Robb Read: When Rare Is Not Enough

A bespoke timepiece is the ultimate for watch aficionados. One collector describes the long road from commission to big reveal.

By Mark Cho; Christian Klings Photography Nicolas Blandin; Mark Cho And Watch Photography Tsz Fung Chan 03/01/2022

What you’re looking at is one of the last watches that Christian Klings is likely to make. And, somewhat improbably, it belongs to me.

Christian, originally from East Germany, as it was known in his youth, is a watchmaker. He’s not a brand or a company or a team of craftsmen. It’s him, his two hands, some tools, synthetic ruby and lumps of stainless steel. This piece was designed by the pair of us, not chosen from a range of previous models. Christian has since semi-retired. Over a nearly 50-year career, he has made a grand total of 33 watches. Mine was the 30th. And it came into being through a fortuitous combination of connoisseurship, connections and not a little luck.

Back in 2018, Phillips auction house held a preview in Hong Kong that included an exhibition of independent watchmakers curated by Claudio Proietti of Maxima Gallery. The pieces were fabulous, brimming with beauty and ingenuity. One in particular caught my eye: a simple three-handed timepiece by Christian Klings. I asked to hold it and was struck by a sense of déjà vu.

My day job is cofounder of the Armoury, a men’s clothier in Hong Kong and New York. Part of my work involves representing and commissioning bespoke craftsmen from around the world—specifically Florence, Milan, Naples, Tokyo, Kobe and Osaka—for my clients. These artisans each have their own specialties, ranging from Florentine and Neapolitan tailoring to Japanese glasses and bags. What is common among all of them is extensive handiwork and the subtle imperfections that come with truly handmade things. I believe to own something lovingly crafted by hand is sublime. That day at the Phillips auction preview, Christian’s watch gave me the same awestruck feeling that I’d experienced so many times before when dealing with the best craftspeople for myself or my clients. I knew I was holding something very special in my hands. I have been collecting watches for 16 years, and while I have long entertained the thought of commissioning a timepiece of my own, I never felt the impetus to do so until I met Christian.

Christian was born in 1957 in Dresden, then on the Communist side of Germany. At age five he displayed the beginnings of the raw talent that he would later nurture: he amused himself by taking apart and reassembling alarm clocks and pocket watches. Fortunately for him, a friendly neighbour, who happened to be employed at a nearby metalworking factory, provided him with tools and guidance. Soon, along with a friend, he was dismantling, rebuilding and servicing motorcycles. (It’s a striking coincidence that motorcycles seem to be a shared interest among many of the watchmaking greats, including George Daniels and Derek Pratt.)

Upon completing high school, Christian became an apprentice watchmaker in Dresden, repairing and restoring countless complex clocks, pocket watches and wristwatches that had been brought into East Germany prior to the formation of the Communist state. He had a strong desire to see more of the world, and he eventually moved to West Germany and then California, where he lived for a decade and began creating his own timepieces while continuing with his by-then considerable and esteemed restoration work.

In 2000, a decade after the German reunification, he found himself back in his homeland, initially working almost exclusively with a single wealthy collector who commissioned a number of unusual and complicated timepieces. As always, Christian made them by hand. One of his passions within watchmaking is the escapement, the regulating organ of any timepiece, and he invented and realised several novel designs of this crucial element on his own. He settled in the sleepy town of Saalfeld, south of Weimar, and quietly made watches, signing them “C. Klings”.

Dealing with craftsmen is not always a straightforward matter, a stark contrast to how easy commerce has become in the internet age. A commission is an undertaking that is done together; it’s about forging a relationship and creating a product out of that connection. You reach an understanding of what can be achieved, but it can often be hard to predict what challenges may arise as the item is being made.

I initially met Christian over e-mail, introduced by my friend Jiaxian Su, who runs watchesbysjx.com, and we discussed ideas I had for my own piece at length. I’d taken some watchmaking classes at the Horological Society of New York, which helped with the process. Christian and I communicated almost exclusively via e-mail. While he speaks fluent English, it was sometimes a struggle for both of us to make ourselves understood. Thankfully, Christian drew a lot of diagrams, and I annotated a fair number of photos. It was also very useful to have a written record; otherwise, I would have forgotten some of the specifics that we’d previously discussed.

Starting with the dial, I wanted it to be similar to the original piece I saw in Hong Kong, but with chapter rings (decorative tracks under the markings for hours, minutes and seconds) that were slightly offset from one another. Pocket watches often have such a layout, whereas wristwatches rarely do because the rings might become illegible. My dial’s sub-seconds chapter ring dips slightly below the hours and overlaps with the minutes ring at six o’clock. Sometimes Christian would construct the same part twice, each with a slight variation to make it easier for me to visualise how it might look when the dial was complete. For instance, he presented me with two sub-seconds chapter rings, each in a different width; I chose the narrower.

