Switzerland’s 57-kilometre Gotthard Base Tunnel hosts a retracing of the historic route through the Alps

One of the world’s latest masterpieces of civil engineering also makes for a fascinating rail journey.

By John Carey 01/01/2019

Cheese isn’t the only thing in Switzerland that’s full of holes. In Europe’s most mountainous country, so is the scenery. There’s an audio presentation cycling through four languages aboard the Gotthard Panorama Express as it rolls steadily towards peaks thrusting high into a clear sky. The English version tells us we’re heading for “the most perforated mountain in the world”.
Saint Gotthard isn’t the name of a specific summit. Instead, it applies to an entire range. The Saint Gotthard Massif separates Switzerland from Italy and it’s a big, beautiful and formidable barrier. Its high points top 3000 metres; not nearly enough to rank among the giants of the Alps, but still more than 750 metres taller than Australia’s Mount Kosciuszko.
It’s almost 150 years since the Swiss punched the first hole through Saint Gotthard. Drilling and dynamiting for a decade, they created a new rail route through the Alpine heart of Europe, a direct link between the Mediterranean and the North Sea.
Pack animals and, later, wagons had been carrying goods over the Gotthard Pass for around six centuries, but snow would block the route for half the year, from November to May. Obviously, a railway running through tunnels would have vastly more freight capacity and could operate year-round.

The first rail tunnel through St Gotthard.

The feat of that first rail tunnel remains a source of pride for the Swiss to this day, according to historian Kilian Elsasser. He’s an expert on everything Gotthard, but especially the original tunnel. “It was the big achievement of Switzerland in the last 150 years, I would say. The railway line made it so important, this Gotthard Pass. Before, it was one of several passes through the Alps and without the line it would still be one of several passes through the Alps.”
From an engineering point of view, this was a madly ambitious project. It meant boring a 15-kilometre main tunnel, longer than any other in the world at the time. To create gradients gentle enough for hard-working locomotives to climb, the track would have to corkscrew through rock lining both the gorges that led to the main tunnel, 1100 metres up. It was one of the first engineering projects in the world to make large-scale use of dynamite, patented only a few years earlier. It’s estimated that 1000 tonnes of the powerful explosive, invented by Swedish chemist Alfred Nobel, was used.
Drama and tragedy punctuated the decade it took to construct the Gotthard Tunnel. The labourers, mainly Italians, protested over working conditions and pay in 1875. The Swiss Army, brought in to quell the unrest, fired on the strikers and killed four of them.
The workers had a point; at least 199 are known to have died in accidents in the tunnel. And the Gotthard Tunnel’s Genevan chief engineer, Louis Favre, died while inspecting work on it in 1879. Relentless pressure to keep to budget and timetable provoked his fatal heart attack, it was said.
The precision of Favre’s work only became apparent the year after his death. When the tunnels driving south from Göschenen on the Swiss side and north from Airolo on the Italian side finally met, their divergences in height and direction were trivial. The first train steamed through the Gotthard Tunnel in 1882.
It would be almost a century until another tunnel punctured the Saint Gotthard Massif. Opened in 1980, the new road tunnel had also taken a decade to dig. As it follows the same route as the rail tunnel, the road tunnel’s length is similar, at 17 kilometres.

Stunning scenery awaits at the end of the tunnel on the new Panaorama Gotthard Express rail journey.

However, both the original rail tunnel and the younger road tunnel are eye-blink short compared to the latest route bored through this part of the Alps. The 57-kilometre Gotthard Base Tunnel, officially opened in June 2016 and fully operational by December that year, reclaims the Longest Tunnel in the World title for Switzerland. It’s also the world’s deepest traffic tunnel; its maximum depth of almost 2500 metres is similar to the deepest mines.
The Gotthard Base Tunnel is, in reality, a pair of tubes, each with a single pair of rails running through it. Boring the tunnels was done in less than a decade, although the whole project took 17 years to complete. The four TBMs (tunnel boring machines) used were monsters: German-made, they were each more than 400 metres long, weighed around 3000 tonnes and had 5000kW motors powering their cutting wheels. In a tunnelling tradition, they were given dainty, sunny nicknames by the tunnellers; the northbound machines were Sissi and Heidi, the southbound duo Gabi I and Gabi II.

It took a multinational crew and four 3000-tonne tunnel-boring machines to bore the longest tunnel in the world.

The tunnels they bored between Erstfeld and Bodio are straighter, flatter and lower than Favre’s Gotthard Tunnel. Hundreds of freight trains, each carrying triple the maximum tonnage allowed on the old line, speed through daily at 100km/h. Passenger trains are fewer but faster. They’re permitted to do 200km/h through the Gotthard Base Tunnel.
According to the readout displayed on the screen above the aisle in my First Class carriage, mine is doing exactly 199km/h. The Trenitalia Frecciarossa (Red Arrow), bound for Basel from Milan, takes less than 18 minutes to pass beneath the Alps. Such speed lops a useful 40 minutes or so off the pre-Base Tunnel travel time between northern Italy and central Switzerland. From Milano Centrale to Zurich Hauptbahnhof, for example, now takes a little under three-and-a-half hours.
The tunnel is unlit, so the impression of speed is all sonic. The hiss and rustle of disturbed air can be heard through the double-glazed window and there’s a low-frequency rumble from the bogies below. The ride is completely smooth.

