Vendée Globe Technology for the Everest of the Seas

On 14 January, Charlie Dalin crossed the finish line of the Vendée Globe 2024-25 race on MACIF Santé Prévoyance, with a record-setting time of 64 days.

The race began on 10 November 2024, when forty skippers took off from the starting line on the French Atlantic Coast to circumnavigate the world, a single-handed non-stop contest with no outside assistance and covering a distance of almost 24,000 nautical miles. The previous record, set by Armel Le Cléac’h on Banque Populaire VIII in the 2016-17 edition of the race was 74 days, 3 hours and 36 minutes, meaning that Dalin has taken a staggering 9 days, 8 hours, 12 minutes and 57 seconds off the previous reference. The youngest competitor this time was 23-year-old French sailor Violette Dorange, and the oldest was Jean Le Cam, at 65. This 10^th edition included 34 men, six women, and two skippers with disabilities, all taking on this incredible challenge with a smile. Clarisse Crémer and her husband Tanguy Le Turquais were each racing their own boats, which certainly qualified as a long-distance relationship.

The race started and finished in Les Sables-d’Olonne. The course required leaving the Great Capes to port: Cape of Good Hope, Australia’s Cape Leeuwin and Cape Horn. The time limit for the race is typically around 120 days. Sailors faced harsh weather, including high winds, huge waves, freezing temperatures and even icebergs.

THE BOATS

The Vendée Globe, unlike other singlehanded around-the-world races like the Golden Globe, features much bigger 60-ft. boats known as IMOCAS, which stands for International Monohull Open Class Association.These massive, complex sailing machines can reach speeds up to 36 knots. The IMOCA design rules allow for the maximum use of technology in rigging, sail handling, underwater appendages and electronics. This high-performance, lightweight monohull designed for speed—making it ideal for this intense, solo racing challenge.

The class has attracted some of the most talented and innovative naval architects in the world, and the designs of these boats often come from a handful of specialists who push the boundaries of performance. They include VPLP Design (Vincent Lauriot Prévost and Loïck Peyron), Guillaume Verdier and Farr Yacht Design. The construction of IMOCA 60s is carried out by a variety of specialized boatyards like CDK Technologies, Beneteau and Multiplast. The Open-60 class criteria is unrestricted in certain aspects, but a box rule governs parameters such as overall length, draft, number of appendages and stability, as well as numerous other safety features.

The IMOCA 60 is built to be extremely robust, with a focus on handling rough seas, high winds and violent impacts. The modern IMOCA 60s have a relatively flat bottom for reducing drag and a narrow beam for better hydrodynamic efficiency. The hulls of IMOCA 60s are built primarily from carbon fiber and composites, which are lightweight, strong and durable. The goal is to create a stiff, strong structure that can withstand extreme ocean conditions, while being as light as possible for speed. The hulls are designed to be as efficient and low-drag as possible in the aero- and hydrodynamic environment. In recent years, hull shapes have evolved to include features like plumb bows and wide sterns to improve performance and stability. These hull forms resist being stopped by waves, and instead go through them, often semi-submerged.

The boats are also equipped with safety features like reinforced hulls and watertight crash-resistant bulkheads. The layout is optimized for short-handed crews, offering enough space for resting, eating and managing the boat during the off-watch hours (when IMOCAS are used in short handed races).

The boat’s design includes features like self-tacking headsails, high-speed coffee-grinder-style winches and hydraulic sail controls, which reduce the physical stress on the crew while allowing skippers to focus on strategy and navigation. A lot of the teams are using rotating carbon-fiber wing masts with sections shaped like an airfoil to reduce windage and promote air flow.

All competitors are racing within the same fleet and are subject to the same rules. While most of the modern IMOCA 60s are equipped with hydrofoils, some older boats without foils are still able to compete. Two boats—Jean Le Cam’s Yes We Cam! and Damien Seguin’s Groupe APICIL—are among the few IMOCA 60s not using hydrofoils, relying instead on old-tech port and starboard daggerboards.

SAILING AT THE EXTREMES

While the cockpit looks like the most fun place on the boats, it is also the busiest as it contains a complicated assembly of human survival technology for three months of non-stop performance. It is not a very easy environment to live in—eating, sleeping and hygiene become luxuries in extreme weather conditions. The covered cockpit on the open ocean houses the winches, autopilot control, a super ergonomic chair and control screens that face the stern. During the preparatory boat tours you can see how there was even a race to design a skipper chair for each team. The chair needed to keep them secure and stable in the central control space, while also being able to recline and tune the boat from their positions. Everything is crammed with gear in the cockpit, even the seats are molded with impact foam and a swivel. Helmets are also onboard. The sailors train their alarms to wake them for a wind shifts, or different sound signals for various situations.

ADVANCED MARINE ELECTRONICS

The primary companies providing autopilot systems for Vendée Globe competitors are Raymarine, NKE, B&G and Simrad. These companies offer highly advanced systems that provide precise control, reliability and integration with other navigation technologies to meet the extreme demands of the race.

