Adventures in Garcia: From Navigators to the Edge of the World

From dream to exploration

‍

"I've found time to sail again. Like many yachtsmen, I devoured tales of extreme cruising, but the crazy idea of sailing to Antarctica myself had never crossed my mind... not yet! In fact, I caught the bug in two stages. First of all, I was lucky enough to acquire Jimmy Cornell'sExploration 45 (Garcia shipyard): a super-equipped aluminium sailboat of his own design, with which this outstanding navigator sailed the Northwest Passage.

‍

A boat with no limits, that gives you ideas! I tamed BalthazaR during 2 North European sailings, as far as the Arctic Circle. Am I already contaminated? I need to know for sure.

‍

I then set sail for Ushuaia on Éric Dupuis's sailboat Vaihéré, certainly one of the best for exploring the white continent. The magic happens! As the Antarctic coast fades away, I'm already planning my return.

‍

An ambitious project

‍

Preparing BalthazaR during the Covid confinement and then bringing her to Tierra del Fuego via the ^40th and ^50th will take some time! In mid-January we finally left Ushuaia after 8 days of waiting for a suitable weather window. We're 4 friends on board (Raphaël, Pierrick, Jan and Ryan); all experienced, each competent in complementary fields, a solid team which makes me feel serene, even if my role is to remain permanently on the alert, attentive to everything.

‍

‍

Drake Passage: a mythical crossing

‍

Short stopover in Puerto Toro (36 inhabitants), the world's southernmost city. It takes us ½ day to round Cape Horn, on the edge of the Wollaston archipelago, which glistens in the sun. Now we're off, further south, for a 4-day crossing of the notorious Drake Passage. We'll be heading straight for the Melchior Archipelago under 2 reefs, alternating between solent, staysail and... engine; after all, there's no question of hanging around waiting for the next storm.

‍

The approach to Antarctica

‍

At 61°South, the cape's checkerboards mingle with the albatrosses, giant petrels and storm-petrels that have accompanied us since the start; they herald the Antarctic convergence zone; temperatures plummet, fog settles in.

‍

A hundred miles from the goal, the radar signals the first iceberg; we walk along it in the mist, magnificent and threatening.

‍

‍

The "icicles" that break off are not detected by radar, and are only seen at the last moment in the fog. The risk is extreme, as a modest metres ice cube weighs over 500T: the battle is unequal with the 18T of BalthazaR. The active daytime watch is doubled during the few hours of darkness.

‍

Melchior anchorage: an icy sanctuary

‍

As we approach Melchior, the sun takes over again; we marvel at passing between numerous icebergs, from pure white to sky blue. ‍Thefirst humpback whales greet us: they move gently along the surface in a school of krill, a group of penguins circling around them. Terns, gulls and cormorants make their appearance.

‍

‍

The anchorage in the heart of the Melchior archipelago, between the Êta and Omega islands, is one of the safest on the Peninsula, but the digital charts are inaccurate (more than 400m difference from reality). On the screen, our route merrily climbs the hills of the islands; after checking, our route fortunately merges with the tracks passed on to me by some of my predecessors. We're on the right track!

‍

‍

Sailing in Antarctica: extreme precision

‍

One lesson: you can't navigate here in poor visibility and without these famous tracks. It's also essential to have the handwritten sketches that give the necessary indications for entering the anchorages and mooring there.

That's it, I'm back in Antarctica! In a few seconds, all the things I've had to do over the last 4 years to get back there flash through my mind; then this brief flashback suddenly disappears, as if to tell me that I now had to make the most of my 100% experience. Return to White Paradise.

‍

‍

Three weeks of total immersion

‍

For my companions, it's a total discovery, a dream world opening up to them. We're going to spend three fabulous weeks here, alternating between fine weather and gloomy days; most of the time we'll be motoring for lack of wind, or staying at anchor, blocked by the storm.

‍

‍

The scenery is extraordinary, high mountains invaded by the sea; there are magnificent massive mountains like Mont Français (2865 m on the island of Antwerp), but also steep ranges like those framing the Lemaire Channel. Countless crevassed glaciers tumble down from the high mountains and calve into the ocean. Ice-covered plains are sometimes dyed red, yellow or green by microalgae. There are also small, low-lying granitic archipelagos in the middle of which you can sneak off to a safe anchorage (Pléneau, Argentinian Islands, etc.).

‍

‍

There are no beacons, no lighthouses and no landmarks. And everywhere, huge or modest icebergs of improbable shapes float or run aground with the current.

‍

‍

Curious wildlife everywhere

‍

If the flora is limited, the fauna is omnipresent. They have no fear of us, and curiosity often leads them to come and observe us up close and personal!

‍

We'll see whales on each of our trips out to sea, with the boat stopped not far from them, and we'll spend a long time watching them... often in groups of 2 or 3, they quietly continue their activities, sometimes sounding with superb tail movements.

‍

The more ingenuous ones come to rub up against the hull- do they think we're one of them? When the group is larger, we're often lucky enough to see one or two of them perform incredible jumps, with more than half their body out of the water.

On land, we visit the penguin colonies (Papuan, Chinstrap, Adélie), where the young of the year are still in the nest (usually 2 of them), one parent looking after them, the other fishing. Skuas (large skuas) circle around them to steal an egg or a chick. The white chionis pick up the garbage. We keep our distance from sea lions, leopards and elephant seals, which can be very aggressive. Seals (Weddell, crabeater, etc.) are more passive, and all these animals, clumsy on land, swim like rockets as soon as they're in the water.

‍

‍

Preserving Antarctica: between restrictions and adaptation

‍

Cases of avian flu have been detected on Bird Island (South Georgia): strict rules are imposed on visitors to Antarctica, which means that we must observe bird behaviour before disembarking, rinse our boots and pants between each visit, and install a foot bath at the stern of the boat. The scientific bases have drawn conclusions that differ radically from one another: some no longer receive visitors, although they sometimes accept that we come and moor at their pontoon; others continue to welcome visitors (Spanish and Ukrainian bases). All of them, however, will do their utmost to help sailors in difficulty.

‍

As a result, the British base at Port Lockroy, which is also a museum, is no longer accessible, but its representatives now come on board to continue mail service (it's the southernmost post office in the world; the next one is over 1,000 km to the north) and sell souvenirs.

‍

Among these, we particularly appreciated the Shackleton whisky, distilled exactly as Sir Ernst liked it 120 years ago, and recently found in the hut built on Ross Island during his expedition to the South Pole (1907/09 on the 3-masted Nimrod)." ...

‍

‍

To be continued...

‍

Our first few weeks in Antarctica were a total immersion in a world both wild and fragile. Every day has brought its share of discoveries, wonder and challenges. But the adventure is far from over...

‍

In the next part of this story, we continue our exploration of the heart of the Antarctic Peninsula, encountering spectacular new landscapes and unparalleled experiences. We look forward to the continuation of this timeless adventure!

As a reminder, the GARCIA Exploration 45 N° 27, N° 35 and N° 38 met up in Greenland in July with the aim of completing this famous and little-traveled route. The forecasts were rather pessimistic at the time, as the ice was still very present late in the year. They did, however, cross the Baffin Sea into Lancaster Sound, taking it one step at a time, each time the path seemed to open up. All 3 chose to pass through the narrow passage of Bellot Strait, only 2 km wide, a little shorter en route, but which ice can also obstruct in strong winds, due to its narrow width. And then to continue along the path known as the Amundsen Trail.

‍

‍

They positioned themselves in Hudson Bay, north of Lancaster Sound, waiting for the right moment to head south towards Bellot Strait. HAURU and NIGHT OWL passed through unhindered. Adriano and Marisa on VOYAGER had a more eventful passage, with 2 other boats. They had to turn back to assist a boat whose underpowered engine was unable to free them from the ice, which was beginning to push against their hull. Back to Hudson Bay for them! But the next day, they were able to pass through.

