High Latitude Challenge 2026 - 2027

In recent years, voyages to high latitudes have become increasingly popular among sailors attracted to more remote destinations. The most challenging among them, the Northwest Passage in the Arctic, and, at the other extreme, the Antarctic Peninsula, recorded in 2024 the largest number of visiting yachts in any one year.

To mark the 40^th anniversary of the ARC transatlantic rally, its founder Jimmy Cornell has launched an event aimed at anyone interested in joining other like-minded sailors on a voyage to those exciting high-latitude destinations, Antarctica and the Northwest Passage.

Jimmy Cornell has sailed twice to those destinations and has planned the route of the High Latitude Challenge to benefit from favourable wind and weather conditions, as well as safe seasons, along the entire route. Two essential factors that were taken into account are the best time to sail to Antarctica (January – February), and to transit the NW Passage (July – August). Equally critical is avoiding the tropical storm seasons in both hemispheres.  The resulting clockwise route, starting in September 2026 from Cherbourg, in France, would encounter favourable conditions all along this exciting voyage.

The High Latitude Challenge has been conceived as a rolling event that can be joined and completed at any point along its route. There will be recommended meeting points at Ushuaia, before the start of the leg across the Drake Passage to Antarctica, and at Dutch Harbor, before the start of the transit of the Northwest Passage.

Arrangements will be made at two logistical hubs with good service facilities, Mar del Plata in Argentina, and Honolulu in Hawaii. Participants will enjoy the benefits provided by marinas, yacht clubs, boatyards and workshops associated with the event.

Participants from the US east coast could leave earlier from Newport, R.I., and join the start in Cherbourg. In 2027 the Challenge will be expanded to give the opportunity to sailors from the US west coast, Australia, New Zealand, China, Japan, and other countries, to join the event at either Honolulu or Dutch Harbour.

Anyone interested in joining this event should send an email to info@cornellsailing.com with “Challenge” as subject and will be sent a form to have their eligibility approved.

 

High Latitude – FAQS

 

What role will Cornell Sailing play in the High Latitude Challenge?

In contrast to previous sailing rallies organised by Cornell Sailing, because of its more demanding route and sailing conditions, the HLC has been conceived as a rolling event, where participants can join and leave the suggested route at any of the designated transit points. The role of CSL will be limited to providing the framework and timing of the event by acting as coordinators.

Will there be a CSL representative at each stop?

Because of our concern for the environment we have decided to use for the HLC a different format compared to our previous transatlantic and round the world rallies.

This is the main reason why the HLC has been conceived as a rolling event where participants can join and leave the suggested route at any one point. This will give participants a higher degree of flexibility and freedom of choice compared to structured events such as transatlantic or round the world rallies.

Are the suggested stops along the route mandatory, or can they be bypassed depending on conditions?

The concept of the HLC is that of a rolling event, and participants are free to decide where to join, how to sail to the next intermediate port and where to stop.

Our role as coordinators – and our first priority – is to ensure your safety and enjoyment of this unique event.

Will all participants depart on the same day and time?

Ideally yes, but anyone will be able to decide for themselves whether to do it or not.

This is, after all a joint project, so we want you to meet and get to know each other at the start.

From there on the timing is quite flexible, but both at Ushuaia/Puerto Williams, and Dutch Harbor, we would prefer for you to make an effort to meet up with rest.

What minimum average speed needs to be maintained to follow the schedule and take into account some margin for regular boat maintenance?

We shall be sending all registered participants a breakdown of the entire route into individual legs showing approximate distance, suggested dates of departure, ETA at next port at an average 5 or 6 knots, etc.

The entire route of 24,250 miles can be sailed in 167 days at 5 knots, and 139 days at 6 knots, with sufficient time spent in ports along the route, including the cruise in Antarctica and transit of the Northwest Passage.

Will there be a limit on the number of participants?

Our initial doubt was whether to impose a minimum number in case there was not enough interest.

But now we have to consider the possibility of having too many boats, especially on the passage to Antarctica due to its sensitive environment and limited capacity in some of the anchorages. We shall certainly try to find a solution acceptable both to the participants, to CSL, and primarily to the authorities.

