29er Carbon Rig
Julian Bethwaite
June 2016
The photos are approximately 18 months old
Current Situation
• There have been 5 requests from suppliers to date to participate in the trial.
• There are now 3 rigs sailing in Australia and New Zealand.
– The other 2 requests came from Australia and England and neither have progressed to-date.
• The Australian supplier CST, is the current preferred option for a variety of reasons. I have personally
observed it 4-5 times. I have not seen the other rigs, though I know we have made 3 mainsails and
one new spinnaker (new design is attached in above photos) of the new shape mainsail.
• The CST rig has an estimated 140-150 hrs (Nb2) sailing time in a variety of conditions ranging from
very light to 25+ knots
• It is presently being refined into a “possible” finished product and is sailing now in its expected final
form in Sydney.
• The plan is then to duplicate this rig. One rig will end up in Weymouth in 2 weeks’ time and the other
in Milan, and later in Arco.
• Both rigs will be available for charter, and we want them used and trialled in all conditions!
• It’s my understanding that at-least one of the NZ rigs “C-Tech” has had similar trialling process.
Nb2 Some dispute over what are relevant hrs, most damage happens in the boat park, so I include it, others like rarefied sailing hours.
Specifications
The Australian CST rig
• This all carbon mast is filament wound by CST Composites, at their facility in southern Sydney.
• The mast has a 52mm OD at the butt, which tapers to 25mm at the tip and is approx. 140mm taller
than the existing rig
• This 3 piece mast has integrated joints at the lower spreader, and the hounds, which make
transporting quick and easy.
• CST are on their 5th prototype. The mast that is to be exported to UK/Italy will be the 6th version.
– Initial mast was 45mm OD and single piece.
– CST has worked on the bend characteristics with the sail maker (MacDiarmid)
– Altered the laminate schedule to minimise cost
– Removed all the glass in the laminate to reduce the possibility of “shelling”
• The spreader will be a single laminated part (same as the 49er)
(Currently the spreader is adjustable on CST generic spreader, but this will be refined once we know
what angles and toe is needed!)
• It will have 6mm Dyneema D1’s
• It is about ½ the weight of the existing rig, yet strong enough to support a square head mainsail
• The jib for all intents and purposes is the same, except for some cosmetic differences
• The spinnaker has been re-cut to be smaller and flatter, and is likely to be quicker.
• To date the rig has performed without fault, and appears to be marginally quicker and easier to sail.
• The feedback has suggested that it’s a lot more fun.
Why we should do it
• There are 4 mains reasons why the new mast is needed.
–
Cost: The estimated cost of the new mast:
• In Europe it is likely to be 10-12% more than the existing mast today. Expected cost is $USD1,800.
• The cost outside Europe, is likely to be less than the existing alloy rig
– For example: Someone outside Europe is still likely to pay more for the new carbon mast than
a European, but less than what they are paying for the alloy mast now .
» In the USA, presently an alloy mast is $USD2,400, (duties, taxes, logistics, etc. Inc.)
The same mast (ex Ovington) is $USD1,500.
» The new mast in Europe (ex Ovington) is estimated to be $USD1,800
And outside of Europe its estimated to be about $USD2,000
• Running costs will be significantly less by up to 25-50%!
(all prices exclude VAT, logistics, etc)
– Compliance: Exactly the same tell tale signs are creeping into the 29er class that haunted the
49er class. These problems can simply be eliminated through the evolution of the new mast.
– Ease of handling: Excluding the front of the fleet, these rigs make it easier and more fun for
those in the 2nd half of the fleet leading to a lot more fun and the ability to learn at a much
faster rate.
– Relevance: Currently the 29er is seen as the premier youth class, this is due to its high
performance attributes and contemporary design. Also the sailors are currently pushing their
boats harder than expected, leading to the alloy mast being taken beyond its elastic limit.
– Again both these matters can be eliminated by adoption of the carbon rig.
• Another two reasons, that the new rig is of importance to the builders.
– Distribution: if we adopt an assembly type model for the future of the 29er class then
penetration into markets like Brazil, Indonesia, China and even USA are that much easier. The
one design principal can be easily maintained.
– Stocking, everything from plug and play to shipping just becomes so much simpler.
Request for Tender
The following slide has been based from my point of view and my experience of being through this 10+
times before.
• The Tender Process: A Request For Supply was issued 3 years ago. This highlighted what was wanted
from the class and from 5 different perspectives.
• This sums up: What it is we are trying to achieve, why are we doing this. Again this from my point of
view:
– Designer’s perspective: Numerous comments and calls from coaches, MNA’s and parents, highlighting issues
with the existing rig.
