Blurb with Deep Ww Foil

VOLVO PROA

!1 SPECIFICATIONS

Weight: 480 kgs Sail Area: 66 sq m Length: 15m Mast height: 20m above water Beam: 8.4m Frontal Area: 8.8 sq m at 25° apparent while foiling, excluding rig and rudders Wetted Surface: 12 sq m when floating including hulls, foils, rudders Righting Moment: 7,240 kgm when flying Draft rudders up: 0.2m Draft rudders down: 1.75m Shipping: 3 shipping containers for 8 boats Cost: 150,000€

GENERAL DESCRIPTION The numbers refer to items in the following drawing, page 3.

1) The triscarph configuration reduces weight, cost, wetted surface and drag.

2) Rudders at 30% and 70% of the length provide leeway resistance and faster steering than stern mounted rudders.

3) Foils plug into the bottom of the rudder to enable changing foils afloat and simplify repairs. Foil lift is controlled by wands linked to the foils.

4) The foil under the windward hull automatically rotates to follow the direction the boat moves in.

5) The crew hull is always to windward and all sail controls lead to it. Once the sail is up, the crew do not move from the windward hull except in wind below 6 knots.

6) The single main sail is large enough that no extra sails are required. The 20m mast puts sail area above the turbulence and wind shadows in sheltered venues and ensures hull flying in 6 knots of breeze.

7) The two piece mast slots together and is raised and lowered sideways (canted) using the sheet winch.

8) The wishbone boom extends in front of the mast where it attaches to the forestay. Leech tension tightens the forestay, keeping the mast straight. A lever on the diamonds provides 30:1 purchase from the cockpit.

9) Washboard for easy guest access and padded stool for him/her to sit on.

10) Trampolines in carbon rod frames attached to the beams with quick release buckles.

11) Removable soft ends to limit impact damage.

12) Remote controlled camera to view the sails, foils, crew and other boats without risk of damage from crew, sheets or sails

!2 OVERVIEW

8 3

10 11 1 2 3

4 11

!3 SHUNTING

Unlike conventional craft which tack and gybe, the Volvo Proa shunts. The rudders rotate but the boat remains angled to the wind. Once the rudders are pointing upwind (tacking) or downwind (gybing), the sail is sheeted to the opposite end. The hulls do not have to point into the wind with the associated drag and both the steered rudders on the lee hull and the auto aligning rudder on the windward hull rudders are always aligned with the water flow. Consequently the boat stays on the foils for longer.

The faster the sail is sheeted to the other end, the higher the likelihood of staying on the foils. For most of the shunt, the main is weathercocking towards it’s new position so sheet loads are low and sheet speed is key. To facilitate this, the mainsheet is a 1:2 system. The main is self vanging, so the sheet loads are relatively low, the #40 winch handles the fine trim at the end of the shunt.

Shunting is millennia old, yet only in the last couple of years have rigs and techniques become fast enough to make proas viable in short course racing. Professional sailors will not only learn it quickly, but improve it as well.

DOWNWIND SHUNTING (page 5)

Foil shunting is done quickly. The rudders are turned through 180 degrees as quickly as possible. The red one starts turning first to initiate the turn and again after the rudders are pointing downwind. When the platform is at right angles to the wind, the sail is sheeted on as quickly as possible to keep the power on as the boat bears away onto the new course. The rig can be raked forward to assist with the bear away.

If VMG>TWS at step 3, continue foiling dead down wind until VMG

UPWIND SHUNTING (page 6)

The rudders are turned through 180 degrees as quickly as possible. The red one starts turning first to initiate the turn and again after the rudders are pointing upwind. As soon as the platform is at right angles to the wind, the sail is sheeted on as quickly as possible to keep the power on and luff the boat onto the new course.

!4 DOWNWIND SHUNTING

!5 UPWIND SHUNTING

!6 VOLVO INSHORE FOILER PRICES AND WEIGHTS

SUMMARY Prices are Australian labour and materials converted to Euros at 0,68 Platform, Spars, Rudders Materials 9 748 Platform, Spars, Rudders Labour 74 800 Build Hours incl fitout 1191 Consumables @ 25 Euros per sq metre 2 433 Fittings and fit out materials 44 046 Fittings and fitout labour 6 188 Mould amortisation assuming 8 boats built 6 795 Design fee 5 000 COST OF BOAT in container 149 011 Euros WEIGHT OF BOAT ready to race 480 kgs

