J CLASS HISTORY

1851 to 1928

The J Class has its roots in the oldest sporting race in the world, The America's Cup. This International Event was born from an annual race around the Isle of Wight, hosted by the Royal Yacht Squadron and called the '100 Guinea Cup'. In 1851, an overseas yacht was allowed to participate for the first time. The yacht "America" was built that year to an innovative new design and had sailed to the Solent in search of racing. Initially excluded from racing against British yachts, she was finally allowed to enter the Round The Island Race for the '100 Guinea Cup'.

With the complex tides and shallow areas of the Solent it was natural for 'America' to hire the services of a Pilot and in due course Robert Underwood was employed to guide them through the very tricky waters off the Island. Although the race programme was advertised as rounding the Nab Buoy and then the Isle of Wight, leaving all to Starboard, this was not what was printed by the RYS on the instruction cards and whilst the four leaders tacked away to round the Nab lightship, Underwood directed "America's" Skipper to press on through the shallow area, missing the Nab Buoy and saving a very considerable distance. Naturally "America" took the lead and held it to win the race, although the nearest British boat closed to just a few minutes behind ‘America’ at the finish.

The Trophy became known as the "America's Cup" and was taken back to the USA. Yachts were able to challenge to win back the cup and a series of larger and larger yachts were designed to compete.

Pre-war J Class yachts signified the most opulent stage of maritime racing history, where the towering rigs of the Big Boat Class such as ‘Lulworth’ and ‘Britannia’ dwarfed all other yachts. The late 1920s and 1930s also heralded the beginning of an age when yachts from both sides of the Atlantic were being raced under the same rule - the American Universal Rule.

1929 to 1939

Previously, British yachts had raced under the International Rule, a rule that gave an advantage to bermudan rigged yachts, but which was restrictive for boats bigger than 48ft. The Americans wanted to race bigger boats and so introduced the Universal Rule in 1930. Within this rule the size of a yacht was determined (by waterline length) and this was shown as an alphabetical list . "J" signified yachts with a waterline length of between 75 to 87 feet. With the addition of the new design Bermuda mast, rigging and sail plan, nothing so large and 'awesome' had been built previously.

The rule was based on ideas proposed by Nat Herreshoff allowing waterline length to be increased without sail area being restricted, as it had been under the International Rule. This was compensated by a larger displacement and so draught was limited to 15ft. The J-Class were the foremost designs under this rule which defined the size with a new formula:

Several existing large British yachts, ‘Astra’, ‘Candida’, ‘White Heather II’ and ‘Britannia’, were converted to comply with the rule and raced alongside the J's. Of the true J-Class, only ten were ever built (4 in the UK and 6 in USA) and these raced together for just eight seasons from 1930 to 1937.

Sir Thomas Lipton was the owner of the English grocery chain Liptons, and famous for his import of Lipton Tea from India. He challenged on each occasion as a member of the Royal Ulster Yacht Club in Northern Ireland. RUYC are still involved with The Cup - presenting the Royal Ulster Cup to the Club of the winning challenger. www.ruyc.co.uk

In 1929 Sir Thomas Lipton issued a challenge to the Americans for the America's Cup. It was his fifth challenge and signified a whole new era in design evolution and racing. The Americans had a distinct advantage over Britain in the 1930 America's Cup. They had the money to build four J's over Britain's one, yet the British yacht Shamrock V was a hot contender. She was designed by Nicholson and built at the family yard in 1930, and before she crossed the Atlantic to attend the Cup she had notched up more than 700 sea miles (1,296km), won 15 out of the 22 races she had entered and had been tweaked and tested to a high degree.

In answer to Lipton's challenge of 1929 the Americans designed four J-Class yachts as possible defenders. Enterprise, Whirlwind, Yankee and Weetamoe were launched within a month of each other; Weetamoe and Enterprise from the Herreshoff yard and Yankee and Whirlwind from Lawley & Son's yard in Bristol.

Whirlwind, the second J launched 16 days later, was the most revolutionary of the four. Francis L Herreshoff had moved away from conventional yachts and designed a boat which took the new rule to its extreme. Whirlwind combined many new ideas and Herreshoff experimented with hull shape and rig. She was the longest of the early J's at 86ft on the waterline and remained so until Ranger and Endeavour II were built in 1937. She was built of semi-composite construction (the other three American Js were built out of the highly expensive tobin bronze), was double-ended and had a permanent backstay. Uffa Fox described her profile as: "Very pleasing to the eye, the stem sweeping down to the keel in a very sweet line, and to a man who, like myself, believes that a pointed stern is a logical ending for all vessels, her stern is a joy to behold." He predicted "If the Yacht Racing Rules govern well and wisely, we shall see Whirlwind racing 50 years hence. If they do not she will probably be cruising then." But Whirlwind met an early demise. Her building was delayed as she didn't meet Lloyd's A1 scantling rules and she wasn't chosen to be the 1930s defender. She was often out-performed when close hauled, her steering gear making her difficult to steer. She was eventually scrapped along with Enterprise in 1935. However, her unusual double headsail rig was later adopted by the rest of the J's.

