It’s that time of the season…..

The combination of the start of the Offshore season in a Rolex Fastnet year is a testing one for any skipper.  Many skippers will have already started much of the preparatory work leading up to entering the Rolex Fastnet race and although there are some changes this year that need careful reading, the RORC hopes that the increased use of the on line entry system in particular will lessen the workload.

Offshore Safety Training

The RORC 2007 Programme explains the training requirement for all Rolex Fastnet entries on the Notice of Race pages, and this needs to be read in conjunction with the ISAF Offshore Special Regulations.  As a Category 2 race, entries for this year’s Rolex Fastnet Race must ensure that at least 30%, but not less than two members, of the crew including the skipper shall have undertaken training under section 6 of the ISAF Offshore Special Regulations within 5 years before the start of the race.  The training consists of both theoretical and practical hands on sessions.  The topics for both the theoretical practical sessions are listed out in full at Section 6.02 and 6.03 of the ISAF Offshore Special Regulations.  There does appear to be some confusion about the 30% requirement and it is stressed that this percentage does include the skipper. 

It should also be noted that the training package has increased over that of the old Sea Survival and First Aid courses.  In UK, the RYA’s new training course is known as the ISAF Offshore Safety Course.  Details of RYA recognised training establishments carrying out this training can be found on the RYA website (www.rya.org.uk), under Cruising and then clicking on to the Training tab.  The cost of the new Offshore Safety Course is under £200.  If some crew members are still current under the old RYA Basic First Aid and Sea Survival Course then they can just undergo a short module to bring them up to the revised standards.  However, the qualification date will remain that of the original course and so it is probably better to undertake the new course; if you qualify this year your 5 years will remain current for the next three Rolex Fastnet races.  Another recommendation that many skippers already follow is to arrange for the whole crew to undergo safety training as a crew.

Other safety matters

It was reported at a recent RORC special Regulations committee meeting that the brightness of white flares varied significantly.  Brightness is measured in candelas, with the best giving off some 10k candela power- the worst only gave off some 2.5k.  Regrettably you cannot check on the power of your flares from information on the flare – you have to look at manufacturer’s data sheet.  The whole subject is being investigated further and it is hoped that detailed comparisons will be published shortly in the yachting press.  Although the ISAF Offshore Special Regulations only require that waterproof handheld VHFs are carried in monohulls in Category 0 and 1 races, a RORC prescription has required that they be carried for Category 2 and 3 races for some time.  Now that the cost of this invaluable safety aid has come down markedly over the last few years there is a move to require them to be carried in Category 4 races as well as is required for MCA coded yachts.  It makes sense to have one in each liferaft’s grab bag; after all would you want to get into a liferaft without one? 

Survival training – it does make sense

Ed Broadway, owner and skipper of Hooligan V, has written some thoughts on the recent loss of his yacht.  Hooligan V’s accident at 0320 on 3^rd. February, some 7 miles south of Salcombe is every skippers nightmare. The incident is being investigated by the MAIB and so any comments must be confined to lessons which should be learned in this Rolex Fastnet year rather than speculation on what caused the loss of the keel.

After the capsize four of us met at the stern of the boat, opened the flare pack and fired 3 parachute flares from the water, in the dark. Then a wave dropped into the container which sank – losing the rest of the flares.

We had done the ISAF crew course so knew something about liferafts. Ours was stowed at the stern of the cockpit sole with the knife for cutting the lashing attached to the tiller ahead of the raft – all now under water and beyond reach. We all carry knives so one of us started to cut through through the lashing to release the liferaft. With the stern submerged for half of the time, and at maximum reach for the rest of the time this proved very difficult and exhausting. It took about half an hour to release it and by then the cold was getting to us. Frozen hands dropped the knife just as the last strands were cut through, and we were rapidly losing the ability to think rationally. We got into the raft, but found it impossible to bail out with the flexible bailers provided

There were now ships in the area so we fired some hand held red flares, and were picked up after about 50 minutes.

Lessons to be learnt:

1. Our lifejackets were all auto inflate, so swimming out from the cabin I could not wear one. Should some be manual inflate? If so how many? Wear them!
2. The flare pack was in the cabin together with the grab bag. Fortunately I was in the cabin so could push them out through the hatch. Is there a better place to stow them?
3. The flare pack sank with most of the flares as soon as the top was taken off. Polystyrene inside to ensure it floats?
4. Flares have different ignition systems. Standardisation? If not, being in the water with waves breaking over you with your hands above your head, in the dark is no place to read the instructions.
5. All crew should carry knives and small waterproof torches as a matter of course. You may also consider mini flares.
6. Liferaft stowage should be reviewed. Ours was accessible with the boat upside down. The four survivors would not be around if it had been in a locker.
7. The need for training cannot be overemphasised. We had done sea survival many times and the lessons learned were invaluable, largely because we worked as a team following a set procedure. You may not be able to think yourselves out of trouble after even a short time in the water. Ideally train as a crew.

Ed Broadway

It doesn’t have to be all paper….

As with any major Category 2 offshore race there is a fair amount of paperwork to ensure that your Rolex Fastnet entry is compliant in every respect.  Those entries who take advantage of the RORC on line entry system on the RORC website (www.rorc.org) will have the advantage of being able to “track” the progress of their entry.  The on line entry system will show whether training certificates have been received, completion of ISAF Offshore Special Regulations checklists including the 15 digit HEX ID of the yachts’s EPIRB(s), serial numbers of liferafts and copies of their servicing/inspection certificates to name but a few.  And this still leaves the requirements to submit full crew list and next of kin details and the disclaimer and media rights waiver.  It is hoped that the ability of skippers to check the status of their entry and, more importantly, see what elements of the entry criteria still have to be met will make things as easy as possible for all to ensure that the “paper chase” is complete before 27 July.  It is stressed that the above list is not exhaustive and all entries should read the Notice of Race to save last minute heartaches.  Good luck!