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Around the World in 40 Days

• By Sailing World Staff
• Updated: January 26, 2017

The Maxi Trimaran IDEC SPORT sailed by Francis Joyon, Clément Surtel, Alex Pella, Bernard Stamm, Gwénolé Gahinet and Sébastien Audigane won the Jules Verne Trophy, the outright round the world sailing record, this morning. They crossed the finish at 0749hrs UTC on Thursday 26th January 2017. Francis Joyon and his crew sailed the 22,461 theoretical miles in 40 days, 23 hours, 30 minutes and 30 seconds, at an average speed of 22.84 knots. Out on the water, they actually sailed 26,412 miles at an average speed of 26.85 knots. They shattered the previous record set by Loïck Peyron and the crew of the maxi trimaran Banque Populaire V by 4 days, 14 hours, 12 minutes and 23 seconds. During this round the world voyage, they smashed no fewer than six intermediate records at Cape Leeuwin, off Tasmania, on the International Date Line, at Cape Horn, at the Equator and off Ushant.

Francis Joyon, Sébastien Audigane, Bernard Stamm, Gwénolé Gahinet, Alex Pella et Clément Surtel have become the fastest round the world sailors in history. Aboard the 31.5m long maxi-trimaran IDEC SPORT , they had a remarkable achievement with some incredible daily performances along the way, such as on the fourteenth day, when they clocked up 894 miles averaging 37.3 knots. For eight days, they sailed more than 800 miles and seven over 700 miles. Aboard the muiltihull designed in 2005 for a crew of twelve, Francis, Clément, Alex, Seb, Gwéno and Bernard have made it all look so simple, working perfectly together.

“We set sail on 16th December, uncertain about the outcome, » explained the youngest member of the crew, Gwénolé Gahinet. After aborting their first attempt a few days before because of a hold-up in the Doldrums, Francis Joyon and his men set off again on 16th December, wondering about how the weather systems would evolve in the South Atlantic. Very early on, they showed what they could do and by the fifth day of racing had gained a lead of more than 210 miles over the record. But in the Doldrums, which never seemed to want to help the red and grey maxi trimaran, they suffered in an area of thunderstorms, huge wind shifts and calms. Averaging just 6.4 knots on 21st December, IDEC SPORT was to have their worst day there, sailing just 186 miles in 24 hours. They got further and further behind the pace of their virtual rival, Banque Populaire V and when they entered the roaring forties on the eleventh day, were 755 miles behind.

A huge achievement in the Southern Ocean

IDEC SPORT managed to find her way around the edge of the calms in the St. Helena high, cutting across the South Atlantic to hop onto a Southern low. They moved towards this system from the north-east and Joyon and his men would stay ahead of that system, taking advantage of strong NW’ly winds for eleven days, when the speed would rarely drop below thirty knots. With peak speeds of more than 44 knots, Joyon’s gang sailed straight across the inhospitable Southern Ocean passing the Cape of Good Hope, then Leeuwin with just 4 days and 9 hours between the two capes. By 4th January, they had extended their lead over the title-holder to a day and a half, as they passed to the south of Tasmania. One Australian fan pointed out that they had taken just two days to pass under Australia, “which you can’t even do in a car!” Just over a week later, Alex, Seb, Gwéno, Francis, Bernard and Clément clocked up another record at Cape Horn leaving Banque Populaire V 4 days and 6 hours behind IDEC SPORT .

Dealing intelligently with the South Atlantic

While Loïck Peyron and his men had a quick climb back up the South Atlantic, IDEC SPORT had to deal with a series of classic weather patterns. Once past the Falklands, a deep low appeared off Argentina, offering Joyon and his crew a nasty swell hitting them head on and SW’ly winds. They had to find a compromise between pushing hard to make headway north and preserving the boat. There were three possible routes off the south of Brazil with a series of transition zones. They could look for wind out to the east or sail upwind close to Brazil. Joyon with the support of his router, Marcel van Triest, chose a middle route to head north, which meant they had decent weather to pass Cape Frio and pick up the SE’ly trade winds. They then had to face the Doldrums again for the fourth time in two months. Living up to its bad reputation, this slowed the maxi-trimaran IDEC SPORT in a calm patch, where although there was no thundery activity, the wind was very light. Once again, the analysis from Francis and Marcel suggested going around the outside a long way west and north of Fortaleza to enter the Northern Hemisphere. They pulled it off. “we never got entirely stopped,” exclaimed Joyon when he found the trade winds.

