Belgian skipper Quentin Debois has set a new world record for the fastest solo east-to-west Atlantic crossing, completing the passage from Cadiz, Spain, to San Salvador in the Bahamas in 24 days, 19 hours and 31 minutes. The time is subject to ratification by the World Sailing Speed Record Council.

Debois crossed the finish line at 6:30 UTC on January 31 aboard his Mini 6.50, beating the previous record by nearly six days. The mark had been held since April 2024, when Aina Bauza completed the same route in 30 days and 22 hours.

At 38, Debois becomes the first Belgian sailor to hold a world record for a solo transatlantic crossing. His run covered 4,466 nautical miles and combined disciplined weather routing, conservative sail management and steady mental focus over nearly 25 days at sea.

“I’m really happy with the performance, morale was excellent throughout the crossing,” Debois said. “This second transatlantic race confirms that this is the right thing for me. I gave it my all, keeping a cool head and enjoying every moment. Above all, it’s a team victory.”

Debois left Cadiz on January 6 and maintained consistently high averages across the Atlantic while following a carefully managed routing plan. His strategy focused on staying inside stable wind systems rather than chasing extreme pressure patterns, allowing him to preserve equipment and avoid prolonged light-air transitions.

The crossing was not without challenges. Two downwind sails were damaged, and the bowsprit suffered stress, but the boat remained fully functional throughout the passage. According to his team, careful sail handling and disciplined risk management were central to the successful outcome.

“What made the difference was Quentin’s consistent pace and his ability to stay focused over the long term,” said coach Quentin Droneau. “He managed to avoid too much damage, which means the boat was well prepared and he sailed cleanly.”

Routing support played a major role. Basile Rochut, Debois’ router, monitored weather systems throughout the crossing and helped guide the boat through complex ridge transitions.

“Quentin was very precise and always on time,” Rochut said. “His sailing was clean, error-free and clear-headed.”

Debois also credited his broader support team, which included a technical coach, mental coach, communications staff and project partners. For Debois, the record was less about individual performance and more about collective execution.

“This record is the result of a long-term collective effort based on shared values,” he said. “From preparing the boat to crossing the finish line, I benefited from the advice and support of my entire team.”

For long-range cruisers, Debois’ achievement offers a modern reminder that successful ocean passages rely less on maximum speed and more on disciplined decision-making, equipment preservation and mental resilience.

Debois is now looking ahead to his next challenge. In June, he plans to attempt the solo west-to-east North Atlantic record between New York and Lizard Point, a route generally considered faster but more demanding due to weather variability.

“I’m listing a few technical improvements to be made and starting to think about how we will choose the weather window,” Debois said. “This second crossing won’t be easy. It’s the North Atlantic.”

The post Quentin Debois Sets New Solo Atlantic Record appeared first on Cruising World.

As far back as I can remember, I have always enjoyed the challenge of finding solutions to practical problems. This was certainly the case when I started work on fitting out the first Aventura. As an absolute greenhorn in anything nautical, I was forced to come up with answers to complex questions in virtually everything I touched.

The boat had a center cockpit and aft cabin, and the wheel was too far from the rudderstock. The easiest and cheapest solution was to have hydraulic steering, but that meant I could not use the self-steering gear whose control lines had to lead to a drum on the wheel or to a tiller. The solution I came up with was to extend the rudderstock by way of a 6-foot-long, 40-mm steel bar to the level of the aft deck, and then fit a tiller to it. The lines of the Aries gear were easily led to it. We could steer with the wheel and the tiller.

Many of the solutions that followed were rather unorthodox, but they worked. I repeated several of them on my future boats, such as having a day tank for the engine. On a number of occasions, the easiest solution was to do without certain nonessential items, such as a diesel genset or freezer.

Going without a diesel genset was the easiest decision because we simply couldn’t afford one. Auxiliary diesel generators for cruising boats were still a novelty in those days, and only the largest boats in the South Pacific had one. Our electrical consumption was modest, and we often used paraffin lamps. We managed to charge our one and only battery by the main engine. Later, on Aventura II, there was no need for a genset because one of the twin engines fulfilled that role efficiently. Aventura III had an additional large-capacity alternator, and a wind and towing generator. By the time Aventura IV came on the scene, we relied almost entirely on renewable sources of energy by having wind, solar and hydro generators. As for Aventura Zero, her name reflects my aim to do away completely with fossil fuels for generation and propulsion.

Not having a freezer was also an easy decision because we never had one at home. We always preferred to eat fresh things. On the subsequent Aventuras, we did have a refrigerator and learned to preserve food for longer passages by vacuum-packing meat, as well as fish caught on the way. We’d store them in the fridge.

Diving Gear

As part of the preparations for our first voyage, I completed a British Sub-Aqua Club diving course and qualified as a diver. I realized that diving gear would be an essential item to have on board, and I had a complete set on each of my boats, with a compressor on Aventura II. A dry suit on Aventuras III and IV proved its usefulness when I had to dive in Arctic waters. We also had survival suits that we used only once, after crash-landing through the breakers on the beach below the old Cape Horn lighthouse.

The diving gear and tanks were mainly for emergencies, as I was quite a proficient free diver. I spent hours spearfishing to feed the family on our first voyage, but abandoned the sport when protecting the environment became a major concern. I continued fishing on passage, and we always caught enough fish to ensure a supply of fresh food for the crew.