The third American J, Yankee, was the best all-rounder. At 84ft on the waterline and 125ft length overall, she was solidly made of tobin bronze and was extremely well balanced. Designed by Frank Paine, Yankee had an almost straight sheerline and easy lines. She was a powerful contender for defender, but not fine tuned enough to succeed. She did, however, take part in the 1934 America's Cup trials and with alterations to her rig, to carry more sail, and bow, which was lengthened and made more of a V-shape, she then proved more successful, especially in light winds.

The fourth of the American J's was Weetamoe, which was designed by Clinton Crane and was the narrowest of the early four. Despite claims that Yankee was the best all-rounder, Weetamoe is said to have been the closest rival to Enterprise to be the Cup defender. Charles Nedwick, in Ian Dear's book Enterprise to Endeavour, describes Weetamoe as having a profile "that is practically a triangle, with a straight line from the after end of the waterline to the bottom of the keel and thence a line which is slightly convex, and then slightly concave to the forward end of the waterline." In an attempt to better performance and make her less tender, her profile below the water was radically altered in 1934 with a new contour and bulb keel. The alterations failed and not long afterwards were reversed. In common with the other J's, she had about 43ft of overhang and her hull, Nicholson opined, "was the best of all the US Js".

When Shamrock V and Enterprise eventually met off Newport, Rhode Island, later that year, the two J's were well matched in hull profile, but differed significantly in rig. Enterprise's rigging was lighter, she had the Park Avenue boom, which was so advantageous to windward, and had lots of winches on board. Shamrock V meanwhile, was under-winched and hard work to sail. She has since, however, proved her success in that she is still sailing today.

The sixth J-Class to be built, and the second built on British soil was Velsheda. She was the only J not built as a contender for the America-s Cup. Her owner, WL Stephenson, who previously owned White Heather II, the 23-Metre converted to rate as a J-Class in 1930, had Velsheda built in steel in 1933 at the C&N yard. Velsheda was a great success. In 1935 she was significantly altered, her bow was snubbed around the waterline and her stern improved. The following season she won the King's Cup at Cowes Week.

In 1934, Sopwith challenged for the America's Cup. His challenger was Endeavour. She was Charles Nicholson's third J-Class design and he said of her "She will have quite a normal hull... because I have thought it right to suppress possible experimental form, which would be most interesting to try out, but which I have to leave to American designers." He did, however, produce the most beautiful J-Class and her rig was innovative.

Sopwith experimented with new running backstay strain gauges which controlled the trim of the mast and used electronic windspeed and direction indicators. It has since been suggested that part of the reason for her failure in the Cup was due to all the gadgets on board. She was matched 83ft 3in on the waterline against Rainbow's 82ft. However, despite being thought to be the best challenger Britain has ever built, she did not win the Cup. Rainbow, which was considered the inferior boat, beat her by four races to two.

In answer to Lipton's challenge of 1929 the Americans designed four J-Class yachts as possible defenders. Enterprise, Whirlwind, Yankee and Weetamoe were launched within a month of each other; Weetamoe and Enterprise from the Herreshoff yard and Yankee and Whirlwind from Lawley & Son's yard in Bristol.

Sopwith experimented with new running backstay strain gauges which controlled the trim of the mast and used electronic windspeed and direction indicators. It has since been suggested that part of the reason for her failure in the Cup was due to all the gadgets on board. She was matched 83ft 3in on the waterline against Rainbow's 82ft. However, despite being thought to be the best challenger Britain has ever built, she did not win the Cup. Rainbow, which was considered the inferior boat, beat her by four races to two.

Rainbow was designed by W Starling Burgess and launched in 1934 from the Herreshoff yard where she was built in just 100 days. The J stepped a pear-shaped duralumin mast, designed to take the strain of the double-headed jib - first used on Whirlwind - and she was originally rigged with a Park Avenue boom. This was later removed because it was considered too heavy.

1937 saw the building of the last two J's on both sides of the Atlantic. Both Ranger and Endeavour II took the waterline length to its extreme, measuring 87ft LWL. Ranger, the American boat, was built at Bath Ironworks in Maine and designed jointly by W Starling Burgess and Olin Stephens. It was a design combination which produced the greatest J of the fleet - the 'super J' as she was later known. She was built, for the cost of the materials only, of flush rivetted steel plating. and soon after launching had an accident. The upper parts of her rod rigging which stayed her duralumin mast shook loose and her mast snapped "with a report like a cannon".

Ranger's success on the water was widespread. Of 37 starts she won 35. Owner-skipper Harold Vanderbilt described her as being "slower to turn and to pick up speed, but (she) held her way longer, and was perfectly balanced on the wind." The challenger, Endeavour II, was designed by Nicholson again and built at the C&N yard. She too was steel, but flush-plated above and below the waterline. Sopwith towed her and Endeavour, plus an entourage of 100, to America where he worked on tuning her rig. Sadly, Ranger saw off the competition, easily winning four races, and dashing British hopes.