A final triumphant sprint

Off the Cape Verde Islands, the wind gradually came around with the trade winds offering IDEC SPORT a good angle and wind strength to approach the south of the Azores. Once again, Joyon and Co hopped onto the train and set off at speed for Brittany. They were back up to high speeds in excess of thirty knots to draw a parabola from NE Brazil to Brittany.

Intermediate times:

Equator: 5 days, 18 hrs, 59 minutes, or 4 hrs and 3 minutes behind Banque Populaire V Good Hope: 12 days, 19 hrs, 28 minutes, or 21 hrs and 40 minutes behind Banque Populaire V Cape Agulhas: 12 days, 21 hrs, 22 minutes, or 21 hrs, 34 minutes behind Banque Populaire V Cape Leeuwin: 17 days, 6 hrs, 59 minutes, or 16 hrs and 58 minutes ahead of Banque Populaire V Tasmania: 18 days, 18 hrs and 31 minutes, or 1 day, 12 hrs and 43 minutes ahead of Banque Populaire V Cape Horn: 26 days, 15 hrs and 45 minutes, or 4 days and 6 hrs ahead of Banque Populaire V Equator: 35 days 4 hrs and 9 minutes, or 2 days, 22 hrs and 36 minutes ahead of Banque Populaire V Equator – Ushant: 5 days, 19 hrs, 21 minutes

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Six solo skippers ready to race 100ft foiling multihulls around the world

• January 4, 2024

Is this the most audacious race ever? Six skippers are getting ready to race 100ft foiling maxi trimarans solo around the world – James Boyd looks forward to the Arkea Ultim Challenge Brest

There are very few ‘firsts’ left in the world of sailing, but one such remaining barrier could be smashed when the Arkea Ultim Challenge Brest sets off from north-west France on 7 January 2024.

Since the Sunday Times Golden Globe in 1968/69 – the ‘impossible feat’ – there have been all manner of non-stop laps of the planet, from fully crewed Jules Verne Trophy and solo records, to races such as the single-handed Vendée Globe , and The Race in 2000 for fully crewed maxi-multihulls. This January sees a new pinnacle-of-pinnacles event: the first solo, non-stop, round the world race in Ultim trimarans. Six brave French skippers on their 100ft multihulls are entered.

The advancement in human endeavour and technology in this cutting edge area of sailing has been extraordinary. Thirty years ago we were in Brest for the first tentative Jules Verne Trophy attempts. Back then no one knew if sailing around the world in under 80 days was even possible: three boats set off and only one made it – Bruno Peyron’s maxi-catamaran Commodore Explorer in 79 days 6 hours.

Since then the record has been reduced by titans such as Peter Blake/Robin Knox-Johnston, Olivier de Kersauson, Loïck Peyron, Franck Cammas and, ultimately, Francis Joyon . In a quarter of a century, the record has halved with Joyon’s 105ft IDEC Sport setting the present benchmark of 40d 23h 30m 30s (at 26.85 knots average) five years ago.

You might assume that a solo around the world would be much slower, but Joyon destroyed this notion. In 2004, when the Jules Verne Trophy record was 63 days, he completed a lap in just under 73 days alone on his 90ft trimaran IDEC (also the first successful solo non-stop circumnavigation by a trimaran). The following year the UK ground to a halt for an afternoon, television dominated by live coverage of Ellen MacArthur’s arrival into Falmouth after she’d taken more than a day off Joyon’s time.

Gabart on his previous Macif Ultime. Photo: Rolex/Carlo Borlenghi

Thomas Coville took the time below 50 days in 2016 with 49d 3h, broken the following year by François Gabart ’s 100ft Macif , establishing the present solo non-stop record: 42d 16h 40m 3s (just 4% slower than Joyon’s fully crewed).

While these times are impressive, they are records set in optimum, carefully selected conditions (for the first two weeks at least), whereas the Arkea Ultim Challenge Brest is a race. The solo sailors will have onshore routers, but their departure day is set, and pace likely dictated by their opponents. It’s a very different test of man and machine.

“It is something new,” says Gitana’s Charles Caudrelier . “The first time racing around the world with these big flying boats. It is a bit like the first Vendée Globe – not quite the same because we know where we are going! But it is a bit of an adventure, and I’m happy about that.”

Armel le Cléac’h in solo mode on Maxi Banque Populaire XI. Photo: Benoît Stichelbaut

The contenders

Surprisingly, skippers at all stages of their careers are competing. Amiable sea-dog Thomas Coville will be 55 when the race sets off. There is almost no major event Coville hasn’t done, from the America’s Cup to winning the Volvo Ocean Race.

Having sailed ORMA 60s, Coville moved into the record breaking business on maxi trimarans and is now on his third, Sodebo having backed him continuously. Of the six skippers Coville is the most experienced racing Ultims single-handed and is laudable for his sheer tenacity – he finally set a solo round the world record on his fifth attempt, after 11 years of trying.

