Is this not the very essence of what makes this sport so fucking awesome? And was this not the very essence of what made rack so fucking awful?
This awesome shot thanks to Mark Callanan with tons more here.
March 10th, 2014
One of our re-born features is our Design 101 series, brought to you this year by the boys at Farr Yacht Sales. Today Farr President Pat Shaughnessy breaks down the thoughts and processes behind the new Farr 280. Yes this is promotional, but the amount of effort that they are putting into the boat is fascinating.
Everything starts as an idea, and the Farr 280 One Design was bred over quite a few years of discussions with owners and sailors of Farr 30s in particular. While everyone agrees the Farr 30 is a great boat, they also long for more modern features. They see things in magazines that they want to have, and while we’ve talked about how to add this or that to the existing boats, there is no real substitute for a well-designed, well-built, cohesive product.
So we set out to produce the modern equivalent of a Farr 30, and with several keys that we felt were very important. Finding the right combination of performance/cost/features to ensure that this would be a well-balanced and enjoyable boat like the Farr 30, but also one that was priced to achieve success and contained the features that would set it apart and make sure it would remain relevant for a long time to come.
The goal for this particular document is to show how far design extends into product development, and also how much more is required from designers in a modern project. For sure we are working in a time that demands more from design. Each component demands careful thought and execution. This particular project, though, is a good example of what needs to happen beyond the typical areas of design in order to really control a project, and to create something exceptional. In the following discussion we will step through the design stages that we use internally; stage 1: design brief, stage 2: conceptual development, stage 3: preliminary design, and stage 4: final design.
In the beginning of any project we start to sketch around a bit to see what the initial idea looks like. Although it seems a little retro we still start things here at Farr Yacht Design with a sketch because it appropriately captures the amount of effort at the beginning of a project. As our design loops progress, detail gets added appropriately and the tools used for development add complication as they are required for the deliverables of that design stage. Most of all, sketching is fun.
The initial sketches are usually more than adequate to illustrate the complication of spatial relationships and the interplay of different conceptual choices. You can see in this initial sketch that we are considering a lifting keel, and matching rudder. We’re trying to settle on an initial deck geometry that will work in both versions so that we can progress with a development platform that feeds both paths.
Market research. Is it positioned right?
As designers we often start our product research in a very technical way, by canvasing the competitors and tabling the relevant data into a viewable platform like this:
We use this information to position our boat relative to other market offerings. In a numbers sense we can see separation with other boats, and see where our concept should find advantages. If we switch to our marketing hat, we need to stop thinking as just designers and think about what the market gaps look like. We use another tool like this one that just helps us visualize the space where we need the product to fit:
Inside a given market gap we try to look for an advantaged space that will give our concept the best chance for success. In this case, we realize that there a number of relatively high performance existing/used boats in the market that offer very good performance for their cost (e.g. the Farr 30).
To combat that we’ve pushed our overall boat size as small as possible in order to reduce cost. That can be done within reason as long as the new boat maintains a performance advantage that makes it worth buying. Of course it is completely possible to make bigger faster boats, but within reason. One has to find the right amount of performance to encourage potential buyers out of their existing boats, and at a cost that they can afford to spend. The side benefit of a smaller boat becomes scalable costs like reduced crew numbers which ultimately works in everyone’s favor if your sizing allows a step.
An investment group
In this case, we’ve pursued an investment group structure to fund the project as a whole, up until a point where the project can stand on its own. We estimate costs to fund several of the key areas, like; the design and engineering, the tooling, the spar design, the legal fees associated with the LLC, a marketing plan to support the project until it can be sustainably funded by boat sales, the construction of boat one, and an operations budget for boat number one through its debut regatta.
In this particular case a number of us internally could see the goodness in the project, and a fair portion of the investment group has been contributed to by employees of Farr Yacht Design, and Farr Yacht Sales. The remaining investors are ones we would classify as “friends of the program.”
Overall the investment is relatively minor and with a good potential for return across an initial portion of the production which should occur in the first year. The production lifespan itself has been modeled on that of the Farr 30’s, with a scaling down to a level of approximately 55 percent to account for the relatively slow economic environment.
A conceptual design
During the second stage of the design work, several key conceptual features are explored in an effort to accurately describe their cost, performance and desirability. Inevitably there are very few of these decisions which are easy and straight forward individual choices. A particular choice like that of a lifting versus fixed keel arrangement needs a fair amount of development to correctly understand the weight, performance, and cost of each arrangement.