Perhaps the most important item on board is the liferaft. Because it is rarely used, it is often stowed in a location that’s far from ideal. A golden rule about the liferaft is that the weakest member of the crew should be able to handle and launch it. On all my boats from Aventura II onward, the liferaft was always at the stern for easy launch.

Day Tank

All my boats up to Aventura IV had a 10.5-gallon tank mounted about 3 feet higher than the engine so the fuel was gravity-fed to it. We topped up the tank every four or five hours by manually activating a fuel transfer pump. I deliberately avoided having an automatic filling system, and instead placed the switch for the pump where it was easy to see the glass water separator and make sure the fuel was clean.

Apart from that pre-filter, there were two more filters before the fuel reached the engine. Another advantage of a day tank was that we always knew we had 10.5 gallons of fuel, even if the main tank was empty.

Mast Steps

Another useful item that can make life easier is mast steps.

They were a great bonus when we were scouting ahead, either when we were looking for a lead through the ice in the Arctic or avoiding coral heads in a tropical lagoon. These tasks became much easier when we acquired the first forward-looking sonar, but we continued to play it safe with my wife, Gwenda, keeping an eye on the depth and obstructions ahead on the cockpit-mounted forward-looking sonar. I would still do my eyeball navigation from the spreaders.

Aventura III’s mast steps probably saved our mast when one of the spreaders collapsed on the way to the Falklands. My crew was able to climb the mast quickly, retrieve the spreader, and then secure the rig with a spare spinnaker halyard.

The mast steps were also useful when it was time to check the rigging or the instruments at the top of the mast. Most of the time, we used them to climb up the mast to take photos.

Aventura IV’s Parasailor spinnaker was my favorite downwind sail, and it took me a long time to reach that high-tech level. My search for a functional downwind setup started with a twin-jib arrangement on the first Aventura. The system worked well and was easy to set up with two separate forestays. The only problem was the awful rolling, which I tried to dampen by having a storm trysail sheeted hard amidships on the mainsail track. It sort of worked, but I soon realized the solution might lie elsewhere.

A beautiful mizzen staysail, which Gwenda produced on her sewing machine, was perfect for broad reaching, usually in combination with the mainsail and poled-out genoa.

Aventura II’s first spinnaker turned me into an addict with sails that were asymmetrical and triradial, and then finally, the Parasailor. Each one played an essential role in the fast passages we achieved on our three following boats.

Shallow Draft and Centerboard

A fixed keel may be best for ocean passages, but having a shallow draft when cruising is ideal for exploring places that other boats cannot reach. It’s also safe because it lets the crew to find shelter in a protected spot in an emergency.

Aventura II’s lifting keel fulfilled both objectives, but it was only when Aventura III’s centerboard appeared on the scene that I finally had the perfect solution. It not only made it possible to reduce draft quickly, but it also improved our sailing performance.

I have often been asked how safe it is to sail on a boat without a keel. I have sailed twice across the Drake Passage to Antarctica and back, first on Skip Novak’s Pelagic and then on Aventura III. They both were centerboard boats. I once experienced winds of 50 to 60 knots, and I can vouch for either boat’s stability under such conditions. They coped impressively well with the high Southern Ocean swell, and they put any possible doubts to rest.

Aventura III and IV had an integral centerboard, which meant that when the board was raised, it fully retracted into the hull. The ballast-to-displacement ratio on each boat was 32, similar to most other cruising boats. Most integral centerboard boats have a flat bottom, so with the board fully up, they can dry out on a beach, which is yet another advantage.

In the words of Pete Goss, whose Pearl of Penzance was an Exploration 45 similar to Aventura IV: “A centerboard’s real advantage is not the ability to reduce the draft, but the peace of mind attribute. We were able to surf down Atlantic swells with the confidence of fixed ballast. Being able to lift the centerboard under such conditions meant that she didn’t trip up off the wind, and became directionally stable to the point of being docile. This, in turn, gave a more comfortable ride, de-stressed all areas of the boat, including the autopilot and power consumption.”

Shallow draft is a major attraction of centerboard yachts, but there are also some considerable performance advantages. The main role of the board is to provide lift when sailing closehauled, and to reduce leeway when reaching. With the board fully down, Aventura III drew 7 feet, 10 inches.  When sailed properly, it could point as high, or almost as high, as most keeled cruising boats. With a draft of 9 feet, 2 inches with the board down, Aventura IV performed even better than her predecessor. Aventura Zero had a draft of 2 feet, 11 inches with the two daggerboards raised, and 7 feet with them lowered.

There is a certain technique in sailing a centerboarder efficiently, not just on the wind, but off the wind as well. This is when the centerboard becomes a true asset thanks to the ability to lift the board gradually as the apparent wind goes past 135 degrees, and then continue lifting it up to the point where the board is fully retracted.

This is a great advantage, as the risk of broaching is virtually eliminated. As Goss pointed out, the absence of a keel to act as a pivot in a potential broaching situation means the boat does not tend to round up. It is a feature that has allowed me to continue keeping the spinnaker up longer than would normally have been safe. 