Artisan watchmaker Christian Klings in his Saalfeld atelier on 26 Sept. 2021 © Nicolas Blandin

I specified Breguet hands. This style, named after its inventor, the great Abraham-Louis Breguet, is difficult to balance aesthetically. It requires an appealing, curvy shape to the main, long part, followed by a ring with a slight glimmer on its interior edge to catch the eye and, finally, a purposeful, sharp tip to identify the time precisely. Christian’s hands were initially a little too bulbous, so he carefully thinned them to pair better with the fine Roman numerals. The subtle, symmetrical texture on the dial, known
as guilloche, is carved by hand with the help of a lathe, akin to a very intricate spirograph. It’s incredibly arduous, slow and delicate work. I liked what I saw on the original piece and requested mine be done in the same way, a barleycorn pattern for the majority of the dial and a sunburst for the sub-seconds.

The dial is a distinct salmon colour and a rather last-minute addition. As it was being constructed in 2020, Christian and I were in frequent contact to make small design decisions. At this stage, the dial had no hue. The markings had not been filled in with ink, and the hands had not been treated to have colour yet, either. I wanted to explore a salmon dial and mocked it up in Photoshop, adding the shade to the main parts of the dial and creating a two-tone effect.

It generated an enthusiastic response from Christian, who e-mailed in his typically charming, if spell-check-free, manner: “Thanks for the design. It looks great. The dial with the slender chapter ring and outside section in rose gold looks fantastic. Exaxtly my taste. I did a similar design with Nr.6 with the powerreserve on my webside, and like to continue this idea. Makes me feel good.”

The colour was added by galvanic plating (a type of electroplating), one of the few things Christian cannot do himself. Imagine the anxiety he must feel when sending a dial with its completed guilloche off to a third party, hoping it comes back unscathed. I left it to Christian to select the precise shade of salmon and was quite pleasantly surprised to see it in the metal, with its bright pink-yellow peaks of the guilloche pattern but darker, more saturated pink-red in the troughs. I’m glad I trusted him.

The watch case is Christian’s own design, replete with gentle curves. It has a broad, very softly rounded bezel with short, downward-turned lugs that are widely spaced. The overall effect is slim and pebble-like, reminiscent of a pocket watch from a bygone era. Christian shaped the case by hand, which allowed him to continuously vary the radius of each curve in a very organic way.

Perhaps unsurprisingly, the movement was the greatest challenge. In Christian’s words, “It was as hard to make as a tourbillon.” I was always keen to have an “open-worked” movement. Typically, movements will be a combination of plates and bridges holding the wheels together. Plates are more stable but also hide a greater area of the technical details. An open-worked movement, which is visible on the finished watch, does away with most of the plates and instead relies primarily on bridges: small arms anchored by screws to secure all the wheels. It’s a tremendously difficult balancing act to fashion the bridges by hand with an aesthetically pleasing shape, to bevel and polish them to a beautiful shine and then install them perfectly parallel to the main plate. As you can imagine, the wheels of the movement need to mesh precisely—were the bridges to be even slightly askew, the watch would simply not function. There’s a reason most brands choose not to make their movements in this manner.

What compounded the difficulty for my piece was its size. I like smaller watches, typically 34 mm to 37 mm in diameter. I enjoy how discreet they are and how they feel on my wrist. In today’s world, there are only a handful of modern watches that are less than 38 mm. Indeed, Rolex is the only major manufacturer making 36 mm watches in any significant quantity. So it was a pleasure to be able to commission a “small” watch from Christian. Given my request for an open-worked movement, the watch could not be any less than 36.5 mm, as the movement parts simply could not be miniaturised any further. He worked at the physical limits of his eyesight and muscle control.

A friend asked me if commissioning a watch is like commissioning a suit, and yes, there are similarities. You start with a rough idea of what you would like and then discuss how it might be realised, keeping some plans and discarding others. Over the years, I have come to deeply appreciate other people’s taste and experience. I’m always happy to pay for that benefit. The finest artisans will give their customer a gentle nudge when an idea goes beyond the pale. It’s a comfort to know that when I’m in doubt about a choice in the detail of a commission, I can defer to them for sage advice. I have seen time and time again, with my own items and those of my customers, that the commissions that turn out the best are based on a good relationship with the craftsperson and a willingness to listen.

I am fortunate that Christian and I have quite similar tastes. At one point, he wrote me: “I would like to disguss something with you. I hesitate to fill the roman numbers with the same dark colour, like the hands. I think, it looks overpowering. I don’t like to loose the delikate look, graceful look of the dial.” I was glad he highlighted this issue to me. I had originally anticipated using black markings by default, but Christian suggested anthracite, which was a subtle but very welcome improvement.

People like Christian, who make every part of the watch bespoke, from scratch and by themselves, are exceedingly rare—he’s one of the last few who even attempt this extraordinary art. There are many outstanding watchmakers who, having come up with a great concept, will produce it in a small, limited series with little to
no deviation in the design and often with a team of artisans. And there are, of course, excellent makers who offer bespoke watches, but the individualised elements are restricted to certain fixed parameters: a change in colour on part of the dial or of the hands, for example. The watchmakers who choose to work in these ways are sensible and wise. Limitless possibility can result in a very confusing design and production process and potentially a dud of a final timepiece. Working by yourself can be lonely and stressful. Watches are delicate and unforgiving. A screwdriver tip in the wrong place or a part that’s one one-hundredth of a millimetre too thick will shatter weeks of progress. Why would anyone want to take on this sort of endeavour and also do it alone?

