c and c sailboat

Yachting World

• Digital Edition

C&C 30 – blistering performance in a manageable package

• Belinda Bird
• July 31, 2015

The C&C 30 strikes a good balance between performance and handling, believes Matthew Sheahan. She’s a fast ride, but without the jitters

All photos: Ocean Images

Today, going like the clappers downwind is easy; anyone can do it. But there are two basic approaches: there is eye-watering, fixed-grin, backside-twitchingly quick, with the boat balanced on a knife edge, and there’s clocking the same numbers without the jitters.

In the latter case the boat knows where to go and encourages you to follow by gradually loading the helm as if starting a friendly arm wrestle. Push her too far and you’ll still end up on your ear, but at least you will have had plenty of warning.

Developing a balance between performance and handling has been a tough nut to crack. How do you produce slender, high-lift foils with minimal drag without creating a lifting surface that operates like the flick of a switch? Such binary hydrodynamic behaviour has taxed modern yacht designers for years, but the lessons learned aboard the big boys’ VO70s, mini maxis and TP52s, among others, have been filtering down into the smaller size ranges.

Then there’s the issue of deck layouts and control line systems. Again, the big guns have led the way with innovative details and devices to help crews change gear from the weather rail as they hike over the guardwires.

But not everything that has filtered down has been appropriate. Just as the complexity and power of a modern F1 racing car makes it impossible to pull away without stalling for anyone other than a seasoned racing driver, so not all the high technology aboard professionally run grand-prix machines works for the rest of us.

Striking the balance is the key. And that’s where the Mark Mills-designed C&C30 stands out in the new breed of 30ft raceboats.

This is a design that takes the best bits of modern high performance and wraps them up with a deck layout that will look and feel familiar to a wide range of crews, yet launch them onto a new level of performance.

Technology where it’s needed

Throughout the boat it is clear that the strategy has been to employ technology where it makes a difference while keeping things simple elsewhere. The best example is the Hall Spars carbon mast supported by 1×19 Dyform wire rigging with ordinary T-terminals on the top and open-bodied bottlescrews at the bottom.

But there are plenty of other examples, from the simple hanks on the headsails to transverse genoa tracks and control lines fitted and run above decks with rope tidy bags. Even when lines do need to go under the deck to prevent crew from standing on them at crucial times, they do so through recessed channels in the deck, which are covered by easily removable lids.

Down below there’s a similarly practical approach. Sparse though her interior is, with little headroom thanks to the flush deck, she still has basic seating and cushions with the provision for hingeing pipecots, a heads and even a small galley should you wish to take her offshore. She has no mast jack, but she has a simple rigging screw-driven adjustable mast foot to allow you to alter the mast rake.

She’s easier to keep in the groove than others of her ilk

The C&C30 also has very few openings in the deck, a rarity aboard modern raceboats, which can look like pepper pots from the inside. Despite taking several waves over the foredeck on our downhill slide and a few thumps through the chop upwind, she had less than half a bucket of water in the bilges at the end of our test sail, most of which was shipped when a wave came over the bow just before the kite drop and the foredeck hatch was open.

Look a little closer and there are some very neat ideas, among them the non-retractable, but detachable bowsprit. This can be removed when the boat is at rest by untying the bobstay that runs from the bow to the tip of the sprit and back through its centre to emerge below, where it is attached to the main bulkhead. This allows the sprit to be pulled out of its socket and stowed.

Another clever detail is the constrictor lock for the main halyard, which is operated below decks, along with the halyard itself – simple and effective.

On deck the low-friction bullseye fairleads have been set up to allow cross sheeting of the genoa sheets, and the position of the primary winches make this system easy to use from the weather rail.

Overall the deck layout has been well thought out, with everything within easy reach. One particular detail is the ability for the mainsheet trimmer to move behind the helmsman on the downwind leg without having to thread the mainsheet under the tiller – handy when the breeze is up.

Easy to get on with

The C&C30 is a boat that is very easy to get on with so long as you let her talk you through where she wants to go. Unlike the superlight, almost neutral feel of many modern machines, the helm loads up significantly, but smoothly if you stray too far outside the sail trim envelope. As always, whether sailing upwind or down, fighting the helm is a cue to talk to your trimmers, but here the feedback is that bit clearer, which helps you to stay in the groove.