I leave the Frecciarossa at Lucerne. With all freight trains now using the Gotthard Base Tunnel, the old line is now a tourist attraction. Regular local services still run, but the queen of the line is the new Gotthard Panorama Express. It runs once daily from this lovely lakeside city all the way to Lugano on weekdays, but stopping short at Bellinzona on weekends. Another Gotthard Panorama Express runs once a day in the reverse direction.
Lucerne is home to the Swiss Transport Museum, which attracts more visitors than any other collection of stuff in the country. Sited on the lake shore, a Gotthard Base Tunnel boring machine cutting wheel stands adjacent to its entrance. This work-worn tool, around nine metres in diameter, could easily be mistaken for some piece of modern sculpture.
Inside the sprawling museum is an area dedicated to the Gotthard Base Tunnel. The highlight is a 1:1000 cutaway model, which makes clear the scale and complexity of the project.
Switzerland can justifiably claim to have pioneered modern tourism back in the time of Queen Victoria, herself a visitor to this part of the country. They’re still adept at it, especially if the journey involves rails.

A steam boat operates between Lucerne and Flüelen, where you can board the Gotthard Panorama Express.

But the Gotthard Panorama Express experience begins, at least for those departing from Lucerne, no less romantically with a ferry. The Stadt Luzern, a stately paddle steamer built in the late ’20s, departs a dock in front of Lucerne’s railway station. The ferry’s been converted to run on oil, so there are no sweating stokers shovelling coal into its boiler furnace, but you can see its big, slow-turning three-cylinder engine at work in the centre of the vessel from the main deck.
Kilian Elsasser is aboard mainly to deliver a speech to the officials and guests riding this maiden run of the Gotthard Panorama Express. I speak with him after his speech, which had earned him a warm round of applause.
As the Stadt Luzern splashes along, Elsasser points out lakeside landmarks. There’s Rütli, the meadow where Switzerland was born in 1291 when three districts – Uri, Unterwalden and Schwyz – swore an oath of alliance against their Austrian Habsburg rulers. Here’s the rock where the maybe-mythical marksman William Tell leaped to freedom in 1307 from a storm-tossed boat. He was being held prisoner by a Habsburg-appointed overlord who’d famously forced him to shoot an apple from his son’s head to avoid punishment for a display of disrespect to the regime. Once free, so the legend goes, Tell used his crossbow again, this time kill his persecutor.
These are reasons the Swiss regard this area as the cradle of their nation. Elsasser believes the nearby Gotthard became connected with Switzerland’s sense of independence during World War II. Determined to preserve their neutrality, the Swiss threatened the destruction of Favre’s strategically important Gotthard Railway should Nazi boots step onto their soil.
“It was better than the Brenner,” Elsasser insists, referring to the other major rail route across the Alps, away to the east and running from Italy, via Austria, to Germany. The Swiss line was newer and better-designed, says the historian. “That’s typical Swiss. We don’t invent watches, but then we build the best. That’s also like our railways.”
The Stadt Luzern docks at Flüelen at the southern end of Lake Lucerne. It’s only a few steps to the Gotthard Panorama Express waiting at the adjacent station. The train pulls out punctually and heads south along the gradually narrowing valley of the Reuss River. After passing the northern portal of the Gotthard Base Tunnel at Erstfeld, the line spirals to gain height, providing passengers with three different views of the pretty little church of Wassen.
It doesn’t take long to traverse Favre’s 15-kilometre tunnel.
Soon we’re looking at the scenery of Ticino, Switzerland’s Italian-speaking canton, and feeling warmer. The train now spirals downwards, passing through gorges that were the most difficult part of the original path over the Gotthard. The train passes the south portal of the Gotthard Base Tunnel before pulling into the station at Bellinzona, famed for its trio of castles.
I ask Elsasser, who so loves the old Gotthard line that he bought a place in Göschenen at the northern end of Favre’s tunnel, what he thinks of the new Base Tunnel.
“As a Swiss citizen I’m very proud, because we really did a masterwork,” the historian replies. Elsasser says he voted ‘Yes’ in the referendums required in ultra-democratic Switzerland to approve the project, and rode on the first passenger train to travel through it in June 2016.
“But, on the other hand,” he continues, “it could be a tube in London or Paris. The big mountains and all this history, you don’t realise is there because it’s just a tunnel.” Elsasser leans close and lowers his voice. “In a way, it’s boring, you know …”

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Show Stoppers

The Sydney Harbour Concours d’Elegance—a beauty pageant for priceless classic cars—returns for another instalment at the city’s most intriguing, and unlikeliest, venue.