Even with the technical tradeoffs in clear description, several other components need to be considered. For example, crane hoist arrangements in specific launching venues, warranty claim rates for each arrangement, trailering preferences, etc. In the end each of the choices requires a very detailed understanding and, even then, can be very subjective choices. In this example you can see the detail that some of these choices are modeled to before a decision is made:
A rule, and a class that establishes control from the beginning
Almost all of our work has been predicated on establishing the best One Design that has ever been created. We have an incredible history of One Design class development on the design side, and the recent experience of the Volvo Ocean 65 to draw upon in determining how to accomplish this. One unavoidable point is that the rule and class development need to be a cohesive part of the design process from the very beginning.
Every component needs tight geometric controls that can only come from milled tooling. Hand built, inexpensive tooling just cannot do the job these days for a true One Design product. The construction of each part then needs to be done from kit cut components and infused lamination. Each part needs specific controls with a pre-determined target weight and allowances down to the gram.
This seemingly mundane part is a cockpit bin infill. It’s removable to provide access to the inboard engine in case of future service needs. It contains the fuel fill, and separate storage areas for both flat items, and taller things that want to stay cold (like, say, beer bottles). This part comes from precision milled tooling. It has a target weight of 4.53kg and has predetermined tolerances that will require some parts to be rejected.
No component is too small to achieve top level detail, but also top level One Design control. All of that has to be an integral part of the design process from day one. It cannot be a control afterthought, and it can’t come from poorly controlled tooling or build processes.
The Farr 280 One Design Class has been established with initial control within Farr Yacht Sales, and with a predetermined hand over point when we achieve an ownership group which can then self-sustain the class’s needs. While it seems relatively trivial, the owners need to know that they can step directly into a pre-formed organization that has considered and planned for the things they will need going forward. Until that hand over point is reached, several of us here need to wear One Design Class hats. Between design, sales, marketing, and class development work, we are accustomed to wearing several different hats, and having some really challenging discussions.
A preliminary design
The preliminary design loop bridges the gap between the conceptual decisions and the final design work. With the key conceptual design decisions made, we move towards a complete package along with all the complexity that comes with the big tools. Our hull shapes and appendages are the product of extensive research utilizing a range of proprietary tools to produce the most hydrodynamically efficient solutions. The hull shapes utilize a sophisticated and highly resolved surface description that allows a high level of control in developing both the heeled and upright shape. These are analyzed using our in-house computational tools that include a proprietary high order panel method and state-of-the-art high fidelity simulations capable of capturing the details of the flow around the hull and appendages at high speeds and in waves.
Our appendage designs utilize extremely complex geometric modeling that allow the hydrodynamic and structural designs to be developed simultaneously ensuring designs are produced that are both hydrodynamically efficient and structurally optimized. Foil sections are developed in house utilizing computational analysis and tailored specifically to the yachts characteristics and performance envelope. We utilize a proprietary performance prediction program that is continually refined and advanced so as to accurately capture the performance differences between candidate designs. It also allows for efficient optimization of design characteristics to produce optimized designs that are fast and that handle well in even extreme conditions.
The powerful combination of Southern Spars, and North Sails Design Services has given us unparalleled access into the design of our complete aero package and the ideal partners for developing a new product. The preliminary design work in the aero package has focused on finding excellent cost/performance choices for the rig, and on a sail wardrobe that suits the needs of the boat and manages cost aggressively.
A trailering plan was developed in this stage to consider how a fixed keel boat can be transported easily. In this case we’ve focused on a fixed keel for performance and cost reasons, but with the recognition that trailering the boat in a low configuration may be an important consideration for some buyers. The keel is quickly removed from the boat and can be carried on the trailer, flat beneath the boat, in order to facilitate the low trailering mode. The same trailer can then be reconfigured in a high mode for storage, or for the owner who prefers to trailer high.
The modeling and engineering work is resolved to final detail level in order to feed two important directions of future work. The first is a detailed quoting package that is both fairly indicative of the final level of detail, and second, is a detailed weight calculation that can be used for the final geometry development. All vital components run through several FEA (Finite Element Analysis) loops to ensure that we have the correct geometry and engineering planned for the final work. The following is an example of FEA work done on the tiller:
We also use the stage 3 preliminary geometry to develop promotional rendering work. This work was outsourced to our friend and fellow Naval Architect, Paul Fuchs, whose renderings were then used in our initial brochure for the boat’s Annapolis boat show premiere in 2013. The renderings themselves have presumably been seen by the audience here, so I’ll skip that.