She doesn’t have such aggressive chines aft as other boats of her ilk and appears to carry less rocker here too. As a result, she tends not to squat down by the stern and lift her bow when you send her downwind. To get her to accelerate and stay on the plane you still need to press her to get around 5° of heel, but the transition is much smoother than others of this type.

Upwind feedback through the helm was clear and unequivocal

This can feel a little odd at first if you are more used to the bow-up trim of other downhill flyers. It also means you have to plan the gusts a little more carefully to avoid putting the handbrake on as you bear away.

But make no mistake, she’s quick. In 16-18 knots of true breeze we were sliding along at 14-16 knots with ease. Such relatively docile handling will inspire confidence, particularly with those making the transition from heavier, conventional boats to something a little more saucy.

And therein lies what I believe is the key to the C&C30; she’s a modest, manageable and practical package that is capable of a blistering performance.

It is inevitable that she will be compared with the Farr 280, especially as both boats were launched at around the same time. Broadly speaking, they look similar and have little to separate them on the technical spec sheets. With a basic price tag of US$137,390 ex works USA, the C&C30 is slightly more expensive, but in the same ball park.

But the best thing about this boat is that she’s another in the growing band of sporty 30-footers. All want to be tomorrow’s successful one-design, and maybe some of them will be, but in the meantime her arrival adds another model into this growing fleet of sportsboats. Everyone can go quickly downhill, it’s just how you choose to do it that is different. And now there’s even more choice.

The C&C30 takes the best of high-performance design, but with a clever, conventional-seeming deck layout

Vinylester/E Glass/foam core construction throughout. The structural grid includes carbon fibre. A 12hp Volvo inboard diesel engine is standard

A well laid-out cockpit makes the C&C30 easy to get to grips with. I felt the foot rest bars were a little too low to give good support, however

Unbolting the keel plate allows the 2.30m deep fin and bulb keel to be raised by 600mm to make it easier to trail the boat. She can also be lifted on a central point

The bowsprit can be removed easily when moored by detaching the bobstay that runs through the centre of the pole and into the boat. This also helps to prevent lines getting caught under the pole

No mast jack, but a simple rigging screw adjustment to move the mast heel forward and aft to rake the rig

Car control lines run under the deck to make crew movement easier and safer, but do so in covered recesses rather than running through the accommodation.

Specifications

LOA 9.15m/30ft 0in

Beam 3.00m/9ft 10in

Draught 2.30m/7ft 6in

Displacement 1,812kg/3,995lb

Upwind 59.51m 2 /640ft 2

Downwind 152m 2 /1643ft 2

IRC Rating 1.140

Price US$137,390 ex works, ex tax

Designed by Mark Mills

Built by C&C Yachts, Bristol,RI, USA

UK/Europe agent Checkmate Sailing www.checkmatesailing.com

This is an extract from a feature in June Yachting World

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• Sailboat Reviews

C&C 99

One of a handful of production boats built today with epoxy resin in the laminate, this is a good-looking, fast racer/cruiser from tim jackett..

Following a major financial and organizational restructuring precipitated by the boatbuilding downturn in the 1980s, a revitalized Fairport Yachts, Ltd. recently became the first big production builder to start making sailboats with only epoxy resins throughout hull lamination. Epoxy is used as a barrier coat by some production builders, and as a laminating resin by some custom builders of high-end racing and cruising boats, but Fairport is pushing these materials and techniques into the mainstream. This could be considered the most significant departure from traditional fiberglass boatbuilding methods since the introduction of vinylester resins.

Company History Tim Jackett is the chief operating officer and designer for Fairport Marine, which builds C&C and Tartan yachts. However, except for the guidance of Jackett, there’s little resemblance between the “old” C&C and the new company.

After enduring a financial shortfall in the 1980s, Fairport emerged on the cruising side of the boatbuilding industry with newly designed Tartans. The company then purchased the remnants of C&C, primarily the brand, in the 1990s.

The C&C line has a loyal following, dating back to the days of George Cuthbertson and George Cassian, founders of that legendary Canadian boatbuilding company. However, there’s a significant difference between the last boats built by the originators and the C&C 110, which was introduced in 1999. The new line is geared to sailors for whom performance is an overriding consideration, though crew will make racing passages in relative comfort. By comparison, Tartan yachts display a turn of speed, but are more traditional cruisers.