PLATFORM, SPARS, RUDDERS Surface Weight Foam carbon resin Paint Labour Area 10mm H80 uni/db kgs 3 coats hours Windward hull, floor and bhds 300/10mm/300 plus 20% overlaps and reinforcing21 52 13 15 16 8 120 Lee Hulls 450/10mm/450 plus 20% overlaps and reinforcing 23 68 14 24 21 8 160 2 x Athwartship Beams 23 70 41 21 9 160 Fore and aft beam lee hull 11 24 13 7 4 80 3 x rudder shafts and foils 2 56 37 19 1 80 3 x rudderblades 450/10mm/450 + uni 2 6 2 2 2 1 200 Boom 300/10mm/300 + uni 6 18 11 5 2 60 Mast incl integral fittings 10 88 56 28 4 240

Totals 97 383 29 199 117 36 1100 Unit cost 34 32 10 34 68 Total cost 1 002 6 308 1 198 1 241 74 800

Notes: resin:fibre is 1:2 by weight, plus 300 gsm per side for the foam

FITTINGS AND FIT OUT labour Rate materials weight cost source 68 Sail, cars and battens 25 160 30 25 160 North Brisbane Stays 44m 8mm dyneema 4 272 269 2 541 Strong Ropes 1273 Halyard (36m x 3m), sheet (22 x8), diamonds (26 x 6, 20 x 8) 4 272 432 4 704 Strong Ropes Outhaul (20m x 8 mm), downhaul (12m x 8mm) 2 136 65 3 201 Strong Ropes Diamonds adjuster, mast collars, spreaders, mast head, boom ends 8 544 612 6 1 156 in house 2 x #40 winches 1 for main sheet, 1 for sail and mast control 1 68 2 795 14 2 863 whitworths less 30% 4 x Power clutches for cant and rake, 6 x cam cleats 2 136 1 605 5 1 741 whitworths less 30% 24 turning blocks (18 plus steering) loop tied to beams and boom 1 68 1 900 5 1 968 Karver KB010 trampolines 2.2m x 7m, 40 straps, 20m 10mm rod frame 5 340 802 9 1 142 net systems 2 x steering wheels, mounts, quadrants, 60m 3mm dyneema 20 1 360 1 862 9 3 222 Jefa 6 x rudder bearings 10 680 8 000 10 8 680 Jefa 2 x wands and linkages 20 1 360 136 2 1 496 various Trolleys 10 680 340 1 020 in house Packing in container 4 272 68 340

Total 91 6188 44046 97 50234

MOULDS Plug and Mould OR Mouldcam OR 3d printed Hours Rate materials shipping not incl 816 per sq m 68,00 estimares Mast incl track, head, base, collar, sleeve 240 16 320 1 360 13 226 8 455 Lee hull ADDRESSING THE120 TENDER8 160 CRITERIA680 26 407 9 220,8 Windward hull half mould 240 16 320 1 020 13 203 8 568 fore/aft beam 120 8 160 680 3 597 8 976 athwartships beam 120 8 160 340 9 893 9 302,4 Therudder key objective is to produce a racing platform200 13 600 designed340 to test and3 591 excite elite1 632 foils 120 8 160 340 1 796 816 levelboom sailors and deliver high performance 120 8 160 340 5 396 2 448 Miscellaneous small moulds (10% of total) 128 8 704 510 7 711 4 942 The 15m/ 50’ Volvo Proa is one fifth the weight1408 65 of 106 the AC5 610 50 (480 kgs vs ~2,400) with two Total mould costs 70 716 84 821 54 360,8802 thirds the sail area (66 sq m vs 100). It is easier to sail, rig and maintain and will fly a hull andPer boat, foil assuming in 6 8 knots of breeze. In 30+ knot winds it will be8 839able to race,10 603 not just6 survive.795,110025 COST PER BOAT 6 795,110025

PERFORMANCE NUMBERS Weight of boat incl 5 x 90 kgs crew and guest 930 kgs Wetted Surface floating 11 sq m Weight in ww hull incl 2 x 90 kg crew 267 kgs Windage when flying, 25˚ AWA 9 sq m Weight in ww hull incl 5 x 90 kg crew 537 kgs Sail area 66 sq m Centre line to centreline beam 8 m Minimum righting moment 5114 kgm Maximum righting moment 7163 kgm height of coe 10 m Apparent windspeed to fly a hull, 3 crew to leeward 8 knots

Foiling. Approximations, to be tuned when final weights etc are known. Lift off speed 10 knots m/sec 5 m/sec lee hull weight incl 3 people 663 kg Newtons 6498 N CL of foil 1 water density 1025 kgs Area = W/0.5 x CL*density*speed squared. 0,36 sq m Assumes all the load on the front foil. No allowance for losses or downward pressure from the sail Foil Area ww hull Lift off speed 10 knots m/sec 5 ww hull weight 3 people in ww hull 267 kg Newtons 2618 N CL of foil 1,4 water density 1025 Foil Area = W/0.5 x CL*density*speed squared 0,15 sq m No allowance for losses or the lifting force from the sail