By Vince Jackson 15/01/2025

The logic behind staging a prestige automobile show on an island may, at face value, seem warped—history tells us that cars and water do not play nicely. The rationale twists further when said piece of land is a former shipyard that is, aesthetically, more workhorse ute than classic Ferrari. 

Scratch beneath the surface, however, and the decision to plant the Sydney Harbour Concours d’Elegance on Cockatoo Island for the second year running begins to make locational sense: the steel arch of the emblematic bridge acting as photogenic backcloth; the UNESCO World Heritage site’s previous guises as 19th-century penal colony and eminent boat-building facility fleshing the show’s historical bones; the theatre of watching collectors delicately coaxing their four-wheeled artworks off a rusty roll-on/roll-off barge in the islet’s wharf before showtime. (After all, if owning a car in this stratosphere isn’t about projecting drama, then what’s the point?) 

Throw in an endless endowment of free Champagne for guests and VIP transport from the mainland via superyacht, and it barely matters that the three-day jamboree is, in the words of founder and curator James Nicholls, “a logistical nightmare”.

“People love the energy, the adventure” says the Anglo-Italian, a broadcaster, writer and photographer whose extensive resume includes various stints as a concours judge across the world. “There’s a great contrast between the luxurious motor cars and the industrial environment. The Turbine Shop [a timeworn, hanger-like space used to display the vehicles] is where ocean-going liners and propellers were built. People interested in cars are also interested in that kind of thing but it’s just a backdrop. Cars are the main focal point.”

The concours d’elegance concept (“concours” means “competition” in French) can be traced back to 17th-century Paris, when aristocrats would flaunt horse-drawn carriages in local parks during summer months. Animals eventually gave way to automobiles, and the gatherings mutated into more organised contests in which these new-fangled contraptions were, in somewhat prescient fashion, judged solely on the appearance. The trend spread throughout European high society, before reaching America in 1950 with an inaugural pageant at Pebble Beach, California—a concours which has since evolved into a behemoth of the species, now billing itself as “the world’s most prestigious car show” and drawing 214 vehicles and spectators in the low five figures at the last annual meeting. Other concours are thriving globally, from spectacles in Lake Como in Italy (the longest running event, launched in 1929) to Udaipur in India. Vanity, it seems, remains in vogue.

Among this storied company, Sydney’s interpretation is playing catch-up. But Nicholls insists the local variant—launched in 2019, having occupied three other citywide locations—has no intention of locking horns with competitors. Not numerically, at least. 

“In 2024, we had 500 people over the three days; this year we’ll aim for 750. But we’re never going to become a 20,000-people show,” he says. “We want it to be bespoke and beautiful, so people don’t have to queue for a glass of Champagne. You can talk to the car owners, and everyone feels like a VIP.” The overarching aim is to become a “destination event” on the socialite calendar, on par with the Melbourne Cup or the Australian Grand Prix.

While keen to keep paying visitors guessing, Nicholls offers Robb Report a sneak peek into some of the 44 objets booked to occupy the coarse, exposed-brick viewing hall, ranging from turn-of-the-century rarities to modern-day exotics: a 1905 Eugène Brillié 20/24 HP Coupé Chauffeur, believed to be the only one of its ilk left; a 1955 Porsche Speedster 356 “Pre A”, examples of which are valued in excess of $750,000; a Lamborghini Miura 3400, a model famed for its starring role in the opening sequence to 1969’s The Italian Job movie; a 2021 Audi R8 Spyder, an iteration that is no longer being produced and thus quietly accruing kudos.

Up to seven “classes” will be open, including categories solely for Porsche Speedsters and pre-war Australian coachbuilt cars. Two 1930s Bugattis are slated for appearance, one of which is, as this article is being written, on a boat somewhere, on its way to Australia. A panel of seven judges, led by the first ever female concours head assessor, who also adjudicated in 2024, will select the overall “Best in Show” winner—scored last time out by a 1964 Ferrari 250 LM, a model line with a $24 million price tag attached. And in a progressive play designed to lure the oil-shunning generation, an “electric elegance” section will debut. Nicholls estimates the combined value of all this precious metal at around $80 million.

While it would provoke an illicit thrill to discover that frenzied super-collectors were slyly puncturing rivals’ tyres or keying priceless bodywork—skulduggery has plagued other pageants, from dog show Crufts (canine poisoning) to Miss World (rigging allegations)—the entrants are, in keeping with the show’s refined, English-garden-party profile—a gentlemanly bunch. To a point. “They like meeting up, the community that’s here, but they do get competitive,” says Mark Ussher, the Sydney Harbour Concours d’Elegance managing director, and on-the-ground organiser. “They care about their cars but they’re investors as well as collectors. If they win a concours anywhere around the world it adds value to the car.”

Which makes it doubly important that, surrounded by all that deep Harbour water, everyone remembers to put their handbrake on.

The Sydney Harbour Concours D’Elegance runs from February 28th-March 2nd 2025; sydneyharbourconcours.com.au

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We Cherrypicked the Best Elements of Luxury Resorts to Create the Ultimate Fantasy Hotel

Everyone has a favourite hotel—but what if you could create your own? We envision the ultimate place to stay, combining elements of the world’s most noteworthy openings. 

