A Voyage to Fulfill a Dream: text: & image: Margherita Pelaschier
Philippe Delamare, a professional French skipper, has signed up for the Global Solo Challenge with a dream he has been nurturing for some time: to circumnavigate the world. This dream was born during his childhood when he sailed alone on a dinghy in the Royan region of Charente-Maritime during family vacations. Each cape rounded, every bay crossed, were like vast oceans for him, making him dream of an epic journey around the globe. “I knew that one day I would go around the world. The GSC has swept away all resistance, setting the date for my departure.”
The first question a skipper without a boat asks is: which vessel will allow me to accomplish my round-the-world journey? Initially oriented towards a traditional Class40, Philippe chose a 1989 Actual 46 made of aluminum, more in line with his experience and personality. “I feel more comfortable on a robust boat, designed for long ocean voyages and less focused on competition. My primary goal is to complete the circumnavigation and finish the GSC. I’m not competitive. If I manage to make good time, I’ll be pleased, but winning is not my priority.”
When Philippe’s search began, he found the boat of his dreams thanks to a friend who builds aluminum boats in the south of France and with whom he had worked years earlier in New Zealand. “I bought this boat specifically for the GSC, but I also wanted a boat to sail on afterward. I am fascinated by the region of Ushuaïa, Patagonia, South America, and Antarctica. I love these places, so I wanted a boat that, after the circumnavigation and with some modifications to improve comfort, could continue to accompany me on other sea adventures.”
The Actual 46, with a length of 14.20 meters and a width of 4.20 meters, has a fixed keel (a mandatory feature in the IOR class) and a draft of 2 meters. Philippe estimates that its weight at departure will be around 9 tons. Designed by naval architect Jacques Fauroux, the boat was built by the Tinlan shipyard in the south of France, now closed. Jacques Fauroux, in addition to being an architect, was also a true racer and skilled helmsman, several times world champion in the Moth class. Originally from Cannes, Fauroux made a name for himself designing prototypes for regattas, one of which gave rise to the Neptune 625, a nimble and fast boat. He worked for a period for the Aloa shipyard before opening his own studio in collaboration with his two sons, Nicolas and Bruno. Fauroux is known for designing fast cruising boats, like Philippe’s, and is famous for the beauty and elegance of his creations. He has significant achievements such as the Gib Sea 68 and 90, which have had their moments of glory in many regattas. As for cruising boats, he is the creator of models like the Sun Rise and the Sun Charm. “I contacted Fauroux to see what he thought of the boat before buying it. He confirmed to me that, in his opinion, it’s an excellent boat, absolutely capable of going around the world,” Philippe recounts.
Philippe’s third boat is again named “Mowgli,” like the little wild protagonist of Rudyard Kipling’s “The Jungle Book.” “This name, to which I am very attached, has several explanations. One of them, a bit intellectual, comes from the story of this book that fascinated me as a child. Mowgli embarks on an initiatory journey through the world and the jungle; he opens up and discovers life and humanity. Also, it was the first animated film I saw at the cinema. I was born in 1963, and the film came out in 1967. For the little boy that I was, always running around playing in the woods, it was a revelation.”
“Then, at the age of 12, my parents bought me a 3.5-meter dinghy, and the model was called Mowgli. As an adult, I had a catamaran that I named Mowgli, and I set off to go around the world with my daughter and wife at the time. When we arrived at a port, that evocative name made people smile and created a positive first approach. I’m not superstitious at all, so I changed the name of my current boat, renaming it Mowgli, and my number for the GSC is 13.”
Philippe has kept all the structural parts of his boat: the aluminum hull, polyester deck, keel, and rudder, all of which remained original and professionally built by the Tinlan shipyard. “I wondered if I should install two rudders instead of one. I regularly work with the Pascal Conq studio, and I spoke with David de Prémorel, the current general manager of the Finot Conq studio. He advised against putting in two rudders. In his opinion, this modification would not have given me a significant advantage. So, I kept the original configuration.”
Philippe has completely redone the interior of the boat, which had been fitted out by the previous owner, and also revised the entire deck layout. Inside, he completely redid the electrical and hydraulic systems, plugged all the superfluous sea inlets in the hull. He also replaced the mast and rigging, with the indispensable help of the owner of the boat for which he works.
“For safety reasons, it’s preferable not to have too many holes in the hull. I only kept the three obligatory sea inlets for the log and depth sounder. There was already a single central ballast at the stern, but this prevented me from creating one of the five mandatory watertight bulkheads, so I installed two on each side, each of 330 liters, for better weight balance onboard. In the aft part of the boat, to starboard, I installed the watermaker, and to port, I positioned the electricity, inverters, and batteries.”
“As for electricity and electronics, I relied on the Société Elecsee de La Ciotat, professionals with whom I have been working for four years, in my profession as a captain. I wanted everything to be done professionally, according to the appropriate standards and methods. During navigation, I will have access to all plans and references. Everything will be cataloged to allow me to solve any problems that might arise. Pixel sur Mer, from Lorient, will complete the adjustments of the two automatic autopilots and the B&G system.”
