss. It will remain under-utilised as long as the notorious night-time hooliganism takes place there, especially at weekends, and perpetrators of such acts are able to roam freely along the waterfront. Anecdotal evidence indicates that the situation is far worse than the official figures (presumably reported incidents) reveal. It does not make sense to have a daytime staff presence and no night-time security. NSBA recommends that an added objective under ST3 should be to assess the need for, and nature of, staffed yacht stations and to deliver in partnership an acceptable, financially viable model for yacht stations.
NSBA is surprised that, in respect of bullet point 1 in AR3, the lead is said to be BA alone and not BA/partners – note by way of contrast the lead in respect of DE1 (page 43). Currently, the objective of AR3 is subject to joint leadership; NSBA plays a leading role in the area.
The fourth bullet in AR3 would be improved by reference to the need to have a swing or lifting bridge at Yarmouth Vauxhall and elsewhere to have swing or lifting bridges that operate reliably. Without these things, most coastal or overseas craft could not cruise the Broads. Bullet point 4 needs to be amended so as to refer to working in partnership with other bodies to ensure that the Broads are accessible by all craft. See also the answer to Question 6.
NSBA is unhappy about the way in which sailing is dealt with in the Draft Plan which gives it only a passing reference. NSBA considers that para 5.3.2 should be amended to reflect the fact that there are many sailing clubs on the Broads, competitive sailing is organised throughout the year and cruising under sail is a popular feature. NSBA has identified many Broads and reaches of rivers as Very Important Sailing Areas. Control of tree growth along the rivers is important in the promotion and sustainability of sailing in these areas. NSBA also considers that AR3 should be amended by a bullet about this point.

buried – hardly challenging. NSBA accepts that some of the outcomes are not easily quantifiable but believes that the Plan would be significantly improved if those outcomes susceptible to quantification were quantified so that measurement could be applied to identify whether they had been achieved or not.
As a general point, NSBA considers that the linkage between the outcome statements and some of the objectives is not apparent.

Norfolk Punt Club

Notice of Race

NSBA Broadland Youth Regatta Sat 4th Sept 2010

To be held at Norfolk Punt Club on Barton Broad

Programme
From 0900 Tow out available from Barton Turf
10.30         Briefing on the Pontoons
Race 1      11.00am Starts at 5 minute intervals (4 starts anticipated)
Race 2      Starts directly after the end of race 1
Lunch        After 2nd race Please bring packed lunch, drinks and snacks provided
Race 3      Starts at 5 minute intervals following lunch
Race 4      Starts directly after the end of race 3
  Free BBQ for competitors on Pontoons following Race 4
  Prizegiving on Pontoons after BBQ, then tow-in

Classes
The particular classes to be sailed and preparatory signals will be announced at the briefing, following an assessment of the entries received on the day. Competitors may race in any dinghy to which a Portsmouth Number Handicap has been allocated. Classes anticipated to be Optimists, Toppers, fast Handicap and Slow Handicap. 

Age
Entrants including helms and crews must be under 19 years of age on 4th Sept 2010.

Entries
All entries must be received before the 31st August.
 All competitors must complete an entry form before launching their boats.  All competitors under 18 years on 4/9/10 will require a parental signature on the entry form and either a parent present on the day or written notification of who is in loco parentis. 

Trophies - awards and scoring system
The Centenary Salver and Lady Mayhew Trophy will be awarded for one year only. The winning club and individual will be responsible for insurance and the suitable engraving of their trophy and safe return in time for next year’s regatta.

Class prizes
Overall class prizes will be awarded to the first three boats in each fleet. Further prizes may be awarded at the discretion of the Norfolk Punt Club.

The Lady Mayhew Trophy
This will be awarded for endeavour, to the competitor who has applied greatest effort and has shown the spirit of the sport, determination and fun, without necessarily achieving a top position.

PRESS RELEASE

For immediate use

NOT GOOD ENOUGH BROADS BOATERS TELL GOVERNMENT

The Norfolk and Suffolk Boating Association (NSBA) has told the Secretary of State for the Environment that the draft Great Yarmouth Harbour Revision Order is defective, vague and needs considerable clarification. The draft Order designates the Great Yarmouth Port Company as the harbour authority  for the port area, which includes Breydon Water and the lower Bure and Waveney, as well as the maritime parts of the port area.

NSBA claims there is no provision to protect the interests of recreational boaters who use the port area. Representation on the Great Yarmouth Port Authority and its Port Stakeholders Consultative Committee currently protects the interests of recreational boaters, but the draft Order does not guarantee continuation of this.