By Mark Ellwood 15/01/2025

Forget fantasy football—what about a heavenly hotel? Imagine you could create one from scratch, cherrypicking the best aspects of the world’s most noteworthy recent openings and reopenings, combined into the perfect, impossible property. That’s what we’ve done, from the best rooftop restaurant for supper to the only beach club where’s it’s truly worth basking in the sun, this is the world’s ultimate hotel. The only thing we can’t arrange: the chance to check in.

FACADE                                                                                                                     Capella Sydney
Australia

It took seven years to turn this local landmark—the building once housed the departments of education and agriculture—into a luxury hotel. A honey-coloured jewel in a precinct awash with appealing sandstone facades, its crowning glory, literally, is the gleaming, four-storey glass addition that perches atop the structure like an architectural tiara.

SUITES
The Surrey, a Corinthia Hotel
New York City


After a full reimagining by Martin Brudnizki and its new operators, Malta-based Corinthia Hotels, this Upper East Side stalwart’s signature suites now include a quartet inspired by Central Park bridges. Mouldings nod to the structures’ architectural details, while hand-painted sketches inside the grandes armoires evoke the Ramble-adjacent Bow Bridge. 

RESTAURANT
Le Rooftop at Royal Mansour Casablanca
Morocco


Relax on the 23rd floor of this Art Deco-inflected skyscraper hotel and you’ll not only enjoy astonishing views over the water and toward the towering Hassan II Mosque, but you’ll also find yourself rubbing elbows with the coolest crowd in the city. Snag a sofa on the terrace before sundown and linger all evening. 

LOBBY
Peninsula London
England


Hong Kong’s Peninsula hotels are renowned for their fleet of high-end classic cars—a personal passion of billionaire owner Sir Michael Kadoorie. No wonder he struck a deal with Surrey’s Brooklands Museum for his latest opening in London: not only is the Claude Bosi-operated restaurant named in its honour, but the institution also makes available a rotating selection of outstanding vintage vehicles—most recently, a Bentley Blower and a Napier-Railton—for display in the eatery’s dedicated lobby, close to the Concorde nose installed overhead, sourced from Kadoorie’s personal collection.

BEACH CLUB
Borgo Santandrea
Italy


The dearth of standout beaches is the Amalfi Coast’s dirty secret, so this is a remarkable asset: walk down through the terraced, lemon-tree-filled gardens of this Gio Ponti-inspired hotel bolted to the steep cliffs by Conca dei Marini, and you’ll stumble upon its own beach club attached to the property. The restaurant sits in a renovated boathouse; feel free to snip some herbs from the mismatched pots filled with sage and basil.

SPA
Meritage Resort and Spa
Napa Valley

The naturally formed 2,044 m² Estate Cave, located 12 m underground, was already spectacular—its extensive menu of treatments includes both cave-stone massage and guided breathing and meditation sessions—but the $37 million rehab of this establishment thankfully doubled the size of the adults- only pool in front of Spa Terra. 

POOL
One&Only Za
abeel Dubai
UAE


This gravity-defying infinity pool, sitting atop the cantilevered link between the hotel’s two towers, has a clubby vibe, swim-up bars and sunken seating pods—and the fact that it’s Instagram catnip doesn’t hurt either. 

Photos by ADRIAN GAUT; BORGO SANTANDREA; PENINSULA LONDON; WILL PRYCE.

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Hole In One

The Citizen Kanebridge VHG Golf Open Returns to The Southern Highlands This February.

By Robb Report Team 09/01/2025

The third annual Citizen Kanebridge VHG Golf Open Day is happening again this year at Citizen Kanebridge Lodge in the Southern Highlands on Friday, February 21. Players will tee off from 8 am for a day of unrivalled bucolic hospitality in the spirit of friendly competition.

The Open unites forces with the operators of Mount Broughton in Sutton Forrest to stage the popular day, in which teams of four enter to enjoy 18 holes of unadulterated fun.

Players will meet at the clubhouse, where—golf aside—they will be served breakfast, lunch and liquid refreshments throughout the day before heading back to Citizen Kanebridge Lodge for a special dinner, fun awards ceremony and more drinks.

Located just 10 minutes from the Citizen Kanebridge Lodge in Berrima, the stunning Mount Broughton course gives players—male and female, and ranging from amateur to semi professional—the chance to compete in a golf day with plenty of high-jinks and food along with way.

The event is part of the new offering from Citizen Kanebridge, a private membership club based in Sydney. Citizen Kanebridge allows members to have access to the Robb Report Club(RR1) based in the United States of America, Citizen Kanebridge Lodge in the Southern Highlands of NSW, and The Royal Automobile Club of Australia (RACA) in Circular Quay, Sydney.

Members interested in Golf Open Day, may enquire by reaching out to leanne@citizenkanebridge.com.au. For more information on Golf Open day, you can download the information brochure here.