I posed exactly this question to Christian over the phone one day.

“This is a talent I have,” he told me. “I’ve been doing it since I was a small kid. I have a good, fine touch—I knew this all the time. I was raised by a very calm and gentle old lady, and she taught me a lot of patience and discipline. I spent quite a bit of time by myself, and working with my hands on mechanical things was a way to keep myself occupied. The way I do it, nobody else can do it for a long time. It’s too crazy.” I asked if that perseverance is useful in other areas of his life. “I am retiring because I have decided to spend more time doing social work with my church,” he replied. “Many years ago, when I was still in the USA, I joined the Seventh-day Adventist Church and it became a big part of my life. Having great patience and discipline is so important in social work.”

What I admire most about Christian is his self-reliance. In his solitude, he reminds me of Olympic competitors toiling for years in preparation for a decisive moment that can define their legacy and that depends on their effort alone. The world is filled with wonderful things that came into being from the combined contributions of many people. The creation of a single product by an individual carries a very different energy. One person can never execute every detail faultlessly, but it’s thrilling to see them try. The best will come close to perfection, as if nearing the divine. If you look carefully at the photos on these pages, you might notice there are some flaws in the watch. How could there not be? Like so many of the truly finest things, it was made by hand.

This piece is from our new Car Of The Year Issue – on sale now. Get your copy or subscribe here, or stay up to speed with the Robb Report weekly newsletter.

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Here’s What Goes Into Making Jay-Z’s $1,800 Champagne

We put Armand de Brignac Blanc de Noirs Assemblage No. 4 under the microsope.

By Mike Desimone And Jeff Jenssen 23/04/2024

In our quest to locate the most exclusive and exciting wines for our readers, we usually ask the question, “How many bottles of this were made?” Often, we get a general response based on an annual average, although many Champagne houses simply respond, “We do not wish to communicate our quantities.” As far as we’re concerned, that’s pretty much like pleading the Fifth on the witness stand; yes, you’re not incriminating yourself, but anyone paying attention knows you’re probably guilty of something. In the case of some Champagne houses, that something is making a whole lot of bottles—millions of them—while creating an illusion of rarity.

We received the exact opposite reply regarding Armand de Brignac Blanc de Noirs Assemblage No. 4. Yasmin Allen, the company’s president and CEO, told us only 7,328 bottles would be released of this Pinot Noir offering. It’s good to know that with a sticker price of around $1,800, it’s highly limited, but it still makes one wonder what’s so exceptional about it.

Known by its nickname, Ace of Spades, for its distinctive and decorative metallic packaging, Armand de Brignac is owned by Louis Vuitton Moët Hennessy and Jay-Z and is produced by Champagne Cattier. Each bottle of Assemblage No. 4 is numbered; a small plate on the back reads “Assemblage Four, [X,XXX]/7,328, Disgorged: 20 April, 2023.” Prior to disgorgement, it spent seven years in the bottle on lees after primary fermentation mostly in stainless steel with a small amount in concrete. That’s the longest of the house’s Champagnes spent on the lees, but Allen says the winemaking team tasted along the way and would have disgorged earlier than planned if they’d felt the time was right.

Chef de cave, Alexandre Cattier, says the wine is sourced from some of the best Premier and Grand Cru Pinot Noir–producing villages in the Champagne region, including Chigny-les-Roses, Verzenay, Rilly-la-Montagne, Verzy, Ludes, Mailly-Champagne, and Ville-sur-Arce in the Aube département. This is considered a multi-vintage expression, using wine from a consecutive trio of vintages—2013, 2014, and 2015—to create an “intense and rich” blend. Seventy percent of the offering is from 2015 (hailed as one of the finest vintages in recent memory), with 15 percent each from the other two years.

This precisely crafted Champagne uses only the tête de cuvée juice, a highly selective extraction process. As Allen points out, “the winemakers solely take the first and freshest portion of the gentle cuvée grape press,” which assures that the finished wine will be the highest quality.  Armand de Brignac used grapes from various sites and three different vintages so the final product would reflect the house signature style. This is the fourth release in a series that began with Assemblage No. 1. “Testing different levels of intensity of aromas with the balance of red and dark fruits has been a guiding principle between the Blanc de Noirs that followed,” Allen explains.

The CEO recommends allowing the Assemblage No. 4 to linger in your glass for a while, telling us, “Your palette will go on a journey, evolving from one incredible aroma to the next as the wine warms in your glass where it will open up to an extraordinary length.” We found it to have a gorgeous bouquet of raspberry and Mission fig with hints of river rock; as it opened, notes of toasted almond and just-baked brioche became noticeable. With striking acidity and a vein of minerality, it has luscious nectarine, passion fruit, candied orange peel, and red plum flavors with touches of beeswax and a whiff of baking spices on the enduring finish. We enjoyed our bottle with a roast chicken rubbed with butter and herbes de Provence and savored the final, extremely rare sip with a bit of Stilton. Unfortunately, the pairing possibilities are not infinite with this release; there are only 7,327 more ways to enjoy yours.