Fixed Pole

My favorite broad-reaching or running technique is to set up the pole independently of the sail I intend to use, so the pole is held firmly in position by the topping lift, forward and aft guys, with all three lines being led back to the cockpit. Regardless of whether I decide to pole out a foresail or spinnaker, the sheet is led through the jaws of the pole, which is then hoisted in the desired place.

Once the pole is in place and is held firmly by the three lines, the sail can be unfurled, or the spinnaker hoisted, and its douser pulled up. With the pole being independent of the sail, the latter can be furled partially or fully without touching the pole.

This setup is a great advantage when the sail has to be reduced or furled quickly, if a squall is threatening. Once the squall has passed, with the pole still in place, the sail can be easily unfurled.

When sailing under spinnaker and threatened by a squall, I preferred to douse it and lower it onto the foredeck. Once the danger passes, the spinnaker, while still in its sock, can be hoisted again and undoused.

My routine became so well tuned that I could hoist and douse the spinnaker on my own. The last time I did this was on a test sail with Aventura Zero off La Grande-Motte, France, the site of the Outremer Catamarans boatyard. I wanted to show my much younger crew how more brain and less brawn could tame a monster the size of a tennis court.

Parasailor

The major attraction of the Parasailor is that it acts as a classic triradial spinnaker and doubles as an asymmetrical sail. Its main features are the wide slot that runs from side to side about one-third down from the top, and a wing below the slot, on the forward side of the sail.

Once the Parasailor is up and poled out, the slot and wing help it stay full even in light winds. I have used it on a few occasions in as little as 5 knots of true wind, and every time, it looked like collapsing the backpressure exerted by the slot kept it full.

It is in strong winds, however, that the Parasailor comes into its own. Normally, I drop the spinnaker when the true wind reaches 15 knots. On one occasion, on the way from New Zealand to New Caledonia on Aventura III, when I saw a squall approaching, I decided to leave it up and see what happened. From 15 knots, the wind went up and up and settled at 27 knots. Aventura took it all in stride, accelerated to 9, then 10 knots and then once, when it caught the right wave, surged to 14 knots.

The Parasailor behaved as normally as before, with the wing streaming ahead and the slot wide open, almost visibly spilling the wind.

Boom Brake

This was another useful feature on my boats, as it prevented major damage in an involuntary jibe, as I experienced on three separate occasions.

The most memorable one happened on the southbound passage from Greenland, after having abandoned the attempt to transit the Northwest Passage from east to west. All the crew had left us in Nuuk, except for my daughter Doina. The northwest winds with gusts over 40 produced some nasty seas while sailing across an area of banks with depths of 100 to 130 feet. We were broad-reaching with three reefs in the mainsail, no foresail, and the centerboard fully up, a combination I had used in similar conditions in the past. Aventura IV was taking it well, occasionally surfing at 10 to 12 knots.

Everything seemed to be under control until a large wave broke violently over us, throwing us into a jibe. The boom brake controlled the swing of the mainsail, but when I reset the autopilot back on course, Doina pointed to the boom, which was hanging down at a strange angle. The gooseneck fitting was broken, but the boom was still held up by the mainsail and reefing lines. Apart from the broken casting, the boom itself was undamaged.

I secured the boom with two lines to the mast winches, and we continued sailing like that. We completed the 1,100-mile passage to St. John’s in Newfoundland in seven days without any further problems. A local workshop manufactured a new fitting, this time machined of solid aluminium.

Sailing in strong winds with just the mainsail is something I discovered by chance while crossing the Bay of Biscay along the west coasts of France and Spain on Aventura II’s maiden voyage. With the northerly wind gradually increasing, I tried to furl the mainsail into the mast, but the furling gear jammed and wouldn’t budge. The only options were to put a knife to the expensive sail, something I was reluctant to do, or continue sailing like that.

Sailing with a full mainsail and no jib in winds often gusting over 30 knots was certainly exhilarating. We made it safely into Lisbon, Portugal, where the fault was diagnosed at the top end of the furling gear, which was easily fixed. It never happened again.

Another adrenaline-spiked passage was across the Tasman Sea from Fiji to New Zealand on Aventura III. A low caught up with us, bringing favorable but increasingly strong northwest winds. Because of the uncomfortable swell, Gwenda spent much of the time in her bunk. Earlier in the trip, when the winds were lighter, I had left the steering to the windvane, but when the wind got stronger and there was a risk of jibing, I preferred to put my trust in the autopilot. The worst drawback of a full-batten mainsail is the difficulty of dropping it, even in moderate following winds, as the sail is pushed against the spreaders and the battens tend to get caught in the rigging. Usually, I prefer to keep the full mainsail as long as possible, but when the wind gets over 30 knots, I furl up the foresail and continue sailing with the deeply reefed mainsail.

This may sound like a rather unusual way of sailing, and it may not suit some boats, but Aventura coped well with it, and I got used to it.

Every now and again, I disengaged the autopilot and steered for a few minutes, enjoying the boat surfing down the waves with the speedometer rarely going below 10 knots. At one point, Gwenda put her head through the hatch and, as she later told me, saw me standing at the wheel with a huge grin on my face.

“You are absolutely crazy,” was all she said before going back to her bunk. She repeated those words more colorfully later, when the weather had calmed down. 