Autopilots in IMOCA 60s are often integrated with navigation software that allows the sailor to plan and adjust race strategies, monitor weather conditions and route options. These autopilots use a combination of wind sensors, GPS and gyro-compasses to steer the boat autonomously, adjusting the course based on the current conditions and pre-programmed strategies—making sailing safer over long stretches of ocean. This helps the vessels to have a seamless sail trim integration in conditions when the sailor needs to rest, eat or sleep.

Each competitor has primary and secondary redundant systems of the cockpit tech in the IMOCA. The station has two separate NMEA buses, two wind sensors, two autopilot computers, weather routing software and an array of cameras everywhere that create a 360 degree view for skipper inside. NMEA is a communication standard used in the maritime industry for connecting engines, instruments and sensors on boats. Each team customizes their user experience so it is easy to use all of the data circulating throughout the boat.

KEY DETAILS

Multipoint sensors. Many leading teams in the Vendée Globe, including both veteran and rookie sailors, use NKE’s Nemesis™ displays, as they are part of the standard outfitting for IMOCA 60 boats. Radar monitoring, water sensor, sleep alarm, keel control, keel camera, spare warning, keel angle data and water ballast are just some of the various data points that are constantly flashed on those screens.

Bandwidth management. Due to the limited nature of bandwidth in certain remote regions like the Southern Ocean, the use of Starlink is often carefully managed. Critical updates such as weather data (GRIB files), race position updates and communication with the race office take priority, while non-essential data such as media uploads or social media activity is  minimized to save bandwidth. The connection is crucial for monitoring real-time data, including race position, weather conditions and updates on competitor progress. This is essential for strategizing and adapting to changing conditions with less focus on the waterline as they fly over the waves.

Collision prevention. The risk of collision at sea is a major cause for concern among skippers. “Oscar” or Sea.ai is a machine vision system that uses day and thermal cameras to detect potential collisions at sea, acting as an extra set of eyes for solo skippers, especially at night. It alerts sailors to hazards like vessels, debris or marine animals through visual warnings and location data. Developed by Raphaël Biancale and his team, the Oscar package enhances safety and reduces the risk of race-impacting accidents.

Weather buoys. All the Vendée offshore sailors are participating in the Odyssey project, where, at different points of the race they are deploying weather buoys and collecting atmospheric pressure measurements, to not only enhance their own weather and ocean forecasts but also collect data for ocean observation as a contribution to civil society.

RIG, SAILS AND PARTICULARS

In the Vendée Globe, the boats typically have a masthead rig which allows for more greater sail area, and therefore more power. The sails are highly specialized, made of carbon and Dyneema—optimized for performance in various wind conditions. There is no fixed limit on the number of sails a boat can carry, however, the sails must adhere to the measurement rules set by the IMOCA class with an easy reefing system. In this 2024 edition, many teams have opted for 4T FORTE™ and are the “green sails.” They are engineered sails for highest standards in terms of environmental impact and recyclable options. Glues, resins and solvents have been replaced by heat fusion and the base polymer is 100 percent recyclable in a standard waste separation process.

The IMOCA 60 must have a canting keel—a keel that can tilt from side to side—to provide additional stability, while some designs allow for water ballast—additional weight—to be added, but the amount is restricted by the rules. Features like watertight bulkheads, self-righting systems, water maker, emergency steering and essential safety gear such as a life raft, survival suit, EPIRB, PLB, fire extinguisher, first aid kit are essential. The boats are designed to be as autonomous as possible, allowing the solo sailor to handle all aspects of the boat alone, but the skippers do keep multiple dormant systems for navigation, communication and weather forecasting in case one fails. Ellen MacArthur, who finished second in the Vendée Globe 2000-2001, said, “Solo sailing is a bit like looking after young children. The boat demands attention at all times, especially at night, and when it wants attention it wants it now, not in the morning or when you have finished your meal.”

The racers are allowed a small diesel engine for use in an emergency. Many use advanced energy systems like hydro generators or solar panels to save the weight of fuel for the brutal race, while ensuring that the boat has enough power to run their systems during long periods. The gearbox is sealed, but if the gear is engaged they are disqualified. Carbon composite is used to construct the hulls and everything else is carbon fiber, including the toilet, life raft, bunk and steering wheel. The top speed of some foil-borne boats is 36 knots. With foiling technology improving rapidly, it will not be long before these records will be broken.

ENVIRONMENTAL RESPONSIBILITY

Gladly, there is a strong emphasis on reducing carbon emissions and improving the boats’ ecological footprint. Competitors are required to follow strict rules for waste disposal and recycling onboard. The ultimate goal is to balance cutting-edge technology and innovation with the safety of the solo sailors who undertake this extreme challenge with a broader trend within ocean racing to manage high performance with sustainability, which means using renewable energy sources for onboard power as well as to reduce the use of harmful materials in construction.