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Bill Henson Show Opens at Roslyn Oxley9 Gallery

Dark, grainy and full of shadows Bill Henson’s latest show draws on 35 mm colour film shot in New York City in 1989.

By Belinda Aucott-christie 20/04/2024

Bill Henson is one of Australia’s best-known contemporary photographers. When a show by this calibre of artist opens here, the art world waits with bated breath to see what he will unveil.

This time, he presents a historically important landscape series that chronicles a time in New York City that no longer exists. It’s a nostalgic trip back in time, a nocturnal odyssey through the frenetic, neon-lit streets of a long-lost America.

Known for his chiaroscuro style, Henson’s cinematic photographs often transform his subject into ambiguous objects of beauty. This time round, the show presents a mysterious walk through the streets of Manhattan, evoking a seedy, yet beautiful vision of the city. 

Bill Henson Untitled, 1989. Archival inkjet pigment print 127 x 180 cm Edition of 5 + 2AP Courtesy of Roslyn Oxley Gallery
Installation shot of Bill Henson’s show,’The Liquid Night’ at Roslyn Oxley9 Gallery.

Relying on generative gaps, these landscapes result from Henson mining his archive of negatives and manipulating them to produce a finished print. Sometimes, they are composed by a principle of magnification, with Henson honing in on details, and sometimes, they are created through areas of black being expanded to make the scene more cinematic and foreboding. Like silence in a film or the pause in a pulse, the black suggests the things you can’t see. 

Bill Henson, Untitled, 1989 Archival inkjet pigment print 127 x 180 cm Edition of 5 + 2AP Courtesy of Roslyn Oxley9 Gallery
Bill Henson, Untitled, 1989 Archival inkjet pigment print 127 x 180 cm Edition of 5 + 2AP Courtesy of Roslyn Oxley9 Gallery
Bill Henson Untitled, 1989 Archival inkjet pigment print 127 x 180 cm Edition of 5 + 2AP Courtesy of Roslyn Oxley9 Gallery

Henson’s illustrious career has spanned four decades and was memorably marred by controversy over a series of nude adolescent photographs shown in 2008, which made him front-page news for weeks. This series of portraits made Henson the subject of a police investigation during which no offence was found. 

In recent years, Henson has been a sharp critic of cancel culture, encouraging artists to contribute something that will have lasting value and add to the conversation, rather than tearing down the past.

Untitled 2/1, 1990-91 from the series Paris Opera Project type C photograph 127 x 127 cm; series of 50 Edition of 10 + AP 2

His work deals with the liminal space between the mystical and the real, the seen and unseen, the boundary between youth and adulthood.

His famous Paris Opera Project, 1990-91, pictured above, is similarly intense as the current show, dwelling on the border between the painterly and the cinematic.

Bill Henson’s ‘The Liquid Night’ runs until 11 May 2024 at Roslyn Oxley9 Gallery.

Roslyn Oxley9 Gallery, 8 Soudan Ln, Paddington NSW; roslynoxley9.com.au 

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Watch of the Week: the Piaget Altiplano Ultimate Concept Tourbillon

The new release claims the throne as the world’s thinnest Tourbillon.

By Josh Bozin 19/04/2024

Piaget, the watchmaker’s watchmaker, has once again redefined the meaning of “ultra-thin” thanks to its newest masterpiece, the Altiplano Ultimate Concept Tourbillon—the world’s thinnest tourbillon watch.

In the world of high-watchmaking where thin is never thin enoughlook at the ongoing battle between Piaget, Bulgari, and Richard Mille for the honours—Piaget caused a furore at Watches & Wonders in Geneva when it unveiled its latest feat to coincide with the Maison’s 150th year anniversary.

Piaget
Piaget

Piaget claims that the new Altiplano is “shaped by a quest for elegance and driven by inventiveness”, and while this might be true, it’s clear that the Maison’s high-watchmaking divisions in La Côte-aux-Fées and Geneva are also looking to end the conversation around who owns the ultra-thin watchmaking category.

The new Altiplano pushes the boundaries of horological ingenuity 67 years after Piaget invented its first ultra-thin calibre—the revered 9P—and six years after it presented the world’s then-thinnest watch, the Altiplano Ultimate Concept. Now, with the release of this unrivalled timepiece at just 2mm thick—the same as its predecessor, yet now housing the beat of a flying tourbillon, prized by watchmaking connoisseurs—you can’t help but marvel at its ultra-thin mastery, whether the timepiece is to your liking or not.

Piaget
Piaget

In comparison, the Bulgari Octo Finissimo Tourbillon was 3.95mm thick when unveiled in 2020, which seems huge on paper compared to what Piaget has been able to produce. But to craft a watch as thin and groundbreaking as its predecessor, now with an added flying tourbillon complication, the whole watchmaking process had to be revalued and reinvented.