Essential Backups

The dual steering system on the first Aventura taught me the importance of having backups for all essential items. We always had two tenders: a smaller and a larger inflatable dinghy. The former could be quickly inflated and was easy to row, while the latter was used on longer trips. On Aventura III, we had two outboard motors, a 5 hp and a 2.5 hp backup, which we always took with us when we went on longer forays in Antarctica and Alaska.

Communications followed the same pattern. Aventura II had Inmarsat C for text, and single sideband radio for voice. Aventura III had a similar system, with an Iridium satphone added later. Aventura IV had an Iridium Pilot broadband, which allowed us to download the daily ice charts for the Northwest Passage, and let us send and receiving large files and photographs. Aventura Zero had the more advanced Iridium Certus broadband. An Iridium satphone was an emergency backup on all recent boats and was an extremely useful, and cheaper, stand-in for the more sophisticated systems.

However, I believe that the most important backup to have, especially on a shorthanded boat, is a second automatic pilot. We didn’t have one on the first Aventura because they were not available in those days, but we had reliable Aries self-steering gear. I hate to look back now at the countless hours spent at the wheel when there was no wind, and we had to motor.

On Aventura II, we had both a Hydrovane gear and a small automatic pilot. Aventura III had a Windpilot self-steering gear, an automatic pilot and a backup tiller pilot. The latter proved its worth when the main unit broke on a passage from Hawaii to Alaska. As we crossed the North Pacific High, we were becalmed in thick fog and surrounded by lots of fishing trawlers. We had to keep watch permanently on radar while maintaining course.

Aventura IV had two entirely independent B&G autopilots, which we used intermittently to ensure that both were in working order. Aventura Zero had a sophisticated emergency backup with an entirely separate second autopilot. In case of a lightning strike, the system was entirely insulated from the rest of the boat. It included an autopilot processor, ram and rudder sensor, Triton display unit, GPS and wireless wind sensor. An emergency 1,200-Ah battery, charged by a Sail-Gen hydrogenerator or the solar panels, could supply electricity not only to the autopilot and backup instruments, but also to the service and propulsion batteries if necessary. It was the ultimate belt-and-suspenders concept, in line with my almost obsessive cautious mindset.

The system proved its worth in Seville, Spain, when the adjacent dock was struck by lightning. The charge travelled through the water and reached the propellers. It put the entire propulsion system out of order. But the boat’s electrics and electronic equipment, which were not connected to anything else on board, were not affected.

I have always considered myself to be a lucky person. After 200,000 miles, I believe that the saying “fortune favors the bold” should be followed by “provided it is backed by a strong sense of prudence.” 

The post The Art of Lateral Thinking Under Sail appeared first on Cruising World.

Beneteau has pulled the cover off the First 60 concept, marking the 50th anniversary of its First line with a bold new flagship that blends performance sailing with long-range comfort. Unveiled at Boot Düsseldorf, the 62-foot design is the largest First ever built and signals where one of sailing’s most storied performance brands is heading next.

Designed by Biscontini Yacht Design with Lorenzo Argento responsible for both the exterior and interior styling, the First 60 targets sailors who want speed and responsiveness at the helm without giving up the livability needed for extended cruising.

Beneteau describes the boat as “crafted for sailors who seek intensity, precision at the helm, and the satisfaction of fine-tuning every detail,” positioning the First 60 squarely in the crossover space between race-bred performance and true cruising capability.

A performance platform with offshore range

From the dock, the First 60 presents a clean and modern profile defined by long waterlines and minimal visual clutter. Argento’s exterior design pares the boat back to essential lines.

For sailors used to covering long distances, the deck plan reflects serious thought about how boats are actually sailed offshore. The Walk-Around Winch Island places running rigging in a centralized and protected location, keeping sail handling efficient and secure. A captive mainsheet winch and Park Avenue boom are intended to make sail handling more precise and less physically demanding, especially when short-handed.

Adaptive helm ergonomics are shaped around the sailor’s natural posture, an important detail for long watches behind the wheel. According to Beneteau, the goal was a cockpit that supports both high-intensity sailing and endurance cruising.

Beneteau says the First 60 is the only yacht in its size range to divide the cockpit into three distinct zones (Sailing, Dining and Relaxation), allowing crews to trim sails, share meals, or unwind without interfering with one another.

Interior designed for life underway

Belowdecks, the First 60 is laid out to support real life at sea. The main salon combines a forward-facing nav station with a dedicated seating area, allowing watchkeepers and off-watch crew to stay connected without crowding the workspace.

The full-beam galley is designed around long work surfaces and integrated storage, a layout that will matter to sailors who cook regularly underway and need secure footing and easy access to provisions.

Forward, the owner’s cabin is one of the standout features. A walk-around, forward-facing berth, abundant natural light, and broad sea views aim to make it a comfortable retreat after long days on passage.

Argento’s interior styling carries the same aesthetic found on deck, blending warmth with modern materials for a look that is meant to remain current well beyond the boat’s launch cycle.

Built for a connected owner community

Beneteau is also positioning the First 60 as a gateway into its broader First owner ecosystem. The builder says owners will receive personal guidance during configuration, support throughout construction, and long-term backing through its Premium Service program.

Final thoughts

With a 62-foot length overall, nearly 50,000 pounds of displacement, and CE Category A certification, the First 60 is designed for serious offshore work as well as fast coastal sailing.

