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At first glance, it?s just a cockpit cap. Yet behind this piece?designed to protect the skipper from spray, apparent wind, and swells?lies a much broader reflection on the evolution of construction methods in offshore racing. Commissioned by Damien Seguin, Gildas Plessis?s design firm developed a bio-based cockpit cover for his ORMA trimaran, with one primary goal: to reduce the carbon footprint without compromising structural performance or onboard ergonomics.
Reducing the carbon footprint without changing the boat's DNA
The first challenge was to integrate this new structure into a trimaran designed by Nigel Irens, whose clean, taut lines are a key part of its visual identity. The project was therefore not limited to simply adding extra protection. It was necessary to design a component capable of blending naturally with the existing structure, while meeting the operational requirements of an ocean-going racing boat.
For Gildas Plessis, the approach went beyond a mere aesthetic exercise:
"The goal was to stay true to the spirit of the boat while demonstrating that there are credible alternatives today to all-carbon solutions."
The initial sketches quickly revealed a low, angular silhouette. Discussions between the skipper, the design firm, and the technical teams gradually led to a shape that, according to its designers, evokes the world of a ?Star Wars? spacecraft, with sharp lines that enhance both visibility and protection.
The height of the helmet, the fields of view, the observation zones, and access for maneuvers were analyzed from the earliest stages of design. This approach led to the decision to use a relatively low-profile structure in order to minimize aerodynamic disturbances while effectively protecting the crew member.
As Gildas Plessis puts it:
"A cockpit cover must first and foremost meet the sailor's needs. The design then serves that function."
This design philosophy is reflected in the openings, the PMMA glass surfaces, and the overall balance of the structure.
Why Give Up the Classic Carbon Sandwich?
The project?s true uniqueness lies in the choice of materials. Modern construction often favors sandwich structures with a core of recycled PET foam combined with carbon skins impregnated with epoxy resin. This solution offers an excellent stiffness-to-weight ratio, but its carbon footprint remains significant.
For Damien Seguin?s helmet, the design team took a different approach. The structure is based on a sandwich construction featuring a wooden core combined with fiberglass and basalt fibers. A few carbon straps are retained in areas where they remain essential for load transfer.
The entire assembly is manufactured using a bio-based resin. This choice significantly reduces emissions associated with manufacturing while maintaining mechanical properties suitable for the intended use.
A construction site in La Rochelle at the heart of the project
To further reduce the environmental impact, the designers also decided to eliminate a common step in the manufacturing of composite parts: the creation of a mold.
Production was entrusted to the Fernand Hervé Shipyard in La Rochelle, with support from the team led by Bérenger Balzeau, a specialist in lightweight engineered wood structures.
The digital drawings generated by 3D modeling were used directly in the cutting and assembly processes. For Gildas Plessis, this method offers an interesting approach for certain one-off parts:
"When working on a one-of-a-kind piece, it's worth asking whether a mold is really necessary. Its environmental impact is far from negligible."
This approach also helps reduce the time between design and manufacturing.
160 kg of CO2 avoided for just 8 kg more
The results provide a clear picture of the challenges involved. For equivalent strength, the bio-based solution selected results in 36 kg of CO2 emissions during manufacturing. A version made using a conventional carbon-epoxy composite would result in approximately 196 kg of CO2 emissions.
The difference therefore amounts to 160 kg of CO2 for a single piece.
Most importantly, this reduction comes with only a minimal increase in weight. The weight difference between the two designs is just 8 kg for an unpainted structure, excluding the PMMA windows.
An experiment that goes beyond the scope of ORMA
Beyond the specific case of Damien Seguin's boat, this project serves as a proof of concept for ocean racing as a whole.
The issues raised directly concern future Ocean Fifty, IMOCA, and Class40 boats. To what extent is it possible to replace petroleum-based materials? Which components can be replaced without compromising safety or performance?
This cap does not answer all the questions. Nevertheless, it shows that a different approach is possible for certain non-structural components. In an industry where every kilogram counts, achieving a significant reduction in manufacturing emissions while keeping the weight increase to a minimum is a development being closely watched by designers, construction sites, and racing teams.
And sometimes, the most interesting developments start with a simple cockpit cap.