‍

‍

Marisa tells us about their passage from Bellot Strait:

‍

" The French boat was behind us as we crossed the Bellot Strait. We crossed a strip of ice, picking our way through the small openings, but like a door, it closed behind us. We had a clear path and were happy to continue when the French boat radioed that it was stuck in the ice. We told them we'd wait until they freed themselves. But the ice lifted the boat out of the water and the current spun it around like a toy. The captain (and, incidentally, four experienced sailors on board) sent out a panicked radio message... we could hear that he was terrified and asking for help. We turned around and headed for them as fast as we could, thinking about how we could help them (lines, etc., or just get them on our boat). Fortunately, the ice shifted again and pushed them back. They were now behind us and we showed them the way through the ice to Fort Ross. They were very grateful and came with a French feast and wine. That's when we learned that they had a little girl on board :-( The parents live on the boat, and they have two crew members on board. Neither of them has ever had an experience like this, and the boat suffered some damage (a huge dent in the hull) when the ice lifted them. So we had a wonderful evening, then the ice came back and we had to move... again! We returned to the Lévesque anchorage and of course... we had to go through the ice again, and there was ice in the anchorage too. So we did the night and ice watch and now we're all awake, drinking coffee and chatting about yesterday. GARCIA made an incredible boat. We broke the ice and he's doing really well. "

‍

The entire GARCIA shipyard team is very proud of their achievement and congratulates them once again!

Located north of the American continent, above the Arctic Circle, this wide maritime space is a kind of corridor that crosses the Canadian Arctic Archipelago along the North American coast, offering several possible routes between the various islands. Its straits and bays become ice-free in summer, allowing ships to pass through. But passage is never guaranteed: even more than icebergs, it's the "pack ice", floating blocks of ice that can block passage and sometimes even dangerously encircle sailing ships.

‍

‍

Every year, between 10 and 20 yachts attempt this passage. In 2023, a mild year, 21 yachts made it through, whereas in 2003, of the 7 that attempted the passage, only 2 passed. It's worth noting that while the majority of candidates set off from the West, others take the opposite route from Alaska. There are a few Inuit villages along the way, but no infrastructure or services, so sailboats embarking on this adventure must be totally self-sufficient!

‍

‍

Although global warming is causing the ice to melt irretrievably, this does not make passage any easier. The ice is thinner than it used to be in the Canadian Arctic, but this very thin ice breaks more easily: it is transported by winds and currents in proportions that are difficult to predict. By 2022, ice had completely blocked the Northwest Passage.

At the beginning of August 2024, the 3 Garcia Exploration 45 are sailing up the west coast of Greenland, waiting for the right moment to enter Lancaster Sound. For the time being, this gateway to the passage is rather free of ice, but it is still very present further east. So be patient, and enjoy the superb fjords and glaciers of Greenland.

‍

‍

This Garcia fleet is very international: HAURU, N°35 is driven by its Polish owner, NIGHT OWL, N°27, by an English owner. And VOYAGER, N°38, welcomes aboard her Swiss owners, accompanied by a couple of Canadian friends... themselves owners of N°44, CHINOOK, left for the occasion on the other side of the Atlantic in Cherbourg.

‍

Today, we'd like to introduce you to Marisa and Adriano, proud owners of the Garcia Exploration 45 Voyager, who recently posted a video on YouTube detailing every nook and cranny of their boat and their experience of life on board. Be inspired by their lifestyle aboard the Garcia Exploration 45 Voyager.

‍

‍

Join the Garcia Explorers Community!

‍

Whether you're a sailing enthusiast or a future explorer, let Marisa and Adriano inspire you to imagine your own odyssey. To find out more about our yachts and start your adventure, explore our website and follow us on the web.

‍

‍

GY: What route did you take with the boat?

‍

PH : We left Brittany in November 2023, for the first peaceful descent to Lisbon, which we left after the holidays to head for the Canaries. A hop to Cape Verde followed, before crossing to the West Indies. There, we sailed between the Grenadines and Guadeloupe, before returning to Cherbourg via the Azores. A nice 9,500-mile loop in 6 months!

‍

GY: So, what did you think of the boat's behavior?

‍

PH : I was impressed by her comfort at sea. The passage through the chop is incredibly smooth, even in heavy seas like the one we experienced in Brittany just after the passage of storm Ciaran. With her inertia, you literally feel as if you're crushing the waves, and the passage is so smooth. What's more, the boat heels reasonably well, even when sailing close-hauled.

‍

‍

GY: What did you think of the performance?

‍

PH: I was surprised by the performance in light airs. We had a transatlantic outward journey with very little wind. But even in these light airs, we averaged almost 8 knots over the crossing. There's no doubt that this is a boat that loves unbridled speeds: as soon as you open up a little, at full throttle, on the beam, it develops! With a little air, we're cruising at 9 knots, with peaks of 10 or 11 knots. During the return transatlantic crossing, still in the medium, we had 4 days of upwind sailing and were able to see that the boat is just as comfortable at this speed.

‍

GY: For the downwind sail, what choice of sail did you make with the owner?

‍

PH: I'm all for simplicity, especially as I knew we'd often be very short-handed on board. So we opted for a single, very large code 0, which works very well upwind to beam, with 15 knots of apparent wind.

Downwind, in the medium, we use the solent with the staysail, with the mainsail, of course. And in light airs, I bring out the code 0, which I pitch, to which I add the solent. There's no sock, everything rolls up, and it's very easy to reduce from the cockpit, even in a squall. And it also means fewer sails to handle.

‍

GY: Speaking of manoeuvres, what did you think of the cockpit?

‍

PH: Nothing to report, the ergonomics of the Helm station and maneuvers are very well thought out. Even though we obviously sailed mostly under pilot, who behaved very well indeed.

As for the forward part of the cockpit, with this gigantic "saloon", it's like the exterior of a catamaran, it's incredible. Only once did we have to use the inside saloon for a meal, otherwise we were outside all the time, well protected. Even when it was colder, before crossing, we closed off this area, like a hut, and with the inside heat from the heater, we were super comfortable.

‍

GY: What's it like in terms of comfort?

‍

PH : The most impressive thing is the silence on board. The boat's thermal insulation also provides soundproofing, whatever the conditions - it's amazing! Otherwise, there's plenty of space, a huge galley, a view of the outside, large storage areas, a laundry room, a technical area, a Workshop, the protected outside saloon... it's all very comfortable, I must admit.

‍

GY: Do you get noticed in anchorages with a GARCIA Exploration 60 ?

‍

PH: Oh yes! The boat is a bit of a head-turner. We've had lots of questions, and even congratulations on the choice of boat...

‍

François TREGOUET - MULTI.media.fr

‍

The longest citizen-scientific voyage

‍

Along the way, SAM owner and captain Peter Molnar and a crew of over twenty (including Jeff Svihus, Tyler Meade, Matt Stromberg and Molnar's teenage son Gabriel) have collected, classified and stabilized several thousand planktonic organisms. This supports the groundbreaking research of Dr. Leonid Moroz, Professor Emeritus of Neuroscience, Genetics, Biology and Chemistry at the University of Florida and the Whitney Laboratory for Marine Sciences. Initially introduced to Dr. Moroz by theInternational Seakeepers Society, the team made one of the longest citizen science voyages ever recorded.

‍

"The SAM is a remarkable vessel. We've had our share of storms with conditions of up to 45 knots on the way to the Aleutians, lots of rocky coves and complex navigation, and we haven't had a single major incident involving rigging, equipment or safety. It's a totally different experience when you have such a solid boat under your feet".

‍

‍

A fascinating study of flora and fauna

‍

Molnar praises the quality of the design and construction, as well as the complete refit by former owner and Whitbread winner Tom Alexander. He also appreciates the refurbishment of the rigging by Hansen Rigging, the sails by North Sails and a complete electronics and communications upgrade by Farallon Electronics and Dustin Fox.

‍

"And we had a lot of fun - hitting 20 knots twice off Cabo San Lucas and the Alenuiha'ha Channel - SAM is pretty slippery for a fully loaded expedition ship."

‍

The long passages provided opportunities to observe wildlife, including humpback whales and orcas. A good-sized grizzly also watched the crew from the beach of Unimak Island in the Aleutians. The long watch discussions with Dr. Moroz were a real-time seminar on evolution, biodiversity and the fact that we still know so little about life in the oceans, which cover 70% of our planet.