Is there a maximum time frame within which the challenge must be completed?

The timing of the various legs, as well as that of the passage to Antarctica and the transit of the NW Passage have been chosen carefully to ensure the best and safest conditions. This means that the arrival dates at Puerto Williams and Dutch Harbor need to be fixed.

We shall recommend an optimal finishing time and the number of days in the hope that the limit is not exceeded before the event is officially closed.

Will Cornell Sailing provide weather routing data and ice data to the participating boats?

We shall provide a subscription to PredictWind weather forecasts and are currently discussing with them the details of a similar arrangement as that which we had for the recently completed World Odyssey.

We shall recommend sources for ice charts in the Northwest Passage.

We shall not provide an individual routing service. That will be a personal choice.

What type of tracking will be provided by CSL?

We are working on that and participants will be informed within the next few weeks of the choice of tracking system that we have agreed upon and the necessary equipment. 

We can assure you that we shall have a tracking system that will be easily accessible to participants, family, friends and anyone interested in the progress of this event.

Are there specific tracking or reporting requirements for participants during the challenge?

We shall inform every participant on these requirements once the tracking system has been agreed upon.

What support will Cornell Sailing provide in getting visas and permissions for countries and Antarctica?

We shall endeavour to obtain the official permit needed for vessels sailing to Antarctica for the entire fleet.

We shall endeavour to do the same if such a permit will also be required for the Northwest Passage.

We shall not obtain visas for individual countries that have this requirement.

Is Cherbourg the mandatory departure port for all European participants?

Yes. The format of this event has been conceived so as to offer each individual participant the prerogative to decide for themselves when to join or leave the event, when to start a particular leg, whether to do it in company with other boats or on their own.

Will there be a recommended list of pilot books and charts?

We shall publish regular newsletters each dealing with one individual leg along the HLC route and giving details of services and facilities available at every suggested stopover port and any other useful practical information.

We shall recommend relevant guides for Antarctica and the Northwest Passage, also planning and practical manuals, but no charts as such.

Are there any recommended safety and navigation equipment recommended?

All recommended safety equipment will be listed in the HLC Rules. Any safety equipment considered as being essential will be mandatory. Participants will be required to send CSL a list of both mandatory and recommended safety equipment that will be on board when they join the HLC before payment of the entry fee.  

Do you have any advice on obtaining suitable insurance?

We may suggest using the services of the British insurance company Topsail, which has insured three of Jimmy Cornell’s previous boats.

Is there a minimum number of crew members required on board?

Two persons above 18 years when they join the HLC.

Will there be different categories or classes based on vessel type, size, or other criteria?

The only requirement will be the suitability of a particular boat to complete a voyage along this challenging route. The ultimate decision and responsibility for taking such a decision is that of the owner.

In certain cases where we believe that a boat should not attempt to sail to Antarctica, we shall discuss this matter with the participant and suggest a suitable alternative.

Will there be a minimum safety equipment standard for any participating crew or boat?

A complete list of mandatory as well as recommended safety equipment will be published in the HLC rules.

The mandatory equipment will be inspected before the start, or at the first port with an official CSL representative for those joining later.

What will be the participation fee?

Because of the reduced range of services provided by Cornell Sailing compared to our previous transatlantic and round rallies, the fee will be very reasonable.

For comparison, fees for the ARC transatlantic rally: one month – £1,500 to £4,500

ARC World/Oyster/ GLY World Odyssey round the world rallies: two to three years – £40,000 to £50,000

High Latitude Challenge: one year – EUR12,000 payable in three instalments.

What will be the fee if I join at Dutch Harbor/Canaries?

Fifty per cent of the overall fee – EUR6,000

When do you expect to re-start from the Canary islands?

3 October 2026

Can we spend a year in the Pacific so we join in 2026 and finish with the 2027 group?

Yes

What is included in the fee?