The Vendée Globe Foundation was also created last year to fund scientific research to preserve marine ecosystems, while establishing exclusion zones at Azores and another at Cape Verde. These Biodiversity Protection Zones are identified as breeding, feeding areas or migratory routes for marine megafauna, which competitors will not race through.

ANTARCTIC EXCLUSION ZONE

The race organization has implemented an ice limit, or Antarctic Exclusion Zone, which consists of a series of GPS coordinates that boats must stay outside of, to avoid penalties. This limit is set by the race committee in collaboration with meteorologists and glaciologists, who track the movement of icebergs and their drift—factors influenced by currents and shifting sea levels—throughout the race. Spanning the Antarctic region as well as the Pacific and Indian Oceans, the ice limit is initially communicated to competitors up to a month before the race begins, allowing for careful planning. However, the limit is dynamic and can be updated up to 10 times during the race to respond to real-time data. With cutting-edge technology from CLS, a subsidiary of the French Space Agency, providing satellite-based iceberg detection and drift monitoring, the race remains as grueling and awe-inspiring as ever, challenging competitors to navigate the ever-changing, unpredictable forces of nature.

2024-2025 COMPETITOR UPDATES

At the time of writing, the front pack is Charlie Dalin (winner), Yoann Richomme (second place), Sebastien Simon and Thomas Ruyant but the challengers are pushing hard. Keep an eye on the official race platforms for the most accurate real-time updates.

Most boats have already crossed key milestones, including rounding Cape Horn, which marks the halfway point for the competitors as they make their way through the most challenging part of the course and the final leg up the Atlantic. Given the nature of the race, regular checks on the competitors’ safety are made through satellite communication. Any serious issues, like damage to the boats or emergency situations, result in rescue operations or race retirements.

YANNICK BESTAVEN WITHDRAWS

So far, five boats have unfortunately withdrawn from the race, including the previous Vendée Globe winner of 2020-21 Yannick Bestaven, who co-designed the Watt and Sea hydrogenerator that powers racing boats, with Eric Tabarly. On 27 December 2024, a major failure in the steering system of the IMOCA Maître CoQ V could not be repaired, which was the last straw after a squall exploded his FR0 sail and damaged starboard foil. His technical and sporting director, Jean-Marie Dauris, his boat captain, Stan Delbarre, rigging specialist Yvan Joucla, composite expert Ludo Bosser, and onboard electronics engineer Arnaud Chaigne, have all flown to Argentina to assist him in his recovery.

HOW TO STAY SANE AT SEA

This race is about endurance and adrenalin, which requires that sailors look after their bodies and minds while being comfortable in gnarly conditions.  Some of the sailors read, listen to music and podcasts and write in a journal on their journey. French sailor Tanguy Le Turquais on Lazare loves to sail with music filling his cockpit. He says, “Sailing without a soundtrack is like watching a movie with no voices.” I wonder what his mixtape sounds like?

While sailing along the Antarctic Exclusion Zone, Sébastien Marsset and Conrad Colman spotted an iceberg close to their route—turning what could have been a magical moment into a terrifying one. These sailors are a different breed all together, they must balance their performance and stress—but how do you know when to stop pushing too hard?

SAILORS FROM JAPAN AND CHINA

While the Vendée seems to be full of French sailors, there are also a few competitors representing the Asian continent.

Do look out for Kojiro Shiraishi, a Japanese sailor, and also the first Asian who is on his second go at the Vendée Globe race. Even more incredible is the spirit of Jingkun Xu, one of China’s top sailing athletes competing in para as well as non para events equally, who has set records internationally and is also his country’s sweetheart!

DAMIEN SEGUIN

In 2020, Damien Seguin became the first disabled skipper to participate in the Vendée Globe. He finished in seventh place after 80 days at sea and became the first differently abled skipper to complete with the same rules as an able person. Seguin was born without a left hand and finished that race in a pirate costume. These guys are just legends.

REALTIME GRIT

The last Vendée Globe was held during the COVID-19 pandemic. The current one showcases not only the resilience of the sailors but also the raw, unfiltered drama that unfolds in almost real-time. With onboard cameras now offering a window into the chaos, we witness lightning strikes, dramatic broken spars and near-miss moments, like Clarisse Cremer battling debris, and Nicolas Lunven being forced to navigate manually.

Breathtaking stories of survival occurred when Guirec Soudée miraculously returned after going overboard at Cape Horn to disengage his Code 0 from his keel, while Herrmann’s encounter with a fierce storm left him with broken instruments, flashing alarms and a crippled keel system. Pip Hare’s Medallia dismasted 800 nm south of Australia, when she was in 15th place. Hare jury-rigged a sail with a windward outrigger and made it safely to Melbourne in 15 days.

Amidst it all, Charlie Dalin made his mark, crossing the equator in a testament to the grit and determination of these exceptional sailors and there are predictions saying he could finish the race in almost 66 days. Yoann Richomme and Sam Goodchild are pushing to close the gap with Charlie, while Justine Mettraux has caught up to the top ten. The race, full of highs and lows, reminds us of the unpredictable forces of nature and the unwavering spirit required to conquer them.