‍

"If sailing the North Pacific and exploring the diverse coastlines of desert, tropical, ice and rainforest climates is already extraordinary, expanding our knowledge of the incredible biodiversity of our oceans is the real adventure."

‍

‍

Studying the oceans to better understand the world

‍

Inspired by Dr. Moroz and other scientists, the core crew of the SAM created the Ocean Genome Atlas Project (OGAP), a non-profit scientific organization based in San Francisco's Presidio. OGAP is installing state-of-the-art genome laboratories aboard the SAM and other vessels, and designing a 77-foot sailing research vessel (SRV). The aim is to create a high-resolution genomic atlas of the oceans available to scientists worldwide.

With this and other expeditions, OGAP aims to push back the frontiers of biomedical fields by opening up new conceptual avenues for deciphering the secrets of life in the ocean. On-site documentation, observation and genetic sequencing will dramatically increase our understanding of the physiology, evolutionary history and spatial biodiversity of as yet elusive planktonic, pelagic and benthic species. This research is essential for our understanding of marine life cycles, food webs, and even the development and regeneration of animal and human brains.

OGAP's goal is to collect, classify, sequence and map genomic information from organisms representing at least 80% of the world's existing marine species. By deploying a fleet of advanced yet cost-effective research vessels to traverse our oceans over the next few decades, OGAP will give hundreds of scientists access to our entire blue planet. The resulting Ocean Genome Atlas will be a 3D global genomic atlas of the world's oceans at single-cell resolution, providing essential information for planetary health, evolutionary and fundamental biology, and the biomedicines of the future. The atlas will be a public database accessible to researchers and institutions worldwide. Time is of the essence, given the accelerating rate of species extinction and estimates that 50% of existing biodiversity could disappear within a few generations.

OGAP has been selected by the National Academy of Sciences as a UN Ocean Shot project. Ocean Shots are defined as ambitious and transformative research concepts that draw inspiration and expertise from multiple disciplines, and fundamentally advance oceanography for sustainable development.

‍

The adventurers crossed the Caribbean Sea between Martinique and Panama. On this part of the rally, the boats were totally free to choose their itinerary. They did, however, have to be on time for the Panama Canal crossing. The Predictwind live tracking map of the Grand Large Yachting World Odyssey 500 fleet shows the different routes taken by the participants.

‍

‍

Gathering at Shelter Bay Marina

‍

At the end of February, the fleet of the Grand Large Yachting World Odyssey 500 gathered in the peaceful marina of Shelter Bay, facing the large city of Colón and its 90,000 inhabitants, gateway to the Panama Canal. Let's hear from Victor, Event Manager for the rally.

We talk to Victor by phone from Panama airport, where he is about to leave for the Galapagos:

‍

"The boats stayed at Shelter Bay Marina for between a week for the latest arrivals and 10 days for the first ones on site, such as Chamagui 2. There, the bulk of their activity consisted of preparation for crossing the canal. This included measuring and registering the boats with the canal authorities for administrative purposes, and technical preparation for passing through the locks, which require four people per boat. After crossing the Caribbean Sea, the crews took advantage of these moments to make supplies, fill up with diesel, and then prepare for the departure to cross the canal".

‍

The Panama Canal, a piece of history

‍

As early as 1534, Charles V ordered a study to be carried out on the Panama Canal. This would save Spanish ships from having to sail around South America via Cape Horn. The King of Spain and the German Emperor, thanks to the accounts of the conquistadors, had identified the Isthmus of Panama and its 80 km of coastline as the narrowest passage in the whole of Central America.

The construction of the canal, begun by the French in 1881 and completed by the Americans in 1914, has had its share of ups and downs. Nearly 6,000 people died on site, for reasons ranging from malaria to earthquakes and landslides. The history of this site is also marked by a huge scandal in the 1890s. Ferdinand de Lesseps, who had "paternized" the Suez Canal 40 years earlier, remained convinced that the isthmus could be crossed without building locks - but he was wrong, and led many gullible shareholders astray.

With its rich and eventful history, the Panama Canal today represents a strategic point for world maritime trade. Some 14,000 ships pass through it every year - mainly commercial vessels, but also pleasure yachts, as in the case of the rally.

‍

‍

The Pacific, a great moment for all

‍

Victor describes the canal crossing in these terms:

‍

"We split into two groups of 12 boats. Take the first group, for example, which left mid-afternoon on a Tuesday. It crossed the first three upstream locks in the late afternoon. Known as the "Atlantic locks", they involve an ascent of around 30 metres. The boats then found themselves on Lake Gatum, where they tied up to the buoy in pairs until the following morning."

‍

‍

On the second passage, Chamagui, Chaps, Bluway and Salavida found themselves moored together at the buoy on Lake Gatum, providing one of the most beautiful images of the Panama Canal crossing. Victor continues:

‍

‍"Wednesday, 10am, departure for the second section of the canal, crossing Lake Gatum until reaching the two descending locks of Pedro Miguel and Miraflorès at around 4pm. Here again, the gradient drops a few dozen metres, offering a unique view of the Pacific Ocean below. Crossing this section takes a few hours, and by 8pm everyone had crossed the Bridge of the Americas into the Pacific. A great moment!

‍

‍

Then, because of the requirement to have 4 "handliners" on board in addition to the captain, we organized a shuttle to bring crew members from the first team back to Shelter Bay, so that they could help the boats taking part in the second passage. This was a great opportunity for the crews to get to know each other and strengthen their mutual support. It was important to stay focused, however, because once the boats, which are presenting themselves in pairs, are engaged in the swirl of the locks, you can't miss your mooring knot!"

‍

‍

The boats crossed the canal without damage. Everyone gathered at the Playita de Amador marina, on a peninsula south-west of the canal exit. It was time to celebrate the passage into the Pacific, a first for almost all the crew members present. Now it's time to set course for the Galapagos, 900 miles away, heading south-west!

‍

Clement weather

‍

It may seem surprising to cross the Atlantic Ocean under sail from east to west in the middle of winter, but this is the ideal time of year to sail from Europe to the West Indies. Once you've reached the inter-tropical zone, which in the North Atlantic begins around Cape Verde, there are no more lows or high pressure systems, but rather a regular wind regime that ensures fast downwind sailing for the boat and comfortable temperature and humidity conditions for the crew. What better way to gain transatlantic sailing experience?

‍

‍

A technical stopover

‍

The boats arrived in mid-January at the marina in Le Marin, Martinique, and were welcomed as they should have been, with the organization taking charge of their mooring, carrying out the maintenance work required for this technical stopover, and taking part in a social program that helped to unite the members of this sailors' collective.

On the technical side, the aim was to carry out the necessary checks after several weeks at sea: running and standing rigging, electronics, engines, fluid management, sail condition - nothing was left to chance for the yachts. Garcia Yachts.

‍

‍

"The advantage of this technical stopover is that we knew exactly what was in store for us," says Vincent Mauger, Grand Large Services Manche manager, "all the boats needed a check-up, which is perfectly normal after a transatlantic race. We knew on a case-by-case basis what spare parts to bring, and what intervention to plan. This level of preparation gave real meaning to our presence in Martinique, where two of us - carpenter Yann and myself - came specially from the Cherbourg yard. And the owners were delighted with our presence, as evidenced by the warm thanks they expressed to us and the small party given in our honor when we left".

‍

‍

A friendly stopover

‍

In terms of conviviality, as soon as they arrived, the crews were offered a welcome aperitif aboard a floating restaurant in Le Marin. The following day, they visited Habitation Clément, an emblematic rum house in Le François, which, with its rich heritage and botanical riches, represents an unparalleled introduction to Creole culture. On Friday, everyone could take part in a picnic on the beach at Islet Chevalier, where volleyball teams were formed in good spirits. And these opportunities for exchange, whether initiated by the organizers or the participants themselves - and there were many more of them - enabled the participants to get to know each other better.