“We did far more than merely add a tourbillon,” says Benjamin Comar, Piaget CEO. “We reinvented everything.”

After three years of R&D, trial and error—and a redesign of 90 percent of the original Altiplano Ultimate Concept components—the 2024 version needs to be held and seen to be believed. The end product certainly isn’t a watch for the everyday watch wearer—although Piaget will tell you otherwise—but in many ways, the company didn’t conjure a timepiece like the Altiplano as a profit-seeking exercise. Instead, overcoming such an arduous and technical watchmaking feat proves that Piaget can master the flying tourbillon in such a whimsical fashion and, in the process, subvert the current state-of-the-art technical principles by making an impactful visual—and technical—statement.

The only question left to ask is, what’s next, Piaget?

Piaget
Piaget

Model: Altiplano Ultimate Concept Tourbillon 150th Anniversary
Diameter: 41.5 mm
Thickness: 2 mm (crystal included)
Material: M64BC cobalt alloy, blue PVD -treated
Dial: Monobloc dial; polished round and baton indices, Bâton-shaped hand for the minutes Monobloc disc with a hand for the hours
Water resistance: 20m

Movement: Calibre 970P-UC, one-minute peripheral tourbillon
Winding: Hand-wound
Functions: hours, minutes, and small seconds (time-only)
Power reserve: 40 hours

Availability: Limited production, not numbered
Price: Price on request

 

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Polar Opposites

A journey north to one of the harshest, remotest spots on Earth couldn’t be more luxurious. 

By Michael Verdon 18/04/2024

A century ago, an expedition to the North Pole involved dog sleds and explorers in heavy, fur-lined clothes, windburned and famished after weeks of trudging across ice floes, finally planting their nations’ flags in the barren landscape. These days, if you’re a tourist, the only way to reach 90 degrees north latitude, the geographic North Pole, is aboard Le Commandant Charcot, a six-star hotel mated to a massive, 150-metre ice-breaking hull. 

My wife, Cathy, and I are among the first group of tourists aboard Ponant’s new expedition icebreaker, the world’s only Polar Class 2–rated cruise ship (of seven levels of ice vessel, second only to research and military vessels in ability to manoeuvre in Arctic conditions). Our arrival on July 14 couldn’t be more different from explorer Robert Peary’s on April 6, 1909. On that date, he reported, he staked a small American flag—sewed by his wife—into the Pole, joined by four Inuits and his assistant, Matthew Henson, a Black explorer from Maine who was with Peary on his two previous Arctic expeditions. (Peary’s claim of being first to the Pole was quickly disputed by another American, Frederick Cook, who insisted he’d spent two days there a year earlier. Scholars now view both claims with skepticism.) 

Our 300-plus party’s landing, on Bastille Day, features the captain of the French ship driving around in an all-terrain vehicle with massive wheels and an enormous tricolour flag on the back, guests dressed in stylish orange parkas celebrating on the ice, and La Marseillaise, France’s national anthem, blaring from loudspeakers. After an hour of taking selfies and building snow igloos in the icescape, with temperatures in the relatively balmy low 30s, we head back into our heated sanctuary for mulled wine and freshly baked croissants. Mission accomplished. Flags planted. Now, lunch. 

As a kid, I was fascinated by stories of adventurers trying to reach the North Pole without any means of rescue. In the 19th century, most of their attempts ended in disaster—ships getting trapped in the ice, a hydrogen balloon crashing, even cannibalism. It wasn’t until Cook and Peary reportedly set foot there that the race to the North Pole was really on. Norwegian Roald Amundsen, the first to reach the South Pole, in 1911, is credited with being the first to document a trip over the North Pole, which he did in 1926 in the airship Norge. In 1977, the nuclear-powered icebreaker Arktika became the first surface vessel to make it to the North Pole. Since then, only 18 other ships have completed the voyage. 

Le Commandant Charcot

Visiting the North Pole seemed about as likely for me as walking on the Moon. It wasn’t even on my bucket list. Then came Le Commandant Charcot, which was named after France’s most beloved polar explorer and reportedly cost about US$430 million (around $655 million) to build. The irony of visiting one of the planet’s most remote and inhospitable points while travelling in the lap of luxury doesn’t escape me or anyone else I speak with on the voyage. Danie Ferreira, from Cape Town, South Africa, describes it as “an ensemble of contradictions bordering on the absurd”. Ferreira, who is on board with his wife, Suzette, is a veteran of early-explorer-style high-Arctic journeys, months-long treks involving dog sleds and real toil and suffering. He booked this trip to obtain an official North Pole stamp for an upcoming two-volume collection of his photographs, Out in the Cold, documenting his polar adventures. “Reserving the cabin felt like a betrayal of my expeditionary philosophy,” he says with a laugh. 

Then, like the rest of us, he embraces the contradictions. “This is like the first time I saw the raw artistry of Cirque du Soleil,” he explains. “Everything is beyond my wildest expectations, unrelatable to anything I’ve experienced.”

One of the ship’s scientists tests the ice with a passenger.