That initial promotional work also necessitated a logo to be developed for the boat, which by itself needed to consider several applications like dark backgrounds, light backgrounds, and stationary. It also gets used in all sorts of fun places like this:
Quoting and selecting suppliers
Our comprehensive package of 3D models, drawings, hardware load sheets, material quantities, etc. was sent to a group of nearly 40 select suppliers in order to determine the best combination of boat builder, rig supplier and hardware suppliers. Those choices balance availability, cost, delivery options and quality. Together our team of partners and suppliers represent the top tier of our industry, and formed the correct group for this project, but the choices aren’t always cut and dry and require a lot of analysis to make sure that apples are compared with apples. Our investment group strategy relied on having a fixed boat cost across the initial production so an enormous effort went into the quoting and refinement process.
Everything that was completed in the stage 3 preliminary was ultimately redone in the final design work but within a final package of geometry in reaction to the development work, and weight calculations. The total package of final design information represents over 200 deliverables as we describe each component with 3D models, drawings, weight calculations, material cut files, etc. The total deliverables are then completed here in a traditional design sense and represent a little over 4000 hours of design time which is roughly 2 man years of work.
The promotional work for a project like this is never ending, and almost all of it requires some sort of designer level input. We have evolving versions of the; brochure, pricelist, designer comments, advertising, flags and banners. We have photo shoots, and magazine articles, and interviews, and silly things like stickers and bottle openers. We have a Facebook page, and a Twitter feed, and a website, and the list goes on. It never ends.
We’ve had to take a very conservative initial marketing approach in order to keep some of the really great things about the Farr 280 from being copied in competitive products. Now that it’s too late to replicate those design features, we can show some of them off while building excitement for the boat’s debut.
Farr Yacht Sales is set up to sell FYD produced work as well as broker existing boats of any design. While buyers can purchase directly from FYS we’ve also worked to create commission structures such that other brokers can find a level that suits them to sell the 280 as well. This way we can handle sales and support internally, with external agencies, or in several levels of shared sale and support.
Our immediate focus is on preparations for Charleston Race Week. It’s a key point of our total project plan to have a successful debut regatta. When boat one arrives in the US we know that we will have a good amount of work to do before we are ready to race. That initial work will be done here in Annapolis where we can devote full time effort for several weeks before the boat will have to head South. When the boat is in Charleston we will have a good crew onboard to make the most of our time on the water, and we’ll also have a support boat there so that we can hopefully continue to collect good photographs of the boat sailing.
After Charleston, boat one will return to Annapolis and complete a summer of sailing here. Our focus will shift to support the debut regatta of boat two in Italy, and the same for the following boats as we work to impress at their local debuts.
As the debut work becomes a bit more defined and scripted we will turn our focus to complete the definition of the class racing rules. We have a few special things in mind to make this a strong class with the right kind of focus. Those ideas need plenty of work to realize, but they will be one of our biggest focuses going forward. We will have designed and built a boat that was more than just another average boat, and we will move towards making a class experience that continues that logic.
March 10th, 2014
Tens of thousands of Chicago Mack crews will know what this landmark is even if they’ve never seen it look like this. Check out this story of a recent hike – the first attempt in some 40 years – from Glen Arbor, MI to North Manitou Island.
On Thursday, March 6th, 2014, we attempted something that hasn’t been done for 40 years: to hike the treacherous ice across the Manitou Passage to the islands 8 miles out.
In the 1970’s, Bob’s father and two brothers left the shore in Glen Arbor early one morning to attempt the crossing. They were cut off by open water a mile from South Manitou. Their hike took so much longer than planned that Bob’s mother called the Coast Guard in panic! Having heard his father and brother tell stories of the adventure, Bob has been waiting for his chance to hike to the Manitous for decades.
The winter of 2013-14 has been one of the most severe in living memory. It has seen temperatures plunging to -20°F, enormous amounts of snow, polar vortices, and fierce storms. The near record-level ice coverage on Lake Michigan has been a big part of the story, as have the amazing ice caves along the Leelanau shoreline. All this cold weather and ice build-up allowed us to attempt such an adventurous (some would say foolhardy!) hike.
