Vendee Globe: Rulebook - Why even small mistakes can decide the non-stop race

If you want to familiarise yourself with the sailing instructions, racing rules, class rules and all the other regulations that apply to the biggest solo race in the world, you need time. A very, very, very long time!

Alone the official documents provided by the organisers including appendices and cross-references already add up to 17 (so far!) The next version will follow the day after tomorrow at the Skipper's Briefing. All in all, that's well over 100 pages of hard stuff.

However, external regulations are also binding for the regatta, including the Imoca Class Rules, Offshore Special Regulations according to Category 0, the international racing rules of World Sailing and the Collision Prevention Rules (CPR), although there are Vendée-specific deviations here and there.

Here are just a few of the most relevant for skippers and fans, plus a few for regatta nerds. So let's get in - and through!

1 "Solo" is clear. Solo at the Vendée Globe means: alone!

The simplicity of its concept is one of the guarantees of the Vendée Globe's success. One person, one boat, once around the world without stopping, from Les Sables to Les Sables, from west to east. This is a bold, archaic project, a formula that is as catchy as it is awe-inspiring. Mount Everest without Sherpas, without oxygen.

But what if skippers have to stop due to injury or breakage? What if you need advice to continue sailing?

That's where it gets tricky.

In the Notice of Race (Supplement 7 of 30 October), the organisers make it clear under point 4 ("Fundamentals") that the Vendée Globe is only open to the "general principle" a "one-handed, non-stop, round-the-world race without outside support". In fact, there are a number of exceptions.

Except for one thing: alone really does mean all alone. So that nobody gets the wrong idea, point 4.1 even excludes taking animals on board. "Travellers" such as seabirds that want to take a breather on deck are of course not covered by the ban, nor are flying fish. Guirec Soudée, on the other hand, is not allowed to take his chicken, which he has already sailed around the world with, and Boris Herrmann has to leave his intrepid dog "Stormy Lilly" at home.

2 But what about "non-stop"? And does the Vendée Globe define "sans assistance"?

The other regulations are more detailed than the requirement to sail single-handed. Point 4.3 now runs to two and a half pages, detailing which external assistance is permitted and, above all, which is strictly prohibited.

The skippers must declare "by signature and word of honour" on a special form (Annex 1) that they themselves, as well as their teams, sponsors, families and friends, will comply with these regulations. This is intended to keep the sport clean, which in times of broadband networking via Inmarsat and Starlink does not seem so trivial.

The index contains everything that could influence the performance of the boats or skippers: Weather routing from shore, tactical advice or practical tips on sail choice and trim. This explicitly includes mental coaching and psychological counselling by professionals in this field; talking to your partner for encouragement, on the other hand, is not covered by the bans. Sailors are also allowed to watch Netflix videos, listen to Spotify or even stream a DFB Cup match if they feel like it.

The details of the bans are a consequence of suspicious cases in the past. After the last Vendée Globe, Clarisse Cremer was wrongly accused of discussing the routing with her husband, Tanguy Le Turquay, who is taking part this time. The two had to disclose all their communication via WhatsApp to defend themselves against the accusation.

The same applies to this tenth edition: the race organisers can request the full extent of the exchange between skipper and family members or team members at any time if necessary. The Vendée is thus moving a little further away from the old gentlemanly principle of not cheating in sport, which is probably inevitable in the course of professionalisation and horrendously high budgets.

Just how sensitive the topic is can also be seen from the fact that a routing programme, "Dorado", which was still permitted for the Vendée Globe 2020, has since been banned. It has now been authorised again after all, as the manufacturer had agreed to the programme only being activated via individual dongles specifically for the race. Some teams were concerned that otherwise not only the skipper but also a routing expert could work ashore with one and the same licence and that one would prepare what the other would then only need to call up. Which is somewhat absurd, because Dorado has automated many process steps anyway.

Even in medical emergencies, the protocol is strict. Anyone who needs help may only contact one of the race doctors or a personal doc to be specified in advance.

Technical advice is permitted to repair problems on board or to rectify the consequences of accidents. However, the race committee will also be involved here, for example if one-design components such as the mast, boom, deck spreaders or keel hydraulics are affected, or if the problem affects the course and speed of the competitor.

Emergency stops are also subject to strict conditions: they are only possible at anchor or in front of shore lines if these are moored to trees or rocks within the shoreline. Mooring to jetties or buoys, on the other hand, is strictly prohibited.