Comparisons Upwind weight weight Bruce Number (imperial) sail area empty sailing empty sailing Volvoproa (excluding VIP guest) 66 480 840 2,6 2,2 AC 50 100 2400 2850 1,9 1,8 GC32 (excluding VIP guest) 60 1050 1500 1,9 1,7 M32 53,6 510 960 2,3 1,9

The rig is simple, but adjustable, including for rake, cant and mast bend. The rudders are also the leeway preventers, so can be used for positive and negative leeway upwind and down. Sailing it is easy. Sailing it fast is a test of sailors' first principles knowledge and ability.

The Volvo Proa is sailed the same way as conventional boats, but with some variations which add an extra dimension (and considerable safety) to tactical sailing in confined spaces. It can stop in less than a boat length on any point of sail, and be sailing in the opposite direction in the time it takes to resheet the main and rotate the rudders. It does not need room to windward or speed to tack and will not get caught in irons. The fore and aft rudders allow precise control at all speeds, in forward0 and reverse.0 0

There is nothing in the RRS that needs to be changed to allow proa racing.

1 COST Please provide an estimate of the total cost to Volvo Ocean Race at each stage - design, build and fitout.

Design: The design fee is 5,000€ per boat, inclusive of engineering, detailed plans, construction drawings and unlimited email or Skype time. If required, we would employ or partner with others to compliment what we offer. We expect to work closely with Volvo to fine tune the design and build.

Build: Built on the Gold Coast (Australia) by experienced builders under our supervision, the boats would cost 150,000€/$Aus230,000 each, weighed (all components within 0.5 kgs of designed weight), bench tested and packed in containers ready to ship. The attached spreadsheet has a breakdown of materials, hours and overheads, based on previous boats we have designed or built.

Alternatively they could be built by a builder of your choice, with or without our hands on involvement.

VOLVO INSHORE FOILER PRICES AND WEIGHTS

PLATFORM, SPARS, RUDDERS Surface Weight Foam carbon resin Paint Labour Area 10mm H80 uni/db kgs 3 coats hours OurWindward build hull, floortechniques and bhds 300/10mm/300 result plusin 20%all overlapscomponents and reinforcing21 being52 complete13 and15 ready16 to 8paint120 when they leaveLee Hulls the 450/10mm/450 moulds. plus There20% overlaps is andno reinforcing cutting or grinding23 68of finished14 laminates24 21 and no8 post160 infusion 2 x Athwartship Beams 23 70 41 21 9 160 laminating.Fore and aft beam leeWith hull 3D printed moulds and CAD11 master24 templates13 for the7 laminate4 and80 core, identical3 x rudder shafts boats and foils can be produced at multiple locations.2 56 37 19 1 80 3 x rudderblades 450/10mm/450 + uni 2 6 2 2 2 1 200 TheBoom 300/10mm/300moulds will + uni take ~three months to build/print.6 18 There is ~1,20011 hours5 labour2 per60 boat inclMast inclfitout integral and fittings painting. 10 88 56 28 4 240

Totals 97 383 29 199 117 36 1100 Unit cost 34 32 10 34 68 Total cost 1 002 6 308 1 198 1 241 74 800

Notes: resin:fibre is 1:2 by weight, plus 300 gsm per side for the foam

Per boat, assuming 8 8 839 10 603 6 795,110025 COST PER BOAT 6 795,110025

0 0 0

1 VOLVO INSHORE FOILER PRICES AND WEIGHTS

Totals 97 383 29 199 117 36 1100 Unit cost 34 32 10 34 68 Total cost 1 002 6 308 1 198 1 241 74 800

Notes: Fitout:resin:fibre Theis 1:2 byfit weight, out costplus 300 per gsm boatper side isfor ~50,000the foam € including 92 hours labour.