– Manufacturer’s perspective: Attributes to the ease in which we can get rigs manufactured, so that the sailors
can be serviced in the most cost effective and logistically easy manner possible.
– Clients perspective: For the 29er, this is often the parents and sometime MNA’s. This is nominally always
negative, until explained. Although once informed the opinions normally change.
– Sailors perspective: Very simple, the answer 99.99% of the time is always yes and “why has it taken so long”.
– Marketing perspective: This perspective can be broken into two opinions. First, the MNAs, parents, coaches
as to where the 29er fits in to the bigger scheme of boats , with regards to where our kids will progress to.
Secondly, the builders who care about ease of supply into emerging markets and growing the class, in
addition to availability and cost demands from existing sailors
• All of this has to be foreseen 3-4 years out from implementation.
– Since inception there have been 9 responses, without naming anyone, 5 were serious (in which
they did more than enquire) and now 1 has become the front runner.
– In a perfect world, a single solution emerges, and at the end of the day, all that needs to be
done is rubber stamp on the decision that has now become obvious.
Which is exactly what appears to be happening!
The contenders
• 1st contender.
– An Australian based syndicate of skiff sailors.
– They have ordered, paid for and acquired a set of tubes (from Killwell NZ) Nb1
– They have decided they would need too much infrastructure to operate and have chosen not to proceed.
• 2nd contender.
– NZ based group, reputable skiff mast producer
– They have produced a mast, which is based on Killwell tubes
– They have had a sail made by MacDiarmid
– My understanding is that they have sailed but there is virtually no information, so it is inconclusive at this
stage.
• 3rd contender
– Another NZ based group, again very reputable skiff mast manufacturer
– A mast has been produced, MacDiarmid has made a sail, boat has sailed in Auckland.
– Findings have been received, although to remain a contender, they would need to modify their approach, as
at present it would result in an expensive option, which I believe the sailors would reject.
• 4th Contender
– Well known UK based company
– Wish to be involved with Hyde sails
– A “quote” was produced but no product
– From my POV, they have run out of time, and based on their quote (that I shared with the President) they
would not be cost competitive
– Another issue is that the mast would be oval, very unique to the producer, so alternative sourcing would be
tough.
• The 5th is CST (Composite Spars and Tubes, Australia)
– Who are onto their 5th variation
– There has been 140-150 hr of usage(Nb2), I have personally seen it sailing in 20+ knots (the photos attached
are using this rig)
– Their production/delivery model is to supply fully finished machined tubes, which includes all holes in place
and integral sleeves.
– Every section is tested and a data sheet produced (see attached ISO 9001)
– The costing model is currently based on their product.
– Simply this works, the mast has been tested and the results have been complimented by the proposed
objectives, hence why CST is the front runner
Nb1 Killwell Fibertube is in Rotorua NZ, they presently make your spinnaker poles (29er and 49er), and 29er topmast, they also make the
base tube of the 49er mast!
Nb2 Some dispute over what are relevant hrs, most damage happens in the boat park, so I include it, others like rarefied sailing hours.
Cost
• All costs are estimated based on the CST product, as actual results are near impossible to predict so
far out from manufacturing.
– I am restricted to what can published based on commercial limitations, but the President has been briefed and the intention is
to keep her fully informed
• Wires, ropes and functions are all as per normal
• The mast is now in 3 sections
• What is going to go down.
– Cost of some of the fittings have been reduced, in addition to amount of labour required
– Logistics (lighter mast equals cheaper logistics, especially airfreight)
•
This is both to and from the end manufacturer, so shipping a mast by FedEx to a client will go down.
– Hassle of handling, lighter rig means easier handling
• If you take the existing price on the Ovington website and convert that to Exc Vat $USD it becomes
$USD1500 (approx.)
• So our best estimate at this point of time is the new rig will cost around $USD1,800. (exc tax)
That price is for a mast purchased from Ovington in the UK/Europe
Cost #2
• Added Benefits
• The existing price in non EU countries will very likely fall.
– Presently an Ovington mast in the USA is around $USD2,400.
– Most of that is additional logistics and duties.
– The cost of setting up jigs and the like, is not viable for the numbers so they are imported.
– With the carbon mast, every mast section will be delivered fully machined, ISO 9001 tested and certified ex
factory Sydney Australia.
– Assembly and certification in say, the USA becomes far simpler, thereby avoiding EU duties and a 2nd set of
logistics.
• Running costs.
– It won’t depreciate nearly as fast, when you come to sell the boat, it’s an asset rather than a liability.
