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A pocket guide to the J Class yachts – the world’s most elegant racing fleet

• Toby Hodges
• March 19, 2017

Toby Hodges profiles the world's most beautiful fleet of classic racing yachts – the J Class

Shamrock V – JK3

J Class yacht Shamrock sailplan

LOA: 36.50m /119ft 9in · LWL: 26.7m/87ft 7in · Beam: 6.00m/19ft 8in · Disp: 166 tonnes

Original lines: Charles E Nicholson

Modified design: Dykstra Naval Architects

Launch year and yard: 1930, Camper & Nicholsons

Identifying features: The only wooden J and the smallest. Dark green hull with bronze deck fittings.

Current state: She has just had a refit in Palma after a long period under her past owner chartering, cruising and occasional racing.

Race prediction:Her smaller size means she will struggle against the other J Class yachts in real time – but she has the most experienced skipper and her recent mods are all aimed at making her competitive on handicap.

Skipper: Simon Lacey · Race Helmsman: Mike ‘Moose’ Sanderson

Photo: J Class Association / Gerhard Standop

Velsheda – JK7

J Class yacht Velsheda sailplan

LOA: 39.25m/128ft 9in · LWL: 27.8m/91ft 3in · Beam: 6.57m/21ft 7in · Disp: 180 tonnes

Launch year and yard: 1933, Camper & Nicholsons. Rebuilt by Southampton Yacht Services in 1997.

Identifying features: Dark blue hull, pinched transom and that iconic sharp J bow.

Current state: Continually optimised and very well prepared.

Race prediction: Highly experienced, well-gelled crew and a yacht that is looking particularly nimble and aggressive at the start. Despite surrendering size to the modern J Class yachts she’s a firm favourite to win any regatta.

Skipper: Barney Henshaw-Depledge · Race helmsman: Owner-driver

Helen Fretter goes racing on board J Class yacht Velsheda

Photo: J Class Association / Onne van der Wal

Endeavour – JK4

J Class yacht Endeavour sailplan

LOA: 39.31m/128ft 12in · LWL: 27.30m/89ft 7in · Beam: 6.68m/21ft 11in · Disp: 175 tonnes

Launch year and yard: 1934, Camper & Nicholson. Relaunched by Royal Huisman in 1989.

Identifying features: Royal ‘Endeavour Blue’ hull, clean deck, single deckhouse.

Current state: Completely refitted by Yachting Developments in 2010-11. Based between Palma and Cascais she is for sale through Edmiston and in prize condition.

Race prediction: Fully optimised and race ready, but is up for sale and now already unlikely to be ready in time for Bermuda.

Skipper: Luke Bines · Race helmsman: N/A (Torben Grael in 2012)

Video exclusive: what it’s like to sail the iconic J Class Endeavour

Photo: J Class Association / Jens Fischer

Ranger – J5

J Class yacht Ranger sailplan

LOA: 41.63m/136ft 7in · LWL: 28.80m/94ft 6in · Beam: 6.41m/21ft 0in · Disp: 203 tonnes

Original design: Starling Burgess and Olin Stephens

Modified design: Studio Scanu, Reichel Pugh, Fred Elliot and Dykstra Naval Architects

Launch year and yard: 2003, Danish Yacht

Identifying features: White hull with snub nose and spoon bow.

Current state: Refitted and optimised at Newport Shipyard 2016, where chainplates were moved forward and tracks modified to take a bigger headsail.

Race prediction: The heaviest J, but a rocket in flat water, such as in Bermuda’s Great Sound. A veteran crew whose consistency is Ranger’s trump card.

Skipper: Dan Jackson · Race helmsman: Erle Williams

Ranger J5 – the first completely new J Class yacht

Ranger , J5 RYS centenary 2015. Photo Paul Wyeth

Rainbow – JH2

J Class yacht Rainbow sailplan

LOA: 39.89m/130ft 11in · LWL: 26.90m/88ft 3in · Beam: 6.42m/21ft 1in · Disp: 167 tonnes

Original lines: William Starling Burgess

Launch year and yard: 2012, Holland Jachtbouw

Identifying features: Black hull, red bottom and modern grey rig with race boom.

Current state: Sold in 2015 by Chris Gongriep, the former owner of Holland Jachtbouw, she has since solely been used for cruising by her US owner who shows no signs of wanting to race, although she will be in Bermuda to watch.

Race prediction: Was cruised and raced extensively for a couple of seasons after she was built and has proven to be a supremely fast boat for her size in the right hands.

J Class yacht Rainbow – the Dutch destroyer

Hanuman – JK6

J Class yacht Hanuman sailplan

LOA: 42.19m/138ft 5in · LWL: 27.50m/90ft 3in · Beam: 6.60m/21ft 8in · Disp: 180 tonnes

Launch year and yard: 2009 Royal Huisman

Identifying features: Carries the old Endeavour II sail number JK6 – but a totally modern day reinterpretation of Sopwith’s second boat, built in aluminium.

Current state: Her weight and stability were optimised at Newport Shipyard in 2016 and she was also fitted with a new mast and rigging, plus a new furling headstay.

Race prediction: With her same core Comanche/Puma crew and Ken Read on the wheel, this is a highly race-oriented J Class yacht.

Skipper: Greg Sloat · Race helmsman: Ken Read

Inside J class yacht Hanuman

Lionheart JH1

J Class yacht Lionheart sailplan

LOA: 43.4m/142ft 5in · LWL 27.2m/89ft 3in · Beam: 6.55m/21ft 6in · Disp: 180 tonnes

Original lines: Starling Burgess and Olin Stephens

Modified design: Hoek Design

Launch year and yard: 2010, Bloemsma and Claasen Jachtbouw

Identifying features: Black hull and rig, bulwarks giving a high freeboard effect, two deckhouses.

Current state: Constantly upgraded, Lionheart has new North raw sails with plans to build more sails before Bermuda.

Race prediction: Lionheart is consistently optimised, has some key pros and a fantastic crew spirit. Should be finishing in the top three in Bermuda.

Skipper: Toby Brand · Race helmsman: Owner-driver · Tactics: Bouwe Bekking

J Class yacht Lionheart J/H1 – replica of an original that was never built

Photo: J Class Association / Thierry Martinez

J Class yacht Topaz sailplan

LOA: 42.7m/140ft 1in · LWL: 27.8m/91ft 3in · Beam: 6.75m/22ft 2in · Disp: 180 tonnes

Original lines: Frank Paine

Launch year and yard: 2015, Holland Jachtbouw

Identifying features: Longest waterline of all the Js (for which there is a sail area penalty) she has a striking Art Deco interior and a dark blue hull with turquoise antifoul.

Current state: New and raring to go.

Race prediction: With her fuller volume forward, longer waterline and shorter keel, Hoek believes she will be the fastest J Class downwind and in light airs. The crew has practised hard since last year and now has top big boat helm in Holmberg.

Skipper: Romke Lopik · Race helmsman: Peter Holmberg

New J Class yacht named Topaz is launched – and the design team says she is “absolutely stunning”

Photo: J Class Association / Carlo Borlenghi

J Class yacht Svea sailplan

LOA: 43.6m/143ft 1in · LWL: 27.6m/90ft 7in · Beam: 6.65m/21ft 10in · Disp: 180 tonnes

Original lines: Tore Holm

Launch year and yard: 2017, Bloemsma / Vitters

Identifying features: Dark grey metallic hull, near flush ultra-clean, ergonomically optimised deck with low single doghouse and huge 8ft diameter wheel that turns in a well that extends down to the keel frames.

Current state: Just launched.

Race prediction: Tore Holm was a gifted Metre designer and Svea looks like a fast upwind boat, with a race oriented deck design and a slippery underwater shape. It’s asking a lot of her crew to be competitive for 2017.

Skipper: Paul ‘PK’ Kelly

Race helmsman: Owner driver

Nine Js and counting: J Class Svea J-S1 is sold and under construction at Vitters

The history of the J-Class

The Js are inextricably linked with the America’s Cup as, barring Velsheda , all were built for the purpose of America’s Cup racing. From 1929 to 1937, 20 J Class yachts were designed. Ten of these went on to be built, with six racing in the America’s Cup finals. A modern J Class yacht’s  lines can only be taken from the original designs, ensuring the fleet’s look endures.