Love golf? jump to our golf connoisseurship package from the Spring 2024 issue of Robb Report ANZ.

 

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Ace Tennis Apparel

Bring your A-game this summer as you slip onto the centre court in style

By Robb Report Staff 17/01/2025

Since the 70’s, and the advent of the professional circuit and tennis coverage on TV, players have recognised the value of looking distinctive and acting distinctively to attract an audience and sponsors. The male superstars of that era—Bjorn Borg, Jimmy Connors, John McEnroe, John Newcombe, Ilie Nastase and Vitas Gerulaitis—dazzled audiences not only with their athleticism and guile but also with their logo-laden plumage. Nastase’s bad-boy Adidas stripes, Borg’s headband and pinstripe Fila top and John Newcombe’s pastels and handlebar moustache were competitive points of difference that were as much a part of their weaponry as their serves. In the intervening decades, on-court apparel has served double fault after double fault and commercial interpretations of those looks have been even more egregious. But if today’s luxury purveyors have anything to do with it, ‘tennis fashion’ may no longer be an oxymoron.

Look and feel your best on the court with Robb Report’s selection of ace tennis apparel.

Gucci ‘Jannik Sinner’ duffle bag; $3,000; Gucci.com

Brunello Cucinelli nylon sweatshirt vest in white or grey $3,043; brunellocucinelli.com

Brunello Cucinelli calf skin leather tennis bag in cream; $12,967; brunellocuccinelli.com

On ‘The Roger’ vegan leather and mesh tennis sneakers, $342; mrporter.com

Gucci terry tennis shorts $2,600; gucci.com

Ralph Lauren linen short sleeve shirt in white; $229; ralphlauren.com

Loro Piana logo baseball hat in cream, $1,200; loropiana.com

Brunello Cucinelli grained calfskin and washed suede runners, $2,200; brunellocuccinelli.com

Brunello Cucinelli nylon Bermuda short in grey; around $2,000; brunellocuccinlli.com

Penhaligon’s Racquets (recently discontinued so buy now), $249; penhaligons.com

Lacoste short down jacket. $470; lacoste.com

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How Perfumer Francis Kurkdjian Learned to Bottle the Zeitgeist

The vaunted French nose has spent 30 years devising best-selling fragrances for the world’s leading luxury brands. Can he work his magic reimagining the world’s best-selling fragrance, Dior Sauvage? 

By Justin Fenner 15/01/2025

The perfumer dips a tester into one of the tiny glass vials aligned on the desk in front of him. There are dozens of them, with labels identifying various dilutions of compounds such as methyl geranate, phenyl acetate, and akigalawood. He brings the paper to his nose and inhales. “Once in a while, I try to introduce my palette to new ingredients, to see if they’re interesting enough to create something with,” Francis Kurkdjian says. “Most of the time, they’re not.” With that, he tosses the strip into the trash.

To be a perfumer is to be a lifelong learner. Science advances, ingredients run out, regulations governing what you can use (or can’t) change. But Kurkdjian’s high standards and boundless curiosity have helped the 55-year-old become one of the industry’s best-known and most prolific noses, as those in the profession are often called. Since 2021, he has been Dior’s perfume creation director; before that, he cofounded his own house, Maison Francis Kurkdjian, and spent more than 25 years helping other companies articulate their olfactive identities. His hundreds of commissions—Jean-Paul Gaultier’s Le Male, Kenzo World, and Carven Pour Homme among them—have generated many millions of dollars for luxury’s leading lifestyle companies. Along the way, his increasing renown has helped bring perfumers from behind the scenes and into the spotlight.

“It’s a profitable business when you make a name for yourself, without a doubt,” says Robert Burke, CEO of luxury consultancy Taylor/Burke Communications. “In the past, brands oftentimes didn’t talk about who their perfumer was—it used to be a little more like a private label. Now, it’s a selling point.” And selling is the operative word. According to Statista, a sort of Google for market researchers, the global fragrance market will reach nearly $60 billion in revenue in 2024. Last year, LVMH reported that its perfumes and cosmetics division, of which Dior is the biggest player, moved over $8.2 billion worth of products.

Sauvage Eau Forte, in the foreground, is the fifth member of Dior’s highly lucrative line of men’s fragrances. Dior

In September, Kurkdjian will unveil his most significant project to date, and his first men’s fragrance for Dior: Sauvage Eau Forte. It’s a follow-up to Sauvage, a sensual and uncommonly long-lasting men’s eau de toilette designed in 2015 by Kurkdjian’s predecessor, François Demachy. And the stakes for this new flanker (the industry term for an iteration of a flagship scent) couldn’t be higher. Since 2022, the original Sauvage has been the world’s best-selling fragrance, men’s or women’s, surpassing even longtime champ Chanel No. 5. It’s estimated a bottle of Sauvage is sold every three seconds.

Still, selecting a fragrance is a deeply personal, even emotional, decision. Kurkdjian’s challenge was to make a big tent even bigger by offering a new—but not radically different—vision of something millions of men around the world already wear.