At the other end of the scale, it was a surprise to learn that SVR-Lazartigue will not be raced by François Gabart, the single-handed round the world record holder and the blue trimaran’s initial skipper. Instead, taking over for solo races will be 26-year-old Tom Laperche. An engineer and highly talented sailor, Laperche is a graduate of the classic French offshore racing pathway; and has been involved with SVR-Lazartigue since its launch, racing as Gabart’s co-skipper in the last two Transat Jacques Vabre .

Anthony Marchand, 38, has also newly taken on a campaign, replacing Yves le Blevec on Actual Ultim 3 (ex-Macif) in early 2023. Meanwhile an 11th hour entry is Eric Péron on Adagio , the previous Sodebo Ultim. The boat is something of a ‘Frankenstein’ creation – recycling the 2001 maxi-tri Geronimo with appendages from 2010 America’s Cup winner USA17 – but a fast one.

Thomas Coville, on Sodebo Ultime 3. Photo: Vincent Curutchet/Team Sodebo

“I’ve been preparing for this kind of thing for years now,” said Péron. I haven’t done much preparation on the boat, but for everything else, the boxes are ticked. So, in the short time I’ve got left before the start, I hope to become at one with the machine. What motivates me most of all is the fact that it’s an extreme race, and that’s why I want to take up the challenge. Obviously, I’m not leaving totally confident. But I’m not going to give up.”

In the absence of Gabart, the two favourites are likely to be Armel le Cléac’h on Maxi Banque Populaire XI and Charles Caudrelier on Maxi Edmond de Rothschild (Gitana 17) . Theirs are two of the best funded and oldest teams.

Banque Populaire first sponsored Joyon’s ORMA 60 in 1989 and has campaigned seven trimarans since, including building two Ultims. The team’s first Ultim had a disastrous 2018, before a final crash left it utterly destroyed during the Route du Rhum . Undeterred, the French bank set about building a replacement. Now, alongside SVR-Lazartigue, their two-year-old Maxi Banque Populaire XI is one of the newest Ultims.

SVR-Lazartigue and Banque Populaire XI are essentially VPLP designs (Ultim teams have their own in-house designers, engineers, aero- and hydrodynamists, foil and hydraulics experts), while Maxi Edmond de Rothschild is from Guillaume Verdier – Emirates Team New Zealand’s long term naval architect who has applied much of his Cup experience to the offshore trimaran .

Adagio, the previous Sodebo Ultim. Photo: Yvan Zedda

Impressive statistics

An Ultim’s length can be anything from 24-32m (78ft 8in-105ft) with a maximum beam of 23m (75ft), though in practice all six are trimarans built to, or near to the rule’s maximum. Overall mast height is less than 120% of length of the longest hull, so 38.4m (126ft). Additional rules cover minimum air draught below the beams and float volume. Water ballast, autopilots and automatic anti-capsize systems are permitted, but stored energy (produced by the crew) or the creation of inertial energy and computer or electromechanical assistance for adjusting any of the appendages is forbidden.

As with all things yachting, their quantum performance leap has come since going airborne. Today all six use a similar, complex foil configuration: on each hull is a rudder with an elevator where lift can be adjusted via a flap on its trailing edge. Midships in each float is a giant J-foil, which can be raised, lowered and its rake adjusted. Unique to the Ultims (apart from Adagio) is the daggerboard, which is fitted not only with a trim tab on its trailing edge to prevent leeway, but an elevator.

Maxi Edmond de Rothschild (Gitana 17). Photo: Yann Riou/Gitana

The foils and elevators are adjusted hydraulically in combination to alter, for example, fore and aft trim and ride height, depending upon the point of sail and sea state. Generally the aim is for the platform to have zero heel/pitch. Thanks to the rudder elevators the ride is very stable in pitch (unlike IMOCA 60s ), the foils effectively ‘locking’ the boat to the water.

Just as America’s Cup catamarans that raked their windward rudder elevator to produce downforce (like crew on the rail), so Ultims can produce downforce with their daggerboard elevator. According to Gabart this is vital: racing an Ultim solo is about maximising efficiency so, when a gust hits, the rake on the daggerboard elevator is increased, sucking the trimaran’s main hull down. “If you release the hydraulic main sheet, it takes five minutes to pump it in again,” explains Gabart. “With this, when you are sailing at 40 knots you can add two tonnes [of down force] in one second using minimal energy.”