‍

‍

"The general atmosphere was excellent among all the participants," adds Vincent, "andany uncertainties felt in Tenerife before the big crossing were completely dispelled. I'm referring to the doubts some had about their ability, as sailors, to carry out this navigation lasting several weeks, as well as various questions about the potential, behavior and reliability of their boat."

‍

‍Asfor any divisions - between monohull and multihull proponents, for example - they have neatly vanished, and made way for one and the same family, that of the happy participants in a memorable and, for many, unique sailing experience.

‍

‍

As they rounded a bend in the pontoon, Yann (carpenter) and Vincent (Grand Large Services manager) were surprised to bump into François, our former Production Manager, now recently retired. So they were able to immortalize the moment!

There's no doubt that the reassuring presence of the crews dispatched by the shipyards, as well as the level of availability displayed by the members of the organization, contributed to this success. The content of the briefing devoted to the fourth leg to Panama confirmed this: when you leave the Atlantic to enter the unknown Pacific, there are few certainties that can be taken for granted, other than that of mutual aid and conviviality at all times between the members of this great collective adventure. Finally, the start of the flotilla on January 22, like the start of a regatta between Le Marin and Sainte-Anne, not only confirmed all this, but also confirmed that the boats were sailing well together on long, sunny tacks. It just goes to show that conviviality and good humour can be perfectly combined with a dash of performance!

‍

‍

‍

It all began with a promise

‍

It all comes down to one word, Lifexplorer: what a wonderful promise, with its many possible translations, that the name of this boat offers! Delivered in April 2017, Lifexplorer is a Garcia Exploration 52 whose owner, Alberto, originally from northern Italy, acquired it to be able to carry out on board a sailing program with family and friends, aiming to reach high latitudes. Alberto previously owned "Onelife", a Super Maramu from the Amel shipyard in La Rochelle, which he entered with friends in the prestigious Sydney Hobart race in 2010, and aboard which he describes on his blog having had, between 2005 and 2016, "important experiences around the world, crossing oceans, straits, atolls, winning unexpected victories and sharing real-life moments". But "we had to turn the page", as he soberly writes on these pages, accessible at lifexplorer.navy.

‍

A well-defined program, and the boat to carry it out

‍

So it was with the Garcia Exploration 52 that Alberto found the concept of a blue water cruising sailboat likely to accompany him in his dreams of sailing in circumpolar zones. The "Lifexplorer 2016-2026" project takes shape. Involving the same group of friends and family, led by Alberto, it consists of a 30 to 120-day-a-year sailing program that can be summed up in two major chapters, stated as simply as a child's finger on a planisphere: first the high latitudes of the north, then those of the south. Needless to say, halfway through the "Lifexplorer 2016-2026" project, this promise has so far been fully respected: a matter of conviction and a desire to follow his dreams to the end for Alberto, who readily refers to the golden years of polar exploration and aims for destinations worthy of a Shackleton, an Amundsen or a Nobile.

‍

With its sturdy aluminium hull , well-insulated hull, long range and the ability to carry food, equipment, water and fuel for long voyages, the Garcia Exploration 52 combines these features - which make it a sought-after model for those who enjoy sailing in remote areas - with the ability to cover miles with regularity and reach areas that are considered inaccessible to the average sailboat.

‍

What's more, offering its crew a level of interior comfort and protection that is no longer a luxury when weather conditions turn any desire to breathe the outside air into a challenge, the Garcia Exploration 52 represents a well-considered choice for the most committed sailors. It's hardly surprising that Alberto's preference for a solid, welcoming 50 to 55-foot offshore cruiser was for this sturdy centreboarder with double rudders, which he discovered at the Boot in Düsseldorf in January 2016.

‍

‍

From the English Channel to the icy Arctic Ocean via the Irish Sea

‍

Setting out from Cherbourg, and then officially inaugurated in June 2017 in the fishing village of Howth near Dublin, Lifexplorer will then cross the Irish Sea to Inverness (Scotland), and then head north in mid-July 2017 towards the Norwegian archipelago of Svalbard. There, he will reach the small town of Longyearbyen, located on the island of Svalbard at 78° N latitude, well beyond the Arctic Circle at 66° 33' N. It's very tempting, once you're "so high up" on the globe, to reach the north of the Svalbard archipelago to cross 80°N, and thus trace a few miles into the famous Arctic Ocean. It has to be said that the almost permanent daylight up there at this time of year makes it much easier to navigate by sight around the sometimes haphazardly mapped land. This mythical latitude was crossed a few days later, on July 16 to be precise, with a photo of the B&G chartplotter screen. This led Lifexplorer to brush up against its first ice cubes, and its crew to observe a polar bear at close quarters the following day: strong impressions and lasting memories guaranteed!

‍

‍

With their progress sometimes slowed by drifting portions of the ice pack, the crew of theExploration 52 take the opportunity to observe the fauna of Svalbard: reindeer, walruses, puffins and other great skuas allow themselves to be photographed with varying degrees of grace. After refuelling in Longyearbyen ("Fare cambusa", as Alberto's blog puts it in Italian - the expression is more appetizing to the taste buds than the victuals available in these northern zones), Lifexplorer headed south at the end of July, towards the Lofoten Islands and the Norwegian coast. On the way, the Garcia Exploration 52 stops off at Bear Island, the southernmost island of the Svalbard archipelago. In other words, nothing more than a 175 km2 rock lost at 74°N and 18°E, forming a nature reserve with no human activity other than a modest weather station.

‍

‍

Fast, sometimes bumpy crossings

‍

At the end of July 2017, Lifexplorer reached the Lofoten Islands off Norway at 68°N. The yacht covered 350 miles in 42 hours, in a 25-35 knot northeasterly flow, at an average cruising speed of over 8 knots and with surfs reaching 12 knots, on a Barents Sea that was nevertheless very rough due to a strong contrary current. Discovering the fjords and other sumptuous landscapes of this archipelago gave the crew a respite from the hectic sailing of the previous days. We're already at the beginning of August, and the Arctic autumn is approaching, bringing with it months of darkness and endless storms. After a quick crossing to Bodø and a few days exploring the fjords of this coastal region of central Norway, Lifexplorer reaches Bergen on August 15, then heads for Stavanger. On August 24, she docked in Den Helder, the Netherlands, after a 30-hour crossing at an average speed of 7.7 knots. Alberto and his crew then ferried Lifexplorer across the closed sea of the Ijsselmeer to Hoorn, where they took part first-hand in rescue training exercises carried out by a helicopter from the Royal Netherlands Air Force's Search and Rescue (SAR) unit. It was an impressive moment, rich in memories, especially for Matteo, the youngest crew member on board, to whom the rescuers offered to try out a heli-towing maneuver to perfect their preparation! A few days later, Lifexplorer took part under the colors of Garcia Yachts at the Amsterdam boat show, before returning to Cherbourg, where the boat will be wintered by the shipyard. A well-deserved respite for all concerned, after three months of adventure at sea.

‍

‍

First major milestone reached

‍

In his blog, Alberto notes:

"The first major stage of our project has been completed: the High North Latitudes phase, with a test of no less than 5000 nautical miles, with few problems and great satisfaction at having achieved all the exciting objectives, with performance and comfort matching expectations. Impressive is the size of the geographical area covered, from 48°51' to 80°02' North, and from 6° West (Dublin) to 19° East (Bear Island)."

‍

We'll be joining Alberto and his friends on board Lifexplorer in the near future to talk about the southern part of the "Lifexplorer 2016-2026" program towards Patagonia and the Antarctic Peninsula, and in the meantime we hope to have some fresh news from the crew who, on January 10, 2022, were sailing at 62°S off the South Shetland Islands. Just when we were talking about high latitudes!

‍

See images of the Lifexplorer crew at http://www.lifexplorer.navy/.