• Free port, marina and docking charges at the start and finish. The free docking period will commence three days before the scheduled start and three days following the vessel’s arrival in the scheduled finishing port.
• PredictWind subscription for the duration of the event and webinars on offshore weather forecasting.
• Tracking of the individual boat throughout the rally.
• Logistics assistance at the scheduled service stops at Mar del Plata and Honolulu.
• Antarctica permit.
• Monthly newsletters.
• The HLC banner.
• HLC souvenir logbook.

What is not included in the entry fee?

• Docking fees and any charges such as for electricity, water, communications and other marina or port costs incurred at any of the intermediate ports along the HLC route.
• Fees for visas, vaccination certificates, or other such expenses incurred by any tourist to the country in question.
• Insurance of the vessel.
• Emergency insurance costs for the Northwest Passage and Antarctica.

Are there any restrictions on engine use during the challenge? If so, under what conditions can it be used?

No formal restrictions but participants will be encouraged to bear in mind our responsibility towards reducing carbon emissions and the effort we should all make in limiting our individual carbon footprint.

For this reason we shall ask participants to keep a record of the hours of engine and diesel generator use as there will be special prizes for those with the lowest carbon footprint and highest electricity generation from renewable sources.

Will participants be able to take part in scientific or educational projects as in other Cornell Sailing events?

We are in contact with two major oceanographic research organisations with whom we have worked in the past and they have expressed an interest in collaborating once again with us. Details will be published as soon as they are finalised.

We are also encouraging participants to establish a partnership with a local school to follow the progress of this exciting adventure.

Will adaptations/modifications, certifications, implementation of navigation and communication equipment and fittings be required with regard to boats?

Recommendations concerning any communications and safety equipment are listed in the HLC Rules. These will be sent to every participant after payment of the registration fee. It must be stressed that the boats joining this event must be of a quality and standard that makes them suitable for the rigours and challenges of high latitude sailing.

Will certificates, qualifications, examinations (including medical), compulsory courses be required to be attended by crews?

No. Participants in the HLC are expected to be reasonably experienced in offshore sailing and if they believe that they should have any relevant qualifications and certificates, they should do all this as part of their preparations for this challenging adventure.

Will it be possible to have frequent crew changes over the planned duration of the HLC?

The main aim of the HLC is to provide intrepid sailors the opportunity to sail on their boats to two of the most alluring destinations in the history of navigation. That is in itself a challenging enough task.

We therefore urge potential participants who are planning to do this to consider first of all the environmental cost of frequent crew changes, as well as their practical implications.

What kind of autonomy is suggested for electricity generation and water?

Ideally generation from renewable sources: solar panels, hydro generator, wind generator.

Do solar panels work in high latitudes?

They do. Wind generators are not so efficient in the NW Passage where winds are usually light.

Would additional heating be needed besides a standard Webasto?

Adequate clothing is more important than additional heating if there is one already.

Is this voyage suitable for a GRP boat? Is there is a possibility of encountering ice?

Not just for any GRP boat, but any sturdy well-built boats that would be able to cope with the occasional encounters with floating ice.

Encountering ice is only to be expected in both Antarctica and the Northwest Passage. GRP boats have successfully completed voyages in both, but extreme caution must be exercised at night and in poor visibility. 

What happens if a participant believes that the boat is not suitable to sail to Antarctica?

The alternative is to spend that time in Patagonia and either rejoin the other boats on their return from Antarctica, or use the time gained to spend longer exploring the attractions of Southern Chile.

What are the main causes of concern on the passage to Antarctica?

Strong winds and the resulting high swell.

The possibility of encountering an iceberg during the hours of darkness.

Collision with floating ice that may not be easily seen or avoided.

What are the main causes of concern for the transit of the Northwest Passage?

For the winter ice not to have retreated sufficiently to be able to complete the transit in one season or in the planned timeframe.

Collision with floating ice that may not be visible during the hours of darkness.

Being caught in floating ice and having to push your way into clear water.

Having sufficient fuel to reach the next available fuel depot. Ideally one should have an autonomy of 1000 miles under power.

Which do you consider more complicated, Northwest Passage or Antarctic Passage?