With their latest substantially larger foils, Ultims can fly in less wind. Originally it required 15-20 knots of wind or 26-27 knots boat speed for Macif to fly, this is now down to 12-14 knots of wind and 21-23 boat speed for SVR-Lazartigue – remarkable considering an Ultim’s 15-17 tonne displacement.

It’s similar on Banque Populaire XI, says Armel le Cléac’h. “We fly in 12-13 knots of wind or 22-23 knots of boat speed. In 15-17 knots of wind we fly upwind at 27-30 knots – that is the big step. Compared to older Ultims like IDEC in the last Route du Rhum, it’s an 8-9 knot improvement.”

Actual Ultim 3, formerly Gabart’s Macif. Photo: Thierry Martinez

Such speeds permit Ultims to become ‘masters of the weather’ – to some extent at least – often travelling so fast that their skippers can choose the weather system they can sail in. Optimum conditions for an Ultim are 15-25 knots (more than this and the sea state becomes too choppy for foiling), so they aim at the sweet spot of weather systems (flat water ahead of a warm front), which they then ride, like a surfer on a wave.

Le Cléac’h says their top speed has been 47 knots, “But that is not an objective. We want to have a good average speed: 40-42 knots for one or two hours is very good. 35-37 knots for 24 hours is very good too.”

Riding a rocketship

So how can skippers handle such a monster-sized boat that is foiling single-handed? Autopilot technology has improved to extraordinary levels of accuracy. According to Gabart, once set up, speed sailing in a straight line is not much different between solo and crewed. “Upwind or downwind VMG you are a little bit better if you are steering and others are trimming. At 65-70° TWA it is no different.”

Naturally manoeuvres are slower alone. Gabart says that going from reefed to full main might take two minutes fully crewed, but at least 10 solo. Some technology helps, like Harken’s latest generation Air 900 winches and pedestal grinders with bespoke gearing for single-person operation.

The newest of the Ultims, SVR-Lazartigue is perhaps the most advanced design. Photo: Guillaume Gatefait

While foils and many sail controls are hydraulic (SVR-Lazartigue has 23 rams), the pedestals are able to drive twin hydraulic pumps – though it requires serious manpower: “80% of the grinding is for the hydraulics,” says Gabart. SVR-Lazartigue will race with just five sails, including main and J0-J3, two permanently rigged on furlers.

Sailing at such high speeds has several effects. With apparent wind factored in, on deck there is constantly storm force, or at best gale force, winds. Human beings cannot operate for long in this and so cockpit protection has drastically increased with some Ultims now fully enclosed.

On the latest Sodebo and SVR-Lazartigue these have moved forward. On the former, the ‘bridge’ is forward of the mast, USS Enterprise-style, while on the latter it is just aft of the mast, with jet fighter-style steering cockpits each side, complete with sliding canopies. The end result is that an Ultim’s crew rarely ventures outside, viewing the world via CCTV.

While foiling reduces hydrodynamic drag, all the teams have been focussed on reducing aero-drag. Crossbeams now have trailing edge fairings made from robust vinyl, while on SVR-Lazartigue, moving their ‘cockpit’ forward has enabled them to have an AC-style ‘deck sweeper’ boom where the deck creates an endplate for the foot of the mainsail (improving efficiency).

Tom Laperche steering, jet fighter-style, on SVR-Lazartigue. Photo: Guillaume Gatefait

To finish first…

For the teams, the principal hurdle of the Arkea Ultim Challenge Brest will be finishing. The major worry on such a long race is reliability. To prevent structural failures Ultims have load cells, the output from which is monitored in real time. Otherwise teams have simply been racing and sea trialling as often as possible in all conditions.

This year’s Transat Jacques Vabre’s heavier conditions were ideal, enabling the double-handed teams to really push the boats harder. While all the Ultims finished, some were in better shape than others, Maxi Edmond de Rothschild suffering rudder and foil issues while Sodebo Ultim’s starboard rudder sheared off after a collision with an underwater object.

“The main problem will be to have all of the boats finishing the race in good shape,” says Caudrelier, who says it will take a new approach from his previous crewed around the world races. “Always you push to the maximum, but this time you can’t do that and we will have to find a good balance between performance and safety for the boat. That is quite an interesting exercise and also managing a boat like this alone for 45 days.”

Éric Péron explains: “On these boats, a small incident can immediately put us out of the race, because nothing can be replaced on our own. The boat is so big that there’s not much we can do to fix it with what we’ve got on board.”

Antoine Gautier, head of the design office at Mer Concept (behind SVR-Lazartigue) adds that their enormously complex boat will be simplified: “We are going to have less systems on board to make it simpler and more reliable. There are some things which won’t make much difference on a round the world race.”