‍

‍Aconstant desire to travel

‍

Originally from the south-east of France, I spent my childhood in Cannes, an area close to the sea where people liked to sail a lot. So I learned to sail, first on an Optimist, then with my brother on various dinghies. After that, I went to Toulouse to study audiovisual engineering, then worked in the film industry in Paris for a number of years, during which time I bought a boat, a First 32S5, which I put into port in Cannes. I sailed whenever I could, often with my cousin Jean-Philippe, who has always been my crew member. Corsica, Sardinia, Italy, Croatia... until the day when I was too busy making feature films after feature films.

Alas, at that point I gradually drifted away from the sea and sold my First, always with the idea that, when I had more time and means, I'd buy a big, beautiful boat. The desire to travel was always present in my mind. I met my wife Sandrine, and we had two daughters, Colomba and Charlize, who are now 11 and 10 respectively. My wife and I set up our company in Toulouse. We've worked like crazy for this company, and we've had the good fortune and the merit to make it a success,

About three years ago, seeing that the company's business was developing well, and that our Milan branch was also doing well, I started to think about what to do next. So I decided to slow down my professional life and gradually handed over the reins to Sandrine to devote a little more of my time to this boat project.

‍

‍

‍Aproject: discovering the world

‍

Even though my two daughters and my wife don't sail much, it's still a family project, since the idea was to have a boat on which we could get together whenever there was a school vacation, and at my daughters' age there often is, every six weeks or so. Our final destination is New Zealand, and we've been wanting to visit the country for a long time, so I needed a blue water cruising boat that could travel all the way there. The idea is to make the long crossings with an experienced crew, and to take the boat to destinations where the kids and my wife can meet up with us when they're on vacation. I wanted them to discover the world this way, visiting countries, meeting local people and cultures. I thought it was a great project, and I have to say that they immediately embraced it for their part. Then, of course, we had to find the boat.

‍

Choosing the right boat

‍

I quickly settled on an aluminium centreboarder , with all the advantages I felt this formula offered. Then the question quickly arose: used boat or new boat? So I thought long and hard about it. I said to myself that now was the right time to go for it, to live this experience, to have my boat built, this aspect of following a construction site, from the very beginning to delivery, that titillated me quite a bit. It was probably also linked to my state of mind, the desire to create something, or rather to build: that's what I'm all about.

I discussed this at length with my wife and daughters, with a view to discovering the world on each vacation by going back and forth. I've also tried to sail with them to show them what the sea is like, but not enough at this stage, and at the same time, the conditions in which we're preparing to sail as a family are peaceful, quiet conditions, they're not big sailings, unless of course one or both of my daughters, or even my wife, were passionate about ocean sailing, but for the moment that's not the case, they have their schooling to follow, and Sandrine for her part has her work which she's very passionate about.

‍

"I've followed my dream to the end".

‍

Of course, there were also a lot of exchanges and discussions with people around me, to define the kind of boat that would be suitable, so there you have it, it's clear that it's also a question of financial means, an aluminium boat is not the same price as a polyester boat. I quickly turned to Allures, and it was also through discussions, going to boat shows, meeting the Allures and Garcia boatyards, that all this matured.

‍

I was quickly won over by the deck saloon in the Garcia's saloon, by the quality of the materials and the layout. Once again, I said to myself, "You're not going to buy 50 boats in your life, and this might be the only one you ever build, so I might as well go for something that represents what you're dreaming of".

‍

That's it, I went for my dream, for what I wanted; I said to myself, "It would be a shame to be frustrated, to have regrets in short". And so I went for it, and for me, I took the boat that was totally in line with my dreams and what I wanted, and that's still the case now that I'm sailing it, all the more so after that first sail to bring it to the Mediterranean, I'm even more convinced of that. We saw each other at the Grand Pavois in La Rochelle in September 2019, we signed the contract in October, and right away, in March, the boiler making started in Condé-sur-Noireau.

‍

Construction: a matter of trust

‍

I went to visit the site over there in Condé at the beginning of July, and I was really impressed, really, by that stage. It was all very important to me, both the industrial tool and the associated skills. Antonio was so welcoming! He really took the time to show me around, to explain things to me. The boat was there, in front of my eyes, under construction, and it was really very interesting and exciting.

‍

‍

I was also impressed by the environment, and by the aluminium boiler-making trades, which are hard and tough. In fact, I realized that my boat was going to be built by hands, by men. You don't imagine the details of things, you think "boats are built, then you see them sail, and that's it". But then I realized that they were built by passionate people, that these boats were the fruit of their know-how. Antonio was very attentive to detail, making sure that the hull was impeccable, that the welds were as perfect as possible. That's when I became aware of these things. I felt confident, thanks to the know-how expressed by the boiler works.

‍

You ask yourself a lot of questions when you embark on a project like this, and here I was thinking "wow, this is big stuff, this is serious stuff": that's what I want.

‍

Then came the assembly stage in Cherbourg. My relationship with the team essentially consisted of the one I had with Guillaume, who was in charge of following up the order and who kept me informed step by step of the construction stages; often available, he called me right back when I had the slightest question. You can never be sure of anything, you have to rely on your own experience and the advice you get from the site: that's why this advice is so welcome, and I've always found it to be accurate and unbiased. It all happened very quickly! When you sign the order form, you say to yourself "that's a long way off, it's a year away", but it all happened very quickly, and the boat took less than a year to build - I thought that was very quick! I know that I was one of the last to have such short delivery times, and that afterwards, the order book went into overdrive, but that's good for the shipyard, because it means that what you're doing is good: the number of orders you receive indicates that good choices have been made upstream.

‍

‍

Reinforcing your choices

‍

I'd heard all about the Garcia's reputation, which is already well established as I have hull no. 28 from the Exploration 45 series: a lot has already been said about these boats, and each time it's been very complimentary about their build quality and performance, it's fair to say, and also about the spirit of long-distance cruising and safety on board. After looking at Allures and then Garcia, of course I also looked at other competing builders and models.  

‍

Already, I really liked the deck saloon: and frankly, being able to keep watch when the going gets rough outside, being inside, in comfort, with a 180° view: I don't regret it.

‍

There was also the question of delivery times, which were not the same for Garcia and its competitors. There was also the fact that the project seemed to be very strong financially; I had done some research on the subject, and saw that there were substantial financial resources: that's a reassuring factor when you commit yourself to a project, especially at a rather complicated time, with the global health crisis looming, and we didn't really know how it was all going to work out. As it happened, my choice had been made just beforehand, but it turned out that, in this totally unforeseen context, the site was able to keep to its deadlines, and I had no worries on that score. All this made me choose Garcia. I didn't see any points that would have made me doubt the quality of the site, the quality of the construction or its financial status. So there you have it, the lights were green.

‍

‍Buying a boat, a global experience

‍

Buying a boat isn't just a matter of choosing the right boat, taking delivery of it and sailing it for the first time. And so, for me, this experience also involved complementary aspects, such as training courses. When you place an order, you say to yourself: "I've got a year ahead of me to prepare my project". The boat is in the process of being built, and I follow it closely, spending time looking at the options and making my choices; I often travel, as much as I can despite the restrictions. At the same time, I also needed to immerse myself in the project itself, in what I would do with the boat. I thought it was a good idea to confirm my knowledge, let's say I needed to reassure myself by taking additional training courses.

‍

Navigation training: a real asset

‍

I started with a training course on the diesel engine, then went on to a training course on on-board electricity, and that's when I said to myself "I can finally ask questions about things I don't understand, or confirm things I already knew". Very concrete subjects, especially in electricity where it's a bit more complicated for me. I was more at ease with diesel mechanics, but with electricity I needed to understand how it worked. Then I did other training courses, in particular one on sail repair: here too, if you don't spend a bit of time on it, if you don't go to a Workshop, there are lots of things you hear about, vocabulary, ways of doing things, and all of a sudden it speaks to you and you know what it's all about once you've done the training. What's more, I'm talking aboutEscale Formation TechniqueI'm talking about Escale Formation Technique, with top-notch instructors who are good, professional people. I also took a course on on-board medicine, to find out what to take on board when you're going to be away for a long time, and how to react when you find yourself in the middle of the ocean. These courses were great.