Prior to introduction of the C&C 99 in 2001, 75 of the C&C 110s were built, and the company introduced the C&C 121, a 40-foot “performance cruiser.”

The company hit its production target of 30 of the 99s in the first year, and the run now numbers in the low 40s. Jackett says the company’s combined annual production is 70 boats. It has a stable work force, and has made a significant investment in equipment required to convert to epoxy construction methods. All seems to bode well for an outfit that has gritted its way through the best and worst of boatbuilding economics over the years.

Design Jackett has been designing sailboats for Tartan since the mid-1980s. His versatile designs reflect the delineation between two niche markets, and he’s inclined to introduce features in boats not found in the mainstream production world—an electric swim platform concealed in the stern of the 110, for instance.

Of the C&C 99 design he says, “I built the boat for guys like me—a guy in his mid-40s with kids who wants to go fast, who likes to look sporty, and likes to go on a picnic sail with his wife. It was designed to function as a light-displacement racer-cruiser that doesn’t need a lot of weight on the rail to be competitive.”

She has a plumb bow and reverse stern, similar to her predecessors. Viewed from the bow she displays a rounded cabin shape and wide decks that offset her beaminess. Other elements are a relatively flat sheer, and modest freeboard. Beneath the surface, her canoe body has low wetted surface and carries a long, flat run aft.

Her SA/D is 23.4, virtually identical to that of the 110 and 121 (the 121 is 23.2). This number indicates a lot of sail power in all three boats. The D/L of the 99 is 167, compared to a D/L of 156 for the 110, and 141 for the 121. These numbers, too, point toward performance—not flat-out, but at the higher end of the scale for any boat with reasonable provisions for sleeping and eating comfort.

Jackett has resisted the temptation to equip any of these boats with more than one head. The head in the 99 is forward to port; it is aft in the other models.

The aft cabin arrangement of all three boats is different, as well. Pillows in the 99 are outboard to port, and the berth is set at an angle. The berth on the 110 is outboard to starboard, and less accessible. The stern in the 121 is large enough to orient the aft berth on the centerline.

Construction As mentioned earlier, these C&C boats are made with epoxy. This is a big move in the production boat world.

Historically, a typical lamination schedule has consisted of a layer of gelcoat and layers of strand and mat fiberglass impregnated with polyester resin (lower resistance to osmotic blistering) or vinylester resin (higher resistance) on the inner skins. Epoxy offers the highest resistance of all, as well as very high strength for its weight. However, it’s also the most expensive, and is best cured at a fairly high temperature in a big oven (autoclave). It’s not the easiest material to work with.

A characteristic of most gelcoat is that it bonds easily to polyester. The introduction of epoxy on an inner layer to a polyester gelcoat can be akin to attempting to mix oil and water; over time, the bond can fail and the structure delaminate.

Jackett’s new lamination schedule calls for a coat of Ferro Ultra-Shield NPG/ISO gelcoat, which has some of the same chemical properties as epoxy. That coat is bonded to a vacuum-bagged, wet-impregnated epoxy laminate with uni-directional E- glass. The use of epoxy resins eliminates chopped strand mat, which Jackett considers the cheapest, heaviest, and weakest component used in conventional polyester hull construction.

The hull is cored below the waterline with Corecell closed-cell linear polymer foam, and above the waterline with Baltek AL-600 end-grain balsa. The combination provides stiffness and strength without dramatically increasing weight. The keel laminate is reinforced with multiple plies of high-tensile carbon fiber.

Since the company has not had problems with osmotic blistering since 1985, water resistance was not the prime motivator in the decision to make the change to epoxy. Jackett cites epoxy’s strength and light weight as two of its most beneficial characteristics.

“We employed two manufacturing methods,” he says. “We initially used a gelcoat bonded to a conversion layer, referred to as a tiecoat, that allows epoxy to bond to a polyester gelcoat.” The first 50 boats successfully employed this process.

In that process, halves of the hull are constructed and vacuum-bagged separately. However, a cosmetic problem occurred: “The tie coat was contributing to postcure print that required additional labor to correct, and the conversion layer doubled the gelcoat. The tiecoat also has a limited lamination window, unnecessarily complicating the lamination process.”

The company moved to Plan B, with the application of a modified epoxy skin coat. “Through testing we have developed the proper surface prep prior to application of the epoxy laminate,” says Jackett. The result is a proper bond with no print-through.