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J Class Yacht Design

Discussion in ' Boat Design ' started by Mattyb , Sep 19, 2017 .

Mattyb Junior Member

Hey guys, new to the form, and new to investigating the possibility of building my own boat. I have for the past few days been trying to find schematics for a J Class sailing Yacht in the 50ft range of size, for single handed sailing. Which leads to my first question, has anyone ever stumbled across such a thing? Preferably a fiberglass build. If not, any suggestions on which hull design program would be best to design a hull of this type that is not going to break the bank? I found some crude layouts of a few of the J class yachts, more or less want to use them for a basic design to build from, and adjust the scale.  

gonzo Senior Member

J class boats are much longer than 50 feet. The smaller ones are about 120 feet. If you are worrying about not breaking the bank, this is not a viable project; unless you have a few million in that account.  

Is there a particular reason why you couldn't take the overall design of the ship and downsize it? I understand the reason for the length of the J classes that are made now. But in the past they were made in significantly smaller lengths for different race classes.  

PAR Yacht Designer/Builder

Welcome to the forum. Down sizing a little (say up to 15%) is safe, but more than this, and you need to reevaluate the design criteria. The J's were the playthings of the society classes and not anything remotely inexpensive. The class was folded because of the costs associated with their construction and operation. So, if you have literally 10's of millions laying around with nothing better to do . . . Now a 50' J class watanabe is possible. Have a look at the "W" class and see if it'll spark the same emotions. If so, I know of a 48' W class for sale, built in 2014 and a mere 1.2 million.  

Dolfiman Senior Member

You can have a look at Hoek design and Leonardo yachts, specialised in "J class look" yachts, meaning Jclass overhangs, modern appendages inc. inverted T keel bulb : Hoek Design » Josephine II https://www.hoekdesign.com/yacht/josephine-ii . , a 36´ Leonardo Yachts - eagle36 http://www.leonardoyachts.com/en/eagle36.html Leonardo Yachts - eagle44 http://www.leonardoyachts.com/en/eagle44.html Leonardo Yachts - eagle54 http://www.leonardoyachts.com/en/eagle54.html .... and if you are a wealthy man : Hoek Design » Firefly https://www.hoekdesign.com/yacht/firefly1 , a 115´  

dsigned O.R.C. Hunter

Mattyb said: ↑ Hey guys, new to the form, and new to investigating the possibility of building my own boat. I have for the past few days been trying to find schematics for a J Class sailing Yacht in the 50ft range of size, for single handed sailing. Which leads to my first question, has anyone ever stumbled across such a thing? Preferably a fiberglass build. If not, any suggestions on which hull design program would be best to design a hull of this type that is not going to break the bank? I found some crude layouts of a few of the J class yachts, more or less want to use them for a basic design to build from, and adjust the scale. Click to expand...

peter radclyffe Senior Member

heres one of the j classes I designed, it can be reduced in size Stern | Boat Design Net https://www.boatdesign.net/gallery/stern.23487/  

CT249 Senior Member

Mattyb said: ↑ Is there a particular reason why you couldn't take the overall design of the ship and downsize it? I understand the reason for the length of the J classes that are made now. But in the past they were made in significantly smaller lengths for different race classes. Click to expand...

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CloudDiver Senior Member

MattyB, the J Class yachts inspire many people... myself included. Without question we can agree they are the most beautiful yachts ever built. I would encourage you to look at the Universal Rule and understand the rating (wiki article is a good start; Universal rule - Wikipedia https://en.wikipedia.org/wiki/Universal_rule ) Some of the more seasoned designers or engineers here will correct me if I'm not using the right words here, but essentially to maximize the potential of the rating rule is why the J class yachts ended up so large and with so much sail area. For my limited ability in actual design but roughly understanding the principles, yes a J class can be scaled down BUT it could a) not look right, or b) not meet the Universal Rule. There were many other yachts built to the Universal Rule and they still have the look of a J. Google Larchmont O Class and you will see an example that is 60 ft LOA, 12 ft Beam and very pretty. If sticking to racing rules does not matter to you, and you are looking for the pleasing lines and emulating sheer beauty of the J class at a more realistic build/up-keep cost then you should look at classic designs in general. Try going to the Sparkman & Stephens blog and look at the design drawings in the 40-60ft range. The lower the design number the older the design... in the low design numbers you will find many beautiful examples of classic yachts will long overhangs fore and aft. Good luck finding what you are looking for! I have been doing the same thing for the last 5 years... no rush, I have learned a ton and it's far better reading than sitting through hours of brain-dead TV.  

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Story of the J-Class Yachts:

The J-Class was adopted for America's Cup competition in 1928, looking forward to the next regatta in 1930.  The Class itself, though, dated back to the turn of the century when the Universal Rule was adopted though no J-Class yachts had yet been built.

The Rule used a yacht's various dimensions to calculate an equivalent rating in feet.  Boats of equal rated lengths could then race against each other directly without making other allowances for time or distance sailed.  Even though one yacht might have a longer length or another yacht a larger sail area, their overall configurations had to produce a rated length that met the Universal Rule for that class. Boats in Class J, more commonly today termed J-Class yachts, were the largest constructed under the Universal Rule.  The Rule actually includes provisions for an even larger type of boat, the I Class, though none were ever built.  Inquiries made in the 1930s for a Defense in the smaller K Class were rejected.

The J-Class were the first yachts in an America's Cup match to be governed by a formal design rule.  Previous defenders and challengers were only restricted by minimum and maximum lengths set forth in the Deed of Gift.  Sir Thomas Lipton, challenging in 1930 for the fifth time, had held earlier discussions with the New York Yacht Club in hopes of adopting the Universal Rule for the previous America's Cup match, intended for 1914 but delayed until 1920.  Though an agreement to use the rule was not reached for that match, the 1914 US boats, Vanitie and Resolute, still roughly followed J-Class parameters.

Building Program:

There were only 10 J-class yachts designed and built.  Additionally, several yachts of closely related dimensions, mostly 23-Meter International Rule boats, were converted after their construction to meet the rating rules of the J-Class. 

Only the purpose-built Cup yachts, though, could compete in the America's Cup.  The "converted" J-Class yachts, while acceptable for Class racing events, were not admissible for America's Cup competition.  Responding to issues that surfaced in earlier defenses, the America's Cup rules required that all boats had to be sailed to the event on their own bottom.  Some critics pointed out the possibility that the challenger might, as a result, be disadvantaged by  being of heavier construction than the defender.  In order to avoid a situation that could be perceived as an undue advantage, the NYYC eventually agreed that all America's Cup J-Class yachts would be built to Lloyds A1 standards, ensuring that defender and challenger met the same minimum construction specifications (the nautical term is "scantlings").  Most existing yachts were not built to such standards, so the Cup-eligible boats thus ended up heavier than the ineligible J's.

(The issue of challengers having to build heavier boats due to the ocean crossing was a popular, if uncertain, explanation in the British press for the long string of American victories.  In practice, a number of challengers added internal bracing for the crossing, which was then removed before racing.  And on a few occasions defenders subsequently made the crossing in reverse in search of competition following their successful defense.  The rule requiring that the challenger sail to the event on her own bottom was actually instituted in response to a super-lightweight challenger towed to the match through canals and rivers from Canada.

The J-Class Yachts

Disposition:

Conceived at the height of the affluent 1920's, the J-boats arrived during the Great Depression.  They required enormous crews, and, despite expert attention to their technical details, still broke an astonishing number of masts.  While they were in most regards the most advanced sailing yachts yet built, and they were  indeed powerful sailing thoroughbreds formed in sleek lines that can race the pulse of almost every viewer, the glorious J's proved too extravagant for their own good.  Most had very limited sailing careers outside of America's Cup.  Ranger , whose 1937 cost was upwards of $500,000, was laid-up at the end of her debut season and never sailed again.  All of the American J's were scrapped between 1935 and 1941. Most of the British J's were either abandoned or scrapped.

When NYYC sought to revive the America's Cup in the 1950s, there was a faction that favored returning to the J-Class.  Mike Vanderbilt even stated that not only would he like to see the Cup contested in the large boats, but that if so he would consider rebuilding a new Range r to the design of the original.  Still, another faction hoped for smaller dual-use yachts that could be used in offshore racing when the Cup year was ended.  With cost estimates for a 1958-era J starting around three million dollars, the impulse for a J-Class defense faded away in the face of economic pressures and a compromise was reached to sail the America's Cup in International Rule 12-Meters.