3. the regulations for the start and finish of the Vendée Globe

The fact that "non-stop" does not really mean without any stops is also made clear in point 5 of the Notice of Race. After consultation with the race organisers, participants can sail back to Les Sables shortly after the start in the event of early problems; the boats may even be towed in within 100 nautical miles. After docking, a maximum of ten days remain for repairs. Those who need longer will be categorised as DNF (Did Not Finish).

This exception is due to the fact that the weather in the Bay of Biscay can often be beastly at the beginning of November, and because otherwise all the effort of a four-year campaign would be lost after a few hours. It has already been utilised several times.

The return of Michel Desjoyeaux, who headed for Les Sables in 2008 together with four other damaged skippers, remains unforgotten; 41 hours later he was back on course - and won in the end.

At the last Vendée, it was Jérémie Beyou who returned to the starting harbour with "Charal" after suffering damage to the deck. The repairs took more than nine days; Beyou, who had started as the top favourite, had to start from the back of the field and ultimately finished in 13th place.

Early starts are not worthwhile under any circumstances. This is because they are explicitly not allowed to be corrected, which would cause chaos. Anyone who crosses the line too early will immediately receive a four-hour stop penalty, which must be served before crossing the latitude of 40 degrees 40 minutes north, in a sea area 10 miles in diameter monitored by the race management via GPS tracker.

The regulations also leave room for manoeuvre for the finish line depending on the weather. Should a cow storm hit the western French coast and breaking seas off Les Sables prevent the race from entering, the race organisers can define a virtual gate where the race will be timed. The skippers would then have to stay further out to sea or avoid the worst of the weather.

4. the course - and why no-go zones could decide the race

Unlike in the first races of the cult regatta, during which the skippers were free to choose their route, the Vendée Globe now resembles a slalom through more than half a dozen restricted areas, especially in the North and South Atlantic.

It is true that traffic separation schemes had to be respected in the past. But now, for the first time, there are marine protection zones that must be avoided. However, the most important role is played by the ice border. It restricts the participants' tactical options to deviate to the south and thus shorten the course to such an extent that it is by no means certain whether a new course record can be expected despite the significantly higher performance of the current foilers.

The exact location of the ice limit will be communicated for the first time on Thursday 8 November in the skippers' briefing. However, it will be continuously adapted to the actual risk situation on the basis of satellite images.

The race committee can also adjust the course in the event of storms or political conflicts. Any changes must be communicated to all affected participants and their team managers in advance by email and confirmed by them.

5. why will the finish line be closed at 0800 UTC on 7 March?

The fastest boats are expected back towards the middle/end of January, the majority in February. So that the organisers and officials do not have to wait months for any stragglers, the time of the last finisher of the previous Vendée Globe is set as the time limit. In 2021, this was that of Finn Ari Husela, who returned to Les Sables d'Olonne in 25th place - after 116 days and 18 hours. He set the time limit that applied this time. Ari took a week longer than Titouan Lamazou, the first winner in Vendée history in 1989-90.

6 Penalties: What if there's a crash at the Vendée Globe?

We have already discussed the penalties for early starts. However, there is of course a whole litany of other possible offences that can or must be punished, including a breach of the "non-assistance" regulations or a disregard for the exclusion zones.

If there is a collision between participants that favours one of the skippers involved, this skipper can ask the jury for a time penalty instead of disqualification.

For time penalties, there are clearly defined latitudes, depending on the sea area in which the person concerned is sailing at the time of the jury's decision, by which the correction must have been made.

This also includes penalties for breaking the seals on the propeller drive shaft (up to 120 min), the emergency supply of diesel or drinking water, anchor and life raft (up to 60 min each).

7. does the "red telephone" really exist?

There is, even if only symbolically. In fact, all team managers and skippers have a confidential emergency number so that they can call the race organisers day and night. This number must also be stored in the Iridium mobile phone, which is part of the compulsory equipment. It is also possible to contact the officials directly via an e-mail address.

In the days leading up to the start, several briefings are held in which the rules for communication in the event of accidents or disasters are discussed between the race organisers and the team captains. The seriousness and methodology with which possible worst-case scenarios are discussed is reminiscent of a side of the Vendée Globe that can easily get lost in the cheerful and colourful hustle and bustle of the Race Village between mast-climbing exercises and barbecue sausages.

Just how quickly the race can have a "code red incident" was demonstrated four years ago, when Kevin Escoffier had to abandon his completely collapsed "PRB" within minutes and climb into the life raft in the Southern Ocean. Jean Le Cam eventually found him, which was a minor miracle. Let's hope that the Vendée will remain without such drama this time. The "normal" adventures are certainly enough.