Although they became recognised the most beautiful yacht design in the World, only 10 J Class yachts were ever built - 6 in the USA and 4 in the UK. Most of these competed in trials for the America's Cup, or competed in the Cup itself. Other yachts (pre J Class) were converted to meet the rule requirements. These include the Kings yacht "Britannia", "Candida" and "Astra".

Handling the J Class Yachts in the 1930’s
The Skippers had to be experienced in racing and their skill on the race circuit became a matter of pride. These mighty craft had no engines and they had to be handled with great precision to get into and out of ports. Often their experience came from sailing all types of small craft, including fishing boats, during the winter months, when the J Class yachts were laid up. Sailing small boats in often inhospitable waters gave them the skills to manage their J Class yachts. The same is true today. Skippers have to deliver their yachts across Oceans, and compete around the race course, using their skills and all the technical advantages that are available today.

By 1935 the UK Class was all but finished, with the scuttling of the Kings yacht "Britannia" off the South of the Isle of Wight, in accordance with his will. 1937 marked the end of an era - it was the last America's Cup contest for 21 years and marked the end of Big Class racing. Of the American Js, Yankee was the only one to sail in British waters when she was bought by Gerald Lambert and crossed the Atlantic in 1935. She was scrapped in 1941.

By 1946 all the US yachts were laid up, and then scrapped for their metal. None survived. Endeavour and Velsheda were houseboats on the river Hamble. This is where they stayed for more than 30 years, protected by the mud berth which they had sunk into. Only Shamrock V was still sailing.

Another J Class Yacht - But Not Finished?
It is now clear that there was another J Class Yacht under development in 1937. Swedish naval architect Tore Holm fell under the spell of the magical J Class yachts. Several years ago, drawings for a J-Class boat by Tore Holm were discovered by Fred Meyer, (Société Nautique de Genève – the Defender of the 32nd America's Cup).

Now known as the Holm Project, this was to be a Swedish yacht with an innovative design. Many of the hull plates were made - and exist to this day. The project was put on hold prior to the outbreak of War in 1939 and was forgotten for more than 60 years!

In 1937, after the victory of Ranger over Endeavour II, Vanderbilt wondered whether the boat was so much faster than the competition that it might kill the class. History would show this was not the case as analysis of the Holm design shows that it would likely have been faster than Ranger.

1980 Onward
In recent years each of the three remaining yachts have undergone comprehensive reconstruction to keep them in full racing order.

Major Refits
Endeavour - 1988 & 2001
Velsheda - 1997 & 2001
Shamrock V - 2000-2001
Ranger - NEW Replica Rebuild in 2004

All of these magnificent craft are again racing together and can be seen at specialist YACHTING venues around the World.

The most common adjective that is used by those who have sailed on the existing J's is the word 'awesome'. The immense sail area and sheer power cannot easily be described. Also the speed, slicing effortlessly like a knife through butter and their ability to turn almost in their own length. They were the Greyhounds of the seas then - and still are today.

About The Original Owners
SHAMROCK V - JK3
Sir Thomas Lipton was the owner of the English grocery chain LIPTON, and famous for his import of Lipton Tea from India. Sir Thomas made all five of his challenges as a member of Royal Ulster Yacht Club, a club which continues to this day to have a strong involvement with The Cup.

ENDEAVOUR - JK4
Sir T.O.M. Sopwith designed and built aeroplanes during the first World War and was known for the Sopwith Camel, one of the most successful fighting aircraft of its time. He went on to create a vast Aero industry, and used many technical developments and skills from the aircraft industry in the design of his J's.

VELSHEDA - JK7
W.L.Stephenson owned a chain of general stores throughout the UK called Woolworth. Previously he has owned and enjoyed 'White Heather' but when the J Class Yachts came into being, he ordered a new J to offer competition within the British fleet. Stephenson never planned to compete for the America's Cup. Velsheda was named from his three daughters Velma, Daphne and Shelia.

BRITANNIA - K1
King George V loved his yacht Britannia and won many races with her. On his death the yacht was taken by the Royal Navy to the south of the Isle of Wight and scuttled, in accordance with his Will.

RANGER - J5
Owner-skipper Harold Vanderbilt (1884-1970), was born to extreme wealth and used it wisely, investing in J-boats for the defence of the America's Cup. A Harvard Law graduate, he successfully defended the America’s Cup three times with Enterprise (1930), Rainbow (1934), and the mighty Ranger (1937), last of the J-Class. A good sailor and tactician, Vanderbilt, helmed for all three defenses, with tactician Sherman Hoyt. One of his greatest successes was against Endeavour in 1934, where he came back from a 2:0 start to win the next three races, defeating one of the strongest challenges to the Cup up to that point.