The J-Class Resurgent

J-Class rigs today are no longer built of wood or dur-alumin, but with modern lightweight composites.  Their sail technology is long past being canvas duck, and many other subtle changes have been made to make the ongoing maintenance and operation of these yachts a realistic proposition.  Still, the J-Class owners have gone to great lengths to insure the integrity of the boats.  The J-Class is self-administered, rather than governed by an outside organization as is the case with almost all other classes.  This allows the members to more easily adapt the rules in order to serve the needs of these uniquely historic yachts.

Most of the surviving J's are available for charter.  Cambria was reportedly for sale in 2000.  Endeavour changed hands in 2006 for a reported $13.1 million USD, though as her former owner Dennis Kozlowski said, "No one truly owns Endeavour .  She's a part of yachting history.''

Recreations, Replicas, and a Tender:

For decades, most yachting fans thought that we would never again see the likes of these boats again, the few survivors would sooner or later fade away, and the whole history would be reserved for books and fading photographs, but following the restoration of the surviving hulls rumors grew throughout the late 1990's and early 2000's about building "new" J's.  In 2001, all of this dock talk began to become reality:

Ranger Wooden Boat magazine, March/April 2001, described a "Dutchman" who had commissioned a new Ranger built to the original's plan.  This incredible rumor came true, and a piece of lost sailing history was brought back to life.  The new version of this "Superboat", as Mike Vanderbilt once called her, was officially launched in October, 2003. 

Designed by Studio Scanu and Reichel-Pugh, and built by Danish Yachts, Skagen, Denmark, she is not an exact replica of the original. Some would term her a re-interpretation, as a number of changes were made including greater freeboard, and Ranger 's original designers did not participate in the project.  The new Ranger first competed head-to-head against other J's in Antigua, Spring, 2004.  It took some additional adjustment after launch by her owners and designers to seek the proper trim that would make her float on her lines, an essential step in the process of being officially rated a J-Class yacht.  Visit the Ranger Website for more info.  J-Class Management is also at work on a restoration of Bystander, tender to the original Ranger .

Endeavour II An Endeavour II replica is being built at Royal Huisman Shipyard, with a planned 2008 launch date.  Gerard Dykstra and Partners is leading the project, which features a lightweight Alustar (aluminum alloy) hull and carbon-fiber mast.  See additional photo at Yachtspotter

Lionheart Based on an unbuilt alternate design by Starling Burgess and Olin Stephens II that was considered for 1937's America's Cup defender Ranger , this new boat is being built at yards in the Netherlands for an expected 2008 launch.  Lionheart will be the longest J-Class yacht when completed. See more including photos of the completed hull at the Lionheart Website and the story of sailing onboard including photos and videos Cruising J-Class Style Aboard Lionheart at Yachting World Designer:  Hoek Design Builders: Bloemsma Aluminiumbouw and Claasen Jachtbouw BV

Svea Tore Holm's unbuilt 1937 design, said by some to be faster in the test tank than any of the original boats, is being pursued by Hoek Design

Name To Be Announced In late March 2008, reports of another replica about to begin construction appeared on the Classic Boat website .  Whether this is one of the known projects, such as Svea , above, or yet another replica about to become reality, such as Rainbow , below, should become known shortly.

Rainbow In late May, 2008, Dykstra and Partners announced that a new build of the 1934 America's Cup Defender Rainbow was underway, with an expected launch date of 2010.  Read the Press Release

Other projects: Hoek Design is also studying replicas of 1930's Enterprise and another boat from Yankee designer Frank Paine.  Yankee herself has also been rumored as a new project, as well.  Earlier reports of a Ranger alternate-design carrying the name of Seawolf may have been referring to the project that has become Lionheart , see above.  Whirlwind and Weetamoe are the only two designs of the original ten J's that aren't known to be sailing, building, or under serious consideration as of 2008.  The J-Class website points out that there are 10 unbuilt J designs from the 1930's, so the possibilities for more J-Class yachts are intriguing.

Yachting World reported in May, 2003 , that construction was underway on a yacht replicating the famous G.L Watson design Britannia .  Photos showed a nearly completed hull at Solombala Shipyard, in Arkhangel, Russia, and included interviews with the yacht's owner Sigurd Coates of Norway.  The design was adapted by Cesil Stephansen from published plans.  The original designer's modern descendent company, G.L.Watson & Co., Ltd., has no involvement with the Arkhangel boat.  Little was been heard of this ambitious project for years, until the yacht was finally launched only to become subject of a financial dispute, trapping her in Russia until 2009, when she "escaped" to Norway. 

In the Spirit

A similar project to return elegant yachts to competitive racing, the W-class, was set in motion by Donald Tofias, an American enthusiast.  He commissioned naval architect Joel White to design a new class with lines evocative of famous racing yachts like the New York 50's and the J-Class.  The first two boats, Wild Horses and White Wings , were built in Maine of modern cold-molded wood construction and launched in 1998.  It is Tofias' aim that there will eventually be a whole fleet of the beautiful W-class to regularly compete against each other.  The one-design W-76 is actually similar to the New York 50's.  Tofias' long-range plans involve a range of classes including 46, 62, 76, 105, and 130.  The 130's would be nearly identical in basic dimensions to the J-class. See the W-Class Websit e .  

Additional Links: Chris Cameron onboard Ranger at Maxi Yacht Rolex Cup, 2010: Photo Gallery

Web Sites of Particular Interest: The J-Class Association J-Class Management, Inc.  

Further Notes:

K-Class: The Royal London Yacht Club made and withdrew its inquiry for a K-Class challenge in 1935.  The intent had been to reduce costs, not the least of which was hoped to be a lower velocity of mast replacement, but the K-Class line of thought was rejected for several reasons.  For one, the K-Class wasn't so much smaller than the J-Class as to have clearly led to significant savings.  Additionally, no K-Class yachts existed on either side of the Atlantic while several J's of various pedigree were available for testing, training, and racing in 1935.  Also a factor was that the NYYC was already actively considering another challenge at the time the RLYC began their communication  about the K-Class and it was the NYYC's policy to consider only one challenge at a time, in keeping with the Deed of Gift.

Sailing to the Event on Own Bottom: This provision of the Deed of Gift was at times strictly interpreted to the the degree of making sure that the challenging yacht actually was under her own sail while traveling to the match, not towed by another boat.  Challengers returning across the Atlantic after Cup matches concluded were sometimes towed for convenience. Eventually the NYYC agreed at various times to permit towing the yachts to the match, particularly when conditions were light, and in 1956, for the coming of the 12-meter yachts in 1958, the Deed of Gift was amended to eliminate the requirement.

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Building a J Class Model

By john hanks iii.

Now you may be wondering what is involved in building a model of a J Class yacht. I will give you an idea of what is involved in getting your J model in the water.

To begin with, let me say that you will need to do some scratch building to get your J model completed, regardless which yacht you choose to model. The scratch building will involve the deck, the rig, and probably the hardware associated with the mast, boom and rigging. With that said, you will need to decide which yacht you would like to model. In the full size J Yachts there was a definite advantage associated with which hull was in the water, but with the models, it appears that any of the J designs will make a good fast sailing model, if it is built correctly. So your decision should be driven by your personal preference for a particular boat. Once you decide which yacht you would like to model you will need to either buy a fiberglass hull or get the drawings for your chosen hull.  There are hull line drawings available in the proper scale for all of the J's as well as some deck plans. You can get line drawings from several of the maritime museums, such as the Mystic Seaport Museum.

The amount of time that you will spend on building your model will vary with your building ability, whether you start with a fiberglass hull and how much detail you want to put on your model. Should you decide to scratch build the entire model with a lot of detail, you should plan on spending about 500 to 550 hours building your model. If you begin with a fiberglass hull, subtract about 150 hours, if you do not want to detail your model, deduct about another 100 hours. The cost of materials will be about $800 to $900 if you decide to completely scratch build your model.

I will begin the actual building process with a plank-on-frame hull. You can skip these steps if you start with a fiberglass hull. The process for completing the remainder of the model will be the same from that point on.