‍

A project rich in culture and discovery

‍

The other stage was getting to grips with the boat, which isn't easy, especially when you find yourself in the middle of a health crisis in Cherbourg in January, with few sea outings and less-than-ideal weather conditions, as well as restrictions on movement and curfews. All in all, it was a bit complicated. It's true that I really wanted the boat to be in the Mediterranean fairly quickly, to take advantage of the season that was about to begin. At the very beginning, I had in mind to take advantage of being in Cherbourg to go for a walk in places where I certainly wouldn't go afterwards, and where it would in any case be more complicated to go. I wanted to go to Norway and enjoy the coming summer. And then, having thought about it, maybe it wasn't such a good idea for my children and my wife; maybe I shouldn't have taken the risk of putting them off sailing, even though I know that the July/August period is favorable in Norway. Maybe it wasn't the best way to get them interested in my passion. So I abandoned the idea. It was better to have the boat in the Mediterranean for the first summer.

What I wanted to avoid above all was the risk of disgusting my daughters, Colomba and Charlize, as well as my wife, by being too eager. I have a feeling that my youngest daughter will be quite adventurous... We'll see.

‍

The idea at the moment is really to get them involved in the project and to put the boat in places that mean something to them, if possible in connection with their schooling, such as Greek mythology, which they've already learned a bit about, as opposed to Viking civilization... Not a bad excuse for a sailing destination.

‍

Convoying, a 24-hour a day service

‍

And so for me it was important that the boat reached the Mediterranean in early spring, because I needed to take it in hand and bring it closer to where I live. It takes a day to get up there from Cherbourg, where access is not easy for us southerners. Initially, we were going to do it with three crew members. Sanitary conditions being what they are, we had big doubts about how we'd be received if we had to make stopovers in Portugal or Spain; at the time, sanitary restrictions were pretty tough in Portugal. I was a little afraid of getting my crew involved in a program that would be too long - they only had three weeks to devote to me, which is already a lot, they had taken a break from their professional lives to be able to take the boat down - they're fully committed to the project and that's great, but I couldn't take the risk of seeing them stuck in Portugal for three weeks.

After checking with the authorities in these countries, the only way to convoy a boat in an authorized manner was to use a professional convoy. To do this, we had to ask the Garcia shipyard to validate the project with the participation of a professional skipper from the shipyard, Philippe. In fact, from a health constraint and a situation that was not initially envisaged, with an additional cost as well, this option became something that I am, in the end, very happy with. Not only did we benefit from excellent weather conditions, as we sailed downwind from Cherbourg to Gibraltar in 7 days, at an average cruising speed of 7.5 knots - great sailing in other words - but above all, getting to grips with the boat with Philippe was brilliant. I realized that the half-day sailings planned when we took delivery and got to grips with the boat were - for me at least - too limited by this time constraint. In half a day, you have an enormous amount to assimilate, all the documentation, the things to see on the boat, a huge amount of new information; it's all very well done, the yard does it very well, you have all the documentation and everything you need, but in fact you don't practice enough.

We took 11 days to get to Barcelona, and now we're dealing with the real thing, with constantly changing scenarios unfolding in front of us. We repeat the maneuvers, so getting to grips with the boat comes naturally and smoothly. It's just great! Now, I'm not saying I know the boat by heart - I've still got a lot of sailing to do to really master it perfectly - but I've saved an incredible amount of time in terms of getting to know it. If I'd gone out with my two crew members, we wouldn't have had the same source of valuable information so quickly.

‍

The worksite, a reassuring presence

‍

We had a few minor problems, which is normal, notably water seepage into the forepeak; to find out where the leak was coming from and how to repair it, Philippe, the skipper, who knows the boat well, was totally efficient, and also to repair it temporarily so that we could continue without having to divert. His knowledge of the boat was just superb. There were several small points like that, which aren't serious, but which are inevitable on a new boat. We were aware of this from the start.

‍

It's precisely these first navigations that serve to detect these problems.

‍

What's great is that behind him there's the shipyard, which reacts quickly, which is great, and then there's Vincent, who also has a wealth of experience, never gives up, never lets up. He doesn't hesitate to put his shoulder to the wheel, and I think he's one of the most valuable people in the yard. I really like this guy, he's very available, he doesn't give up. I'm a rather demanding person, but I'm totally satisfied with the relationship with the shipyard and its after-sales service.

‍

Rich, shared experiences

‍

So, to come back to it, I'm won over by the skipper, by Philippe, because not only does he know the boat really well and is an excellent navigator, but he also has rare human qualities, which are very important when sailing. During the delivery trip, I often caught him and my crew member Jean-Philippe with smiles on their faces, and we were really happy to be sailing together.

‍

It was great, frankly; it ranged from tips on trimming, how to adjust the boat according to the state of the sea and the wind; he passed on all that to us in an extremely generous way, it was great.

‍

Sylvain welcomed us to Port Camargue, so there's a real sense of continuity, with Vincent overseeing the operation from Cherbourg. The boat is still in good hands... I know I can count on GLS to take care of what needs to be taken care of, the boat is just being prepared, and in May she'll be ready to start her little Mediterranean tour, so that's great, I think that's really good.

‍

‍

‍

"Now it's your boat"

‍

This delivery trip was perfect, it was really great sailing, and in the end it was also a good option. If you really want to get to grips with the boat completely, and feel autonomous, this is one of the best ways. Philippe said something to me at the end, as we were leaving Barcelona, which really impressed me: "Now you've got your boat, you've got it in your hands, you can sail it, it's your boat". And that made me happy, because that's how I felt too.

Well, I made a mistake on some options, on some equipment choices, and you realize it after the fact, but it's no big deal. For example, I took the option of a gennaker at the shipyard, but I don't think I should have; I don't think I'm going to use it, if I had to take another sail it would be an asymmetric spinnaker. During the delivery trip to the south of Portugal, we did a lot of downwind, downwind or broad reach sailing. We pitched the solent and put it in a scissor, which is very efficient and works very well when there's air. I've got another upwind gennaker that can be set at 50° to the wind, and it's been used in the Mediterranean and will be very useful in light airs.

Another image that comes to mind is our departure from Cherbourg, with everyone from the shipyard, Marc, Cyrille, Guillaume... I was really excited to leave, and I was very moved to see everyone come to greet us at the harbor, at noon, with a bottle of Calvados.

‍

‍

‍Desenvies de bout du monde

‍

As for how long I'm going to keep this boat, I don't ask myself any questions: for the moment, I'm very happy with it, and that's a good thing. Above all, I want to enjoy it, to share it with my family and the people I like to sail with. I have this idea of New Zealand, and of taking her there; but it's true that it takes time, that it's already a program in itself; as for knowing how long it's going to take to get her there, I don't know, it's going to depend on my family, on how they enjoy sailing, on which destinations we like more than others and where we're going to stay longer... I'm going to be going back and forth, that's what I know. Do you have to make a plan and stick to it? It's true that New Zealand makes us dream, and my wife and I often talk about it, but what could be better than visiting the country by boat? I haven't set myself a more specific project than just imagining New Zealand as a destination, that's all.

We're already going to enjoy the boat this summer in the Mediterranean, where I'll certainly leave it next winter, and from there we'll start our journey, crossing the Atlantic without dragging our feet too much in the West Indies to reach Panama the following season; and quickly the Pacific, but after that, in the Pacific, I don't know, we'll see. I don't know how long we'll keep the boat, but let's say as long as possible. We'll do the best we can, taking pleasure in the moment, but so many things can happen in life, some good, some not so good, and above all I'm not on my own, there's also the feeling of others which counts enormously.

‍

Between ethics and aesthetics

‍

The subject of my children is an important one, and it shows in the decoration of hull, which is clearly very marked. I wanted to highlight my two daughters. This is already reflected in the name of the boat, "Cochize", with the "Co" for Colomba and the "ize" for Charlize (with a z). Cochise (with an s) was an Apache chief whose values of living close to nature appealed to the youngest of my daughters, Charlize: "You give back to nature what you take from it" is a subject close to her heart, as it is to many children.