March 10th, 2014
With the overall trophy decided already, the 18 Foot Skiff broadcast is bringing some interesting guest stars to the microphone to keep your interest on the final day of the 2014 JJ Giltinan Championship. We’re not allowed to tell you who it is, but tune in from 10:30 PM EST/7:30 PM PST/2:30 PM local time to hear some of that good stuff.
We enjoyed serving as the JJ Championship’s Official Streaming Partner, and thanks to you Anarchists for tuning in to something that most of us would never get to see in our own harbors. We want to take this opportunity to give a shout-out to the folks who’ve kept us so entertained during the first (but certainly not the last) live video stream of the JJ. Mark Healey for a never-ending stream of consciousness that makes for great sailing commentary, Bob Killick for great driving and color, Warwick Rooklyn for tactical smarts and value-adds, Iain Murray for great fill-in work and insider info that we’d never get anywhere else, Nic Douglass for keeping us informed of every change and running the social media, and the Go Live Australia guys for supplying their Livestream broadcast kit. Awesome work, and we hope to see it back very soon. Pre-race and post-race interviews (including a long chat with Aussie AC CEO Iain Murray about some of the dates for the coming Protocol) here.
March 8th, 2014
There have been countless imitators since Peter Johnstone created and/or re-defined the ultra-high performance luxury cruiser market with Gunboat, and we get a kick out of the endearing and enduring little racing circuit he’s created in the Caribbean along the way. It’s something even the cruisiest Gunboats should hit at least once, and most of them come back for more. Here’s a preview of the fleet racing down in St. Maarten; go here for the latest results.
March 8th, 2014
Sir Keith Mills’ Open Sports Management’s alliance with IMOCA got off to a somewhat rocky start as you’d expect whenever English and French interests have to align, but the group, led by many of the same of the smartest folks on the business end of racing, is beginning to bear fruit. Their first move was a major rebranding to something that a major sponsor could get behind; meet the Ocean Masters – formerly known as the IMOCA World Championship. Historically the World Title was far less important than the major races, but OSM is trying to change all that. With no idea whether it will stick or not, we’re still stoked to see more resources going to stuff we dig, and between the NY-BCN race, the Route Du Rhum, and the Barcelona World Race, lovers of Open 60s will have plenty to watch this year. Here’s their new promo, and here’s the place to go to find out about the newest designs and who’s racing with who.
March 8th, 2014
With the 18Footers TV guys reminding us that ultra-low budget live streaming can still be fun and exciting, the guys from Redhanded TV reminded us that the more expensive stuff in this fast-moving part of the sports media industry can be really excellent with this ‘sizzle reel’ from the 2013 World Match Racing Tour season. Redhanded, Sunset + Vine, and IMG are three of the main players in the new game and between them, they’ll stream hundreds of hours of live sailing around the world in 2014, and we’ll feature the best of it right here on Sailing’s biggest page. To us the Redhanded stuff is the best; who else puts a big ol’ dubstep bass drop and Mr. Clean’s commentary in their highlight reel? Check it out above.
March 8th, 2014
With a number of long time friends of SA on the US Sailing Team, we’ve been anxiously awaiting the Amory Ross shot and edited 6-part Youtube microseries Rising Tide that, we were told, would really help get America pumped up about the athletes who’ll represent America in Brazil in 2016. And with Amory’s track record of pulling a good story together (think Mar Mostro in the middle of the Atlantic with no mast) we had high expectations. But after checking out the 8-minute long Episode 1, we have to say we’re underwhelmed by the Sperry-underwritten production; and based on the decidedly weak viewer numbers after two weeks online and an e-blast to the full 40,000 US Sailing list, (a hair over 2,000 views combined between Sperry’s and US Sailing’s pages), the public agrees. While it’s great to see good production values and pretty imagery rather than the usual blurry Facebook interview, there’s very little meat in the movie except for a heartfelt speech from one of our best medal hopefuls, Paige Railey. Both the team and the director can do better; consider the fire under your asses lit.