Armel le Cléac’h at Banque Populaire’s mission control/protected pod. Photo: Vincent Curutchet/ Hublot Sailing team

Capsize was once a major concern, but for Ultims today is – apparently – almost a non-issue. The multihulls are simply huge, and their rigs are now stepped almost two thirds of the way back from the bow, to prevent pitchpoling. As Gautier explains: “The boats are definitely safer than any multihulls before. There are no more pitchpoling issues and in terms of heel stability, you almost can’t heel because the leeward foil is pushing up so much. That is why they are able to sail so fast, even short-handed – because the boats are very safe and you don’t feel in danger.”

Nonetheless they do still have inclinometers which can automatically dump hydraulics (eg mainsheet) or mechanically release headsail sheets if heel is excessive.

Of greater concern are elements beyond the skipper’s control: collision. AIS and radar target alarms substantially reduce the chance of an Ultim hitting another vessel, but the threat of a ‘UFO’ (unidentified floating object) remains. As Gautier says: “Collision is the biggest fear for all of us. If you hit something at 30-plus knots it is the end of your race. The boat which is going to win will be the one which has all its appendages at the finish. It is Russian roulette and you can’t do anything about it. This is not a fun part of the sport, but it is the same for any race like this.”

To help prevent such collisions Ultims are all fitted with SEA.AI (previously known as OSCAR) a camera mounted at the masthead that can ‘see’ ahead both in daylight and at night, using infra-red. Images are compared in real time with a giant database to establish whether something ahead represents a collision threat.

Ultims raced each other double-handed in the November 2023 Transat Jacques Vabre – won by Armel le Cléac’h/Sébastien Josse in Banque Populaire XI. Photo: Jean-Marie Liot/Alea

There are other factors too that will come into play: a good deal of luck, undoubtedly, but also the skill, experience and motivation of the skippers. Caudrelier has perhaps the most experience in his boat and over the last three years has won most races, but he has never raced solo around the world. “This is my Vendée Globe” he acknowledges.

By contrast Le Cléac’h has completed three Vendées, on the podium every time. However his recent victory in the Transat Jacques Vabre was his first in an Ultim. For Coville, this might be his last lap? While for Laperche this will be his first big Ultim event and proving himself is a key objective.

What is certain is that this will be the ultimate contest between some of the world’s most talented offshore sailors. How many will make it round? And for those that do, it could be the fastest ever round the world race, so all the action will unfold quickly. Follow at arkeaultimchallengebrest.com

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Trophée Jules Verne: le Maxi Edmond de Rothschild lancé pour un record autour du monde

Le trimaran volant Maxi Edmond de Rothschild, barré par les navigateurs Franck Cammas et Charles Caudrelier , vainqueur de la dernière route du Rhum, s'est élancé ce dimanche en quête du record du tour du monde en équipage (Trophée Jules Verne). L'équipage, parti de Lorient dans la matinée, espère faire mieux que le temps établi par Francis Joyon en 2017 (40 j 23 h 30 min 30 s).

"On est impatient ! On ne part pas sur un petit record. Cela annonce une belle aventure. Depuis plusieurs semaines, on surveille la météo. La fenêtre est atypique. Les prévisions dans l'hémisphère nord sont très bonnes, mais on sera plus dans l'inconnu dans l'hémisphère sud. On a un bateau plus rapide que celui de Francis. C'est la météo qui va décider", a expliqué Charles Caudrelier. Le Maxi Edmond de Rothschild a franchi la ligne de départ au large d'Ouessant (Finistère) à 14h09, heure française.

Des premières tentatives en 2020 et 2021

Caudrelier est co-skipper du voilier avec Franck Cammas. Le duo sera accompagné de quatre marins d'expérience : David Boileau, Erwan Israël, Morgan Lagravière et Yann Riou. L'équipage se tenait prêt à partir depuis le 22 décembre et jusqu'au début du mois de mars. "Il faut oser à un moment. On a un peu plus de 60% de chances de faire un bon temps dans l'Atlantique. Et après, s'il n'y a rien, on peut encore revenir et disposer d'une dernière cartouche pour s'élancer", a indiqué le dernier vainqueur de la Route du Rhum. Pour battre le record de l'IDEC Sport de Francis Joyon, il est impératif d'être à l'Équateur en 5 jours et en environ 12 jours au cap de Bonne-Espérance.