In the next step, a stitched, unidirectional fiber cloth is rolled through an impregnator calibrated to produce specific resin content. Since epoxy is sensitive to resin-hardener ratios, the company invested in machinery that produces mixes in exact proportions.

“These boats now have 67-70% glass content, versus old boats that typically had a higher resin content,” he says.

Workers now have more time to install the interior structure of the boat. “A typical process might allow a builder to add two to three layers of laminate per day,” said Jackett. This could extend the layup process for days. “With this system, the vacuum bagging takes only 20 hours, during which time the resin reaches 60% of its ‘sizzle property.'”

Both halves of the hull are then moved into an oven for 24 hours, during which the temperature is raised from ambient to 145° F. Heat is ratcheted up to specific levels and held for various periods of time to allow the resin to cure. The gradual process prevents thermal shock that could eventually produce lamination failures. The hull is then gradually cooled before being removed from the oven.

Of the process, Jackett says the weight of the skin laminate has been reduced by 50%, but strengthened by the increase in fibers.

The weight of the shell of the C&C 99 constructed with polyester resin would be 1,600 -1,800 lbs. With epoxy, it’s 780 lbs. In tests of laminates prior to making the conversion, the company discovered that a laminated polyester section consisting of several layers of material would fail at a joint under 600 to 750 lbs. of pressure. In testing the new system, they discovered that the laminate, not the joint, separated when pressure was between 2,300 and 2,700 lbs.

Reinforcements are made at through-hulls, the keel, and other high- load areas where the thickness of the epoxy is sufficient for loads, but too flexible.

Aside from the issues of weight and strength, Jackett says that epoxy also has better cyclic loading characteristics. “A problem with polyester is that in high-load areas, micro-cracks may appear over time because polyester will lose as much as 50% of its strength in its first year. With epoxy, the loss is only 5%.”

We asked Joe Parker, a technical advisor at Gougeon Brothers, Inc.,developers of the West System epoxy products and leaders in the field, forhis opinion of Jackett’s methods.

“Using epoxy resins to build boats can provide significant benefits to the boat owner,” said Parker.  “While proper design, engineering, and manufacturing processes are crucial to maximizing those benefits, a quality-conscious builder like Fairport can be very successful in this transition.”

It’s a measure of Fairport’s confidence in epoxy that they offer a 15-year guarantee on these boats.

So, why don’t more builders go this way? The process requires an investment in equipment, and higher material and labor costs. The C&C 99, for example, costs about the same as a “normal” production 36-footer.

Deck and Rig The deck layout and cockpit of the 99 reflect a no-nonsense approach to maximizing performance, whether in race mode, or cruising.

The deck is constructed of a composite laminate with unidirectional E-glass skins and Baltek AL600 coring. High-load areas and the locations of hardware installation are reinforced with additional layers of laminate and sealed to prevent the intrusion of water. The hull-deck joint is secured with stainless machine screws installed on 4″ centers through a 6061 T6 aluminum backing plate imbedded in the hull flange, a method that meets ABS requirements for offshore yachts. The joint is sealed with 3M 5200.

A black powder-coated double- spreader mast is equipped with tapered airfoil swept spreaders supported by 1×19 stainless steel wire rigging. The stainless steel chainplate system ties to an internal fiberglass structure that is reinforced in the hull skin.

Halyards are internal, led aft to rope clutches and Harken 32 self- tailing winches on the cabintop. Ports on the bulkhead provide ventilation and a convenient place to stow halyard ends belowdecks when sailing, reducing clutter in the cockpit.

The boom is equipped with single-line slab reefing and an internal 4:1 outhaul led aft to a cabintop winch.

The most prominent feature of the U-shaped cockpit is a 40″ destroyer-type wheel. The removable helm seat is reinforced with carbon fiber and supported by a gas shock when tilted upward, to allow passengers to enter from the stern. The helmsman has a clear sightline to instruments mounted on a pod at the companionway whether seated or standing, as does the cockpit crew. The pod is pre-wired for the installation of additional units.

The mainsheet is attached near the end of the boom and on a traveler near the helmsman’s fingertips. A Harken fine-tune mainsheet system and double- ended backstay adjuster with a 40:1 ratio allow for one-handed mainsail trimming and tensioning the headstay—a real plus when the wind pipes up. Jib sheets are led to Harken track and ball-bearing genoa cars. The primary winches are Harken 44 self-tailers.