To begin the building process, you will need to get your drawings ready by extending each frame to a “waterline” that is above the deck line on the drawing. This new “waterline” will be the part of the frame that rests on the building board. The new “waterline” gives you a flat plane so that all of the frames are referenced to the building board surface, while allowing the arc of the sheer at the deck line to maintain its shape. Your modified drawing should show the hull shape, the shape of the deck beams, and the building board surface.

You will begin the building process by building a building board. The easiest way that I have found to do this is to buy an 8 foot long 4”x6” and mount it at a convenient building height on 2”x4” legs. You will need to make sure that the 4”x6” plank is straight and true and that it will stay that way through out the building process, as this will determine the trueness of your model.

Mark a centerline on your building board and then mark all of the station locations on the centerline. You will then need to draw a line perpendicular to the centerline at each of the station locations. You will next attach small blocks (approximately 1-1/2 x 1-1/2 x ¾  inch) to the building board on the centerline and aligned with the perpendicular station lines. The blocks need to be placed so that the frames that will be glued to these blocks will be centered on the perpendiculars.

The next step will be to cut out the frames that will form the hull. For this step you will need to keep in mind the difference between the line drawings for a metal hull versus a wooden hull. The drawings for a metal hull show the frames to the outside of the plating and for a wooden hull, they are to the outside of the framing, not the hull planking. This will make a difference in your model, as all of the Js were metal boats, and if you draw your frames to the lines, your model will be oversized by the thickness of your planking.

I use 1/8 inch Luan plywood for the frames. The plywood comes in a 4’x8’ sheet and I can get all 28 to 30 frames from one sheet of plywood. The frame patterns are cut from your drawing, and each frame pattern is traced on the wood. With careful placement you should have no trouble getting all of the frames traced onto the plywood. You will need to draw the cutouts for the keel, inwales and king plank in the frame tracings. The centers of the framed are also cut out so that you end up with a ring of wood that is about ¾ inch from the outside to the inside of the frame. 

When I cut my frames I do not try to cut on the line that I have drawn; I am not that good with the saw. I leave a little wood, about a 1/16 inch next to the line and sand the frame to the final shape. I find that this makes it much easier to control the accuracy of the frame shape. Once all of the frames are cut and notched for the keel and inwales, they are glued to the blocks on the building board. At this point you should be able to sight down the frames and get a good idea of the shape of your hull.

With the frames glued in place, you are now ready to install the keel and the inwales. I like to use ¼ inch birch plywood for the keel and 1/4x1/4 inch square for the inwales. The inwales can be cut from the same material that you will use for the planking. The hull framing is very limber at this point but it becomes very ridged once the keel and inwales are in place.

The hull is now ready for planking. I have used pine, bass, aspen, spruce and alder for planking. All work well. The availability and price of the material is what determines which material I use. When I built my first J some 30 years ago, clear pine in 8 foot lengths was plentiful and inexpensive. Since then, it has become hard to find and very expensive. As a result I have used other woods that were available, hence the bass, aspen, spruce and alder. The planking material is cut into strips that are about 5/32 inch thick and 3/8 inch wide. This is a nice working size, as the planks are limber enough to form to the hull without the need for spiling (tapering), wetting, or steaming them. You will start the planking at the first frame and end at the last. The 2 to 3 inches of hull that remain at the ends will be filled with solid wood blocks shaped to the dimensions of the hull. Begin planking your hull at the sheer and work to the keel. Each side of the hull will require about 50 to 60 planks. Remember that you will need to alternate sides of the hull as you plank so that you keep the stresses equal on both sides of the hull, thus preventing distortion in the hull. 

You will need to change direction of the planking when you get to the bilge area of the hull. The planking will take on an increased twist towards the stern that will prevent the planks from laying fair. The planks will tell you when you have reached this point, usually about 15 to 20 planks up on the hull. To overcome this you will need to lay a plank in a straight line along the hull so that it lays flat between the areas where the existing planking meets the keel. This will leave a lens shaped gap of about 4 or 5 inches between this plank and the existing planking at the middle of the hull. Fill this area by planking from the new plank that you laid down to the existing planking. Once you have completed that step, then continue to plank the rest of the hull. When you have finished your planking, you are ready to attach the bow and stern blocks, shape them, and sand the entire hull to get it ready for fiber glassing.

I like to build the rudder next and fit it to the hull. I build the rudder as I would build an airplane control surface, with a leading edge spar, three ribs, and a trailing edge. The framework is then covered with 1/32 inch plywood. The square tube that accepts the 5/32 inch brass rod rudder shaft is installed in the leading edge as well as the pivot pin at the bottom of the rudder. The hull is drilled and the rudder log is installed and the rudder is fitted in place. Once the rudder is fitted and works well, the hull is fiber glassed using a single layer of 6 ounce cloth and three to four coats of resin. Each coat of resin is sanded before the next coat is applied. When the sanding is complete you will have a smooth and fair hull that will look great when it is painted. The hull is now ready to be removed form the building board. At this time, you should also have a stand built and ready to accept the hull. 

Once the hull is off of the building board, it is time to seal the inside with epoxy and install the mechanical workings in the hull as well as install any reinforcements that are needed, such as at the chain plates, mast step, and sheet exits. From this point on, the building process is the same for the fiberglass hulls once you have the deck beams in place. This is also the time to lay out the hatch openings. When laying out the hatch openings you want to keep them as small as possible and still be able to do any work inside the hull that is necessary. Nothing is more frustrating than to find out that you cannot reach some part of your equipment once the deck is in place, so be sure that you can work on and remove and replace all of the fittings, winches, ballast, etc., through the hatch(s) that you have framed in your deck. 

Building the deck is the next big step in getting your J ready to sail. There are several different ways to build your deck, and your decision on how much scale detail you want on your model will drive part of that process. If you want a slick deck with no scale detail, then a simple plywood deck will do. The 1/8 inch plywood will be more than adequate for the job and can be finished so that you have a very good looking wooden deck on your model. 

Another option is to build a plank deck that represents the deck on the full size yacht. If this is your preference, then you begin by cutting the deck planking to the same dimensions as the hull planking. I cut my planks to a length of 15 inches so that I have scale 20 foot planks. To simulate the deck caulking, I use black construction paper glued between the planks. Once you have the planking cut, you will need to lay the king plank down the center of the deck and the water way planks down each side of the hull. All of the Js had the planking run parallel  to the edge of the hull, so you will need to begin laying your deck from the edge of the hull, and work to the center. The paper between the planks helps the glue, thin CA, flow and form a good bond at the seam. From this point on you just continue your planking until the deck is completely covered. As you build your deck you will need to cut your planking at the hatches so you will have access to the inside of the hull when you have finished your planking.

When the deck planking is complete, you will sand the whole deck and get it ready for finishing. At this point, you should have a great looking model. 

Again your decision on the amount of detail that you want on your model will determine your next step. If you opt for a scale appearance, by this time you will need to make the cabins, deckhouses, winches, cleats, and anything else that goes on the deck.

The hull is now ready for finishing. I use non-water-based, clear gloss, polyurethane on the deck, cabins, and spars and automotive acrylic enamel for the color on the hull. These make very nice durable finishes which should last many years on your model. I chose to use polyurethane because it does not yellow like varnish does as it ages. This is a personal choice driven by how you would like your deck to look as it ages.

At this point you will have to ballast your model. I have found that the easiest time to do this is after the model is painted and has the scale waterline in place. Place your model in a swimming pool or other suitable tank, and place the lead in the hull until the hull sits on the waterline that is painted on the hull. You will need about 60+ pounds of lead in a manageable form, about 5 pound pigs, for this exercise. Once the lead has been placed in the hull and the proper trim established, you will need to note where the lead is in the hull and the amount at each location. You can then remove the lead from the hull and using your notes, make molds for the ballast so that it fits into the hull cavities. 