L'équipage du Maxi Edmond de Rothschild avait déjà tenté de s'emparer du Trophée Jules-Verne en 2020 et 2021, mais avait dû abandonner à deux reprises après des avaries. "Pour le moment, on n'a pas réussi à faire plus de 15 ou 20 jours dans les mers du Sud en gardant le bateau en bon état. La fiabilité, ça va être peut-être le point clef de ce tour du monde", a estimé Caudrelier. Le Trophée Jules Verne consiste à couper la ligne de départ définie par une ligne reliant le phare de Créac'h sur l'île d'Ouessant et le Phare du Cap Lizard, faire le tour du monde en laissant à bâbord le Cap de Bonne Espérance, le Cap Leeuwin et le Cap Horn et recouper la ligne au large d'Ouessant en sens inverse. Le tout premier Trophée Jules Verne a été remporté par le navigateur Bruno Peyron en 79 jours en 1993.

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Sails of Change: The Maxi Trimaran Attempting to Break the Trans-Atlantic Record

Key points:

• The maxi trimaran Sails of Change is attempting to break the trans-Atlantic record.
• The current record was set in 2009 by Pascal Bidegorry aboard the same boat.
• Yann Guichard and his crew are aiming for an average speed of around 33 knots.

The maxi trimaran Sails of Change, led by skipper Yann Guichard, has set out on a mission to break the trans-Atlantic record. The team arrived in the United States the day before to take advantage of favorable weather conditions. The current record of 3 days, 15 hours, and 25 minutes was set in 2009 by Pascal Bidegorry. The crew aims to maintain an average speed of 33 knots throughout the attempt. The Sails of Change trimaran, measuring 37 meters long and 23 meters wide, has a strong track record in ocean racing and has previously held records in other prestigious competitions.

Read more at Scuttlebutt Sailing News

The summary of the linked article was generated with the assistance of artificial intelligence technology from OpenAI

Scuttlebutt Sailing News

In pursuit of trans-Atlantic record

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Voile : en solitaire ou en équipage, en multi ou en monocoque, les records autour du monde

Charles Caudrelier a remporté mardi 27 février l’Arkea Ultim Challenge, une course autour du monde à la voile en solitaire, sur le trimaran Maxi Edmond de Rothschild en 50 jours. Il n’a pas amélioré les records établis par d’autres marins sur le même parcours.

• Pascal Charrier ,
• le 27/02/2024 à 12:25

Lecture en 2 min.

En 2017, François Gabart a bouclé un tour du monde à la voile en solitaire en 42 jours sur Macif.

DAMIEN MEYER / AFP

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Charles Caudrelier a remporté mardi 27 février la première édition de l’Arkea Ultim Challenge. Il a terminé à Brest sa course autour du monde en solitaire réservée aux trimarans géants en 50 jours, 19 heures, 7 minutes et 42 secondes à bord de Maxi Edmond de Rothschild , un multicoque de la catégorie Ultim mesurant 32 mètres de long par 23 de large.

Le navigateur a bouclé sa circumnavigation sur un bateau volant équipé de foils qui lui permettent de se soulever au-dessus des flots. Confronté à des conditions météorologiques défavorables, qui l’ont poussé à s’arrêter aux Açores pour laisser passer une tempête, il n’a pas établi de nouveau record du tour du monde sur un parcours dont la ligne de départ et d’arrivée virtuelle est située entre l’île d’Ouessant (ouest de la France) et le cap Lizard (sud de l’Angleterre).

► Francis Joyon, 40 jours en équipage

Le tour du monde à la voile le plus rapide de l’histoire a été réalisé durant l’hiver 2016-2017 par l’équipage du trimaran Idec , mené par Francis Joyon, en 40 jours, 23 heures, 30 minutes et 30 secondes.

Avec cinq équipiers, sur le même parcours que l’ Arkea Ultim Challenge , le navigateur normand avait optimisé les performances d’un trimaran de 31,50 m relativement ancien et modernisé, l’ex-Groupama, mis à l’eau en 2006.

Contrairement à Charles Caudrelier, Francis Joyon n’était pas en course. Parti dans le cadre du trophée Jules-Verne, un défi contre le chronomètre, il a choisi la meilleure fenêtre météo pour s’élancer de Brest. Il avait d’ailleurs fait une première tentative en 2016 avant d’abandonner et de rebrousser chemin.

► François Gabart, 42 jours en solitaire

En décembre 2017, François Gabart a, lui, battu le record du tour du monde en solitaire à la barre de Macif , en 42 jours, 16 heures, 40 minutes et 35 secondes. Sur ce maxi-trimaran à foils, qui appartient également à la classe des Ultim, il avait en même temps amélioré son propre record de distance parcourue en 24 heures en solitaire (851 milles nautiques, soit 1 576 kilomètres).

Le skippeur n’était pas, lui non plus, engagé dans une course contre des adversaires. Il avait pu choisir le meilleur moment pour prendre le large.