The concept signals Beneteau’s intent to keep the First name relevant to sailors who want both exhilaration and endurance. For long-range cruisers who still care deeply about how a boat sails, the First 60 suggests that performance and passagemaking do not have to be separate paths.

The post Beneteau Unveils the First 60 appeared first on Cruising World.

With bows pointed west and months of preparation behind them, the World ARC 2026-27 fleet officially got underway January 10, departing Saint Lucia to begin a 15-month circumnavigation of the globe.

The start came at midday local time in steady northeast trades of about 15 knots, ideal conditions for the opening leg to Panama. For many aboard, simply crossing the start line marked the fulfillment of a long-held dream years in the making.

“I’m so excited. I can’t wait to start the trip across the Pacific, and going through the Panama Canal is going to be a blast,” said Tommaso Amadori of Cashew ahead of the start. “The group is amazing, and the organization is fantastic.”

For long-range cruisers, the days and weeks leading up to departure are often as demanding as the miles at sea. In Saint Lucia, crews focused on final systems checks provisioning and mental preparation.

“You need to get the boat ship shape for what’s coming,” Amadori said. “It’s a big job mentally and physically, but the reward is amazing.”

That mix of hard work and shared anticipation defines the opening chapter of World ARC. While some crews are new to organized rallies, many have crossed oceans together before through World Cruising Club events. Regardless of background, the Saint Lucia start brought together a new fleet bound by a common goal.

Seminars, safety briefings and social events helped establish that sense of community, supported by World Cruising Club along with the Saint Lucia Tourism Authority and Events Saint Lucia. IGY Rodney Bay Marina served as the fleet’s base, offering a practical and welcoming launch point for the adventure ahead.

Over the course of the rally, boats will visit 19 countries. Many stops are places rarely reached by travelers arriving by air, a key draw for sailors seeking deeper engagement with the places they visit.

Flexibility is also built into the program. Some crews plan to pause midway, effectively taking a cruising gap year before rejoining a future edition of the rally. For many long-range sailors, that adaptability mirrors the reality of cruising life, where plans evolve with weather, family and opportunity.

The 2026-27 fleet reflects the diversity of today’s cruising community, including eight family crews and seven doublehanded teams. Different boats, different backgrounds and different sailing styles converge under the shared challenge of going all the way around.

“This has been a dream for decades,” said Will Lee of Sea Wisdom II. “I’m really looking forward to doing it with my wife Chloe and sharing this experience with everyone in the fleet.”

Later this month, the boats will transit the Panama Canal, a milestone that marks the beginning of the 10,000-nautical-mile Pacific crossing. For cruising sailors watching from home, the fleet’s departure is a reminder that big voyages are built on careful preparation, strong community and the willingness to finally cast off.

The post World ARC Fleet Begins 15-Month Circumnavigation appeared first on Cruising World.

In an Atlantic crossing, whether racing or cruising, the ocean rewards preparation, patience and sound judgment. As competitors ready themselves for the 2026 RORC Transatlantic Race from Lanzarote to Antigua, three of offshore sailing’s most accomplished navigators are studying the same weather systems that shape any east to west passage. Their approaches may be sharpened by competition, but the lessons translate directly to long range cruising.

Chris Jackson, RORC race officer and an eight time Atlantic crosser, sets the strategic backdrop. “On current forecasts the weather outlook for the RORC Transatlantic Race this year is looking good,” he said. The trades appear well established, with a lighter wind exit from the Canary Islands before settling into steadier downwind conditions farther west. For cruisers, that familiar pattern reinforces the value of patience early on, resisting the urge to force speed until the trades fully fill in.

Jackson also points to factors cruisers know well. Isolated squalls may pepper the course, and much of the route is shaping up as a VMG run close to the rhumb line rather than a deep dive south. For passagemakers, that underscores the importance of balancing miles sailed against comfort and consistency, not simply chasing stronger breeze.

Juan Vila, navigating the Carkeek 45 Ino Noir, brings a perspective that resonates strongly with cruising sailors. Having navigated everything from America’s Cup yachts to record setting maxis, Vila emphasizes that boat speed dictates strategy. “On a fast boat you sail from one weather system to the next,” he said. “On a smaller boat you wait for the weather to come to you, so positioning becomes far more important.”

That mindset mirrors the reality aboard many cruising boats. Rather than hunting distant forecasts, Vila focuses on medium-range models, currents and the evolving shape of the trades. His advice applies offshore as well. Study how wind belts shift day to day, watch current flow and be ready to adjust course slightly to stay in pressure. Flexibility matters. “That flexibility is huge,” Vila said, noting how VMG sailing early and efficient reaching later can make a meaningful difference.

Vila also stresses instinct. “When you are in island shadows or playing squalls, you trust what you see,” he said. Cruisers threading squall lines at night or managing acceleration zones downwind know that no model replaces eyes on the water and experience built over miles.

At the other end of the spectrum is Will Oxley aboard the Baltic 111 Raven, a yacht capable of sustaining speeds that most cruisers will never see. Yet his core principles remain familiar. “The fundamentals of routing don’t change,” Oxley said. “Every boat has a polar and you run routings against that.”

For cruisers, the takeaway is knowing your own boat. Understand realistic speeds loaded for passagemaking and factor sea state into decisions. Oxley routes to avoid rough water even if it means sailing farther. That tradeoff will sound familiar to any crew choosing comfort and safety over shaving a few hours off an ETA.

