News Around the World
Terrifying. With AIS and TSS zones there are far fewer near-misses involving yachts and commercial shipping in the narrow English Channel than was once the case. However, a much improved picture can lead to misplaced reliance on a computer screen to ensure ‘nothing bad happens’; well, bad stuff always happens, especially when any seafarer is tempted to reduce safety margins as a result. The two crew (inset) of the PogoS4 Class40 Cabinet Z, run down at speed during the Normandy Channel Race, are fortunate to be alive
complaints at the Judicial Court on several grounds: Non-compliance with the rules of the Colreg Convention, negligence on the part of the captain, the watch leader and/or the pilot resulting in a collision, grounding or serious damage or loss of a ship or its cargo or crew; Endangerment of the life of others (immediate risk of death or per- manent injury) through a manifestly deliberate breach of a statutory safety obligation; Destruction of property belonging to another person; Violence resulting in incapacity for work not exceeding eight days; Failure to assist a person in danger.’ The complaints will no doubt be attached to the preliminary
investigation being undertaken by the Brest public prosecutor’s office, which will decide whether to open an investigation or to refer the case directly to the French courts. From a legal point of view everything depends on the outcome of the public prosecutor’s inves- tigation. The gendarmes will be analysing various items recovered including, in particular, the Voyage Data Recorder (VDR) on the Ital Bonny and the channel 16 radio communications recording made by the Cross. They too will report to the public prosecutor, who will then decide whether or not to indict. ‘Their objective,’ comments Cédric, ‘is to check whether we did
what we were supposed to do and to recover the audio tapes of the operation, as they did afterwards on the cargo ship: this will give them all the on-deck and communication data recorded by permanent microphones. It will provide them with a good idea of what happened.’ For the same purpose the police visited the remains of the
Class40 in Lorient. They took the onboard computer and the NKE calculator, which contains the data to compare the two boats’ tracks and speeds. These analyses will take time, plus there will also be input from the Bureau d’Enquêtes et d’Analyses (BEA), a specialist independent body better known for its investigations into civil aviation accidents. It should be noted that traces of the container carrier are clearly visible on the Class40’s hull. The liferaft failures are also of great concern. Why do most crews
use Waypoint liferafts? Not because they are cheaper than other liferafts (on the contrary!) but because they are much lighter, which makes them easier to move around when necessary. Cédric: ‘At the start of the year I warned the Class40 committee about a body of negative information received following a previous incident, that this raft, although it is fully compliant, was perhaps not suitable for our boats. ‘After speaking to the importer of these lighter rafts I asked the
20 SEAHORSE
chief class measurer to carry out trials comparing them with other popular rafts on the market. The results didn’t provide enough reason to ban this model of raft. ‘However, since our incident we have received testimonies from
other Class40 skippers that call this opinion into question. I have therefore called a meeting of the Class40 Board of Directors to put an end to this race for performance at the expense of safety. ‘If we don’t find a solution that guarantees the safety of the
sailors, then I will resign from my position as class president. I won’t take the risk of a sailor finding himself in the water in the middle of the Atlantic with a raft that doesn’t inflate… and seeing my criminal liability tested because I could not say that I didn’t know or that I didn’t have any doubts.’ At the end of the meeting the Class40 Board of Directors decided,
after a great deal of discussion, that by the time of the Transat Café l’Or, sailed this autumn, all the Class40s will be fitted with an identical Plastimo liferaft, so as to guarantee sporting fairness with- out compromising safety. Chairman De Kervenoaël has therefore not tendered his resignation. Patrice Carpentier
GREAT BRITAIN Fewer balls, better racing For many in the UK Cowes Week still holds a special place in the calendar. An annual pilgrimage that brings friends and family together for some challenging racing but with a shoreside vibe that is unique. It’s a place where old friends meet, rivalries that can stretch back decades rekindle, and opportunities to meet new friends always appear. The heyday regattas many of us remember, where the Royal Yacht
Britanniasat off Cowes Roads at anchor, royalty competed, the town jumped to balls and parties and Cowes Week was a popular outing for high society… that event may be gone, but in its place sits a smaller, well-run regatta that is emerging from its past and carving a new niche centred around the modern racing sailor. It deserves to succeed and it has generally done so since inception in 1826. With the 200-year anniversary beckoning next year, plans are
afoot for a spectacular event, but this year there’s interest all around. One eye-catching team entered in 2025, worth looking out for both on the water and shoreside, is Stride Forward, the brainchild of Holly King, which offers mentoring programmes and support for
JEAN-MARIE LIOT
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148 |
Page 149 |
Page 150