NSBA is concerned that the Port Company’s apparent preoccupation with the Outer Harbour Development is at the expense of the maintenance of Breydon Water and its associated rivers. It is also concerned that the Port Company’s failure to consult with interested parties, including the Stakeholders Consultative Committee, the Broads Authority and NSBA, in advance of the publication of the draft Revision Order, is unacceptable.

More……

NSBA/GYHRO/2

“Neither of these things bodes well for the attention which the Port Company is likely to show to the interests of recreational boaters. The NSBA considers it essential that adequate, formal provision is made for stakeholders’ involvement and for consultation mechanisms so as to protect the interests of recreational boaters who have a right of navigation over the waters covered by the draft Order,” it says in its submission.

The Association adds that if the Port Company should cease to exist there’s no provision in the draft Order for the functions and responsibilities transferred under it to be returned to a body with Trust Port. The Port Company is in its early days and many doubt the financial viability of its outer harbour development.

The NSBA considers the draft Order is unclear as to the future functions of the existing Port Authority, which will continue in existence and the operation of the Haven Bridge whose opening is essential for the passage of large or fixed-masted recreational craft to and from the Broads.

The future composition of the Port Authority listed in the draft Order is unacceptably small and does not reflect the range of skills, competencies and interests involved in its ongoing  operations. The NSBA considers it is essential there should be consultation on the Port Authority’s proposed composition with all interested parties.
— END —

Garth Cooper
NSBA Communications Officer,
Tel: 01362 699195
Mob: 078362 530970
E-mail: garthword@btinternet.com
Skype: Garthword

Editor’s Notes:

The Norfolk and Suffolk Boating Association (NSBA) represents the interests of, and lobbies on behalf of, private boat owners and toll payers on the Broads. Apart from its growing personal membership, 47 sailing and boating clubs and class associations are affiliated. The Association is itself affiliated to the Royal Yachting Association (RYA) the governing body of sailing in the UK, and has two representatives on the RYA East regional committee.

BSS Safety Alert NR 001.10 - Boat owners asked to act early and be vigilant for petrol system problems

BSS Safety Alert NR 002.10 - Take care with portable petrol engines says BSS

The details of the introduction of the Boat Safety Scheme are now in place. NSBA advice is that you should not wait until the last minute to make sure that your craft comply. The scheme examiners and boatyards on the Broads have a finite capacity for carrying out the work that will be needed and, if everyone waits till the last minute, they will not be able to cope.

Here is the information we have obtained from the Broads Authority to help you understand what is involved and what you need to do to comply:

Boat Safety Scheme on the Broads

The Broads Authority is confident that the necessary powers to implement the Boat Safety Scheme (BSS) in the Broads will soon be obtained. This follows on from re-launch of the revised Boat Safety Scheme standards for private craft at the London Boat Show in January after months of consultation with boating, marine trade and technical groups.

These revised requirements only apply to privately owned, privately managed craft. Others will have to comply with the current requirements. This is because a separate and different review of safety standards for these vessels is underway by the Maritime and Coastguard Agency. The new requirements allow a greater degree of flexibility in complying with the safety regulations.

The three-year scheme, which was due to have begun last April for the largest hire and private motor craft, will now be introduced in April 2007. The Scheme, for Craft that are required to comply, will be introduced into the Broads according to the following schedule:

The scheme applies to all boats with engines and/or cooking, heating, lighting, refrigerating and other domestic appliances, which will need to pass an examination before they can be permitted to navigate the Broads. The scheme will not apply to open boats propelled solely by outboard motors and not fitted with any of the above appliances.

Boat owners will have to pay authorised independent examiners to check the craft and issue certificates. Their fees vary, so it is worth finding an examiner you are happy to use. There are around 25 that cover the Broads and most are willing to give advice about essential work, as is the BSS Office.  Lists of examiners are available from the Broads Authority office on 01603 610734, the BSS office on 01923 201278, and the BSS website, www.boatsafetyscheme.com/searchforanexaminer  Craft must be maintained to the standard of the scheme throughout the life of the certificate. If something is found not to meet the expected compliance option and yet you or your examiner have good evidence that it still meets the goal-setting requirement there is a fast-track appeals process starting with the BSS Office.

As no further changes are expected to be made to the requirements for private boats, it is recommended that owners get their boats certificated as soon as possible.  Those boats that do not have a valid BSS Certificate by their introductory date will not be permitted to navigate on the Broads, with many potentially getting caught out in the last minute rush.