The cockpit is smallish, suitable for seating four guests, or two trimmers when in race mode. The coaming is high enough to provide back support. Decks are wide and flat, allowing easy movement forward, and fairly humane seating for rail riders.

A Lewmar Ocean Series size 60 aluminum foredeck hatch and Ocean Series size 30 atop the cabin provide ventilation.

Belowdecks To a die-hard racer, the spaces belowdecks will seem plush. To a comfy cruiser type, they’ll seem a bit spartan. There’s 6′ 2″ headroom, a big plus on a 32-footer. The nav station, settee, and head are to port, C – shaped galley and settee to starboard. Jackett borrowed one design feature from the Tartan 31; when the head door is open, it conceals the toilet and sink while increasing visual space. Access to the aft stateroom is to port. Water and holding tanks are beneath the forward berth, fuel below the port settee.

Wood joinery is nicely finished cherry with a satin finish accented by a teak and holly sole, white fiberglass headliner with wood battens, and low- profile fixed portlights running the length of the saloon that produce a tunnel-like affect.

Ventilated solid stock varnished cherry panel locker doors are mounted in laminated cherry door frames and equipped with push-button latch sets that function well in a seaway.

However, cabinets and trim are varnished cherry cored with ITW SprayCore, a foam that reduces weight without compromising strength, since the doors aren’t load- bearing surfaces.

The galley is equipped with a two-burner gimbaled propane cook top surrounded by a molded Granicote solid surface. Lighter than Corian and as strong and durable as a composite, Granicote is becoming more common in the industry. A molded icebox is insulated with 4″ foam.

The master stateroom has an oversized V-berth large enough for two adults, and is furnished with a hanging locker and shelves running the length of the hull. The berth in the aft stateroom is a double; storage is below the berth. Orienting the berth forward allowed the builder to place a propane locker outside and a lazarette in the starboard corner of the cockpit.

We’ve been aboard three 99s constructed during different production runs, and consider fit and finish of the interiors to be well executed.

Performance We had hard luck in our several attempts to test the 99. On one occasion a nor’easter with 35-40 knots winds kept us at the dock. On another, we endured four hours of windless drifting, waiting for wind to appear. As a consequence, and allowing leeway for their bias, we’ll rely for now on the owner comments for an indication of performance.

Pricing The base boat is priced at $117,900, a $3,000 increase since its introduction, whether fitted with a deep keel or the standard fin. Factory spinnaker gear adds $3,000, and a Raymarine ST60 Tridata & AWI package $3,200. Prices are FOB Fairport, Ohio.

Conclusion The C&C line adds a valuable dimension to the American sailboat industry by introducing boats targeted to the sailor who seeks a bit of extra performance but may not want a totally dedicated racer like the Mumm 30. Since Tim Jackett also designs the Tartans, he brings creature comforts to the C&C line without compromising on the primary objective.

The introduction of epoxy bodes well for owners who are willing to spend extra dollars for boats that, over the long term, should maintain performance levels, durability, and resale value.