March 8th, 2014
With Seve Jarvin/Scott Babbage/Sam Newton pulling all bullets save one 12th place and the drop coming in after today’s penultimate race for the JJ Giltinan Trophy, Team Gotta Love It 7 has this one 3/4 in the bag, and they could become the first team in memory to take the 18-Footer Worlds with a race to spare, and will Seve Jarvin equal Iain Murray’s historic record of 6 wins in the JJ? Could Seve and friends pull another double digit finish and find themselves out of the lead? Possibly, but their ridiculously good ability to come back from almost any position has to be seen to be believed. Michael Coxon and team will stay in the hunt, trying to hold off first foreigners – Kiwi Alex Valings on C-Tech. Watch the full day’s racing above, recorded live by our friends at 18 Footers TV. And don’t shut it off too soon or you will miss this thing coming right down to the wire! Pre-race interviews here, and some excellent post-race interviews by Mark Heeley right over here. Tune in to this front page tonight at 10:30 PM EST (or Sunday afternoon @ 14:30 local time for our Aussie and Kiwi viewers) for the final race of the 2014 JJ Giltinan.
March 7th, 2014
Remember when that used to be said about multihulls? Hell, we’ve been guilty of it too. This awesome shot of the Gunboat 62 Elvis charging upwind from the Heineken today looks good and good they were – first Gunboat across the line. Photo Ocean Images. More here.
March 7th, 2014
Our gal Lexa is at the Heineken regatta too. Here’s her somewhat different perspective…
Racing day 2 kicked off this morning with a fleet nearly 200 deep, ranging from small sportboats up to gleaming maxi yachts. The fleet grew considerably from yesterday’s Commodore’s Cup, where a smaller number of boats (but still a solid fleet) competed in what was, for many crews (including our own), as much a shakedown of crew and equipment as it was a highly competitive pair of windward-leeward races.
As this is my first time racing in the Caribbean, I was thrilled to come here and find such a large and diverse fleet. Hailing from a northeast US racing circuit where many people seem to enjoy standing on the dock, arms crossed, complaining that any given regatta is “dead”, I am pleasantly surprised to find that sailing is very much alive and well. It’s also good to see that the parties here are real parties.
These are not gatherings of old guys in matching shorts, standing idly about a lawn. It has been a few hot nights of DJs, drinks, Heineken girls and temporary tattoos that seem to end up on rather ill-advised body parts. Looking forward to the parties this evening in Phillipsburg, and more heated action on the race course in the morning…
March 7th, 2014
Who will be the first to go 3 for 3?
March 7th, 2014
The British Kiel Yacht Club, located in Kiel in Northern Germany, took delivery of 10 new Hallberg-Rassy 342s this week. BKYC is a repeat customer and has now ordered 54 new boats from the Swedish sailboat builder since the 1980s. The sailboats at the private club are chartered by UK military members for sail training. Read on.
March 7th, 2014
The rapidly changing face of sponsorship in a post-GFC world requires new thinking and new alliances, but it also is brings new problems to the table.
Example 1: All Americans are stoked to see the All-American Offshore Team boys running the show for the first Volvo Ocean Race challenge with a Turkish sail number. Turkish sponsor Alvimedica is a young, cutting-edge medical tech company from Istanbul, and the entry hopes to build and grow interest for offshore racing in the near East nation. But what happens to that effort if both Youtube and Facebook can’t even be accessed from Turkey, as an Associated Press story today reported might be coming soon? Check out what the Turkish Prime Minister said on censoring the internet here.
Example 2: The whole world has eyes on the Black Sea as Russia continues what seems like an empire-building exercise in Crimea. With sanctions on Russian individuals already imposed by the US and EU, suddenly those Greenpeace protests of the Gazprom-sponsored Esimit Europa Maxi seem almost quaint. Why’s that? Because the massive Russian-owned energy utility is already sponsoring an Extreme 40 team, and solid inside rumors have them looking at entering the next America’s Cup with a big Gazprom logo on the wing. ABC Madrid reporter Pedro Sardina says that Gazprom will be on the world stage even before that (though we haven’t been able to confirm); Sardina writes that ETNZ boss Grant Dalton has already signed a deal with Gazprom for sponsorship of the ETNZ/Pedro Campos round-the-world bid.
What happens when a Russian owned and/or sponsored team comes to a Europe that may be boycotting Russia? And what happens to events like the Extreme Sailing Series’ Russian stage?
- Tags: America's Cup, extreme sailing series, russia, St. Petersburg, team alvimedica, Ukraine, volvo ocean race
March 7th, 2014
It’s so rare to have anything useful come out of the US government lately that we were almost shocked to find an intricate new tool available from the friendly folks at NOAA. Called NowCOAST, it’s a forecasting tool that has similar capabilities to the tools that NOAA forecasters have on their own computers, and is a huge upgrade to the dated and crappy forecast functionality that’s been anchoring the NWS for years.