‍

‍

The boat's name, Cochize, made sense not only as a contraction of my daughters' first names, but also in terms of ethics and our relationship with nature. The profiles of Colomba and Charlize's faces are depicted on either side of the bow. This really appeals to people. I didn't realize how enthusiastic people were about the boat when it was in Cherbourg, on the pontoon of the shipyard where there are mainly Allures and Garcias, and where not many people pass by in the middle of winter and in the middle of CoviD... When we arrived in Port Camargue, on the other hand, it was obvious: all the boats coming in and out of the harbor kept saying "your boat is beautiful! ... it's magnificent! It wasn't just the decoration of the hull , but also the overall look of the boat, and I'm very happy about that. It helps to identify the boat with a vision that's consistent with our family project, which is really all about sharing.

‍

These are my impressions. Now there's a lot to live for, a lot of great things to do with this boat, which is a great boat!

‍

‍

Where does sailing come from?

‍

"I think I was 13-14 years old, and some friends of my parents took me to Aber Wrac'h, in Brittany, to do a dinghy course, a 420, at UCPA. Although I'd been seasick for a long time, and still occasionally, the graft took hold immediately and definitively. A little later, I took a series of UCPA courses, culminating in a skipper's diploma, which, as an adult, enabled me to charter boats all over the world on a regular basis.

‍

But how do you go from renting for 15 days a year to planning a round-the-world trip?

‍

"First of all, it's the story of a revelation. That was nearly fifty years ago, but the memory is still very fresh in my mind. In 1972 or 73, when I was still a young teenager, I attended a lecture given by Gérard Janichon of the sailboat Damien. I was absolutely fascinated by his account. The images of Antarctica and the trip up the Amazon they made with Jérôme Poncet left a lasting impression on me. I remember coming out of the theater in Royan thinking, "One day I'll do that! After that, I devoured their books. The works of two other sailors, Bernard Moitessier and Ernest Shackleton, will also leave their mark on me. Antoine's will be the last layer of my dream, convincing me to set off. But the inspiration for my trip is definitely a mixture of 'Damien' and Moitessier."

‍

As the years go by, at what point do you say to yourself: "I'm going"?

‍

"In 2012, I was 54 years old at the time, and I told myself I couldn't put off my dream project indefinitely. In fact, it's going to happen in two stages. Firstly, in 2012, I seized the opportunity of a professional change, coupled with a two-month vacation, to make my first Atlantic crossing on an Alliage 44, a shipyard that has since disappeared. And already, I was organizing this first voyage with regular rotations of crew mates, all of whom had jobs and couldn't spare more than one or two consecutive weeks. It was on my return, in 2013, that I launched the Aquarius project, for a much longer voyage, but with the same idea of alternating stays on board with periods ashore. For me, "retirement" is a dirty word, and I can't see myself stopping working at all. But leaving a group with 6,000 employees in 2016 to become an independent consultant gives me a lot more freedom.

‍

So I set off in search of the ideal boat, with my specifications in PowerPoint, which must have made the shipyards I consulted laugh. But I had a very good feeling with the Garcia shipyard team and architect Olivier Racoupeau. The genesis of this first Exploration 52, from design to launch, including all the construction phases, including the boiler making, carried out with impressive expertise, was an extremely interesting and enjoyable period."

‍

The boat will be launched in early 2016, so what's on the agenda?

‍

"The aim is to sail around the world as slowly and with as many crew members as possible (laughs)!

‍

On a more serious note, the program is spread over eight years, four for the outward journey and four for the return, which we'll be starting in December 2020. The boat is currently in Tahiti, and over a hundred crew members have already sailed aboard! This is quite exceptional, as most of the boats we come across are couples, who usually sail in pairs all the time. In fact, the only small disappointment of this magnificent voyage is that we don't have very close relationships with other sailors, as our rhythm is really quite particular. But that's no big deal compared to what we experience along the way. What's more, we have a very clear way of working with our crew. Everything to do with the boat is for me, and everything to do with restaurants, shore excursions and so on is the responsibility of the crew. It's as if my wife Ségolène and I were guests on our own boat. Well, economically I'm not sure I'm a winner (laughs), but this transparency is very pleasant, and given the number of crew members who have been on board Aquarius since the start, most of whom are coming back or want to come back, it seems to suit everyone."

‍

Tell us about the progress you've made since 2016?

‍

"After a summer of familiarization in Brittany and a stopover in La Rochelle, where we were very proud to present Aquarius at the Grand Pavois, we headed south to carry out two humanitarian missions in Senegal, in the Sine Saloum region, for Voiles sans Frontières and Pompiers Entraide Internationale.

‍

I'm still not quite sure how we managed to fit all the equipment we had to deliver into Aquarius, but we did! And it was really extraordinary to start our trip with these incredible moments, wet in the mangrove, repainting the dispensary, installing the equipment, redrawing the school plans...

‍

In 2017 we crossed the Atlantic between Cape Verde and Barbados and enjoyed the West Indies. There were up to 11 of us on board to celebrate Christmas and January^1, 2018! Even the saloon had been requisitioned as a bunk, but what memories these family moments were. Then we headed down to Cartagena, the San Blas, before passing Panama to reach the Galapagos. Several crews took turns during the three-month stopover, ensuring that the sea lions didn't take Aquarius for their home, or at least didn't venture further than the skirt, which they also found very comfortable. For the Pacific crossing to the Marquesas, I entrusted the boat to four friends, and for the past year we've been on our third trip to Polynesia.

‍

‍

‍

I even indulged in a little folly last July. I was in Las Vegas for work, so there was "only" an 8-hour flight left to Papeete, so I treated myself to a week of solo sailing around Tahiti! "

‍

Which route did you choose for the return journey then?

‍

"As Moitessier advocated, we're going to take the "logical" route! That is, Aquarius will return to Europe via Cape Horn. But first I'm determined to take a trip to Antarctica, and I've set my sights on the Ukrainian research base of Vernadsky, located at 65°S on the Antarctic Peninsula opposite Cape Horn. It is said to be home to the southernmost bar in the world, although it only opens when someone shows up, and that's not every day! It's about two months at sea from Tahiti, in conditions that are bound to be bad at some point in these latitudes. But Aquarius has been designed for this, and I received invaluable advice from the great Jean-Luc Van den Heede at the Grand Large Yachting group's owners' evening in Paris in December 2019, so I'm confident. It's all about planning ahead for the installation of a makeshift rig, so as to anticipate a possible dismasting, a major damage that, if "VDH" is to be believed, can occur at any time and aboard any yacht, even the sturdiest, on the Southern Ocean. Suffice to say, I listened carefully!

We'll then head back to Ushuaïa (hopefully with our original rig!), where I'll leave Aquarius for a season. Wintering the boat and having it serviced remotely is never easy, and that will be the case there too, but it all comes together in the end... thanks Grand Large Services!

Sailing in the footsteps of Shackleton, Damien and Bernard Moitessier has to be earned anyway, and living my childhood dream, or rather the dream of a lifetime, is priceless!"

‍

‍

What's more, in tracing this route from Oceania to Antarctica, Hervé and Ségolène are partly borrowing the itinerary of Norman explorer Jules Dumont d'Urville. During his third round-the-world voyage (1837-1840), he anchored successively in Tahiti, Tonga, Samoa, New Zealand and Tasmania... and sought to reach the South Pole, no less, to honor the mission entrusted to him by Louis-Philippe! It wasn't until January 1840 that two of the ships on his expedition, the Astrolabe and the Zélée, reached a land that had been rendered almost inaccessible by the ice: it was in fact a continent, Antarctica, the mythical "Terra Australis Incognita". The same Southern Continent that the English captain James Cook had approached from very close quarters in 1773 without seeing it, reaching the insane latitude of 71°S, and which was in fact discovered in 1819 by William Smith, also an Englishman. No matter: Dumont d'Urville christened this desolate territory Terre Adélie, in tribute to his wife Adèle, and it is now a fully-fledged district of the Terres Australes et Antarctiques Françaises (TAAF), which occupies the base named... Dumont d'Urville, of course. And what's even more incredible is that this intrepid sailor was born in Condé-sur-Noireau, Normandy, in the same place as Hervé and Ségolène's boat, since it was in Condé that the Garcia brothers founded the shipyard of the same name in 1973, and that the companions of Garcia Yachts continue to build the shaped aluminium hulls of the Garcia Exploration models, including Aquarius.