Total 91 6188 44046 97 50234

MOULDS Plug and Mould OR Mouldcam OR 3d printed It is simple work. The comparatively few fittingsHours areRate either materials moulded compositesshipping not incl or off the816 per sq m shelf. Pin and threaded bolt holes are included in 68,00the moulds and backedestimares with solid laminate.Mast incl track, head,Turning base, collar, blocks sleeve are loop tied to moulded240 16 locations 320 1 on360 the beams.13 226 The moulds8 455 includeLee hull all the mast and boom fittings (rcb track,120 collars,8 160 head680 fitting, halyard26 407 lock, boom9 220,8 Windward hull half mould 240 16 320 1 020 13 203 8 568 attachmentfore/aft beam and hounds) plus the location and support120 8 160 for the680 rudder bearings,3 597 beams,8 976 foils,athwartships wand beam and steering wheels. No measuring,120 cutting,8 160 grinding340 or drilling9 893 is required.9 302,4 rudder 200 13 600 340 3 591 1 632 ongoingfoils maintenance costs, or operational costs120 (for8 160 example,340 lift-inlout costs,1 796 shipping816 boom 120 8 160 340 5 396 2 448 footprint,Miscellaneous complexitysmall moulds (10% of of systems total) that leads to additional128 8 704 personnel510 requirements,7 711 etc) is4 942 equally as important: 1408 65 106 5 610 Total mould costs 70 716 84 821 54 360,8802 Volvo Proa is the least possible boat able to fulfil the criteria. Consequently, maintenance Per boat, assuming 8 8 839 10 603 6 795,110025 isCOST minimised: PER BOAT Hose the boat off, check lines6 795,110025 and sail for chafe and service two winches, four jammers and six rudder bearings. The only fastenings are for the winches and jammers. EverythingPERFORMANCE else NUMBERS is slotted or tied so checking for stress cracks or damage is easy.Weight of All boat lines incl 5 x are90 kgs external crew and guest and visible, there are930 nokgs electronicsWetted Surface or floating hydraulics. 11 sq m Weight in ww hull incl 2 x 90 kg crew 267 kgs Windage when flying, 25˚ AWA 9 sq m Weight in ww hull incl 5 x 90 kg crew 537 kgs EasySail area to build or pack up into container from lifl-out66 sq in m shortest time possible Centre line to centreline beam 8 m Minimum righting moment 5114 kgm EightMaximum complete righting moment boats fit in 3 shipping containers7163. kgm height of coe 10 m fromApparent container windspeed to (maximumfly a hull, 3 crew to4 leewardpeople, 8 hours) 8 knots

Foiling. Approximations, to be tuned when final weights etc are known. TheLift off Volvo speed Proa is modular. Each component is 10lightknots enough to be carried by 2-3 people andm/sec they fit together in tapered sockets. There are5 m/sec no cranes, fork lifts, alignment issues orlee nutshull weight and incl bolts 3 people so there is less to go wrong or663 bekg forgotten. Newtons 6498 N CL of foil 1 Thewater densitytrampoline is far smaller than on a cat and1025 is notkgs used once the sail is up except in lightArea = air. W/0.5 It x isCL*density*speed in a frame squared. which is tied to the beams0,36 sqand m windwardAssumes all the hull load onwith the front straps foil. and quick release buckles. The force required is minimal. No allowance for losses or downward pressure from the sail AssemblyFoil Area ww hull and packing up takes minutes rather than hours. Lift off speed 10 knots m/sec 5 ww hull weight 3 people in ww hull !9 267 kg Newtons 2618 N CL of foil 1,4 water density 1025 Foil Area = W/0.5 x CL*density*speed squared 0,15 sq m No allowance for losses or the lifting force from the sail

0 0 0

1 !10 Consideration of limited damage in case of capsize

The Volvo Proa capsizes to 110 degrees, where it is held up by the buoyant mast. The crew do not leave the safety of the cockpit and outside assistance is not required.

To right the boat, the crew winch the mast down 20 degrees. As the boat rights, the mast to leeward softens the landing for the crew in the ww hull.

A capsize to windward is impossible as the sheet leads directly to the cockpit. If the boat is caught aback, the sail weathercocks until the boat is steered back on track. A pitchpole will result in a sideways capsize unless surfing dead down wind in large waves.

!11 Minimum storage space on land required

8 boats can be stored in a 20m x 30m space on land.

!12 Effective and safe mooring arrangement (on water)

With the rudders up, the boats will float in 200mm deep water With the rigs removed, the sailing crews could carry them up the beach. Alternatively, they can be quickly disassembled and stored in pieces, or returned to the container. The robust, zero lift section masts can be lowered in less time than it takes to tie the boats down in the event of strong wind.

We ask tenderers to consider social responsibility as part of their design and execution. ldeas that support improving the environmental considerations around construction and operational aspects will be greatly appreciated. Construction methods, recycled and recyclable boats or tooling are important. Consideration should also be given to the impacts of design size on energy footprint to transport the boats around at least 75% of the Host Cities (there will only be one set of 8 to 10 boats built in the first cycle).

The Volvo Proa's main claims to environmental soundness are the same as it's low cost credentials: There is less of it than any other design and it is one third as expensive to transport. Why?