► Armel Le Cléac’h, 74 jours en monocoque

Dans la catégorie des monocoques, mois rapides que les multicoques, c’est Armel Le Cléac’h qui détient la marque de référence. En 2017, dans le cadre du Vendée Globe , course en solitaire sans escale, il a bouclé un tour du monde des Sables-d’Olonne aux Sables d’Olonne en 74 jours, 3 heures et 35 minutes sur Banque Populaire VIII , un voilier de 60 pieds (18 m 28).

► Jean-Luc Van Den Heede, 122 jours « à l’envers »

Le parcours traditionnel du tour du monde à la voile, celui utilisé pour les courses et les tentatives de record, consiste à partir de France pour franchir à l’aller le cap de Bonne-Espérance, au large de l’Afrique du Sud, puis le cap Horn au retour.

Jean-Luc Van Den Heede, lui, a établi un record en suivant ce parcours dans l’autre sens, d’est en ouest, contre les vents et courants dominants. En 2004, à bord du monocoque Adrien , le Français a terminé ce tour du monde « à l’envers » en 122 jours, 14 heures et 3 minutes.

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Charles Caudrelier and the Maxi Edmond de Rothschild take the crown in Arkea Ultim Challenge - Brest

Related Articles

The Maxi-Trimaran

A boat that has proved herself.

The former Groupama 3 and Banque Populaire VII, the IDEC SPORT maxi-trimaran has had an exceptional list of successes. Winner of the Jules Verne Trophy in 2010 and 2012, and again in 2017, the boat also won the last three editions of the Route du Rhum – and many other events. Thirteen years after she was first launched, this strong all-round performer can look forward to a bright future in the expert hands of Francis Joyon.

It was in December 2004 that Groupama announced the construction of a giant trimaran to attempt to smash the major ocean records leading up to the legendary Jules Verne Trophy. At a time when the arms race was on in the sailing world, Groupama wanted to come up with a reasonably sized boat, the smallest trimaran capable of beating Orange II. Franck Cammas and his team opted for a length of 31.50 metres (105 feet) designed by the architects, Marc Van Peteghem and Vincent Lauriot-Prévost.

Work began on Groupama 3 in 2005 at the Multiplast yard in Vannes. After almost 130,000 man hours, the boat was launched on 7th June 2006. “ We decided to design a medium power trimaran,” stressed Cammas when presenting his project. ” Groupama 3 is light, but long enough to be safe in the Southern Ocean. The power comes from her width, while her light weight is down to optimising her structure, rationalising the equipment and paying attention to how she was built.” Groupama 3 innovated with her concept inspired by the 60-foot ORMA trimarans (like Groupama 2) ratehr than the more recent giants, which were heavier and designed to face the Southern Ocean. While Orange II (36.80 metres) was amazing in heavy seas, she found it tougher in lighter conditions and moderate winds. Groupama 3 was a strong all-rounder and could sail almost as quickly in strong winds, while remaining at ease in lighter weather. There was another new feature: Groupama 3 was the very first big multihull to set off around the world with foils, a concept only used until then on the Orma boats in the Atlantic.

Specifications

Architects : VPLP team (Van Péteghem-Lauriot Prévost) Previous names : Groupama 3 , Banque Populaire VII Length : 31.50 m Beam : 22.50 m Displacement : 18,000 kg Draught : 5.70 m Mast height : 33.50 m Structure : carbon-Nomex Upwind sail surface : 411 m 2 Downwind sail surface : 678 m 2 Initial launch date : June 2006

The boat which has won the Route du Rhum three times

In 2010, Franck Cammas took up a challenge which many people thought impossible, or at best very complicated: he wanted to win the Route du Rhum, sailing alone on his 31.5m maxi trimaran which was equipped with a shorter rig and with a more suitable deck layout. Cammas’s performance was amazing: after nine days 3 hrs 14 mins 47 seconds, he finished first in Pointe-à-Pitre ahead of Francis Joyon and Thomas Coville.

The boat was then sold and became Banque Populaire VII. Relaunched on 15th April 2013 in Lorient, the boat achieved more successes in the hands of Armel Le Cléac’h, who smashed several solo records aboard her: the Mediterranean record, Columbus Route and 24-Hour record (682 miles). After injuring his hand, Armel Le Cléac’h was forced to stand down for the Route du Rhum and was replaced at the last moment by Loïck Peyron at the helm of the maxi trimaran, which had won the previous edition of the prestigious transatlantic race. After a fantastic race, Peyron won the tenth edition of the Route du Rhum with a time of 7 days, 15 hrs 8 minutes and 32 seconds.