The next step is building your rig. The masts for the J models will be anywhere from 8 to 91/2 feet tall, depending on which boat you are building and how you lay out the sail plan. For support, the mast will need at least two sets of spreaders with accompanying side stays, and a diamond stay. I have used both aluminum and wood to make J masts. The last mast that I built was made from spruce and was 109 inches tall, with a tear drop cross section that measured about 1-1/4 x ¾ inches. The mast was tapered in its top 3 feet and had a bolt rope slot cut in it used to attach the main sail to the mast. The mast was made from two pieces of spruce that were glued together on the centerline with the grain in each piece set so that any warps canceled each other out. The result was a stiff spar that weighed about 1-1/2 pounds ready to step on the deck Extruded aluminum masts are also available in lengths up to 10 feet, from Ludwig Manufacturing. These masts have a bolt rope slot molded in them and are both light, about 1 pound for a 10 foot piece, and stiff.

The main boom and jib club were both made from spruce. The jib club was about 33 inches long and 1x1/2 inch in cross section and tapered to 1/2 x1/2 inch at both ends. The main boom was about 45 inches long and was about 1 inch from top to bottom with a scale cross section that resembled an old wine jug. These shapes were made for a model of Rainbow.

The gooseneck attachment was made for a piece of ¼ inch thick aluminum plate and secured in a slot cut into the base of the mast. The gooseneck and boom vang pivot on a single stainless-steel rod, (welding rod) about 3 inches long. The boom can be removed from the mast by simply pulling the pivot pin; then the gooseneck and vang are released. The sail can then be slid down out of the bolt-rope slot and rolled for storage.

This is a quick overview of the building process that is needed to build a model J boat. 

Below is a list of most of the materials that were used.

2 – 1”x8”x8’ pine, aspen, bass or other suitable wood that can be cut into 5/32”x3/8” strips for hull and deck planking

1 – 4’x8’x18” plywood used for hull framing, 2 if you are using one for the deck

1 – 1’x4’x1/4” five ply birch plywood for the keel

1 – 1’x2’x1/32” plywood used for the rudder sheeting

1 – 1”x4”x8’ spruce for the mast and booms (optional if you are using an aluminum mast)

4 – ¼”x12”x.030” brass strap used for chain plates, mast, and boom fittings

1 – 1/8”x3’ stainless steel welding rod used for gooseneck pivot and spreader stubs in the mast

1 – 1’x6”x1/4” aluminum plate used for the gooseneck and vang fitting (use only if you are scratch building the fittings

1 – 5/32”x12” brass round tube used for spreader bases

1 – 3/16”x12” brass rod used for the rudder shaft

1 – 7/32”x12” brass round tube used for rudder log

1 – 3/16’x12’ square brass tube used for the rudder shaft socket in the rudder

60+ pounds of lead used for ballast

4 – 8oz bottles of thin CA used for planking the hull and deck as well as general construction

 1 – 2oz bottle of medium CA for general construction

32oz of 30 minute or longer set epoxy used to seal the hull interior

1 – 10’x50” 6 oz fiberglass cloth used to cover the outside of the hull

2 – Quart cans of polyester resin with catalyst used with the fiberglass cloth

6 to 8 – 2” disposable brushes used to apply polyester resin

8 – Turnbuckles used for the side stays, boom vang and diamond stay

36 – 1-72x 1” stainless steel machine screws with nuts and washers used for various attachments

90’ – 60 pound test nylon coated stainless steel fishing leader with swages used for the standing rigging

8 – Single blocks used for back stay, winch arm, up haul and rudder control

1 – Spool of 40 to 60 pound test braided Dacron line for the sheets

12 – Bowsies for various rigging adjustments

Reference Information

Reference book: Enterprise to Endeavour by Ian Dear, ISBN 1-57409-091-7

This covers most of what you would need to build your J model. I did not mention the wood or brass that I used to make the scale detail, as most of it was obtained as scrap from a cabinet shop and salvage yard. Some additional things that you will need are a radio (at least 2 channels), a quarter scale servo for the rudder, and a sail winch, either arm or drum with about 3,000 inch ounces of pulling power. You would also need to order your sails from your favorite sail maker.

I hope that this answers most of your questions about what it takes to build a model of a J Class yacht. By the way the process described above applies to scratch building any R/C model sail boat, the only difference is the scale of the project. Good luck with your building project

AMYA J CLASS

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Copyright © 2022 AMYA J CLASS - All Rights Reserved.

Before the J Class yachts came into existence, yachts were designed to be bigger and bigger. The towering rigs of the Big Boat Class such as ‘ Lulworth ’ and ‘ Britannia ’ dwarfed all other yachts. The late 1920s heralded discussion and agreement of the Universal Rule. This new formula controlled the size and displacement of the new yachts, enabling them to be raced as evenly as possible. Almost immediately, designs were being commissioned for the new, massive ‘Bermudan rigs, with no bowsprits’.

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.

In 1929 Sir Thomas Lipton, owner of Lipton’s famous for his import of Lipton Tea from India, issued his fifth challenge to the Americans for the America’s Cup. He commissioned the build of the first J Class Yacht which signified the start of a new era in design evolution and racing. On each occasion he challenged for the America’s Cup 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.

The Universal Rule came into effect in 1930. 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. The addition of the new design Bermuda mast allowed the yachts to carry a huge sail plan. Nothing so large and ‘awesome’ had been built previously. 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, 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 Js.

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 yacht 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 Camper & Nicholson 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.

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.

The UK Class was depressed with the death of King George V and scuttling of his yacht “Britannia” off the South of the Isle of Wight, in accordance with his will.

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. Enterprise and Whirlwind were both scrapped in America.

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 riveted 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. Several existing large British yachts, ‘ Astra ’, ‘ Candida ’, ‘White Heather II’ and ‘Britannia’, the King’s yacht, were all converted to comply with the rule and raced alongside the J’s.

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.

1937 marked the end of an era – it was the last America’s Cup contest for 21 years and marked the end of Big Yacht racing. Shamrock V was sold to Mario Crespi, the Italian Senator and publisher, who converted her to a ketch rig and renamed her ‘Quadrifoglio’, with a literal translation giving her authentic name of ‘4 leaves’ in Italian. This was in accordance with an Italian law, which forbade foreign names.

Weetamoe was scrapped in this year, while at the end of the season Ranger was laid up, prior to being scrapped in 1941.

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. The permanent racing crew in the early days was probably around 16 men thou this may have been augmented to around 30 for racing. When not required for sail changes, spare crew were often moved to below decks.

With the incredible loads on the rigging and systems it was a constant concern that J Class masts could collapse in winds above a Force 3.

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.

It is now clear that there was another J Class Yacht under development in 1937. Several years ago, drawings for a J-Class boat by Swedish naval architect 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. Endeavour and Endeavour II (K6) were laid up at Camper & Nicholson’s yard in Gosport, England.

Rainbow was scrapped.
By the end of 1941, all the US yachts, which had been laid up were scrapped for their metal, with the last two being Yankee and Ranger. None survived. Yankee’s owner Gerard Lambert allegedly donated her scrap money from the yacht to Queen Mary to be used at her discretion in the London Hospital, in memory of the courtesies shown to Yankee by King George and the Queen herself.

Endeavour II was sold for scrap to Charles Kerridge Limited but her hulk remained until the late 1960s. Endeavour and Velsheda became houseboats in a mud berth on the River Hamble. This is where they stayed for more than 30 years, protected by the mud, which they had sunk into. Only Shamrock V was still sailing.

Endeavour II was broken up and scrapped in Southampton. Quadrifoglio (Shamrock V) had been hidden in Italy in a barn throughout the war years and following Crespi’s death in 1962 was sold to Piero Scanu, who saved her just two weeks before she was due to be broken up in Genoa.

During the 1970s Endeavour’s hulk was sold for £10 and restoration was started.

Quadrifoglio (Shamrock V) arrived from Italy and was refitted at Camper & Nicholson’s yard where she had been built, supervised by Paolo Scanu the naval architect, and son of the owner.

The large holes in Endeavour’s hull were plugged and she was towed to the old seaplane base at Calshot Spit on the Solent to start restoration.

Terry Brabant rescued Velsheda from her Hamble mud berth and gave her enough of a refit to get her chartering and, occasionally, racing again in events like the annual Round the Island Race, hosted by the Island Sailing Club in Cowes. Despite being in rather poor condition she still acquitted herself well and looked magnificent from a distance. Swiss plans to restore her came to nought and the old racing yacht was eventually laid up afloat in Gosport. Elizabeth Meyer took on the challenge to continue with the rebuild of Endeavour at Calshot.