Fairport Yachts, Ltd. 440/354-3111 www.c-cyachts.com

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• Sailboat Guide

C&C Yachts

C&C Yachts was formed in 1969, when Canadian boat builders Belleville Marine Yard, Hinterhoeller Ltd. and Bruckmann Manufacturing joined forces with the design firm of Cuthbertson & Cassian Ltd. New capital was raised through a stock offering on the Toronto Stock Exchange. Although Ian Morch of Belleville Marine Yard was the first president, he resigned in 1971 taking the Belleville assets with him. George Hinterhoeller was then named president. Later, in an interview, Hinterhoeller states that he accepted this postition reluctantly. He resigned in 1973, and was replaced by Geroge Cuthbertson who continued in that role until 1981. C&C Yachts quickly established a reputation as a builder of high quality sailing yachts that were also successful on the race course. From it’s inception, as its first models were displayed at various boat shows in the US and Canada, the company sold as many boats as it could produce. In addition, a steep duty imposed by the Canadian government had also made them relatively affordable in the Canadian market. After weighing different options for expansion, the company decided to open a new plant in Rhode Island.(1976) In doing so, it benefited from very favorable financial terms offered by the Rhode Island Port Authority and Economic Development Corporation. In addition, plans were made to open another plant in Keil, Germany. This was also due to an offer of special, low interest loans. Throughout the late 1970’s and early 1980’s, C&C continued to develop and build new models, all of which were well received. Their revamped racing program brought the brand additional renown. But also during this time, a long, slow financial decline had begun. In 1976, George Hinterhoeller sold out and went back to boat building on his own. A plant at Kiel Germany closed in a few short years after incurring enormous losses. This and other factors were caused, in part, by a dramatic downward slide in the value of the American and Canadian dollar. An added factor was the gradual loss of the original personnel. The death of George Cassian in 1979, one of the driving forces of the company was a major loss. Geroge Cuthberson left the company in 1982. Finally, after the plant in Rhode Island closed, the last of the original partners, Eric Bruckman, head of the C&C custom shop, also moved on. By 1985, C&C yachts was left with a single plant at Niagara-on-the-Lake, Ont. From this time on, a long series of changes of ownership and various financial manipulations were to take place. By 1990, no new ownership, or source of financing could be found and the company went into receivership. For the first time in its history, C&C failed to exhibit at the Toronto International Boat Show. In 1992, there was a temporary reprieve. C&C was sold to Hong Kong based shipping magnates, Anthony Koo and Frank Chow. The name was changed to C&C Yachts International. By 1994, the factory was operating to capacity building a new 51, the the Tripp designed IMS 45 as well as the SR range of sport boats, designed by Glenn Henderson and originally built in Florida. But then, in the same year, a fire broke out in the factory, completely destroying most of the tooling and the boats currently under construction. Insurance only provided a small portion of the losses. In 1996, the factory closed, and the land, tooling and trademark were sold. Just a year later, a joint venture was been formed with another defunct builder, Tartan Marine, to build a new line of C&C yachts. These new models included the C&C 99, 110, and 115 which were well received and sold relatively well. In September 2013, US Watercraft announced that it had bought the rights to the C&C brand from Tartan. US Watercraft entered receivership in July 2017 and ceased all operations by the summer of 2018.

Associations

• C&C 110 Facebook page
• C&C Corvette Owners Association
• Shark Class - International
• Half Ton Class
• IOR 3/4 ton
• C&C 27 Association
• C&C Design
• C & C Design Team
• George Hinterhoeller
• Glenn Henderson
• Peter Barrett
• Philip Rhodes
• Robert Ball
• Robert Evelyn
• Robert Perry
• Tim Jackett
• William H. Tripp, III

89 sailboats built by C&C Yachts

Rhodes 22 Continental

C&C 30-1 (1-506)

C&c 27 mk ii.

C&C 33-2

C&C Landfall 38

C&C Corvette 31

C&C 27 MK I

C&C Mega 30 OD

C&C 38-2

C&C Frigate 36

C&c redline 41 mkii.

C&C 110

Mega 30 (c&c) fk.

C&C 37/40 R

C&C Landfall 48

C&C 43-1

C&C 3/4 Ton

C&C Landfall 39

C&c 1/2 ton.

Northeast 39

C&c redline 41 mki.

C&C 131

C&C 121

C&C 101

C&C Landfall 43

C&c 27 mk iv.

C&C 36-1

C&C 51 Custom

C&C 34/36

C&C Landfall 35

C&c 41 limited ed.

C&C 26 Wave

C&C 35-2

C&c 41 gp.

C&C 34+R

C&C 42 Custom

C&C 40 Crusader

C&C Redline 25

C&c 37-2.

C&C 34+DK

Northeast 39-2, c&c 48 custom.

C&C 25 MKII

C&C 37/40 XL

C&C 36R

C&C Invader 36

Redline 41 (2014)

C&C 44 Custom

C&C 40-2 AC

C&C 34+WK

C&C 27 MK III

C&C 27 MK V

C&C 115

C&C 30-2

C&C 40-2

Landfall 43 (c&c) ketch.

C&C 35-1(Redwing 35)

C&C 38-3

C&C 29-2

C&c 43-2.

C&C Landfall 42

C&C 35-3

C&C 37/40+

C&c 40-1, c&c 38-1, c&c 26 encounter.

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Captain of migrant boat tragedy in Senegal turns himself in as death toll rises to 26

Local authorities say the captain of a migrant boat that capsized off Senegal over the weekend has been arrested as the death toll rises to 26

DAKAR, Senegal — The captain of a migrant boat that capsized off Senegal over the weekend was arrested, local authorities said Tuesday, as the death toll rose to 26.