Although the passage to the Antarctic Peninsula is more challenging, I consider the transit of the Northwest Passage to be more unpredictable. The Antarctica passage and the cruise along the Peninsula is less dependent on outside factors as they are well known.  In the Arctic, if the Passages is blocked in any critical point, all you can do is wait and hope that the situation will improve, and you can complete the transit before the safe season is coming to an end. Weather conditions may be more challenging in Antarctica but with a good boat and suitable experience you should be able to cope with that aspect.

Will the ice be melted enough to get through the NWP?

Unfortunately, and I choose that term carefully, because of climate change and global warming transits of the Northwest Passage have become somewhat more feasible and predictable. For example, in 2024, 18 sailboats have completed a transit successfully which I believe is an all-time record for sailing yachts. Therefore, if the current situation continues, especially passages coming from the Pacific, from west to east, have a higher chance of being completed successfully because of the winter ice starting to retreat from the Pacific, so one has a better chance of success than by starting later from the east.

My boat doesn’t have a lot of insulation inside the hull, how big an issue is this?

Having some kind of insulation would be an advantage, but for a relative short stay it shouldn’t be a serious impediment.

What about freezing of pipes, diesel, systems in general?

As both the Antarctic cruise and the transit of the Northwest Passage will be undertaken during the summer, very low temperatures are not to be expected. Any boat that has any inside heating should prevent any water pipes to freeze. As far as diesel is concerned the freezing point of diesel fuel is much lower than would be expected at those destinations during summertime.

Any thoughts on the reliability of weather forecasts for the high latitudes?

Forecasts are quite reliable but as anywhere else in the world, one should be prepared for any eventuality.

Is the weather forecasting equally reliable or predictable in Antarctica or the Arctic?

Short term weather forecasts for passage from the mainland across the Drake Passage are usually quite accurate. However, on that route it is not just the direction and strength of the wind that needs to be taken into account, but also the height of the swell, and that is more difficult to predict accurately. Cruising off the Antarctic Peninsula, the forecasts are relatively accurate although they are influenced by local conditions.

Most of the Northwest Passage is sailed quite close to land and weather conditions are influenced by local conditions and in my experience were not as accurate as I had expected. For that reason, this factor should be taken when seeking a protected anchorage.

Other structural aspects

We have received questions on several structural aspects concerning boats being suitable for high latitude sailing conditions.

We expect anyone intending to join the HLC to know enough about the suitability of their boats without putting the burden of this crucial decision on us.

Any thoughts on the difficulty (or cost) of getting insurance for the high latitude sections?

It is highly recommended to raise this matter with your current insurance company as some may not be prepared to provide cover for such destinations.

Is it advisable to carry a gun in the northern high latitudes?

A gun is not needed in Antarctica, but in the Northwest Passage. In Arctic Canada having a gun for protection against polar bears is compulsory.

What about having a gun in preparation for the NWP. Can you carry it from the start? Do you know where can we buy a rifle outside Europe?

Having a gun on board in Canada is compulsory as protection from attacks by a polar bear when ashore. For those starting from the east acquiring a gun in Nuuk is quite easy as there are several shops selling them. Those starting from the west should be able to buy or order one in advance to be collected in Dutch Harbor.

Are boats required to have SSB radio?

This is no longer a requirement, but it can still be quite useful, especially to communicate with another boat with the SSB on board. But nowadays most sailors prefer a satellite phone.

Are satellite phones such as Iridium recommended or mandatory?

We believe that such a safety means of communications should be mandatory and would strongly recommend it.

Can you comment on the availability of medical care in situations where the patient cannot be treated on board?

There are some research stations in Antarctica to get help in an emergency. It might be easier to get such help from a cruise ship as they have proper medical installations onboard. In extreme situations it may be possible to get the patient to be lifted out.

The situation is the Arctic is different, as the route passes close to settlements both in Alaska and Canada where medical assistance may be available. In the worst case the patient could be flown to continental Canada.

Passage is made in the Beagle Channel not round the Horn from W to E, is wind on the nose?

Not necessarily. Prevailing winds in that area are from the west.

Changes and amendments

With some 18 months until the start of the HLC, there will be certainly some matters that will need to be reconsidered.

We shall inform participants of any impending changes.