Quadrifoglio (Shamrock V) was purchased in 1986 by the Thomas Lipton Company, and given back her original name of Shamrock V, when she became the property of the Newport Museum of Yachting. Endeavour was towed from Calshot, to Cowes on the Isle of Wight to have her fittings and rigging fitted. She was then taken on a barge to the Royal Huisman Shipyard in Holland to continue and complete the rebuild.

Endeavour was relaunched in Holland. Endeavour and Shamrock V match raced each other over the Old America’s Cup course in Newport, Rhode Island in August.

Velsheda was purchased from a bankrupt C&N boatyard and brought to Southampton Yacht Services to start her rebuild. She was relaunched in 1998 and started her programme of racing and cruising around the World.

Velsheda, Shamrock V and Endeavour raced against each other in Antigua Classic Week.

The Owners met in England and formed the J Class Association to protect the interests of the Class, present and future. Class Rules were established for the construction of Replica Rebuilds from original plans. Shamrock V came out of a major refit at Pendennis in Falmouth under the supervision of the Dykstra office.

The first J Class Regatta is held in Christchurch Bay on England’s south coast over three days, followed by the Jubilee Regatta in Cowes.

Ranger replica was commissioned and construction started at Danish Yacht Shipyard.

Ranger was launched and started her racing programme.

Replicas of Endeavour II (Hanuman) and Ranger (Lionheart) are commissioned.

Replicas of Rainbow and Paine design (JH7) are commissioned.

Hanuman, replica of Endeavor II launched.

Lionheart launched.

Rainbow launched. Cheveyo commissioned from Sparkman & Stephens / Spirit Yachts.

Information courtesy of the J Class Association

Svea, Velsheda and Topaz at the St Barths Bucket, 2018.

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The ultimate J Class yachtspotter’s guide

The J Class is undoubtedly one of the most beautiful and powerful classes of sailing yacht in the world. An original fleet of 10 was constructed in the 1930s for the purpose of competing in the America’s Cup, but in a sad twist of fate, only a few were able to survive the cull for metal during World War II. Some were later salvaged from the scrapheap and rebuilt as modern-day racers while others were constructed as replicas by owners who admired their classic lines and racing credentials. Nine J Class sailing yachts race today but could you tell an original from a replica? Could you identify which J Class yacht is which by its sail number? Here's an essential guide to the J Class fleet... 

Sail number : JK3 Length : 36.5m Year of build : 1929

With more than 80 years under her keel, Shamrock V is one of the most historic sailing yachts still afloat today having been built by Camper & Nicholsons in 1929. Her current owner bought Shamrock V in March 2016 and in the process inherited a legacy. This 36.58 metre is the original J Class yacht and the only one with a wooden hull to have survived to the present day. Her original owner Sir Thomas Lipton is remembered as the lovable loser of the America’s Cup , having unsuccessfully challenged on five separate occasions between 1899 and 1930, taking each defeat with characteristic good grace.

Sail number : JK4 Length : 39.56m Year of build : 1934

Endeavour was launched by Camper & Nicholsons in 1934 and is hailed as one of the most iconic sailing yachts in the world . Commissioned by Sir Thomas Sopwith, this 39.56 metre design was a highly rated contender heading into the 16th America’s Cup, but ended up losing 4-2 to Harold S. Vanderbilt's Rainbow . However, this is widely acknowledged to have been more down to tactics than design or performance. After spending the better part of 50 years languishing in obscurity, she was meticulously restored by Dutch yard Royal Huisman in 1989 and was most recently refitted in 2011 by New Zealand yard Yachting Developments . 

Sail number : JK7 Length : 38.5m Year of build : 1933/2016

Velsheda was built in steel in 1933 for WL Stephenson, the chairman of Woolworths in Britain, and named after his three daughters Velma, Sheila and Daphne. This 38.5 metre yacht is the only original J Class not to have been built for the America's Cup . Between 1937 and 1984 she languished in a mud berth on the Hamble River before scrap-metal merchant Terry Brabant rescued her and chartered her on a shoestring budget with no engine, mostly in the Solent but also in the Caribbean. In 1996 she was purchased by Dutch fashion entrepreneur Ronald de Waal who commissioned Southampton Yacht Services to rebuild her. Since then de Waal has raced her extensively .

Sail number : J5 Length : 41.55m Year of build : 2003

Ranger is a 41.55 metre replica of the J Class yacht of the same name, which was built for the 1937 America’s Cup by a syndicate led by railroad heir Harold Vanderbilt. Starling Burgess and Olin Stephens had been asked to produce eight sets of lines and the one selected as most suitable for the conditions expected off Newport, Rhode Island — design number 77C — was one of Burgess', although Stephens later helped with some refinements. Known as 'The Super J', the original  Ranger comprehensively beat Endeavour II in the Cup and won all but two of the other 33 races in which she competed that year. She never sailed after that and was broken up in 1941. With the design optimised by Reichel-Pugh , the new Ranger was built in steel — true to the original but unlike the subsequent modern Js — by Danish Yachts in 2003 for an American owner. 

Sail number : JK6 Length : 42.1m Year of build : 2009

The reincarnation of the 1937 launch Endeavour II , Hanuman was launched in 2009 by Dutch shipyard Royal Huisman . This 42.1 metre yacht features her predecessor’s original Charles E. Nicholson design, while the underwater geometry is courtesy of Dykstra Naval Architects . After completing the rebuilds of Endeavour , Shamrock V and Velsheda , Hanuman was Dykstra's first J Class new build project. Commissioned by serial yacht owner Jim Clark , Hanuman is named after the son of the Hindu wind god, which it flies on its spinnaker, and her regatta performances have backed up this name. She took first place at the 2017 St Barths Bucket , which saw six J Class yachts battling it out on the high seas.

Sail number : JH1 Length : 43.4m Year of build : 2010

Lionheart is based on Burgess and Stephens design number 77F, which was one of those rejected in favour of 77C for the 1937 America’s Cup. However, after extensive research by Hoek Design Naval Architects , 77F was considered to be the best set of lines for the variety of racing conditions likely to be encountered at regattas around the world today. Lionheart was built in aluminium by Bloemsma and Claasen Jachtbouw in Holland, and was launched in the summer of 2010. Her first owner's business commitments forced him to sell her and she was purchased in mid-2011 by Dutchman Harold Goddijn, the founder of Tom Tom. At 43.4 metres overall and with a stunning 17 metre overhang, she is the second longest J afloat. Lionheart became the first Hoek-designed J to hit the race course and made its debut at the Superyacht Cup in Palma.

Sail number : JH2 Length : 39.96m Year of build : 2012

The original Rainbow was launched in 1934 at the Herreshoff yard in New England after a mere 100 days under construction and went on to win the America’s Cup in the same year. However, she was requisitioned during World War II and eventually scrapped. The modern Rainbow  is an altogether more high-tech affair — built at Holland Jachtbouw in 2012 as the fourth of the new generation Js. She was built for an experienced sailing yacht owner to a design by Dykstra Naval Architects and is the first J to be fitted with a hybrid propulsion and power system. Rainbow is currently listed for sale . When heeled over, its red underside is a dead giveaway for yachtspotters out there.

Sail number: J8 Length : 42.62m Year of build : 2015

Topaz is based on an unbuilt 1938 design by Frank C Paine, the son of the three-time America’s Cup winner General Charles J Paine. Her modern aluminium incarnation measures 42.62 metres and was launched by Dutch yard Holland Jachtbouw  in 2015. Hoek Design Naval Architects, who styled Topaz inside and out, describe her as “a good all-round performer”. She was the longest J by waterline length at the time of her launch but was later dethroned by Svea .

Sail number : JS1 Length : 43.6m Year of build : 2017

The newest and longest member of the J Class fleet, Svea was launched by Dutch yard Vitters in February 2017 measuring 43.6 metres. Her design by Hoek Design Naval Architects incorporates an integrated traditional long keel from the original 1937 drawings by Swedish designer Thore Holm, which were unearthed by yachting historian John Lammerts van Beuren. However, the designers have brought the 75-year-old design right up-to-date with an aluminium hull and 53.75 metre carbon fibre main mast. As a result, Svea displaces just 182 tonnes — two tonnes less than Hanuman and six tonnes less than Ranger .

