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A lot of development work was put into the aerodynamics of the mast, which is around 31 metres long. Due to the high speeds of the boats, wind resistance is an important criterion. The top teams have therefore spent more time in the wind tunnel than ever before. The minimum weight of the rig (without boom) was reduced by 50 kilograms to 625 kilograms, and for the first time carbon fibre strands are permitted for the standing rigging. The spreader fittings are more delicate, and the rollers and fittings have been integrated into the mast structure. All yachts use halyard blocks, i.e. the sail head is locked to a fixed, movable hook at the top of the mast. Advantage: The compression pressure on the mast is reduced. At peak loads, this can be up to 50 tonnes at the base of the mast and up to 20 tonnes on the jib.
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The most discussed topic of the new hull development stage are the pronounced edges in the bow of the Russian boat "Kosatka" (photo) and the two "Telefonica" 70s. They are buoyancy reserves that prevent the bow from dipping too low in rough seas and at high speeds. If they dip, the boat's buoyancy increases immediately, the tendency to undercut in waves is reduced and, according to the theory, it can be sailed harder. In addition, the foreship can be narrower in the waterline, which should bring advantages in light winds. This hull shape is modelled on fast motor yachts, where the "spray rails" also serve to further divide the bow wave of the boat and thus reduce drag. Only the race will show whether it is really faster. In any case, it comes at the cost of a more complex design. According to the rules, the rails may not be glued on, but must be an integral part of the hull. This means that other teams cannot retrofit them, as is usual in Open 60s, where the rails are simply glued to the outside. In addition to this innovation, the hull design, which is now similar to a bent frame, is striking and is in line with the trend towards maximum width in the aft waterline for great dimensional stability. However, 5.7 metres is the maximum permitted for a length of 21.5 metres. The waterline width ends at this value, so the side of the boat must be vertical.
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All teams are travelling with double rudder systems. The advantages: The empty rudder does not dive out of position, retains its full effective area and is also very effective, as it is almost vertical in the water and therefore creates the least resistance. What's more, if one rudder is lost in a collision, the other is still available to manoeuvre under power. No team uses so-called kick-up oars, although they are permitted. These would fold up in the event of a collision. They are almost standard in the Open 60s of the Vendée Globe and have proven their worth. However, the suspensions are heavier than with rigid rudders, and there is always someone at the helm in the Volvo Race who can avoid visible obstacles. Kick-up rudders would have to be attached behind the transom, which increases the risk of air being sucked down the profile from above, usually followed by a stall. When mounted under the hull, as on the Volvo boats, this acts like a cover.
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The most vulnerable part of the boats in the last race was the tilt keel. Half of the fleet had massive problems with its suspension, and the "Movistar" was lost from the hull after the swivelling axle broke. This is why hydraulic cylinders made of carbon fibre or titanium are prohibited this time. The total weight of the package keel,
rudder and centreboards was limited to 7.4 tonnes, while the total weight of the hull was set at 13.86 to 14.00 tonnes. This is to prevent too much weight being saved in the hull and packed into the keel in order to increase the righting moment. The steel fin of the keel, including the lead bomb, must not go deeper than 4.5 metres and be swivelled to windward by a maximum of 40 degrees using hydraulics. The joint for the swivelling mechanism must be located directly in the hull. This prevents excessively large openings ("bomb doors"), which almost caused boats to sink during the last race.
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The rule prescribes two centreboards. They are usually slightly angled so that they are as vertical as possible in the water. Their length is not prescribed, and some teams, such as Puma, are supposed to rely on very long profiles in order to achieve optimum performance on the cross, as the new route significantly increases the proportion of upwind.
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For the first time, each crew must have a media officer on board, with their own workstation next to the navigator. In the previous race, some crew member took over the production of pictures, videos and interviews and their dispatch on the side, but this time the media man is not allowed to work as a sailor, but only to cook, help with stowing and be used as "ballast". Five permanently installed cameras, three additional microphones, mobile video cameras and headsets, as well as sophisticated editing and broadcasting equipment will make the regatta more accessible than ever before for sailing fans all over the world. To maximise equality of opportunity, the navigators will receive weather data at least twice a day from the race organisers, and only from them. Any contact with external weather routers or external sources such as websites or e-mail communication is prohibited.
Lars Bolle
Chief Editor Digital