The 17-day itinerary launches from the Norwegian settlement of Longyearbyen, Svalbard, the northernmost town in the Arctic Circle, and heads 1,186 nautical miles to the North Pole, then back again. As a floating hotel, the vessel is exceptional: 123 balconied staterooms and suites, the most expensive among them duplexes with butler service (prices range from around $58,000 to $136,000 per person, double occupancy); a spa with a sauna, massage therapists, and aestheticians; a gym and heated indoor pool. The boat weighs more than 35,000 tons, enabling it to break ice floes like “a chocolate bar into little pieces, rather than slice through them”, according to Captain Patrick Marchesseau. Six-metre-wide stainless-steel propellers, he adds, were designed to “chew ice like a blender”. 

Marchesseau, a tall, lanky, 40-ish mariner from Brittany, impeccable in his navy uniform but rocking royal-blue boat shoes, proves to be a charming host. Never short of a good quip, he’s one of three experienced ice captains who alternate at the helm of Charcot throughout the year. He began piloting Ponant ships through drifting ice floes in Antarctica in 2009, when he took the helm of Le Diamant, Ponant’s first expedition vessel. “An epic introduction,” Marchesseau calls those early voyages, but the isolated, icebound North Pole aboard a larger, more complicated vessel is potentially an even thornier challenge. “We’ll first sail east where the ice is less concentrated and then enter the pack at 81 degrees,” he tells a lecture hall filled with passengers on day one. “We don’t plan to stop until we get to the North Pole.” 

Around us, the majority of the other 101 guests are older French couples; there are also a few extended families, some other Europeans, mostly German and Dutch, as well as 10 Americans. Among the supporting cast are six research scientists and 221 staff, including 18 naturalist guides from a variety of countries. 

The first six days are more about the journey than the destination. Cathy and I settle into our comfortable stateroom, enjoy the ocean views from our balcony, make friends with other guests and naturalists, frequent the spa, and indulge in the contemporary French cuisine at Nuna, which is often jarred by ice passing under the hull, as well as at the more casual Sila (Inuit for “sky”). There are the usual cruise events: the officers’ gala, wine pairings, daily French pastries, Broadway-style shows, opera singers and concert pianists. Initially, I worry about “Groundhog Day” setting in, but once we hit patchy ice floes on day two, it’s clear that the polar party is on. The next day, we’re ensconced in the ice pack. 

Veterans of Arctic journeys immediately feel at home. Ferreira, often found on the observation deck 15 metres above the ice with his long-lensed cameras, is in his element snapping different patterns and colours of the frozen landscape. “It feels like combining low-level flying with an out-of-body experience,” he says. “Whenever the hull shudders against the ice, I have a reality check.” 

Spotting a small colony of penguins. IMAGE: Ponant

“I came back because I love this ice,” adds American Gin Millsap, who with her husband, Jim, visited the North Pole in 2015 aboard the Russian nuclear icebreaker Fifty Years of Victory, which for obvious reasons is no longer a viable option for Americans and many Europeans. “I love the peace, beauty and calmness.” 

It is easy to bliss out on the endless barren vistas, constantly morphing into new shapes, contours and shades of white as the weather moves from bright sunshine to howling snowstorms—sometimes within the course of a few hours. I spend a lot of time on the cold, windswept bow, looking at the snow patterns, ridges and rivers flowing within the pale landscape as the boat crunches through the ice. It feels like being in a black-and-white movie, with no colours except the turquoise bottoms of ice blocks overturned by the boat. Beautiful, lonely, mesmerising. 

Rather than a solid landmass, the Arctic ice pack is actually millions of square kilometres of ice floes, slowly pushed around by wind and currents. The size varies according to season: this past winter, the ice was at its fifth-lowest level on record, encompassing 14.6 million square kilometres, while during our cruise it was 4.7 million square kilometres, the 10th-lowest summer number on record. There are myriad ice types—young ice, pancake ice, ice cake, brash ice, fast ice—but the two that our ice pilot, Geir-Martin Leinebø, cares about are first-year ice and old ice. The thinness of the former provides the ideal route to the Pole, while the denseness of the aged variety can result in three-to-eight-metre-high ridges that are potentially impassable. Leinebø is no novice: in his day job, he’s the captain of Norway’s naval icebreaker, KV Svalbard, the first Norwegian vessel to reach the North Pole, in 2019. 

Atlantic puffin, typically seen along the coast of Svalbard.

It’s not a matter of just pointing the boat due north and firing up the engine. Leinebø zigzags through the floes. A morning satellite feed and special software aid in determining the best route; the ship’s helicopter sometimes scouts 65 or so kilometres ahead, and there’s a sonar called the Sea Ice Monitoring System (SIMS). But mostly Leinebø uses his eyes. “You look for the weakest parts of the ice—you avoid the ridges because that means thickness and instead look for water,” he says. “If the ‘water sky’ in the distance is dark, it’s reflecting water like a mirror, so you head in that direction.” 