Oxley also highlights the importance of understanding weather data rather than simply consuming it. “You must understand why they are showing what they show,” he said. High resolution models are powerful tools, but interpretation and context remain critical. New AI-based models may extend forecast confidence, but judgment still matters most.

Miles Seddon’s world aboard the MOD70 Zoulou is defined by speed and immediacy, yet his insights echo classic seamanship. “It looks like getting into the trade winds quickly and avoiding a ridge of high pressure north of the rhumb line will be key,” he said. For cruisers, that reinforces the classic Atlantic goal of finding sustained pressure and staying out of light air traps.

Seddon emphasizes discipline at speed. “We set clear limits on wind strength and direction before maneuvers,” he said. Long distance cruisers may not jibe at 30 knots, but preplanning sail changes, squall tactics and rest schedules is just as important when shorthanded.

Across three very different boats and mindsets, a common thread emerges. Data informs decisions, but experience refines them. Whether waiting for the weather to arrive, protecting the boat in big seas or committing to a conservative line through uncertain forecasts, the Atlantic demands respect.

As the RORC Transatlantic fleet prepares to depart Lanzarote, us mortal cruisers watching from afar can take comfort in a familiar truth: The same trade winds, squalls and currents shape every crossing. The best outcomes come from patience and preparation, and making every decision with the long view in mind.

The post How Top Race Navigators Read the Atlantic and What Cruisers Can Learn appeared first on Cruising World.

The Cruising Club of America has named British sailor Pete Hill as the recipient of its 2025 Blue Water Medal, recognizing more than 50 years of long-distance voyaging defined by simplicity, self-reliance and a deep commitment to life at sea.

Established more than a century ago, the Blue Water Medal is the CCA’s highest honor, awarded for exceptional seamanship and adventure by amateur sailors. Hill, 75, joins a lineage that includes Bill Tilman, Bernard Moitessier, Eric and Susan Hiscock, and Sir Robin Knox-Johnston.

Hill was notified of the award while cruising in New Caledonia. “I am blown away by this,” he said. “This is such an honor.”

Over five decades, Hill has completed extensive ocean passages aboard a succession of small cruising sailboats, many of them built or heavily modified by his own hand. Central to his philosophy is the junk rig, a low-tech sail plan he has repeatedly proven across the world’s oceans. His approach has resonated with a community of sailors who value seaworthiness, repairability, and independence over complexity.

Hill’s offshore career began in the 1970s aboard a self-built 27-foot Wharram catamaran, which he sailed with his first wife, Annie, on a demanding North Atlantic circuit in 1975. The couple later built Badger, a 34-foot plywood dory, and cruised widely in both hemispheres, reaching from Greenland and arctic Norway south to the Falkland Islands, South Georgia, and Gough Island before returning north via Baffin Island and eventually sailing to Cape Town.

He later designed and built China Moon, a 38-foot junk-rigged catamaran, and spent five years cruising the high latitudes of the South Atlantic, including Cape Horn, the South Shetland Islands, Tristan da Cunha, and South Georgia. After selling the boat, Hill delivered her solo from Baltimore to Brazil in 41 days, then sailed nearly 10,000 nautical miles from Brazil to Tasmania with the new owner.

Hill also tested himself in organized ocean racing, finishing second but last in the 2006 Jester Challenge aboard a Kingfisher 22.

Subsequent projects included converting a Freedom 33 to a junk rig and cruising extensively in Brazil with his second wife, Carly, while contributing a multi-part cruising guide to Brazil for the Royal Cruising Club Pilotage Foundation. He later built Oryx, another junk-rigged catamaran, and crossed the South Atlantic from Brazil to Cape Town.

Hill’s life afloat has not been without tragedy. In 2015, Carly was lost overboard off South Africa. In the years that followed, Hill returned to sea alone, sailing singlehanded across the Indian Ocean to Mauritius and Australia.

During the pandemic, Hill and his partner, Linda Crew-Gee, built Kokachin, a junk-rigged schooner. Her first voyage included a North Atlantic crossing, cruising in the Caribbean, and a circumnavigation of Newfoundland. When China Moon unexpectedly came up for sale, Hill bought her back. After a refit in Tasmania, he and Crew-Gee departed for New Zealand in 2025, surviving a severe Tasman Sea storm that damaged the boat and required six days of continuous hand steering.

Hill and Crew-Gee are now cruising in the Pacific.

In honoring Hill, the CCA cited not only the scale of his voyages, but also his lifelong commitment to simple construction, practical seamanship, and boats designed to be understood and maintained by their owners. His career stands as a reminder that ocean cruising remains as much about judgment and resilience as technology.

More information on Hill’s boats and voyages can be found at junkrigventures.org.

The CCA also named five other 2025 award winners for their adventurous use of the seas, including Tamara Klink (Young Voyager Award); Philip “Greg” Velez (Rod Stephens Seamanship Trophy); Peter Willauer (Diana Russell Award); Christopher and Molly Barnes (Far Horizons Award); and Doug and Dale Bruce (Richard S. Nye Trophy).

The post Pete Hill Awarded Cruising Club of America Blue Water Medal appeared first on Cruising World.