8 I'm packing my duffle bag... What do I need to take with me on the Vendée Globe?

We'll leave the clothing aspect out of the equation, because it's the only one that is subject to hardly any regulations. Only a survival suit is part of the compulsory wardrobe on the Imocas, plus a lifeline and lifejacket. But even so, there is still plenty to bring on board. Fuel, for example.

The skippers bunker around 200 litres of diesel. Although they also have alternative power sources in the form of hydro generators and solar panels, the light intensity in the grey Southern Ocean is often not sufficient for high solar yields, and the hydros are in danger of breaking down at high speeds. That's why they still need the jockey wheel for the time being, which is also necessary according to the class rules.

This is because Imocas have to run at least five knots for five hours in order to be able to provide assistance to others if necessary or to free themselves from Legerwall after an accident - even at the end of the race, which is why there must be at least 20 litres of diesel in the tank after crossing the finish line. Otherwise, you guessed it: a time penalty.

A maximum of eight sails are permitted on the Vendée, one of which must be a storm jib in a signal colour. With the main, the furling jibs J3 and J2, four of the eight are already set. The other four are code sails and asymmetric spars. We will discuss the repertoire in more detail during the race.

Friday is the deadline for choosing the cloths, but most of the skippers have already made up their minds. They just don't talk about it. One of the most important questions that would undoubtedly be of burning interest to the competition is: Who is taking a large A2 spi with them for deep courses in light and medium winds?

It can be a real plus in the calms, but otherwise it usually stays in the sack and is also extremely heavy and bulky. What's more, you don't want it in the rig if a squall suddenly hits the boat at 25 knots. It will be interesting to see who has the "fat Bertha" on board. That's what Pip Hare calls her monster.

And what else? Plenty!

In total, almost half a tonne of equipment and provisions come on board for the trip around the world: tools, sailcloth, laminate strips, carbon fibre sail battens and panels, tape, glue, resin - the DIY section alone fills several stowage bags. The on-board pharmacy is worth a good 2,500 euros and could probably supply the entire population of a South Sea island for six months.

Fans of classic seafaring will probably be surprised, but above all pleased, that the organisers also specify all kinds of nautical tools: for example, a list of beacons, nautical charts for the entire course as well as detailed charts of important islands and harbour approaches along the way. Exemplary! You can just let the WaschPo come after Cape Horn...

9 What skippers and co. have to show

Minimum criteria apply not only to boats and equipment, but also to the crew. Skippers must present a medical certificate including comprehensive laboratory values, which must not be older than two years, an ultrasound examination of the cardiovascular system and a separate certificate in the event of pre-existing conditions. Even a successfully completed stress test is required.

The substitutes get off easier. The most important qualification criterion for them is that they have completed at least one of the pre-regattas in the Imoca Globe Series. For Will Harris, who has packed his kitbag for Team Malizia in case his boss cancels at short notice, this was the Transat Jacques Vabre. Yann Ellies is available for Yoann Richomme and Alan Roberts from the UK for Clarisse Cremer. Practically all the top teams have a plan B skipper. The budgets, which are between 15 and 25 million euros for a complete four-year cycle, are simply far too big for that.

10. why skipping compulsory appointments can be expensive

The regulations of the Vendée Globe are also so comprehensive because what is probably the most important offshore regatta in the world ties its participants into a tight corset of compulsory events. Some of these must-attend events are purely for marketing and TV presentation purposes, which is also of interest to the team sponsors.

The teams and their boats have had to be in the starting harbour since mid-October to set the stage for the three to four million visitors expected in Les Sables d'Olonne - a small town with a population of less than 50,000. The boat can only leave the harbour for test runs, which must be announced in advance.

In the three weeks until next Sunday, there will be a number of PR appointments, such as the obligatory group photo. Those who skip will be fined, sometimes heavily. Perhaps take a closer look to see if you can spot the gap in this year's picture below.

Other obligations serve to ensure the smooth running of the event. We have already mentioned the briefings on emergency communication. But there are a good dozen more, for example for the drivers of the support boats, who have to stay within a certain corridor at the start, or the meeting on Monday to announce the ice limit, and of course on Friday the "Departure Briefing" for the skippers, where the position of the start line is also announced.

If a team misses one of the important mandatory dates, fines can easily reach 5,000 to 10,000 euros. For the big players, this may remain in the "petty cash" range, but the smaller ones can be hit hard, which is why their participation is usually exemplary.

There's only one date when they'll all be there without fines and penalties: Sunday, 10 November, 1.02 pm. Then it finally starts!

• Skippers, boats, potential - who will win the 10th Vendée Globe?