BSS examinations will continue to include other safety checks, such as fire escape provision, flues for toxic fume spillage and power connections for potential for electrocution, etc. For a boat that fails any of these checks, the owner will be formally notified and advice will be offered.

The second edition of the Boat Safety Scheme Essential Guide has now been launched. The guide takes you step by step through the BSS, identifying hazards, approaches to risk reduction techniques, the legal requirements of the navigation authorities and the best practice standards to keep you and your crew safe when aboard or close to your boat. The Essential Guide is available from the BSS website : www.boatsafetyscheme.com , or a hard copy designed to fit in the folder of the red, grey first edition is available by post from the BSS office, and costs £5.50 plus post and packaging. Tel 01923 201278. 

For further clarification please contact the Broads Authority on 01603 610734

Following a number of complaints about wakeboarding activities on the Broads, the Broads Authority has issued the following Press release.

If you have views on wakeboarding, including positive or negative experiences, please let us know via the NSBA Forum pages.

"Wake boarders asked to limit boat wash

The Broads Authority is to write to wake boarders reminding them not to jump on the water or create a sustained wash following a series of complaints from other Broads users.

The management of water skiing agreed between the Broads Authority and water skiers two years ago has been very successful. But following complaints over the last few months the Broads Authority called an urgent meeting with British Waterski and the Eastern Rivers Ski Club to address the question of wake boarding.

Wakeboarding is a form of water skiing which involves a specialist board, and the skier, towed on a rope, rides the wake generated by the ski boat, often performing acrobatic tricks, which is considered to be in breach of Broads Authority byelaws. It is one of the fastest growing water sports requiring a high level of skill but is also suitable for novice skiers and to get children started in the world of water skiing.

The present byelaws, adopted in 1992, which preceded the development of wakeboarding, prohibit the skier from leaving the water or creating a sustained wake against the bank of more than a foot.

The Broads Authority and Eastern Rivers Ski Club, the only water ski club on the Broads, are now writing to all skiers reiterating the byelaws, and extra patrols on the rivers will support their enforcement.

Dr John Packman, Chief Executive of the Broads Authority, said:

“The Broads Authority is concerned that a number of complaints have been received from other river users that specifically mention the excessive wake, making it difficult to navigate and maintain a course due to rolling. The Authority will be informing its navigation rangers to be more vigilant and further patrols will be undertaken to ensure that the byelaws are being followed."

"The Broads Authority is keen to encourage a wide variety of appropriate activities on the Broads. However, it must also endeavour to ensure the safety of all its users. The Authority hopes that those participating in this sport will take the appropriate action and help us to ensure the safety of other river users and the future of water skiing on the Broads.”

The Eastern Rivers Ski Club, supported by British Water Ski, has undertaken to continue to encourage its members to act responsibly and within the byelaws. However, they are keen to clarify the clause in the byelaw relating to being on the water that was written in 1978 before wakeboarding had developed.

Since March the Broads Authority has received complaints from boat owners and birdwatchers who believe there has been a big increase in wakeboarding this year, that a number of ski boats have been modified for wakeboarding and that byelaws are being contravened.

However since the Broads Authority and the Ski Clubs drew up a management plan two years ago the number of ski boats has fallen dramatically from the agreed ceiling of 166 to 64 this year.

Julian Barnwell, Chairman of Eastern Rivers Ski Club, who is also a member of the Yare Users Association and the Broads Authority’s Broads Forum, said:

“The reality is that there has been a dramatic drop in the number of ski boats in the last two or three years. We have eliminated the cowboy element and we are left with an extremely responsible hard core of enthusiastic and dedicated people who are keen to work with the Broads Authority and not conflict with other broads users.”

As a result of the management plan all water skiers and wakeboarders on the Broads have to be members of the ERSC, which is affiliated to British Water Ski, providing public indemnity,

All boat drivers have to pass the British Waterski Ski Boat Driver Award, which is recognised by the Royal Yachting Association, and have the option of taking the International Certificate of Competence,

Unlike other boat owners ski boat owners must take out boat insurance,

All members of ERSC pay a £25 fixed charge to help with the administration of managing water skiing on the Broads,

Water skiing is limited to 3% of the Broads area with restricted time zones

A presentation on wakeboarding will be made to the Broads Forum, a Broads Authority advisory committee comprising a wide range of broads users, so that issues involved can be properly explored.