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2023 J Boat Down the River Race Aug 25th Info CPM is now producing the Shamrock V Original Plug and mold by Dave Brawner and Ranger mold and plug by Gary Mueler Shamrock V and Range Fiberglass hulls, Rudders, Mast fittings. Current prices for the Shamrock V are as follows Hull - $625.00 Rudder w/Shoe - $175.00 Ballast (3 Piece) - $200.00 Current prices for the Ranger are as follows Hull - $700.00 Rudder w/Shoe - $175.00 SHAMROCK V BUILD SITE   Fully Built Ready to sail Shamrock V J boat cost estimate. Shipping is additional Are you  interested in building a J Boat? Take a look the Shamrock V Build Web site for all aspects of building a J Boat SHAMROCK V BUILD SITE Build queue Deposit Policy To be placed into the CPM Build Queue a min deposit of $100 is required. Due to the custom nature of building fiberglass hulls and components this deposit is NON refundable. J Boat Video's Deck Layout J BOAT Photos and Construction Custom Painting Deck construction Finished boat ready for the maiden voyage Rig Construction Laying up the Shamrock V Pulling apart the Mold New Hull all ready to build 3 Shamrocks V's at the start of the full build process. l to R CPM #105 Mark Fleckenstine #104 Kevin Maclellan #1300 2011 J-Boat National Championships - Mystic, CT CPM's David Ramos 2013 J-Boat National Champion sailing the Shamrock V CPM's David Ramos 2014 J-Boat National Champion sailing the Shamrock V CPM's David Ramos 2016 J-Boat National Champion sailing the Shamrock V CPM's David Ramos 2018 J-Boat National Champion sailing the Shamrock V CPM's David Ramos 2020 J-Boat National Champion sailing the Shamrock V CPM's David Ramos 2022 J-Boat National Champion sailing the Shamrock V Copyright © 2021. Chesapeake Performance Models LLC. All Rights Reserved.. Classifieds Remember Me Forgot Password?   Boats Sailboats Help! J Class books and drawings Page 1 of 2 1 1:16 scale line drawings of Ranger's hull and deck may be obtained from: Rene Serrao NS, Canada phone: 902-868-2954 email Schooners, J-Boats, and 12 Metres Rene Serrao has these available 650 Ketch Harbour Rd. Portuguese Cove N.S. Canada B3V 1K1 902 868 2954 RCGroups Message   Quick Reply The following errors occurred with your submission Thread Tools Similar Threads Category Thread Thread Starter Forum Replies Last Post Help! Stephen Vick Scale Sailboats 0 Jul 20, 2016 05:13 PM Electric Flight Advertising Our Sponsors Review Policies Terms of Service Privacy Policy Site History Mark Forums Read Member Search Upcoming Articles Do Not Sell My Data Manage Consent Back to Top Ranger History The New Ranger J Class Association Crew Profile Latest News Contact Details CLASSIFIEDS NEWSLETTERS SUBMIT NEWS The oldest video footage of J Class yacht racing Related Articles Upcoming Events The J Class J Class yachts were originally built to the specifications of the Universal Rule. The J Class really represents the golden age of racing for the America’s Cup in the 1930s when this Universal Rule was used as the determining measurement system. About the Class Designers had to produce a J Class yacht which had a rating of between 65 and 76 feet. That was not the length of the boats but a product of the limiting factors of the rule’s equation. Any of the determining factors such as length, displacement or sail area could be changed but such changes required proportionate change in other factors to compensate. This allowed them to be raced on a level basis. Stability was not taken into account. Limits were set on measurements for waterline length, draft, freeboard and so on. The three original surviving Js - Velsheda, Shamrock and Endeavour - have been refitted for worldwide cruising and racing. Their displacements have increased and the yachts no longer rate as a J under the Universal Rule definition, with the exception of Shamrock V, which was the smallest of the Js.   In total nine J Class yachts are active now with six replicas having been built since 2003; Ranger, Rainbow, Hanuman, Lionheart, Topaz and Svea. The J Class Association The J Class Association (JCA) was founded to protect the interests of the Class, present and future. Among its responsibilities it monitors and agrees the veracity of designs to which new replica boats can be built to, the build materials and specifications, which since Hanuman and Lionheart have included aluminium alloy. It’s objective is to keep the J Class fleet and races alive and to encourage new build yachts (replica builds from original plans) to join the Class. The intent is to race the surviving Js, new existing Js, and potential new replica Js together in such a manner that has a fair handicap, to ensure that. The Rules are kept as short and simple as possible, in order to meet the objectives.  The Rules are written in the proper gentleman’s spirit, not to be bypassed to gain advantage, which is not in the spirit of the Class. The original late 20th Century refits of the three surviving Js were used to help respect the tradition and guide the structure of these rules. This site uses cookies to enhance your experience. By continuing to browse the site, you consent to the use of cookies. View our Privacy Policy for more information. A message from University leadership: supporting our vibrant culture of spirited debate In a campus message, Chancellor Lee H. Roberts and Provost J. Christopher Clemens provided an overview of and shared resources on free speech at Carolina. Dear Carolina Community, One of Carolina’s great strengths is our vibrant culture of robust and spirited debate. We know that every member of the Carolina community — students, faculty and staff — contributes to that culture by engaging with each other, sharing and testing their views and navigating complicated conversations about the great issues of the day. We also know that friction and tension are inevitable when people who have different experiences, ideas and viewpoints live and work together. As a nation, we have spent decades questioning and deliberating how best to put First Amendment rights into practice. The purpose of this great public University, the nation’s first, is to provide a forum where ideas can be stated and challenged, weighed and evaluated. For that to work, we must all have the freedom to exchange these ideas without compromising the safety of our fellow community members and disrupting the operations of the University. On this we want to be clear: No one person’s freedom of expression is more important than another person’s right to learn, work or speak free from harassment and discrimination. Civic engagement and peaceful protest have a long and noble history on our campus. No one has the right, however, to disrupt campus operations, threaten or abuse others or damage public property. Be assured that we will consistently apply our policies to everyone, regardless of content or viewpoint, so that Carolina remains a steadfast supporter of free speech while fulfilling our mission of teaching, research and service to the state and society. To ensure that the campus community is aware of our policies and resources around speech, when and how the University will express a point of view and options for organizing events and speakers, we encourage you to visit a new website that will be updated regularly. We welcome your input on how we can be as timely and transparent as possible with this information to ensure clarity during what we expect will be an active semester. There will be many opportunities this year to debate and demonstrate. As you do so, we ask that you do so with enthusiasm and respect for the principles of free expression that have been dear to this University for so many years. Thank you for making Carolina a place where all voices are heard and valued. Sincerely, Lee H. Roberts Chancellor J. Christopher Clemens Provost The new Institute for Risk Management and Insurance Innovation will accelerate research on extreme weather and cybersecurity. Weeks of Welcome events highlight start of semester New Tar Heels celebrated their arrival on campus at convocation, FallFest, Sunset Serenade and more. A message from the chancellor: Happy FDOC, Tar Heels In an email to campus, Lee H. Roberts wrote about his excitement to be serving as chancellor as the fall semester begins. First-year students begin new chapter at Carolina In this video, hear what members of the Class of 2028 are excited about and what they'll miss from home. Class of 2028 begins Carolina journey at convocation Chancellor Lee H. Roberts urged students to always be curious and gave them a three-part mission for their first year. SCiLL welcomes 11 new faculty members The faculty represents a diverse range of disciplines and is particularly strong in political theory. For Aline Awada, being different is a strength A Lebanese native who grew up in Brazil, the first-year student developed leadership skills through helping others. First-gen student turns art into business Entrepreneur and first-year student Alyssa Crane makes and sells paintings and jewelry. Share on Mastodon Home / School, courses also ONLINE / Russia Sailing schools and courses (ISSA, RYA, IYT) in Russia The possibilities for yachting in russia are unlimited, since this is a country with a long maritime history. you just need to choose where you want to sail. small