The call of the open Atlantic is about to get louder. On Tuesday, Jan. 6, Belgian skipper Quentin Debois is scheduled to depart Cadiz, Spain, on an ambitious solo attempt to break the world record for an east to west Atlantic crossing aboard a Mini 6.50.

Once Debois crosses the official starting line between Puerto Sherry and the port of Cadiz, an on-site commissioner from the World Sailing Speed Record Council will start the clock. From there, the course stretches roughly 4,500 miles to San Salvador in the Bahamas. To set the record, Debois must complete the crossing in under 30 days, a feat that would make him the first Belgian sailor to hold the solo Atlantic record in the Mini 6.50 class.

After arriving in Cadiz on Dec. 22 for final preparations and weather standby, Debois and his team now have the conditions they were waiting for. Forecasts show favorable winds toward the Canary Islands with seas of about 8 feet, conditions well suited to high-performance sailing. Strong trade winds are expected to allow a fast westward turn after the required passage to starboard of Gran Canaria, with an anticipated four-day run to the Canaries.

Farther offshore, conditions across the central Atlantic appear stable, setting the stage for an aggressive but calculated opening phase.

“I am completely ready and calm for the start,” Debois said. “My boat is also completely ready, checked down to the smallest detail. All that remains is to give the hull a final clean so seaweed does not slow the boat down, and to load the [30 gallons] of water I will need for the crossing.”

Though alone on board, Debois will not be sailing without support. Each day, he will check in with shore-based router Basile Rochut, who will analyze weather models and routing options.

“As soon as I set sail, I will check in every day with my router Basile Rochut, who will be my co-pilot from land,” Debois said. “The goal is to get off to the best possible start because we do not know what lies ahead.”

Rochut emphasized that the skipper remains firmly in command. “Every day, I will send Quentin routings and comments on the strategy,” he said. “Quentin will be able to view them, give his opinion and make his choices. It is always the skipper who makes the final decisions on board.”

Debois expects to hand steer between eight and 10 hours a day, using the autopilot only for short rest periods of about 20 minutes. Safety remains central to every decision.

“To succeed in this challenge, we want to stay close to areas of strong wind, but always within reasonable limits,” he said. “It is the good sailor who has the final say over the competitor. The first thing I have to think about is the safety of the boat and myself.”

While his target time is an ambitious 27 days, Debois is realistic about the variables. Technical reliability, human endurance, routing decisions and a measure of luck will all play decisive roles.

“I will be alone on the boat, but ocean racing is a real team sport,” Debois said. “If we break a record, it will be a team victory.”

Regardless of the outcome, Debois is already looking ahead. In June 2026, he plans a west to east Atlantic record attempt from New York to Lizard Point in England, a shorter but often more demanding route. Long term, he hopes these projects will form the foundation of a professional offshore racing career.

For now, the mission is simple. Cast off the dock lines, point the bow west and settle into the long rhythm of solo sailing across the Atlantic.

The post Belgian Skipper Sets Sail to Chase Solo Atlantic Record appeared first on Cruising World.

ARC+ 2025 concluded in Grenada with a festive prizegiving that marked the end of a two-leg Atlantic rally spanning more than 2,900 nautical miles and uniting sailors from around the world.

The rally brought together 84 yachts and more than 400 crew for a staged crossing that began in Las Palmas de Gran Canaria, continued to Mindelo in the Cape Verde Islands and finished in Port Louis, Grenada. Along the way, crews experienced the blend of seamanship community and adventure that defines the ARC+ format.

The prizegiving opened with welcomes from Shanai St Bernard of the Grenada Tourism Authority and Zara Tremlett of Port Louis Marina, recognizing both the sailors and the shoreside teams that support the rally. Awards followed across cruising multihull and special recognition categories.

Multihull and Cruising Standouts

In the multihull division, Enjoy The Silence of Belgium took first place in Class A and multihull line honors, completing the second leg in 10 days 4 hours and 38 minutes. Kotare of Guernsey secured first in Class B.

“I still can’t believe that we’ve actually done it,” said Kotare sailor Dan Simpson. “It’s been two years in the planning and I’m so proud of us for seeing it through. It will be life-changing for us as a family.”

Cruising division honors went to Dawnbreaker of Sweden, which claimed Class A and cruising line honors. Ursa Major of Norway topped Class B, Lala Salama of Great Britain won Class C and Morning Bird of Great Britain led Class D.

“We are very very happy right now,” said Ursa Major skipper Raymond Saelen. “It was a really good experience and really enjoyable. We had nice conditions for the Atlantic crossing and it was so fun.”

Spirit Awards and Family Achievements

Beyond speed and standings, ARC+ also recognized the human side of ocean sailing. Fleet-nominated honors included Tangaroa for Most Beautiful Yacht, Dawnbreaker for Social Media Award and adversity awards for Canopus and Miss U. The Spirit of the ARC+ Rally went to Fortuitous for outstanding support of fellow sailors at sea.

Double-handed crews were also celebrated, including Eveline, whose crew completed the crossing in under 14 days. “It was too short,” Linn from Eveline joked. “We like to be out on the ocean.”

A record 48 children crossed the Atlantic with the fleet this year. Each received a medal and certificate, with special recognition given to Skye and Bee aboard Blue Ocean for caring for ARC+ mascot Archie the Monkey during the voyage.