There are no daggerboards, traveller, tracks, extra sails or forestay support and all the beefing up and expensive fittings these require. Three small hulls and three foils require smaller moulds and use less materials and processing than two large hulls and four foils.

The hulls do not see any rigging loads so can be built from less energy intensive materials than high modulus carbon, honeycomb and resins that need to be frozen or cooked. As they are so small, the added weight is minimal and the moulds are cheaper. The windward hull and decks are symmetric, so only one mould is required.

The structural components are carbon, but as the loads are concentrated, so is the material, so less is used. All the parts are infused and/or pressure moulded so there is no need for expensive, energy consuming autoclaves, ovens, freezers or high temperature moulds.

Our build method minimises waste and requires no post mould grinding, cutting or wet laminating. The only throw away after moulding is a small amount of resin in the infusion lines, the vacuum bag and tacky tape. The latter two would be replaced with permanent silicone bags if the projected numbers were high enough.

We use a 3D printer and recyclable ABS plastic to build foil moulds. If time permitted we would use it for all the moulds. This technology allows more complex mould shapes and is ~two thirds the cost of 3D machining (MouldCam), generates no machining waste, uses much less energy and requires no sanding or polishing. The moulds are made on site to eliminate shipping costs and can be accurately reproduced anywhere.

Volvo Proa can be built of low environmental impact resins, fibres and cores. We have specified carbon, pvc foam and epoxy resin for costing and comparison purposes, but could alter it to include woven plant based reinforcement (hemp, jute, bamboo) for the hulls, recyclable resins (Arkema, Entropy), recycled foam (various), lightweight timber, (long or end grain balsa or cork) for hull cores and water based or low VOC paint. Most of these incur a cost or weight penalty.

!13 If the numbers (>20 boats) or budget were sufficient, the hulls could be thermoformed from co-extruded sheets of multiple types of plastic. This process is quick, clean, low energy, no waste and results in tough, shiny, recyclable hulls that are similar weight to carbon/ foam.

8 complete Volvo Proas fit in 3 x 12m containers and do not need cranes to rig, launch or recover.

Boarding and disembarkation of guests when on water

Guests are boarded through a gate in the windward hull, away from any ropes, sails or controls, with crew close by to assist. They then sit on a padded stool next to the cockpit, close enough to hear what is being said, yet completely out of the way of the action.

Ease of use The successful design should provide consideration to ease of use. Racing will be close to shore, short course racing, crewed mostly by sailors whose normal focus is ocean racing. The crew may be allowed one specialist. This is yet to be confirmed.

One mast, one sail and rudders with automatic foils is as simple as it gets. The Volvo Proa is easy to sail, but challenging to sail well, as it has more trim and steering options than a conventional boat. The rig can be raked or canted to balance the boat, reduce foil load, depower or facilitate steering. The fore and aft rudders give better control than stern mounted rudders and can be used together for positive or negative leeway. A specialist will not be required if the crew have seat of the pants sailing ability.

!14 Safety for crew, guest and spectators is a major priority for the Volvo Ocean Race. Our goal is to create a spectacular, exciting, inshore racing class that can be raced hard, safely.

Volvo Proa hulls have replaceable soft ends to minimise damage. The cockpit is on the opposite side to the foils and mast. Crew do not have to move during the race, except in very light air. There is only one sheet and no flogging sails. There is no danger of falling off and being sliced by the water foils or being thrown off when changing sides while manoeuvring. Crew and guest remain in the cockpit in the event of a capsize and right the boat themselves. Nose diving/pitch poling is less of a problem with the 15m length and the front foil mounted well ahead of the mast. A light boat inflicts less damage than a heavy one in a collision. Additional strengthening of the cockpit side and/or a safety bar 400mm above the windward gunwale could be added for further protection.

Looks/Perception

First and foremost this yacht's purpose is to truly test the very best professional sailors in the inshore multihull format. Volvo Ocean Race is seeking a solution with a level of technology and performance as close to the maximum possible, within the constraints of One Desígn and the overall budget, (asset cost and consequential operation/crew/logistics costs).

The Volvo Proa is simple, with relatively low, but appropriate technology. If higher tech is required, we can adjust the boat and the build accordingly. The technology level can be raised in roughly the following order: soft wing sail, high modulus carbon spars, wing mast, gyros/motors to operate the foils, prepreg/honeycomb hull construction, hydraulic rig controls, solid wing rig. All these diminish all the criteria in the Tender except performance, which will not be noticed in a one design. As drawn the Volvo Proa will foil and fly a hull in 6 knots of breeze, tack and gybe (shunt upwind and down) on foils and sail at 30+ knots in 20 knots of breeze.