He started the project—where else?—at a desk covered in vials. Though a team of two associate perfumers works just down the hall from his office in Paris, one gets the sense that Kurkdjian prefers solitude. When I later ask one of his friends if Kurkdjian is shy or just French, they respond, “He’s shy. And French. Double whammy.”

But one-on-one, Kurkdjian is supremely self-assured, armed with the type of confidence you expect to see in a surgeon or first responder. “I don’t feel the pressure, to be honest, because I decided not to feel the pressure,” he says, in reference to the various demands of his role, including devising bestsellers, overseeing the other perfumers, managing Dior’s relationship with its flower growers in Grasse (the raw-materials capital of the French fragrance industry), and even training store associates how to express his ideas. “It’s not a job you can handle if you’re afraid, because fear is unproductive.”

Kurkdjian rarely steps foot in the lab; instead, he tests fragrance compounds and writes out formulas at his desk. Tiphaine Caro

Fortunately for Kurkdjian, he comes from brave stock. On both sides of his family are relatives who immigrated to France from the former Ottoman Empire early in the 20th century to avoid political persecution; his maternal great-grandmother and grandmother only narrowly escaped the Armenian genocide.

To instill a sense of pride in their heritage, Kurkdjian’s parents took him and his two siblings to the Armenian Cathedral of St. John the Baptist in Paris every week. He still attends regularly. “When I’m in my final box, that’s where I’ll go,” Kurkdjian says, with a slight smile at his own gallows humour.

But the family also put a premium on a French sense of personal style and savoir faire. He remembers his mother buying fabric used in past-season Chanel collections to make her own suits. It didn’t hurt that one of her best friends, Françoise, was a petite main who once made dresses in Dior’s couture atelier. After Kurkdjian’s mother died in 2013, Françoise, now 87, became a surrogate aunt—but she has long been a link to the man whose memory Kurkdjian is now tasked with upholding. Because she worked closely with Monsieur Dior himself, Kurkdjian still calls her “whenever I need to fact-check something.”

As a teenager, Kurkdjian stole spritzes of his father’s small selection of classic colognes, which included the fresh, citrusy Dior Eau Sauvage, released in 1966 and unrelated (in the olfactory sense) to the 2015 scent, as well as the suave, vanilla-forward Pour un Homme de Caron. His mother wore perfume in what was then a novel way: different scents for different occasions, seasons, and moods, instead of a single signature. “She was loyal to my father, but she was never loyal to perfumes,” Kurkdjian jokes.

At first, he thought he’d be a ballet dancer—“I wanted to be Nureyev,” he says—but he failed the rigorous entrance exam to the Paris Opera Ballet School. Then, for a time, he thought he could be a couturier, until he came to grips with the fact that he couldn’t draw.

Photo: Tiphaine Caro

When he was 14, he became fascinated with a collection of perfume samples his sister had put together. A few years later, Kurkdjian saw a magazine article about fragrances that sealed the deal. He remembers feeling jealous of the perfumers on the page and wanted to join their ranks. “I was choosing my life,” he says, before paraphrasing a quote from Jean-Paul Sartre: “‘Choosing not to choose is still choosing.’ And this is, like, almost tattooed in my brain. I don’t know if I always make good decisions, but I make decisions.”

In 1994, two years after Kurkdjian graduated from ISIPCA, a fragrance school in Versailles, the industry was dominated by a small handful of huge companies. Designers in need of new scents would send out requests for proposals, and perfumers would enter a knock-down, drag-out fight to win the bid. Thirty years later, not much has changed.

“They still make perfumers compete against each other, even within the same house,” says Dawn Goldworm, an olfactive expert who has been friends with Kurkdjian for over 20 years. “So at Firmenich, you have a lot of perfumers competing against each other on projects,” she explains, referring to the leading French firm, “but they’re also competing against perfumers at Givaudan, International Flavors & Fragrances, and Takasago. It doesn’t really create a collaborative spirit.”

A chance meeting with the executive who owned Jean-Paul Gaultier’s fragrance license would produce one of the industry’s most consequential partnerships. At the time, Kurkdjian was just 25 years old and had enrolled in a master’s degree program at Paris’s Institute of Luxury Marketing. Gaultier was soliciting bids from the major houses for a new men’s fragrance. His brief was to evoke the seductive side of clean sweat, something Kurkdjian later described as “the idea of sensuality where you want to practically bite into a man’s skin.” The exec gave him three weeks to submit a formula as a sort of training exercise; Kurkdjian had never designed a fragrance outside the classroom. He took the assignment anyway—and won.