Cheikh Sall, the owner and captain of the boat, turned himself in Monday, Amadou Diop, the district’s prefect, told The Associated Press.

The death toll of the capsizing rose to 26, Senegal’s navy said on the social media platform X on Tuesday.

The artisanal fishing boat left the town of Mbour, nearly 80 kilometers (50 miles) south of the capital Dakar heading to Europe on Sunday afternoon before capsizing a few miles (kilometers) off the coast.

In recent years, the number of migrants leaving West Africa through Senegal has surged with many fleeing conflict, poverty and the lack of job opportunities. Most head to the Canary Islands, a Spanish archipelago off the coast of West Africa, which is used as a stepping stone to continental Europe.

Since the beginning of the year, more than 22,300 people have landed on the Canary Islands , 126% more than the same period last year, according to statistics released by Spain’s Interior Ministry.

Last month, the Senegalese army said it had arrested 453 migrants and “members of smuggling networks” as part of a 12-day operation patrolling the coastline. More than half of those arrested were Senegalese nationals, the army said.

In July, a boat carrying 300 migrants, mostly from Gambia and Senegal, capsized off Mauritania . More than a dozen died and at least 150 others went missing.

The Atlantic route from West Africa to the Canary Islands is one of the deadliest in the world . While there is no accurate death toll because of the lack of information on departures from West Africa, the Spanish migrant rights group Walking Borders estimates the victims are in the thousands this year alone.

Migrant vessels that get lost or run into problems often vanish in the Atlantic, with some drifting across the ocean for months until they are found in the Caribbean and Latin America carrying only human remains.

Follow AP’s global migration coverage at https://apnews.com/hub/migration

Tyreek Hill detainment: What we know, what we don't about incident with police

Editor's note: This story was updated after police released body-camera footage of police officers detaining Tyreek Hill.

Miami Dolphins wide receiver Tyreek Hill said he is not sure why police officers forced him out of his vehicle and subsequently detained him in a wild sequence before Sunday’s season opener against the Jacksonville Jaguars .

It was a sequence that left him wondering, “What if I wasn’t Tyreek Hill?”

“I have no idea, for real. No idea. No idea, man. It’s crazy. No idea,” Hill said Sunday when asked why he was placed in handcuffs.

“I wasn’t disrespectful because my mom didn’t raise me that way. Didn’t cuss. Didn’t do none of that. So, like I said, I’m still trying to figure it out, man.”

All things Dolphins: Latest Miami Dolphins news, schedule, roster, stats, injury updates and more.

Hill was released shortly after being detained, and helped the Dolphins win 20-17 .

Here’s what we know, and what we don’t yet know about the Hill detainment:

What happened to Tyreek Hill?

Hill, the Dolphins ’ star receiver, was pulled over before Sunday’s game. Shortly after, he was handcuffed and detained by police just outside Hard Rock Stadium in Miami Gardens, Florida, about three hours before the Dolphins’ 1 p.m. ET kickoff. Body-camera footage released by the police Monday evening showed Hill being pulled out of his car forcefully by police.

Why did Tyreek Hill get pulled over?

Hill said postgame he was pulled over for speeding and reckless driving.

Miami-Dade Police’s pubic records say “Hill was not charged, he was issued traffic citations.”

How fast was Tyreek Hill going before being detained?

It’s unclear how fast Hill was driving.

What car was Tyreek Hill driving?

Hill appeared to be driving a McLaren 720S sports car.

Did police know they were detaining NFL player Tyreek Hill?

Hill said he did not try to name drop, or reveal he was a Dolphins player to police during the sequence.

“I wasn’t raised like that to name drop or flash. If you say I did something, write me a ticket. I’m a normal person, too,” Hill said. “If you say I did something, write me a ticket, do whatever you got to do. But I’m saying don’t be disrespectful.”

The body-camera footage shows Hill turning over his license to police.

Who is police officer involved in Tyreek Hill’s detainment?

The Miami-Dade police department did not release the names of any officers involved in Hill’s detainment.

Did the police officer in Tyreek Hill detainment receive any punishment?

An officer was placed on administrative duties, Miami-Dade Police Department director Stephanie Daniels announced Sunday afternoon without releasing the officer's name.

Is there body-camera footage from Tyreek Hill detainment?