Giving Back Along the Way

The prizegiving also highlighted the Positive Impact Fund, a World Cruising Club charity launched in 2025. In recognition of the 40th ARC anniversary, nearly £10,000 will be donated to projects including junior sailing in Carriacou, the Grenada SPCA and humanitarian relief efforts in Cape Verde.

What Comes Next

While the Grenada celebration marked the end of ARC+ 2025, many crews are far from finished. Some will cruise the Caribbean together, while others will continue on with World ARC or return to Europe with ARC Europe.

As World Cruising Club Managing Director Paul Tetlow summed up, “The prizegiving is all about celebration, but it’s also our opportunity to give thanks to the many organizations that help deliver ARC+ here in Grenada.”

The post ARC+ 2025 Wraps Up With Celebration in Grenada appeared first on Cruising World.

The first boat of the ARC 2025 fleet has arrived in Saint Lucia, with Nextgen by Jajo claiming line honors after a fast passage across the Atlantic from Las Palmas de Gran Canaria.

The Volvo 65 completed the 2,700-nautical-mile crossing in 10 days, 48 minutes and 51 seconds, leading the fleet in the 40th edition of the Atlantic Rally for Cruisers. The crew was welcomed dockside at IGY Rodney Bay Marina by World Cruising Club officials along with representatives from the Saint Lucia Ministry of Tourism and the Saint Lucia Tourism Authority.

“Line honors is always a special thing and it’s never easy,” said owner and skipper Jelmer Van Beek. “We knew we had the fastest boat, but you still need to execute it, so I’m really proud of the team.”

Van Beek credited consistent conditions for the quick passage. “We had fast sailing day in, day out. There was so much downwind sailing and we’ve really enjoyed it,” he said, adding that the Saint Lucian welcome was well timed after more than 10 days at sea.

While the ARC is primarily a cruising rally focused on safe and sociable ocean passages, Nextgen by Jajo is purpose-built for speed. The fully carbon fiber Volvo 65 routinely sails at speeds exceeding 20 knots, demanding constant attention from the crew.

“A Volvo 65 is my favorite boat, and I have crossed the Atlantic eight times on this boat,” Van Beek said. “It’s fast and powerful, but you always have to be alert. There’s a lot of force in the boat and it’s never easy.”

Formerly known as Team Brunel, the yacht also set a benchmark in the ARC in 2015, when it claimed line honors and a rally record at the time.

With the Atlantic behind them, the team plans to continue sailing in warmer waters before turning north again. “We’re really happy to be back in the Caribbean,” Van Beek said. “As a sailor, you follow the sun.”

Nextgen by Jajo is expected to head on to Saint Maarten for the Caribbean 600 and the St. Maarten Heineken Regatta before returning to Europe. Meanwhile, more ARC boats are closing in on Saint Lucia, where the docks will soon fill with crews celebrating landfall and reconnecting after weeks at sea.

With more than 800 sailors taking part this year, the 40th ARC promises a lively finish as the fleet continues to arrive ahead of the final prizegiving later this month.

The post Volvo 65 <i>Nextgen by Jajo</i> Claims ARC 2025 Line Honors appeared first on Cruising World.

The first yacht of the ARC+ 2025 fleet has reached Grenada, marking a major milestone in this year’s two-stage Atlantic rally. Enjoy The Silence, an Outremer 55, crossed the finish line at Camper and Nicholson Port Louis Marina on December 2 to an enthusiastic dockside welcome.

Sailing from Mindelo in the Cape Verde Islands, the crew completed the 2,200-nautical-mile second leg in 10 days, 4 hours and 28 minutes. Their finish time of 15:38 UTC put them well ahead of the rest of the ARC+ fleet and set the tone for the arrivals now unfolding in Grenada.

World Cruising Club officials were joined by representatives from the Grenada Tourism Authority and Port Louis Marina to welcome the crew ashore and kick off the post-passage celebrations.

“This is a special feeling for me,” skipper Jullien Jean said. “On one hand we are really happy because we have been pushing the boat to cross the line first, but I actually feel slightly deflated now that it is over. Perhaps I just need to do the next ARC+ because World Cruising Club is an incredible organization.”

ARC+ 2025 has delivered a mix of conditions across both legs. Light winds challenged crews sailing south from Gran Canaria to Mindelo, forcing many boats to search for pressure before reaching the trade winds. The second leg again began in lighter air but built steadily, with some crews reporting sustained winds above 20 knots during the past week.

Enjoy The Silence proved consistently quick throughout the rally. The Outremer 55 was also fastest on Leg 1, completing the 865-nautical-mile passage from Gran Canaria to Mindelo in 4 days, 15 hours and 5 minutes.

“We have a great crew on board and the boat is wonderful,” Jean said. “It provided us with comfort, security and performance for our voyage. Now, we are looking forward to exploring the island of Grenada and taking some time to clean the boat after our trip.”

More boats are close behind, including Bingera, another Outremer 55, followed by Dawnbreaker, a Kanter 64. With arrivals continuing through the coming days, crews will soon turn their focus from passagemaking to the social program and prizegiving, scheduled for December 11.

As is tradition with the ARC+, the days following arrival offer time to enjoy Grenadian hospitality, swap sea stories and cement friendships forged on a classic ocean crossing.

The post First ARC+ Yacht Arrives in Grenada appeared first on Cruising World.