Nearly everything at Parfums Christian Dior—including Kurkdjian’s sweater and his custom testing strips—bears the French brand’s logo. Tiphaine Caro

His composition used lavender, mint, vanilla, and a hint of cumin to conjure the musky aroma the designer was after—and it beat designs from far more experienced perfumers. Housed in a torso-shaped bottle clad in a striped sailor motif (Gaultier’s idea), Le Male quickly became a sensation, notable for how different it was from other men’s scents on the market, which generally conformed to generic ideas about masculinity: You could smell either clean, like a fraternity pledge getting ready for Friday night (à la Davidoff’s Cool Water or Issey Miyake’s L’eau d’Issey Pour Homme), or powerful, in the vein of an old-money financier (think Creed’s Green Irish Tweed). Le Male was far more nuanced—a little sweet, a little floral, yet undeniably masculine. Released in 1995, it was perfectly positioned for the metrosexual trend of the late ’90s and early aughts, which heralded changing ideas about what it meant to be a man.

“It was a unique combination of the freshness of lavender with the warmth of the vanilla and amber in the base—it was very modern smelling,” says Sebastian Jara, a fragrance consultant in San Francisco. Though Kurkdjian’s initial formula has since spawned 55 flankers, Jara notes that people still wear the original. “It’s one of the icons of the perfume industry,” he says.

Le Male also made Kurkdjian an overnight star in his field. “Most perfumers at 25 don’t have the breadth or the facility to do a global bestseller,” Goldworm says. “Francis is an anomaly, because he’s just brilliant.”

But Kurkdjian learned early that success can come at a cost. In short order, a rumour went around Paris that his formula was selected only because he was sleeping with Gaultier.

“It was not true,” Kurkdjian clarifies, obviously still hurt by the accusation, even if it was partly based on a simple misunderstanding: “Jean-Paul had a boyfriend at the time whose name was the same as mine—Francis.” He believes the rumour stuck because “in France, people don’t like success. Success is always suspicious.”

Though he should have been on top of the world, he began avoiding industry events, socialising only with a tight circle of trusted friends. Even now, decades later and at the height of his powers, the lesson still lingers. Kurkdjian will go as far as to confirm that he’s gay, but he won’t divulge anything else about his romantic life to the press.

His work is another story, and Le Male opened the door to plenty of it. It helped him land a job as a perfumer for Quest, a Dutch-owned company later acquired by Givaudan, where he created a string of best-selling and critically acclaimed bottles: Elizabeth Arden’s Green Tea, in 1999; Lancôme’s Miracle Homme, in 2001; Narciso Rodriguez for Her, in 2003. He even devised two scents for Dior’s halo line of fragrances, La Collection Privée, in 2004.

It wasn’t just his early successes that made Kurkdjian stand out. Perfumers are a small community, by some estimates numbering as few as 200 professionals. “Many people use the analogy that there are more astronauts than perfumers,” says Linda G. Levy, president of the Fragrance Foundation, a New York-based trade group.

“There’s a stereotype of who [can be a perfumer], and perhaps a lack of welcoming into the industry,” she says. Though that has begun to change, when Kurkdjian’s star was on the rise, his peers were mostly straight, older men descended from families in or near Grasse whose members had made fragrances for generations. Kurkdjian was a young gay man with no connection to the industry, outperforming the other guys and making it look easy.

One factor has long leveled the playing field: Most perfumers aren’t widely credited for their work. It’s something that seemed unfair to Marc Chaya, a finance and strategy executive who was a partner at Ernst & Young in 2004, the year he met Kurkdjian at a birthday party for a mutual friend. “When I learned that he was the man behind some of these beautiful perfumes that I already had in my collection, I was very intrigued and surprised,” Chaya says.

They became fast friends, quickly learning they had a lot in common: They were both gay and wildly successful; Chaya, who’s Lebanese, saw overlaps in their families’ histories. And they were both hungry to work for themselves instead of making heaps of money for other people. “I guess we met at a time where we were both looking for something, and we found an answer in each other,” Chaya adds.

In 2009, the two formally became business partners, launching Maison Francis Kurkdjian, for which Chaya serves as CEO. From its inception, Chaya ensured Kurkdjian would receive credit for his compositions, because his name would be on every distinctively faceted bottle.

“We know fashion designers by their names, but we know fragrances by the name of the fragrance,” says Lana Todorovich, president and chief merchandising officer at Neiman Marcus, the first retailer to carry the maison’s fragrances in the United States. “They were both on a pretty significant mission to actually bring to light the incredible talent of perfumers.”

Chaya, who stayed with the company after LVMH acquired it in 2017, believes there’s still a way to go. “I’m not sure that many people know who Alberto Morillas is. I’m not sure that many people know who Calice Becker is, or who Jean-Claude Ellena is, or Christine Nagel,” he says, referring, respectively, to the creators of Calvin Klein’s CK One, Dior’s J’adore, Terre d’Hermès, and Jo Malone’s Wood Sage & Sea Salt. “It’s about time we respect what they’ve done.”

Kurkdjian has long compared what he does, especially for other brands, to being an actor. The briefs are like scripts, and exploring a new fragrance’s mood or avatar lets him step into identities he wouldn’t otherwise occupy—say, the modern London gentleman with a classic sense of style (Mr. Burberry) or the off-duty mogul just trying to put his workweek behind him (Armani Mania).