Another goal is that the design looks fast, cutting edge and will excite high end racing fans.

Fans will love it or hate it, but they will definitely talk about it. Rather than being cutting edge in terms of existing technology (which will be yesterday’s technology before the first boat is launched), it is a new direction in fast, challenging boat racing, on a simple, easily sailed and comparatively low cost boat.

While guest sailing and the spectacle are important considerations, these are much less important than the sporting credibility ofthe platform. We will continue to use a cat like the M32 for our main guest experience platform.

The Volvo Proa would provide non sailing guests with a better, safer, more involved and less energetic experience than the M32 or similar cats. For little cost, an alternative windward hull could be used to maximise their enjoyment eg wider and longer with easy access and padded seats for 5 guests/2 crew and including shelter, cup holders, icebox, etc.

The design must be capable of stable foiling with minimal adjustment from the sailing team. Your goal should be to implement a design that takes advantage of the development !15 of foiling and provides a stable foiling platform, utilising reliable trim systems, without complex andlor expensive, constant manual trimming. Stored energy may be considered, as well as the automation of certain trim and foil control. lt is expected that the yacht should remain foiling when tacking or gybing. The boat should li off at a maximum wind speed of 6 knots, lower if possible.:

The foils on Volvo Proa are designed by Peter Eagles, who has been involved in foil design since designing them for Spitfire (12m foiling cat, Perth, 2002). The foils are low cost and easily changed afloat or ashore so can be sized for the conditions. As drawn, Volvo Proa should sail at 10 knots in 6 knots of breeze which will be sufficient to both fly a hull and foil. If not, bigger foils can be fitted.

Volvo Proa foils slot into the bottom of the rudder shaft. They have a 20% flap which is moved by a pushrod connected to a wand attached to the top of the blade. As the boat lifts off, the wand controls the angle of incidence of the foil flap and hence the ride height. Feedback is direct and there is only one linkage per foil. This is a variation of the system used successfully on Easy Glide foils (they do not have a flap). It is marginally more draggy until the boat is flying, which is offset by the lack of complexity. The rudders are set 1 degree off vertical to ensure the front one always lifts first.

The main foils are located at 30% and 70% of the hull length to maximise separation and spread the load. Not the fastest, but able to foil at lower speeds and not as critical or dangerous when lift is lost.

Given that the AC 50’s have only just perfected foiling tacks and most foiling cats are still faster upwind in displacement mode, it will be a challenge to tack/shunt reliably on foils at low speeds. However, on a proa the hulls do not have to turn through the wind with no drive force, so it may be less difficult. The drawings (P5 & 6) show how it is done. When floating, there is less wetted surface than a 4 foil or L boards configuration, so non foiling speed is less of a concern.

The foil under the windward hull is attached to a rudder blade which is free to rotate to minimise drag, particularly when shunting. The wand on this foil is set to add increasing downforce once the hull flies more than a set amount. This will add considerable righting moment.

1. The Volvo Ocean Race is seeking submissions hom parties interested in providing 1. the design 2. the build, and 3. the fitout for a hllly foiling inshore multihull to be used as part of the race.

See page 7

Racing is to be conducted at ln-Port venues as part of the Volvo Ocean Race. Therefore, the boats must be capable of close, foil borne racing in a wide range of conditions.

See page 7

lt must be capable of sailing in some configuration in winds of up to 30 knots.

The stronger the wind, the easier it is to sail a proa compared to a cat. There is no “zone of death” at the top mark as there are no stays to stop the boom being released. The boat !16 cannot get caught in irons as it doesn’t tack. In a gybe, the luff of the sail goes through the wind, not the leech. Volvo Proa sails forwards or reverse under full control and can fully depower regardless of the wind direction.

The design is to cater for between 4 and 6 professional sailors. There is to be a spot for a potential vlP guest. The vlP position is to be well secured while allowing them to experience all the action ofthe close high-speed racing.

The four Volvo Proa crew positions are helmsman, mainsheet trim, rig trim and tactics/ helm support during a shunt. The VIP sits on a padded, sheltered seat beside the crew, fully immersed in the sailing experience and away from anything which may damage him/her. In most circumstances, including capsize, he/she will not get wet.

A 'lake' version should be considered - designed for considerably lighter winds, with a conversion 'option' if necessary.

A lake boat rig would require a top mast insert, halyard extension and a larger main, perhaps a zip on section on the bottom of the sail. A 12m top section would increase the sail area to 78 sqm. If more area was required, a maximum length, non overhanging boom gives 140 sq m on a platform weighing ~550 kgs, which is almost the upwind sail area of a Decision 35 (152 sqm) on a platform weighing half as much and only needing 2-3 crew. On a conventional boat this configuration would give intolerable weather helm. On the Volvo Proa, the mast is raked forward 7 degrees to remove it. Water ballast is also a viable option for a boat with the same hull to windward at all times.