NOAA says that “nowCOAST provides situational awareness on present and future environmental conditions for coastal and marine users by integrating data and information from across NOAA, other federal agencies and regional ocean and weather observing systems. For example, users can assess present conditions by creating maps of the latest in-situ weather/marine weather observations, weather radar reflectivity mosaics, cloud images from satellites, surface wind and sea-surface temperature analyses, and precipitation amounts for the last few hours. In terms of future conditions, users can obtain maps of critical weather and marine weather advisories, watches, and warnings, weather forecasts, tropical cyclone track and intensity forecasts, and forecast guidance of water levels, temperature, salinity, and currents from oceanographic forecast models.”
There’s more details on what the NowCOAST is about here, and after just a few minutes of playing around with it, we encourage you to do the same. It’s powerful, very rich with information, and looks quite good. Thanks to SA’er “Estar” for the heads up; bounce ideas off him and the rest of the meteo-obesessed Anarchists in the thread.
March 7th, 2014
An AP shot of the aircraft George H.W. Bush trying to kill everything in sight. Oh we kid. Actually, the carrier was going to be named the George W. Bush but they found out it would have been too dumb to float.
Apparently there are some Shrub lovers whose panties are in a bunch. You’re either with us or you’re with the terrorists.
March 6th, 2014
With the cancellation of the Cabrillo Ocean Series race 3 in Dago this past weekend because it blowing 20 and raining, (an offshore series that has poor turnout anyway and is now further hampered by Mexican restrictions) this is just the latest in the degradation of racing here. Participation is down, the racing is dull, course management is dismal, there are virtually no new boats, and, as stated, races are cancelled when it blows 20.
Sure, the new J/70 is getting some traction, but the rest of the classes and fleets stagnant at best, dying at worst, with no solutions in sight. We hear the rank and file whispering about it, but we hear the sound of crickets when we listen for what the YC’s, Race directors, fleets, most sailmakers or brokers have to offer in the way of fixes.
That’s because there are no real leaders here, no real energy and no real new blood. The old guard has succeeded in keeping San Diego racing as just as it has always been: as dull as they are. Nice work,
March 6th, 2014
If this incredible video of Eric Peron and Nicolas Lundven preparing for the France to Caribbean Transat AG2R doesn’t blow your mind, the names on the entry list of the ultimate double handed 30-footer challenger for the 30 foot Figaro 2 will: Jourdain, Desjoyeaux, De Pavant, Le Cam…it’s a who’s who of the IMOCA world, but crammed into boats half the size and a quarter of the speed. The economy isn’t doing great things for racing, but how else could you get superstars like these to spend 20+ days on thirty foot boats with spinnaker poles? We dig this legend-making race, and we’ll be judiciously watching the AG2R Twitter Feed for news, video, and pics beginning April 6.
March 6th, 2014
And so it begins for the boys of Brunel. Given Bouwe Bekking‘s experience and skill level, who’s betting against them? Some more terrific shots are here and here and here thanks to Sander van der Bosch.
Title lyics from Black and Yellow.
March 6th, 2014
Aaron Kuriloff from Bloomberg is one of the good guys in mainstream media and we share with you his interview with Pete Melvin on the new AC changes. What grabs us as interesting: rudder elevators, one-design wings, one-boat campaigns and stored power. …
The catamarans used in the next America’s Cup will shrink about 16 percent and incorporate new safety and cost controls after last year’s regatta claimed the life of a sailor and cost about $100 million a team.
The new boats — which will still sail above the water at highway speeds — will measure about 60 feet, down from the 72-footers used in the last edition of the 162-year-old event, according to Pete Melvin, who is leading a team writing the design rules with Larry Ellison’s defending champions, the Australian challenger and several other contenders. The carbon wing-like sails used to power the yachts will be standardized, crew sizes will drop to about eight from 11 and teams will be restricted to one boat each to control costs, he said.
“We’re taking all the learning and most of the safety rules from the last Cup and folding those into the new rule as well,” said Melvin, a partner at Newport Beach, California-based Morrelli & Melvin Design & Engineering Inc. “Cost was a major driver and performance and potential innovation were others.” Read on.
March 6th, 2014