Philippe will have access to various autopilot systems, essential elements for a solo navigator, without which he could not rest while sailing. In addition to the two complete and independent H5000 B&G autopilots and two compass sensors, he will also have a wind vane, EST, approved as a spare emergency rudder, which will act as a third pilot in case of electrical problems.
Philippe has completely redone the deck plan. “There are ropes and lines scattered everywhere,” he says, laughing. “The technicians from Harken de La Rochelle became passionate about my project and supported me a lot. Michel Sacaze, the technical-commercial manager, came on board regularly and helped me redesign, position, and size the winches and all the deck equipment. We moved all the maneuvers to the stern, leaving two winches near the mast. Everything was designed so that, in case of a winch failure, I can replace it with another. We provided the necessary redundancy.”
Constantly in search of simplicity, the French navigator designed Mowgli to be easily maneuverable from the cockpit to minimize exposure and ensure greater safety. He relocated the mainsail track to the stern, which previously was in the center of the cockpit and required stepping over to reach the rudder. Additionally, he extended the track to refine the mainsail’s adjustment. He then innovated the steering system by introducing a tiller and adding an extension to allow steering from the cockpit. “The boat is well balanced and pleasant to steer, even though I won’t do it very often.”
He mounted a non-structural, bright orange sprayhood, partly for budget reasons but also for practical purposes. Should the wind become too strong or in case of a storm, he can lower and close it, thus preventing tears or damage to the sprayhood. From underneath, visibility is limited, so Philippe will have to rely on radar and AIS, which he intends to keep constantly on during navigation.
After replacing the mast, Philippe also had to replace the sails. “I opted for an intermediate quality material that I’ll also use in my upcoming adventures: DCX, a polyester laminate with taffeta on both sides, supplied by Dimension-Polyant. It’s a practical, sturdy, durable, and easily repairable material. In addition to the mainsail, there are three furling headsails at the bow: J1, J2, and J3. I’ll alternate the use of these sails based on wind intensity, to preserve them and ensure their proper functioning. For downwind, I will use gennakers.”
Regarding energy production during his circumnavigation, Philippe mainly relies on two Watt&Sea hydrogenerators that he has already tested. According to his assessments, these devices are capable of effectively recharging the batteries in just four to five hours, considering his daily consumption. Onboard, he will carry spare parts for the most vulnerable components: the propellers and the top part of the shaft. “Van Den Heede, to whom I’m grateful for valuable advice and assistance, provided me with a flexible solar panel. I haven’t permanently installed it, but I’ll use it in case of electrical system problems. This solution will allow me to keep the batteries charged, use the autopilot for a few hours, and maintain communications. If I find myself in a critical situation, I can rely on the engine’s alternator, and I have 300 liters of diesel fuel available.”
As for communications, a crucial aspect for the peace of mind of his family and his four children, Philippe opted for the Starlink service for internet connection onboard. Regarding updates on weather conditions, he will use three different systems: Squid, Adrena, and weather files provided by the U.S. agency NOAA.
During his round-the-world trip, Philippe chose to forgo any comfort. He focused on what is strictly necessary to complete the journey, bearing in mind his limited budget, but also with the aim to simplify and minimize the risk of technical problems onboard. He won’t have a heating system but has planned the use of small USB-powered electric fans and an electric blanket. “I’m of Norman origin; I must return to my Viking roots and adapt. The only comfort I allow myself is a wonderful blue dentist’s chair in front of the chart table. It’s quite heavy, but it’s ideal for sleeping when the boat is heeled. Even though it might seem out of place, it’s very comfortable, and I bought it for only seven euros.”
The French skipper completed the 2000 nautical mile qualification in June, setting off on May 31 for a significant test navigation that lasted eleven days. Starting from La Rochelle, he sailed along a triangular course, going up to the northern tip of Ireland, then toward the tip of Brittany and the Bay of Biscay, before stopping in Lorient, from where he will depart for La Coruña.
“The qualification went well; I didn’t have any problems. This gave me a lot of confidence for my trip. There was only one glitch on the day of departure: a mainsail slug got stuck in the lazy jacks. I had to climb the mast at sunset to free it, but I managed to solve the problem. At first, I was very tired, so I rested for the first two days, focusing only on the essentials for navigation and safety and observing everything. I had the opportunity to really get to know the boat under ideal conditions, with winds between 20 and 25 knots. I tested the boat at all points of sail. It is built very well, although it tends to heel quite a bit.”
In July, Philippe dedicated himself to sailing in Brittany, where this year’s summer conditions were rather harsh. “I pushed the boat to the limit to understand how far I can go. I observed at what speed it becomes unmanageable. It’s not a boat made for planing; when it exceeds its hull speed, it behaves abnormally. I played the acrobat a bit, but it gave me the opportunity to get to know Mowgli better.”
After the qualification, Philippe did not feel the need to make any further changes to the boat. His to-do lists have been reduced, and he is now focusing on finishing and improving the details. He has installed Epirbs on board and purchased boxes for safety equipment. He slightly modified the kitchen, which is very basic, by adding small shelves to rest the pots. He plans to add more tanks for water and diesel supplies. He also devised a system to have a more stable small toilet area.