‍

"I find this coincidence incredible! "concludes Hervé. "It remains to be seen whether, like Dumont d'Urville, we'll complete three circumnavigations, but given the pace we're keeping up, that's much more uncertain..." (laughs).

‍

The Garcia Exploration 52 Aquarius in figures

‍

100: (estimate) the number of crew members who have sailed on Aquarius in five years.

_11: number of people on board in the West Indies for the 2017 holiday season.

30: in kilos, the weight of a metres Marlin caught off the coast of Colombia.

19 and 13: in days at sea, respectively the crossing times for the Pacific
(Galapagos - Marquesas) and the Atlantic (Cape Verde - Barbados).

‍

‍"97% of Antarctica is ice... the rest is rock. The Antarctic Peninsula stretches northwards for around 800 miles, but the navigable zone is concentrated on the highest 300 miles. Further south, the ice becomes too impenetrable for a small boat, protected anchorages are rare, and wildlife is disappearing.

‍

‍

We reached the mainland via South Shetland, anchoring first at Deception Island, then heading south again, protected on one side by the islands of Barbant and Antwerp and on the other by the mainland. We descended to the latitude of Hovgaard Island, where the ice blocked our path.

Drift ice was particularly abundant this year, and increased as we progressed southwards. Along the way, the big icebergs aren't a problem because they're visible, but the small, car-sized growlers are harder to see when there are small white breakers around, and they can cause a lot of damage if they collide. They can easily rip off a rudder, or your propeller, or even sink your boat if it's made of polyester. As we progressed southwards, ice build-up became a real problem.

‍

We had some interesting, even tense moments trying to find our way through Lemaire Strait, when the ice became increasingly dense and the current began to swirl. At the narrowest point of the passage, there was mostly ice, very little open water, and we really had to fight our way through for a few hours. The noise and shock of the impacts on the boat were heartbreaking... But we made it through and the boat suffered very few after-effects, apart from a few scars on the antifouling and the frayed nerves of the skipper and crew!

‍

The biggest challenge we faced was finding anchorages protected from drifting ice. Ice movement is unpredictable, dictated by both current and wind. The safest anchorages are those with relatively little water to stop large ice cubes, but these are few and far between. The deepest anchorages require an ice watch at night. We had to move several times at night, once as a matter of urgency when we were threatened by the arrival of a large ice pack which could have blocked us or pushed us against the rocky shore. With 8 mooring lines ashore as we were waiting for the wind, and Vera, the friends' boat, alongside, we had to make use of the dinghy very quickly, and as we raised the anchor, the ice began to attack our planking. We then made our way under motor in semi-darkness, amid threatening chunks of pack ice and in a strong wind, towards a relatively more protected shelter. Quiet anchorage on Cholet Island... except for the fact that we had to move in the middle of the night when the ice began to creep in.

We had decided to take on an extra crew member for this trip, something we rarely do as we prefer to sail alone, just the two of us, Lynn and me. We met Javier, a professional beekeeper, on the pontoon in Ushuaia when he wanted to try his hand at Antarctic sailing. He proved to be an excellent crew member and a very safe pair of hands at the helm, having raced dinghies as a teenager. An additional crew member brought real peace of mind during the Drake Strait crossing, keeping an eye on the ice, and setting (or removing) moorings ashore in difficult conditions. Many thanks to him.

We also spent most of the trip in the company of Vera, a Swan 47 skippered by our very good friends Michael and Britta. It was great to be together, but also reassuring to know that in case of trouble there would be another boat nearby. We spent quite a few evenings together watching the BBC series "Pride and Prejudice". A very pleasant time, and the perfect way to forget the vagaries of the ice in the south.

‍

HaiYou performed very well, and is perfectly suited to this kind of situation thanks to the Interior watch station, panoramic vision, robust aluminium construction and the redundancy most systems. I can reasonably say that of the handful of sailboats of our size that we encountered sailing in these parts, none was better equipped, both in terms of comfort and safety, than HaiYou.

‍

But this trip was no "walk in the park", and as skipper I felt the weight of responsibility for the safety of the boat and its crew in this hostile environment, where minor problems can quickly turn into critical situations. The pressure was constant for practically the whole two months we were down south, with no respite as no anchorage was totally safe from the ice, and it only left my shoulders when we found ourselves safely in Micalvi, Tierra del Fuego.

‍

‍

But the vision of Antarctica's pristine environment, glistening in the sun or oppressive in the storm, and the satisfaction of having overcome our fears, will stay with us forever. Lynn and I are both more eager than ever to explore the most remote places in this world... I'm a very lucky man!"

‍

‍2016: Manevaï retries the Northwest Passage

‍

"At the beginning of June, Manevaï sets sail from Brest and begins her epic voyage up the west coast of Greenland. We arrive at the entrance to Lancaster Sound before the end of July, so as not to miss the first opportunities to enter the Northwest Passage, which take place around mid-August. The 2,750 nautical miles (5,100 km) to the Bering Strait, which must be crossed before mid-September if we don't want to face capricious weather, must be covered quickly. But the route is demanding and presents many difficulties, not least the ice, which is extremely variable. Fortunately, Manevaï is a sailboat designed to cope with the most extreme climatic conditions; sturdy and protective, it finally gets us to the Bering Strait without a hitch. ‍

In 2014, on his first attempt, Manevaï was forced to turn back at the end of August, blocked by ice, at the northernmost point of the route, near Resolute. The whole central part of the passage was much icier than normal. 2015 was a year more in line with the statistics. So in 2016 we decided to try it again. Although the ice melted about ten days ahead of schedule, the "gate" closed at Barrow (on the north-western tip of Alaska) on September 9, over a month ahead of schedule... and just 5 days after our passage! We're very proud to have succeeded in crossing the Northwest Passage this time. Especially as the weather was particularly unstable. It's in this zone that lows are born, so it's impossible to see them coming. The hydrography of the area is obviously approximate, and will remain so for a long time to come. It would take considerable resources to hydrograph the thousands of kilometers of coastline correctly, resources that are unjustifiable in view of the zone's maritime traffic. Add to this the proximity of the magnetic North Pole, which renders navigational compasses unusable throughout the central part of the route. An additional difficulty for navigation. So, to get through this famous passage with peace of mind (and for all great cruises, for that matter), the key word is AUTONOMY! In terms of food and fuel, of course, but also in terms of equipment to cope with inevitable material problems and possible medical concerns. What can't be repaired or treated on board won't be! That's why the builders at Garcia Yachts shipyard have provided ample storage space and redundant equipment to guarantee reliability and independence. After this formidable crossing, Manevaï is wintering in Sitka (Alaska) in a highly protected anchorage and under the watchful eye of two friendly sailboats met on the first attempt."

‍

‍

2017: After the North-West, the Manevaï performer is ready for anything

‍

After wintering in Sitka, we hit the road again in early May, heading for Lituya Bay and Yakutat. We end up doing a complete tour of Alaska, passing through Prince William Sound and the Kenai Peninsula in June and July, then Shelikof and Kodiak in early August. In mid-August, we begin our descent into the USA, taking time to visit the coast of British Columbia via the magnificent Inside Passage. Designed to cope with the Northwest Passage as well as the waters of the Pacific, Manevaï then takes us to discover the west coast of the USA: Los Angeles, San Francisco, the Sea of Cortés, with a direct transit of the tip of California before wintering in December until the end of February 2018.

‍

‍

2018 : Exploring the world continues

‍

After six fantastic months sailing from Alaska to Mexico aboard our Manevaï sailboat, we're heading for the western Pacific. True to form, this year she will take us to Panama, the Galapagos Islands, the Marquesas, the Tuamotus, the Society Islands and, this winter, to Fiji.

‍

Admiral Eric ABADIE

‍

Follow Manevaï's adventures on their blog: http://www.manevai.fr/

‍