The submission must be a resolved design so that the boats can be built as a One Design class, as has become the heart of the Volvo Ocean Race.

The design and build are resolved as far as possible to meet the requirements set out in the tender. The weights and hours are based on similar boats we have designed and built. However, the Volvo Proa is unique and meets or exceeds all the tender requirements, so there may be more that can be achieved with it to meet Volvo's aims.

For ease of transport, each boat and all its equipment and spars must fit into a single 40' container.

8 x 50' Volvo Proas fit in 3 containers (see drawing).

The design must ensure that it is quick and easy to unpack from the container, assemble for sail and launch and easy to retrieve, then dis-assemble and re-pack into the container utilising a professional crew.

The Volvo Proa platform consists of: 2 x 5.7m lee hulls (34 kgs each), 1 x 8m windward hull incl steering and deck gear (80 kgs), 2 x 8.7m beams (35 kgs each), 1 x 6m fore and aft beam (24 kgs) 2 small trampoline frames (9 kgs). Total: 251 kgs

!17 The rig is a 2 piece mast (62 and 26 kgs) with adjustable, removable diamond stays, lines, blocks and spreaders (19 kgs), boom (18 kgs) and sail, slides and battens (30 kgs). Total: 155 kgs

!18 The lee hull rudders and foils are 23 kgs each, the windward one 16 kgs plus wands, quadrants, bearings and lines (12). Total: 74 kgs Boat weight 480 kgs

3 6

2 1

Each component can be carried and assembled by 2 people without cranes or fork lifts. All components fit in tapered slots or holes and are held in place by lashings or pins. No tools are required and there are no critical fastenings to be over/under tightened or forgotten and no specialist staff required. The beams and lee hulls (1) slide onto a tapered fore and aft tube (2). The hulls are rotated through 180 degrees (3) to install the rudders and pinned in place. The steering lines are wrapped around the quadrants (4) and tightened. The windward hull (5) slides onto the beams and the trampolines are strapped on. They are in lightweight frames with straps which loop around the beams and are easily tensioned/released with quick release plastic buckles. The boat can now be moved around on the supplied trolley without a crane. The control blocks are loop tied in position and the control lines run. The windward hull rudder and bearing (6) is slid into it’s case from the top, pinned to keep it off the ground and the foil fitted.

!19 The mast is fed into the sleeve, laid on the deck and the boom, diamond stays and spreader connected. The mast is winched upright. No crane is required. Once launched, the lee hulls are rotated upright and pinned in place and the windward rudder lowered.

Assembly time will be measured in minutes, not hours. Assembling the 251 kg platform could be done on the beach, then wheeled or carried into the water by the sailing crew.

!20 There is no preference specified for the mast/sail package. We will consider a solid wing, mast and sail, or a hybrid combination. Tenderers are encouraged to think 'out of the box' when developing their submission. However, the solution must remain simple and easy to use. Plus, consideration must be given to the fact that the boats will remain in the water with masts up at stopovers for a period of several days.

Volvo Proa has a fully battened, square top soft sail which is the simplest, lightest, easiest solution, but not the fastest. The sail quote is for North 3Di. A soft wing sail would improve the performance and the image. We will be using a pair of Heru Sails soft wings on a 15m fast cruiser. A Volvo Proa version would cost and weigh about the same as the 3Di.

The mast is supported by adjustable diamonds and 2 sets of four stays attached to the foot of the mast and a collar 2m up. These allow rotation to prevent damage in the event of the sail being caught aback. The top set of four stays are used to cant and rake the rig. All sail and mast controls are lead to the cockpit.

The rig is easily raised/lowered by the crew, without a crane. It is also used to right the capsized boat unaided. It can be canted to windward in a breeze to reduce foil drag and capsize moment or canted to leeward in light air to open the mainsail leech and lift the windward hull. It can also be raked fore and aft for steering balance.

The boom is attached to the mast with a pivot and extends out the front. The forestay passes over a spreader, then attaches to the front of the boom. As leech tension increases, so does the forestay tension which, through the front spreader, keeps the mast straight. The relationship is fine tuned by the outhaul and a 30:1 lever, both operated from the cockpit.

The rig arrangement also works for a wing mast/soft sail or a solid wing, but the handling of these when not racing is onerous.

!21 The design must have 'appeal' to sailors and non-sailors alike. The overall appearance need not represent high speed sailing as we know it today. Rather, it should predict the future.