Philippe is not a cooking enthusiast. In his galley, half of the supplies will be freeze-dried products, while the other 50% will consist of essential foods and pre-packaged meals. He won’t, however, forgo small pleasures: he will make his own yogurt and have some wine and cheese with him, mainly for dinner. “I will emphasize variety. I won’t have predefined food pouches for every week but rather lists from which to choose. I’ll avoid consuming my favorite dishes right away, instead I will start with the ones I like less. I’ve also put chocolate on the list, thinking about 2-3 bars a week. And, to balance the lack of vitamins, I’ll have supplements.” Philippe has calculated the supplies based on the 170 days estimated by the GSC organization for his trip but has also planned extra provisions for another 20 additional days, in case of unforeseen circumstances.
As for sleep, Philippe’s vast experience as a captain has allowed him to develop the ability to fall asleep and wake up quickly. “I don’t impose a specific rhythm on myself, but I keep track of my daily sleep hours, ensuring that I’ve rested enough by the end of the week. This is to avoid excessive fatigue that could lead me to make mistakes. I’m someone who loves to enjoy life, and I want to fully live this adventure. Therefore, managing my sleep well is crucial.”
In addition to external collaborators and his family, who always support him and understand his desire to go to sea, Philippe introduced me to his team: key figures for his project, without whom he could not have realized it.
“I start with Jean-Pierre, my brother-in-law. He is not an expert in boats, but he has golden hands and an innate talent for mechanics. After buying my boat, he helped me start from scratch, allowing me to begin rebuilding the boat as I wished. As I said, I kept the structural elements of the boat, but redid everything else. Between July and December of last year, Jean-Pierre did the merciless job of dismantling everything that I no longer needed: the deck equipment and the internal structures. He was the one to kick off the work, and it is crucial for the project to start well. I am very grateful to him.
When I began working on the more technical aspects of the project, two people supported me: Catherine Chognot and Hugues Girod, known as “Hugo.” Both are different but indispensable. Catherine, a skipper from La Rochelle, took care of all the equipment and the deck plan. With extensive experience in the sailing world, she was also skipper of Gitana at the beginning of the 2000s, she was a blessing for me, for her expertise and precision. As they say in English, Catherine never cuts corners; she doesn’t look for shortcuts. Something is either right or wrong: sometimes she rightly asked me to redo certain details completely to achieve the best possible result. I appreciate her attitude very much.”
Hugues is an old friend, a lifelong companion. We worked together for six years in Brisbane, Australia. Since March, he’s been working with me full time and devoting 80% of his time to me. He is an engineer and a navigator, and while Catherine, in addition to her precision and attention, also relies on instinct thanks to her experience at sea, Hugo works with extreme precision, down to the millimeter. He redid much of the interior: the stairs, all the interiors, the bulkheads. He was the main creator of the plumbing system and the ballasts. His assistance is crucial, and I am very grateful for his support.
I also want to mention the owner of the boat for which I work and have known for 32 years, Jean-Paul Rivière, a prominent French industrialist. He supports me tremendously, even though he had to find a skipper to replace me until my return. We’ve crossed Africa, gone on mountain expeditions, and participated in the Paris-Dakar. Two years ago, aboard his yacht Nomad IV, we went to Antarctica. So many shared memories and adventures tie us, creating a very strong bond between us. He calls me every week to find out how my project is progressing. He’s the first person I would turn to if I had any problems. I confide everything about my life to him. If something were to happen to me, he would be the one to step in. I trust him as a person, but he is also technically very prepared, a true man of the sea. I’m grateful to him for his tangible support and his friendship.
A few months ago, Éric Barrat from SGAE, who runs a cargo and cruise ship service company in Le Havre, spontaneously became interested in my project after hearing my story. Among my friends, whom I thank for their closeness but don’t mention all, I want to extend special thanks to Dominique.
In this team, we might also include his boat Mowgli, which has a special place in his heart: “I listen to my boat, and I can tell if she’s tired or if she wants to go fast; I encourage her. I talk to my boat because I feel that she talks to me too. I refer to her in the feminine, despite the name Mowgli. We’ve made a pact: I’ll take care of her, and she’ll take care of me. Together, we’re ready to live this incredible journey around the world.”
The French skipper has clear ideas on how he will approach the race: “In my mind, I imagine the round-the-world trip virtually divided into four stages with four goals and four different transit times: from the start to the Cape of Good Hope, from South Africa to Australia, from Australia to Cape Horn, and from Cape Horn back to La Coruña. I’ve planned an average speed for the different stages that varies slightly. I hope, in the two stages in the Indian Ocean and the Pacific, to maintain a good speed that will allow me to reach Cape Horn ahead of my predictions.”
We look forward to seeing this fantastic French duo set off from La Coruña and tackle the first decisive stage of this meticulously planned and dreamed-of project: their start for the GSC is set for September 30th.