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Context: the boom in day trips and the regulatory framework
The report highlights the growing popularity of small-rig coastal cruisers: NUC vessels (Navires à Utilisation Commerciale) of hull length ? 24 m governed by division 241. These units, often semi-rigid or open-hulled, carry up to twelve passengers on international voyages. Typical program: half-day trip, naturalist commentary, swimming anchorage, transits limited to twenty knots to preserve comfort and economy.
On April 28, 2024, two similar incidents occurred: a back injury on AVVENTURA (11.70 m semi-rigid, twin-horsepower 2 × 300 hp) departing from Porto-Vecchio; a back injury on SANTA REGINA (9.84 m open hull, twin-horsepower 2 × 300 hp) departing from Calvi. In both cases, the passenger was seated forward on a bench seat, facing the bow.
Technical facts: passenger layout and exit sequence
AVVENTURA: twelve passengers seated in six forward rows, two per bench seat, all facing forward. Initial transit to Cerbicale, anchorage at Lavezzi, seating arrangements changed on return. On leaving the pass, at around eight knots (? fifteen km/h), a head-on wave of around one meter hits, causing shock and immediate back pain to a forward passenger. Runaway towards Bonifacio, evacuation then medical treatment.
SANTA REGINA: twelve passengers, six on starboard and six on port, forward-facing benches. Program ScandolaâeurosPiana, swimming at anchor, resuming course at fifteen knots. In light seas (0.5 to 1.5 m), back pain reported by a front passenger. Laying down on deck, re-routing to Galeria and evacuation.
In both cases, the captains were qualified (Captain 200, STCW certificates up to date), the service speed respected the operating instructions, and the number of passengers was in line.
Medical and mechanical analysis: why the front end is more exposed
In both cases, the BEAmer found a fracture of the L1 vertebra (wedge fracture-compression). The mechanism is classic in a marine context: vertical acceleration when crossing a wave; loss of buttock/seat contact, then "re-landing" when the hull falls back, with transmission of shocks from the deck to the seats.
Two key factors come together:
- Vessel kinematics: the forward third concentrates pitching and heave accelerations. A study quoted in the report indicates that, one meter from the bow, vertical acceleration can be seven to eight times greater than that measured near the aft cockpit.
- Sitting posture: in a slumped position, the spine loses optimal muscular support. Without active support from the legs, cushioning is insufficient and axial shock is concentrated on the lumbar vertebrae. Increased risk for the elderly, menopausal or those with fragile bones (osteoporosis).
Practical consequence: the front of the boat is the most exposed area for untrained passengers, especially on bench seats where lower limb engagement is less intuitive.
Passenger briefing: a sequence to be structured, not "rolled out"
Division 241 (art. 241-4.02) requires clear information: location and wearing of life jackets, life-saving devices, what to do in critical situations. However, the BEAmer observes that briefings are too dense and poorly sequenced: explanations cascade while passengers are still getting dressed, partial assimilation, fragmented attention.
Operational recommendations resulting from the analysis :
- Sequence the briefing: one item at a time, check that you've assimilated it before moving on to the next. Explicitly inform about the risks associated with front seats and rough seas; ask about back history.
- Demonstrate the posture: back supported, pelvis moved back, leg support for cushioning; instructions
- during seaward transits.
- Empowering: a paper checklist entrusted to a passenger can help to ensure that nothing is overlooked, and to anchor messages.
- Seating and fittings: family benches vs. jockey seats (suspended)
The seats observed are in line with the requirements. Bench seats are suitable for families, but are less conducive to active leg support. For exposed programs (short seas, regular transits), âeuros jockey seats or even âeuros suspended jockey seats improve cushioning capacity and reduce transmitted acceleration.
BEAmer findings: speed not decisive, forward exposure decisive
The report points out that speed is not necessary to cause injury: both accidents occurred at eight to fifteen knots. The discriminating factor is the location of the female passengers, both at the front. The front seats must be reserved for young/fit passengers, capable of anticipating and cushioning. The briefing must be clear, sequenced, and emphasize back frailties.
Key lessons (extracts) for the industry
- 2025-E-38: Inform passengers of the risks inherent in the activity.
- 2025-E-39: a clear, orderly pre-navigation briefing, with confirmation of understanding.
- 2025-E-40: during administrative approvals, monitor accelerations experienced by passengers in the forward area.
Impacts and best practices for shipowners, shipyards and distributors
- Commercial/hospitality: pre-screen (simple health questionnaire), allocate places; parents and children prefer center/back in rough seas.
- Procedures: include a briefing checklist and an "exposed area" pictogram at the front.
- Design: depending on the program, seats with leg support are preferred; suspended seats are an option for the most exposed lines.
- Training: make captains aware of the damping bias of their own seats and the over-exposure of the bow.
- Customer information: on-board display of shock kinematics (simple diagram), with reminder to "support legs / secure back".
Two cases, one pattern: front bench seat + vertical impact = lumbar risk. The answer is not just regulatory; it's operational (briefing, placement), ergonomic (type of seat, posture) and industrial (choice of options according to use). By incorporating these lessons, the industry can reduce passenger exposure without upsetting the economics of half-day excursions.