Predicting future boat trends is not easy, but if the trend is to simpler, faster and safer, then the Volvo Proa is a pretty good reflection. It’s looks are unique, but there is a resemblance to both Yellow Pages Endeavour and Vestas Sail Rocket 2, which were also proas and held/hold the WSSRC outright speed record.

The design must be developed to incorporate permanently mounted media equipment. The equipment should integrate with the platform and spars to ensure the best footage for shore based spectators watching on a big screen and for home based viewers. The goal is to provide a media platform that ensures viewers experience the racing as a vlP guest would, feeling líke they are part of the crew.

The crew stay in one place, so equipment does not have to be mobile or replicated. Cameras, microphones and performance telemetry could be mounted pretty much anywhere as there are few flailing ropes, sails or moving crew to dislodge them. Alternatively, the media mast could have one or more remote controlled cameras mounted on it which would enable vision of the crew, rig, foils and other boats.

Consideration should be given to the expansion of the class outside the Volvo Ocean Race. Let's create a platform that can grow and expand our sport.

The Volvo Proa is not only a new class, it is a new type. It is easier to learn to sail (no changing sides, no extras, easy foiling and operation), cheaper (less of it) and requires less set up time and effort than other foiling boats.

As it is unique, there is no direct market competition from all the very similar foiling cats, tris and monos which are appearing, most of which are out of date before they get double figures built. If Volvo owned the name of the type, any new similar designs would be referred to as Volvo Proas (or Volvos, or whatever you decide to name them). A Volvo Proa will work down to 5m long for beginners and up to significantly larger than the Ultime tris, against which it is potentially faster, cheaper, safer, and requires fewer crew. An offshore version might a consideration for the next generation of Volvo Ocean Race boats.

Harryproa started as a simple idea 20 years ago. It has grown into a serious design studio which we are in the process of renaming. Hence there is a one off marketing opportunity for Volvo to name the type as well as the class.

Proas have been around for centuries, but are still a mystery to most people. And subject to disbelief, even by experienced sailors.

!22 FEATURE PROS CONS

Proa Different Different Least possible boat so cheapest and Possibly slower to shunt than potentially fastest, tacking, but more likely to stay Rightable after a capsize on the foils Safest Triscarph Easy, lower cost assembly and build More pieces Less wetted surface, weight and air drag Maximum length Smaller moulds Four boats fit in a container. Semi-stayed Crew right it from a capsize Little heavier than a stayed mast Crew raise and lower it mast. Fewer parts, less maintenance and cost. Easily extended for light air No extras Less maintenance, weight and cost Less action Easier to sail with fewer crew Not required to help with tacking or to get foiling in light air Large, fore and No daggerboards or cases None aft rudders Lighter, cheaper Better control Foils are always submerged T foils Low control loads/easily automated Possibly not the fastest, Not lifted each tack or gybe although moths and kite boards Light, cheap and easy to remove/ are the most successful foilers. replace for damage or different wind speeds. Higher righting moment Less likely to hurt anyone in a nose dive, man overboard or collision

!23 Who and what is harryproa?

The first serious harryproa was launched in 2006 after several prototypes. It was a 15m cruiser and weighed 3.5 tonnes ready to cruise. Link.

Since then several have been built from 5-20m. The latest is Bucket List, a 12m/500 kgs charter race proa that is so simple we guarantee to repair any non collision damage. As well as the unique boats, harryproa has developed Intelligent Infusion, a low mess and waste method of building light boats very quickly.

Harryproa’s engineer is Etamax Engineering/Peter Eagles: etamax.com.au Peter is a rare mix of extensive composite engineering knowledge and hands on manufacturing experience. He has been engineering harryproas for 15 years, and involved with sailing hydrofoils since designing them for Spitfire (12m cat) in 2002.

The harryproa principals are Rob Denney and Steinar Alvestad.

Rob has worked as a professional yacht skipper, raced and cruised extensively and designed and built some radical craft, among them a windmill powered catamaran, a precursor of the Formula 40 class and an ultra light 12m catamaran with independently pitching hulls, variable beam and unstayed rig. He owned a successful boat building materials business, was a pioneer in low cost carbon mast building and is an occasional yachting journalist. He built his first proa in 1995 and has been building, sailing and experimenting with them ever since.

Steinar has extensive computer modelling and rendering expertise and an amazing eye for what looks good. He is the builder of a 20m harry, the largest amateur infusion in the world.

It was apparent a few years ago that it should be possible to build a boat with no grinding, fairing, or secondary laminating. Steinar’s computing skills have made this possible.

For further information on the Volvo Proa please contact Rob Denney [email protected]

!24 RENDERINGS