The encounter between Hill and the primary responding officer started as a routine traffic stop, according to the  body-camera footage that was released Monday evening. The officer, who was on a motorcycle, pulled Hill over, knocked on the window of his McLaren 720S coupe and informed him that he was speeding. The incident escalated as video shows Hill being pulled out of the car by police.

Was excessive force used by police on Tyreek Hill?

A viral video showed an officer had his knee in Hill’s back while trying to apply handcuffs. Another video showed an officer leave his motorbike, raise his leg and attempt to pull Hill down on the sidewalk curb.

Hill’s teammate, Calais Campbell, said he felt like “excessive force” was used by police, which led to him joining the scene to defuse the situation.

“They were trying to yank him down to the ground. I saw them kick him, pull him down, put on the cuffs. The shoulders look like they were messed up. They got him down. One officer pushed on his head. It was completely unnecessary,” Campbell said during an interview on ESPN’s “First Take” on Monday. 

Why was Calias Campbell handcuffed by police?

Campbell, a winner of the Walter Payton NFL Man of the Year award, was also handcuffed by Miami-Dade police when he tried to defuse the situation.

Campbell said the officer told him if he didn’t move his car, it would be towed because it was blocking traffic. When Campbell responded he would not leave the scene, Campbell said the officer told him “That’s it. You’re under arrest.” Campbell was then placed in handcuffs.

Were there any other Dolphins players at the Tyreek Hill detainment scene?

Campbell said he heard Hill tell teammates "don't leave me, don't leave me" while he was being detained.

Along with Campbell, Dolphins tight end Jonnu Smith and receiver Odell Beckham Jr. were on the scene along with Hill’s agent Drew Rosenhaus and Dolphins director of team security Drew Brooks.

How did Tyreek Hill perform after being detained?

Hill was released and played for the Dolphins, catching seven passes for 130 yards, including an 80-yard touchdown catch during the 20-17 win.

Tyreek Hill touchdown celebration after being detained

Hill celebrated his touchdown by placing both of his hands behind his back, to mimic being handcuffed. Dolphins receiver Jaylen Waddle placed Hill’s hands together, and both players walked off toward the sideline to continue celebrating.

“It was a planned celebration,” Hill said. “Obviously, we had something else. Then this all happened this morning.”

Will Tyreek Hill press charges against Miami-Dade Police Department?

Drew Rosenhaus, Hill’s agent, told the Miami Herald Hill’s legal team “will be pursuing this matter on Tyreek’s behalf.”

“What happened today to Tyreek at the stadium is completely unacceptable,” Rosenhaus said to the Miami Herald. “Tyreek did not deserve to be treated that way by the police involved.”

Tyreek Hill says he wants to partner with Miami-Dade police after detainment

Hill said: “I want to be a cop one day. I’ve got a state trooper hat and all of that, so I have a lot of respect for cops, man. Everybody has bad apples in every situation.

“I want to be able to use this platform to figure out a way to flip this and make it a positive on both ends, on my end and also Miami-Dade. So that way, we continue together and do something positive for the community. That’s what it’s all about. You guys are here to protect us as individuals. I have a platform, and I want to be able to team up with you guys.”

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My Hero Academia: You're Next

Izuku Midoriya, a U.A. High School student who aspires to be the best hero he can be, confronts the villain who imitates the hero he once admired. Izuku Midoriya, a U.A. High School student who aspires to be the best hero he can be, confronts the villain who imitates the hero he once admired. Izuku Midoriya, a U.A. High School student who aspires to be the best hero he can be, confronts the villain who imitates the hero he once admired.

• Tensai Okamura
• Yôsuke Kuroda
• Kôhei Horikoshi
• Kaito Ishikawa
• Kayli Mills
• 1 User review

Top cast 11

• Shoto Todoroki

• Anna Scervino
• (English version)

• Giulio Gandini
• Katsuki Bakugo

• Ochaco Uraraka
• Izuku Midoriya
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• Production, box office & more at IMDbPro

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• Trivia This is the final My Hero Academia movie, as the manga ended a few days after the film's release.
• Connections Spin-off from My Hero Academia (2016)

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• October 11, 2024 (United States)
• Official website
• 我的英雄學院劇場版：You're Next
• See more company credits at IMDbPro
• $20,476,737

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• Runtime 1 hour 50 minutes

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