The job gives Kurkdjian a far bigger stage than he ever would have had as a ballet dancer. He calls leading Dior’s fragrance department the role of a lifetime—one he has been able to make entirely his own. “It’s not even work,” he insists.

Still, he takes pains to keep the businesses separate. Some of that is down to confidentiality, but other aspects stem from personal preference. Take flowers, for example. “I don’t put them so much at the forefront in my own house, but at Dior, they’re part of the founding act,” he says, referencing Christian Dior’s love of gardening and his practice of modeling dresses after various blooms. “They’re the DNA of the brand. So at Dior, I love working with flowers.”

He calls the Sauvage franchise “the story of lavender being the core flower of masculine perfume,” which he attributes to its use in traditional British shaving tonics. It’s the shared ingredient among all five iterations of the scent. (In addition to the fresh, citrusy, and woody original eau de toilette, François Demachy, Kurkdjian’s predecessor, made three more concentrated flankers that play up different elements of the flagship.) But if the original is smooth and urbane, Kurkdjian’s Sauvage Eau Forte is both fresher and more complex: a little green, a little peppery, with an earthy undercurrent like a warm breeze rolling through a desert oasis. Dior has leaned heavily into the imagery of water in its marketing for the scent, because Eau Forte uses water as its base instead of alcohol. The result—in addition to its opaque white appearance—is that the initial expression lasts longer than traditional scents, which tend to evolve over the course of the day.

During a span of about 10 months, Kurkdjian created 120 versions of the scent before arriving at the final formula. Though he won’t say which ingredients hit the cutting-room floor, the ultimate makeup includes a “cold spice” accord (it smells of elemi, cardamom, and black pepper), bleached lavender, and musky, woody notes. What he will say is that he rarely steps foot in the lab. He’s old-school, still writing out all his recipes with pencil and paper and handing them off to be mixed by one of his team. (“I am super lazy,” he admits. “And when you are lazy, you need efficiency, because you need things to run fast.”)

It’s one of several charming idiosyncrasies he has developed. He no longer drives because the traffic in Paris has gotten so bad that he can’t safely satisfy his need for speed. Every morning, instead, he’s driven to one of his two offices—Dior or Maison Francis Kurkdjian—around seven o’clock.

Sauvage Eau Forte, Kurkdjian’s first men’s scent for Dior. Tiphane Caro

He hasn’t worn fragrances since he was in perfume school, where he was taught not to distract his nose from the formula in front of him. Occasionally, he’ll give scents he’s working on a test run or put something on for the odd party. Otherwise, his brain starts to work—and not in the good way. “Like, ‘Is that good enough? You should have done that. Why don’t you try this?’ So it’s not fun.”

He confirms the rumour that his nose is insured, though he won’t say for how much, which is one of many indications as to just how vital his role is to the bottom line. LVMH’s 2023 investor report lists four strategic priorities across its fragrance and beauty business. No. 2 is: “Focus on developing Parfums Christian Dior in harmony with couture.”

“I think it’s telling that that’s how important Christian Dior perfumes are in the entire portfolio of brands,” says Burke, the consultant. “For a brand like Dior, the fragrance category is absolutely key and a significant part of the business.”

So, yes, there’s serious money at stake. But despite the aggressive revenue targets, his ambitious schedule (he’s already working on fragrances for 2026), and the knowledge that thousands of people depend on his success, Kurkdjian tries not to take his work—or himself—too seriously.

“It’s important to put everything in perspective,” he says. “It’s just perfume. We’re not saving lives. We’re trying to make life even more beautiful.”

Scents of Occasion

Francis Kurkdjian is a firm believer in the olfactive wardrobe, the notion that you can be scented 24/7 for a range of moods and purposes. Here’s how five of his notable formulas square with what’s already in your closet.

The Wool Topcoat: Mr. Burberry Eau de Parfum

Courtesy of Burberry

You might not wear this earthy, spice-laden fragrance year-round, but it’s an indispensable and versatile layer in the fall.

The Oxford-Cloth Button-Down: Maison Francis Kurkdjian Amyris Homme

Maison Francis Kurkdjian

Rosemary, cedar, and the titular Caribbean shrub combine to create an eau de toilette that’s as crisp and comforting as a clean white shirt.

The Peak-Lapel Tuxedo: Christian Dior La Collection Privée New Look 

Courtesy of Christian Dior

Kurkdjian’s only Dior project without flowers is filled with soapy aldehydes, amber, and frankincense—the scent of masculine chic, bottled.

The Cashmere Crewneck: Maison Francis Kurkdjian Grand Soir

Courtesy of Maison Francis Kurkdjian

Soft, warm, and uniquely enveloping, this eau de parfum’s amber-vanilla accord has an alluring edge thanks to notes of resinous benzoin.

The Dressing Gown: Carven Pour Homme Eau de Toilette

Courtesy of Carven Parfum

A refined and relaxed blend of violet leaf, sandalwood, sage, and vetiver, codesigned with perfumer Patricia Choux.

Hero photo by Tiphaine Caro

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