– Carry ¼ of the spare parts you may carry now (in the 49er it was greater than this)
– Sails will last longer, because the design exploits the flex in both directions, well within their range.
– Transport will be significantly easier and less accidental trauma.
– In the case of those learning to sail, it’s far harder to damage, as it will tolerate a high level of strain
• Subsidiary costs (mostly sails)
– Jibs will be more resilient.
– Mainsail will go square head and increase in area by 5%
– Spinnaker will become smaller but increase in area by about 2% due to the new cloth (which was going to
occur regardless due to manufacturing costs)
• In Summary:
– Mast: The cost of each of the 3 sections will increase 10-20%
– Wires/Halyards/Ropes: No change, they will all be roughly the same
– Fittings: Most of the costs of all the fittings will reduce 10-50%, they will last longer and they will be 29er
specific.
– Spreader: Will be one piece FRP laminated, 10% increase.
– Cost of the main will increase about 5% due to it being bigger with a square head, but it will last longer and
remain competitive longer.
– The running cost will reduce significantly.
– Jib, it’s the same jib, it will be cosmetic changes but if anything will reduce the cost and result in a sail that will
have a longer competitive life.
– We will also install a zipper luff.
– Spinnaker, there was a need to go to a new material anyway. The existing material is being discontinued.
That will require a re-digitisation process, that will cost 3% completely regardless of whether we go to a new
shape or not!
– The new material has been tested in 29ers and 49ers and appears to be holding it shape and remaining
competitive for longer.
– Which again equals a reduction in running costs (but this will happen regardless)
The other hidden benefits
• The ISO9001 compliance means that every section will leave the facility fully machined. This results in
2-3 significant benefits to…
– The sailor: confidence that the team in the other boat has exactly the same mast, as consistency
is now better than ever before.
– The builder: approximately ½ the time to complete the mast. So costs, differentiation and
customer waiting time has all been reduced.
– The new emerging markets: With the new assembly model means that an active dealer in Sao
Paulo, can easily and accurately assemble a 29er to worldwide spec with confidence of those
buying and those competing against that person that the boat/part is compliant.
• He/she can also do it in a timely manner so that he/she can devote more time to promotion of the boat
rather than making the boat. It also beats a lot of duties and tariffs. That in turn means greater
benefit to worldwide sailors in that the equipment is more consistent than ever.
• The reason for the increase in rig height is to maintain the existing crew weight range.
• Very simply, this will allow anyone to go sailing for longer and have more fun than they could before
without significant cost consequences.
Time line
• 2013 I29erCA TC agrees that a Carbon mast was a necessity and development began.
• 2014 initial mast is made
– July 2014 initial presentation was presented to I29erCA
• Early 2015, 3 different masts have been made and 3 suits of sails developed for those rigs
– Intensive testing happens in Australia
– 3 variations of the mast were made, (in Australia) & 2 masts were made in NZ
– Dec 2015 a revision of the July 2014 report was generated.
• Continuing development in Australia
• April 2016, a mast build based on the testing done and specifically to the designer’s specifications is produced by
CST in Australia, testing in Sydney.
• July 2016, mast and sail will be sent to UK (under Ovington control)
• Late July 2016 Mast is sent to Milan (under Olympic Sails control)
• July 2017 modifications based on information from European trials
• The management of the introduction of the new mast is directly under the control of the I29erCA: the following is
purely my estimate, given that I have now done this 10+ times now
• July 2016-7: Open Meeting and subsequent WC decide the fate of project, grandfather clauses and other matters
pertaining to the carbon mast project are decided.
• July 2018 Carbon masts are used in the Texas Youth Worlds
• 2018 acceptance of mast for general competition in 29er class
Other key information
• In the 49er class over 450 “new carbon masts” where sold in the first 9 months, these masts were
bought by all sailors, not just the top end of the fleet.
In several cases such as German sailors, this resulted in reduction of masts from 7 old style masts to 1
new style mast
The reduction in running costs of a Carbon Mast across the entire fleet are huge.
•
The acceptance of the Carbon mast in the 49er, to a large extent has lead to the stabilisation of the
49er price and resulted in a reduction in total cost over the last 3 years.
– It has done that by significantly reducing warranty costs
– Significantly reducing down time
– And by a large increase in consumer satisfaction and confidence surrounding the spar.
• From a builder/marketer perspective the new carbon mast will allow us to
– Go into new markets with a consistent product and with confidence that variations can’t be
exploited
– It will give new and existing customers confidence in the one design principal.
– It will set up the 29er for the next 10-15 years.
Example of an ISO9001 bend test
Example of a production flow
Example of 29er specific fittings