Everyone on the bridge is surprised by the lack of multi-year ice, but with more than a hint of disquietude. Though we don’t have to ram our way through frozen ridges, the advance of climate change couldn’t be more apparent. Environmentalists call the Arctic ice sheet the canary in the coal mine of the planet’s climate change for good reason: it is happening here first. “It’s not right,” mutters Leinebø. “There’s just too much open water for July. Really scary.” 

The Arctic ice sheet has shrunk to about half its 1985 size, and as both mariners and scientists on board note, the quality of the ice is deteriorating. “It’s happening faster than our models predicted,” says Marisol Maddox, senior arctic analyst at the Polar Institute of the Woodrow Wilson International Center for Scholars. “We’re seeing major events like Greenland’s ice sheet melting and sliding into the ocean—that wasn’t forecasted until 2070.” The consensus had been that the Arctic would be ice-free by 2050, but many scientists now expect that day to come in the 2030s. 

That deterioration, it turns out, is why the three teams of scientists are on the voyage—two studying the ice and the other assessing climate change’s impact on plankton. As part of its commitment to sustainability, Ponant has designed two research labs—one wet and one dry—on a lower deck. “We took the advice of many scientists for equipping these labs,” says Hugues Decamus, Charcot’s chief engineer, clearly proud of the nearly US$12 million facilities. 

The combined size of the labs, along with a sonar room, a dedicated server for the scientists, and a meteorological station on the vessel’s top deck, totals 130 square metres—space that could have been used for revenue generation. Ponant also has two staterooms reserved for scientists on each voyage and provides grants for travel expenses. The line doesn’t cherrypick researchers but instead asks the independent Arctic Research Icebreaker Consortium (ARICE) to choose participants based on submissions. 

Birds take flight as passengers explore on a Zodiac excursion.

The idea, says the vessel’s science officer on this voyage, Daphné Buiron, is to make the process transparent and minimise the appearance of greenwashing. “Yes, this alliance may deliver a positive public image for the company, but this ship shows we do real science on board,” she says. The labs will improve over time, adds Decamus, as the ship amasses more sophisticated equipment. 

Research scientists and tourist vessels don’t typically mix. The former, wary of becoming mascots for the cruise lines’ sustainability marketing efforts, and cognisant of the less-than-pristine footprint of many vessels, tend to be wary. The cruise lines, for their part, see scientists as potentially high maintenance when paying customers should be the priority. But there seemed to be a meeting of the minds, or at least a détente, on Le Commandant Charcot. 

“We discuss this a lot and are aware of the downsides, but also the positives,” says Franz von Bock und Polach, head of the institute for ship structural design and analysis at Hamburg University of Technology, specialising in the physics of sea ice. Not only does Charcot grant free access to these remote areas, but the ship will also collect data on the same route multiple times a year with equipment his team leaves on board, offering what scientists prize most: repeatability. “One transit doesn’t have much value,” he says. “But when you measure different seasons, regions and years, you build up a more complex picture.” So, more than just a research paper: forecasts of ice conditions for long-term planning by governments as the Arctic transforms. 

Nils Haëntjens, from the University of Maine, is analysing five-millilitre drops of water on a high-tech McLane IFCB microscope. “The instrument captures more than 250,000 images of phytoplankton along the latitudinal transect,” he says. Charcot has doors in the wet lab that allow the scientists to take water samples, and in the bow, inlets take in water without contaminating it. Two freezers can preserve samples for further research back in university labs. 

Even though the boat won’t stop, the captain and chief engineer clearly want to make the science missions work. Marchesseau dispatches the helicopter with the researchers and their gear 100 kilometres ahead, where they take core samples and measurements. I spot them in their red snowsuits, pulling sleds on an ice floe, as the boat passes. Startled to see living-colour humans on the ice after days of monochrome, I feel a pang of jealousy as I head for a caviar tasting. 

The only other humans we encounter on the journey north are aboard Fifty Years of Victory, the Russian icebreaker. The 160-metre orange- and-black leviathan reached the North Pole a day earlier—its 59th visit—and is on its way back to Murmansk. It’s a classic East meets West moment: the icebreaker, launched just after the collapse of the Soviet Union, meeting the new standard of polar luxury. 

The evening before Bastille Day, Le Commandant Charcot arrives at the North Pole. Because of the pinpoint precision of the GPS, Marchesseau has to navigate back and forth for about 20 minutes—with a bridge full of passengers hushing each other so as not to distract him—until he finds 90 degrees north. That final chaotic approach to the top of the world in the grey, windswept landscape looks like a kid’s Etch A Sketch on the chartplotter, but it is met with rousing cheers. The next morning, with good visibility and light winds, we spill out onto the ice for the celebration, followed by a polar plunge. 

As guests pose in front of flags and mile markers for major cities, the naturalist guides, armed with rifles, establish a wide perimeter to guard against polar bears. The fearless creatures are highly intelligent, with razor-sharp teeth, hooked claws and the ability to sprint at 40 km/h. Males average about three metres tall and weigh around 700 kilos. They are loners that will kill anything—including other bears and even their own cubs. Cathy and I walk around the far edges of the perimeter to enjoy some solitude. Looking out over the white landscape, I know this is a milestone. But it feels odd that getting here didn’t involve any sweat or even a modicum of discomfort. 