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Moscow, Idaho Jail and Mugshot Information

Moscow is a city in Latah County, Idaho. According to the United States Census Bureau, the city has a total area of 6.86 square miles (17.77 sq. km). The City of Moscow had a population of approximately 23,800 in the year 2010.

The mayor of Moscow, Idaho is Bill Lambert. Bill Lambert can be contacted at (970) 215-5495 and by email at [email protected].

Bill Lambert, Mayor Moscow City Mayor’s Office City of Moscow Moscow City Hall 206 E 3rd Street P.O. Box 9203 Moscow, ID 83843 Email: [email protected] Phone: (208) 883-7021

Violent crime rate in 2017 in Moscow: 82.1; U.S. Average: 214.8 Violent crime rate in 2016 in Moscow: 39.5; U.S. Average: 216.3

Facts about crime in Moscow, Idaho:

• The overall crime rate in Moscow is 5% lower than the national average.
• For every 100,000 people, there are 7.14 daily crimes that occur in Moscow.
• Moscow is safer than 50% of the cities in the United States.
• In Moscow you have a 1 in 39 chance of becoming a victim of any crime.
• The number of total year over year crimes in Moscow has increased by 16%.

Moscow, Idaho Police Station Information

Moscow Police Department

The Moscow Police Department has 31 full-time police officers serving a population of approximately 20,000 people.

James Fry, Chief of Police Moscow Police Department 118 E 4th St Moscow, ID 83843 Email: [email protected] Phone: (208) 883-7054 Fax: (208) 882-4020

The City of Moscow is located in Latah County. Therefore, we have listed the Sheriff’s Office for Latah County.

Latah County Sheriff’s Office

The Latah County Sheriff’s Office is also responsible for the public safety of the City of Moscow, Idaho.

Richard Skiles, Sheriff Latah County Sheriff’s Office 522 S Adams Street Moscow, Idaho 83843 Phone: (208) 882-2216 and (208) 883-2266 (Records) Fax: (208) 883-2281 Hours: Monday – Friday, 8 a.m. – 5 p.m.

Latah County Jail Information

The physical location of the jail is:

Latah County Jail Latah County Courthouse, Basement 522 S Adams Street Moscow, Idaho 83843 Phone: (208) 882-2216

Mailing Address: P.O Box 8068 Moscow, Idaho 83843

Visitations Hours at Latah County Jail:

Male Inmate Visitation: Tuesday, 1 p.m. – 3 p.m. Thursday, 7 p.m. – 9 p.m. Sunday, 1 p.m. – 4 p.m.

Female Inmate Visitation: Monday, 7 p.m. – 9 p.m. Thursday, 1 p.m. – 3 p.m. Saturday, 1 p.m. – 3 p.m.

Police Records Request in Moscow, Idaho

Police records can be obtained from the Records Division of the Moscow Police Department during normal business hours. Requests may be made completing the fillable/printable Police Records Request form which can be mailed, faxed or delivered in–person.

The location and reports request contact information is as follows:

Moscow Police Department – Records Division Moscow, ID 83843 Email: [email protected] Phone: (208) 883-7054 Fax: (208) 882-4020

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LIVE Scientific datas

• About Spindrift
• Sails of change
• Spindrift for Schools

The story of our maxi-trimaran’s design

A year ago, the entire Spindrift team was in the starting blocks, almost ready to unveil and launch our maxi-trimaran, freshly renamed  Sails of Change.  Not only the name changed, but the boat itself, with the addition of a new cockpit and the reduction of the central hull by 3 meters. In the meantime, a new challenge arose: to produce all the energy requirements onboard self-sufficiently.

To emphasize the team’s ambitions alongside Dona Bertarelli and Yann Guichard family values, the boat’s design was fully reinvented during this same refit period. The goal? To embark as many people as possible, sport and nature lovers, to make them discover the beauty of nature and join us in our navigations around the planet. In the meantime, the maxi-trimaran, the biggest racing multihull in the world, had to integrate Sails of Change’s colors, while carrying the #30×30 campaign, a global call to action aiming to protect at least 30% of the ocean and land by 2030.

We decided to work with French artist Jean-Baptiste Epron, whose job is to imagine, draw and design boat’s identities. A reference in the sailing world, Jean-Baptiste has created more than 350 boat designs, for teams that competed on the most prestigious races in the world. He actually designed most of the Spindrift boats. If you love racing yachts, you’ve probably seen a lot of JB’s designs without knowing it. 

To shine a light on his work, and give you an insight into the design process, we spent an afternoon with him in Brittany – France, where he took us in his office, to tell the story of the maxi-trimaran Sails of Change’s design. 

Watch the full video below, and jump into JB’s office. 

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