Kayaking around an ice floe.

The rest of the week is an entirely different trip. On the return south, we see a huge male polar bear ambling on the ice, looking over his shoulder at us. It is our first sighting of the Arctic’s apex predator, and everyone crowds the observation lounge with long-lensed cameras. The next day, we see another male, this one smaller, running away from the ship. “They have many personalities,” says Steiner Aksnes, head of the expedition team, who has led scientists and film crews in the Arctic for 25 years. We see a dozen on the return to Svalbard, where 3,000 are scattered across the archipelago, outnumbering human residents. 

The last five days we make six stops on different islands, travelling by Zodiac from Charcot to various beaches. On Lomfjorden, as we look on a hundred yards from shore, a mother polar bear protects her two cubs while a young male hovers in the background. On a Zodiac ride off Alkefjellet, the air is alive with birds, including tens of thousands of Brünnich’s guillemots as well as glaucous gulls and kittiwakes, which nest in that island’s cliffs, while a young male polar bear munches on a ring seal, chin glistening red. 

On this part of the trip, the expedition team, mostly 30-something, free-spirited scientists whose areas of expertise range from botany to alpine trekking to whales, lead hikes across different landscapes. The jam-packed schedule sometimes involves three activities per day and includes following the reindeer on Palanderbukta, seeing a colony of 200 walruses on Kapp Lee, hiking the black tundra of Burgerbukta (boasting 3.8-cm-tall willows—said to be the smallest trees in the world and the largest on Svalbard—plus mosquitoes!), watching multiple species of whales breaching offshore, and kayaking the ice floes of Ekmanfjorden. Svalbard is a protected wilderness area, and the cruise lines tailor their schedules so vessels don’t overlap, giving visitors the impression they are setting foot on virgin land. 

Chances to experience that sense of discovery and wonder, even slightly stage-managed ones, are dwindling along with the ice sheet and endangered wildlife. If a stunning trip to a frozen North Pole is on your bucket list, the time to go is now.

Suite bedroom with sliding doors leading to private terrace.

PARADIGM SHIP

For those studying polar ice, a berth aboard Le Commandant Charcot is like a winning lottery ticket. “This cruise ship is one of the few resources scientists can use, because nothing else can get there,” says G. Mark Miller, CEO of research-vessel builder Greenwater Marine Sciences Offshore (GMSO) and a former ship captain for the US National Oceanic and Atmospheric Administration (NOAA). “Then factor in 80 percent of scientists who want to go to sea, can’t, because of the shortage of research vessels.” 

Both Ponant and Viking have designed research labs aboard new expedition vessels as part of their sustainability initiatives. “Remote areas like Antarctica need more data—the typical research is just single data points,” says Damon Stanwell-Smith, Ph.D., head of science and sustainability at Viking. “Every scientist says more information is needed.”  The twin sisterships Viking Octantis and Viking Polaris, which travel to Antarctica, Patagonia, the Great Lakes and Canada, have identical 35-square-metre labs, separated into wet and dry areas and fitted out with research equipment. In hangars below are military-grade rigid-hulled inflatables and two six-person yellow submersibles (the pair on Octantis are named John and Paul, while Polaris’s are George and Ringo). Unlike Ponant, Viking doesn’t have an independent association choose scientists for each voyage. Instead, it partners with the University of Cambridge, the Cornell Lab of Ornithology, and NOAA, which send their researchers to work with Viking’s onboard science officers. 

The cigar lounge which also serves speciality spirits.

“Some people think marine research is sticking some kids on a ship to take measurements,” says Stanwell-Smith. “But we know we can do first-rate science—not spin.”  Other cruise lines are also embracing sustainability initiatives, with coral-reef-restoration projects and water-quality measurements, usually in partnership with universities. Just about every vessel has “citizen-scientist” research programs allowing guests the opportunity to count birds or pick up discarded plastic on beaches. So far, Ponant and Viking are the only lines with serious research labs. Ponant is adding science officers to other vessels in its fleet. As part of the initiatives, scientists deliver onboard lectures and sometimes invite passengers to assist in their research. 

Inneq, the ship’s open-air bar.

Given the shortage of research vessels, Stanwell-Smith thinks this passenger-funded system will coexist nicely with current NGO- and government-owned ships. “This could be a new paradigm for exploring the sea,” he says. “Maybe the next generation of research vessels will look like ours.”

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Zenius Lines Giobagnara

Giobagnara’s leather-encased Nespresso machine with vertical- or diamond-quilted detailing is genius in its unfussy application. The leather suits the product; the design channels the look of a luxury Italian sports car. The brand began with the Bagnara family producing household items in 1939, before moving into the luxury realm in the ’70s. Giorgio Bagnara changed its name to B. Home Interiors in 1999 and to the eponymous Giobagnara in 2014. If you like your home appliances with liberal leather detailing, it’s one to follow. About $7,900; Artemest.com

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