and big lakes, full-flowing rivers, warm and cold seas — all this is available to those who want to try sailing in this country.. Practical yachting You will be able to master the skills of sailing; learn to feel the boat, approach and leave the pier, learn about the safety measures on the water and much more. There are places in 1 team International Bareboat Skipper (IYT) Course Having received the International Bareboat Skipper Certificate, you can independently charter a yacht on a charter and operate it in the waters of any country. More details ISSA Offshore Skipper course The certificated confirms the skills sufficient to sail the yacht in light and dark hours at a distance from a sheltered port up to 100 sea miles. IYT International Crew course This is a certificate of excellence for those candidates who wish to train to become an active crew member on a power or sailing yacht. It includes Introduction to Boating for power and sail yachts. IYT Introductory Sailing Skills course This course is great for groups of friends or like-minded people to get together for a few days of fun sailing while learning skills to better help as crew onboard. IYT Try Sailing Course It’s a fun hands-on course to enjoy being on the water while learning basic sailing skills. Yacht management training in the Moscow region In three hours of training, you will learn the basic techniques of managing a yacht, learn some of the specifics of working with a yacht, a helm, sails. RYA Coastal Skipper course Advanced skippering techniques for yachtsmen with considerable knowledge of sailing and navigation, wanting to undertake coastal passages by day and night. RYA Competent Crew course This course is for beginners and those who would like to become active crew members rather than just passengers. RYA Day Skipper course A course for aspiring skippers with some yachting experience and basic navigation and sailing skills. RYA Start Yachting course A short introduction to sailing for complete beginners. 107 IMAGES J Class Yacht Drawing by Chad Brittain Cheveyo J-Class racing yacht 4 Wooden Boat Building, Wooden Boat Plans Endeavour 1934 Vintage J Class Drawing by Chad Brittain J CLASS layout...J 9 Nma: J class yacht plan COMMENTS J Class (yacht) J Class yachts Velsheda, Topaz and Svea downwind legs. The J Class is one of several classes deriving from the Universal Rule for racing boats. The rule was established in 1903 and rates double-masted racers (classes A through H) and single-masted racers (classes I through S). From 1914 to 1937, the rule was used to determine eligibility for ... A pocket guide to the J Class yachts J Class yacht Velsheda sailplan. LOA: 39.25m/128ft 9in · LWL: 27.8m/91ft 3in · Beam: 6.57m/21ft 7in · Disp: 180 tonnes. Original lines: Charles E Nicholson. Modified design: Dykstra Naval ... 83 J class yacht drawings ideas Feb 7, 2018 - Explore Douglas Rieger's board "J class yacht drawings" on Pinterest. See more ideas about j class yacht, yacht, yacht model. 1938 1938. It is now clear that there was another J Class Yacht under development in 1937. Several years ago, drawings for a J-Class boat by Swedish naval architect 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 ... 1938 1938 - 1968. 1974 - 1998. 2000 to Date. 1938. It is now clear that there was another J Class Yacht under development in 1937. Several years ago, drawings for a J-Class boat by Swedish naval architect Tore Holm were discovered by Fred Meyer, (Société Nautique de Genève - the Defender of the 32nd America's Cup). 1940. J Class Yacht Design The classes ran something in decreasing size from J down to S, with some gaps. Each class was determined by rating and as the classes developed, each got longer. A 50 foot boat built to that rule is either a "Q Class" (as of about 1928 they were around 46-47ft long) or a P Class (which were around 54 feet long). America's Cup Endeavour in Newport, 2004 Photo ©2004 CupInfo: Out of nine America's Cup J's, only two survive today: Shamrock V, the 1930 Challenger, and Endeavour, the 1934 Challenger.Velsheda, distinguished by being the only yacht built as a J-class though not intended for America's Cup, is intact and sailing, too.Of at least seven other boats that were rated as J's, two remain: Cambria, and Astra. Svea, JS1 Svea is the newest J Class yacht in the current fleet and was launched in January 2017. At 143ft/43.6m Svea has the longest LOA by 15cms. Her original designs were drawn in 1937 by Swedish Olympian and renowned 6 and 8 Metre boat designer Tore Holm along with compatriot boatbuilder Gustav Plym, but war put paid to any hopes of a Swedish America's Cup challenge. Building a J Class Model This is a quick overview of the building process that is needed to build a model J boat. Below is a list of most of the materials that were used. WOOD. 2 - 1"x8"x8' pine, aspen, bass or other suitable wood that can be cut into 5/32"x3/8" strips for hull and deck planking. J-Class The sixth J-Class yacht 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 Camper & Nicholson yard. The ultimate J Class yachtspotter's guide Ranger is a 41.55 metre replica of the J Class yacht of the same name, which was built for the 1937 America's Cup by a syndicate led by railroad heir Harold Vanderbilt. Starling Burgess and Olin Stephens had been asked to produce eight sets of lines and the one selected as most suitable for the conditions expected off Newport, Rhode Island — design number 77C — was one of Burgess ... J Boat The J Class models are 1/16th scale hulls of the J Class yachts that sailed for the America´s Cup from 1930 through 1937 as well as the yachts that were converted to the J Class and competed with the America´s Cup yachts in club regattas. ... Drawings for all of the original J yachts and those converted to the J class are available from ... THE AMYA The J Class models are 1/16th scale hulls of the J Class yachts that sailed for the America's Cup from 1930 through 1937 as well as the yachts that were converted to the J Class and competed with the America's Cup yachts in club regattas. ... Drawings for all of the original J yachts and those converted to the J class are available from several ... Endeavour (yacht) Endeavour is a J-class yacht built for the 1934 America's Cup by Camper and Nicholson in Gosport, England.She was built for Thomas Sopwith who used his aviation design expertise to ensure the yacht was the most advanced of its day with a steel hull and mast. [1] She was 130-foot (40 m) and launched in 1934 and won many races in her first season including against the J's Velsheda and Shamrock V. J Class books and drawings Books of detailed plans from different J boat designers is a bit of trick. You may find some books that contain great photos of these boats and once you settle on the one you want to build, you can find most plans at Mystic Seaport. They have quite a collection. Think you can still purchase plans for $7.00. J Class Yacht Ranger is the first J Class yacht to be built since their heyday in the 1930s, and truly she is a thing of beauty. ... J Class Association; Crew Profile; Latest News; Videos; Suppliers; Contact Details; Latest News: Ranger is now in Bermuda preparing for the AC Superyacht Regatta and J Class Regatta ... Home The J Class Association was founded in 2000 to protect the interests of the Class, present and future, and organises an annual calendar of racing for these magnificent yachts. 2024 Calendar. 19-22 June. The oldest video footage of J Class yacht racing The America's Cup starts next week so it is a good moment to dig through our huge video archive to see the oldest footage from the beautiful class used for this competition between 1930 and 1937. There are 32 videos from the years 1914 to 1937 but here we just list the top ten. How to pick up paintings for a superyacht Seven selections of paintings by Russian artists for any yacht interior. Megayachts are increasingly becoming the repositories of their owner's art collections. Art historians are sounding the alarm: owners do not know how to place a work of art, and the crew do not know how to properly care for it.On the Mediterranean and the U.S. East Coast - in the Mecca of yachting - some of the ... Moskva-class helicopter carrier The Moskva class, Soviet designation Project 1123 Kondor and S-703 Project 1123M Kiev, was the first class of operational aircraft carriers (helicopter cruisers in the Soviet classification) built by the Soviet Union for the Soviet Navy. [3]These ships were laid down at Nikolayev South (Shipyard No.444).The lead vessel was launched in 1965 and named Moskva (Russian: Москва, lit. STANDARD CONSTRUCTION DRAWINGS STANDARD CONSTRUCTION DRAWINGS. PUBLIC WORKS ENGINEERING DEPT. 221 E. SECOND ST. (208) 883-7034. STANDARD CONSTRUCTION DRAWINGS. "CALL BEFORE YOU DIG" 811. PROPOSED REVISION TO STANDARD DRAWINGS APPROVED BY MOSCOW CITY COUNCIL APRIL 6, 2021, RESOLUTION 2021-07. 1a. STANDARD CONSTRUCTION DRAWINGS T A B L E O F C O N T E N T S. 1b 1c 1d 1e 8 11 ... About In total nine J Class yachts are active now with six replicas having been built since 2003; Ranger, Rainbow, Hanuman, Lionheart, Topaz and Svea. The J Class Association. The J Class Association (JCA) was founded to protect the interests of the Class, present and future. Among its responsibilities it monitors and agrees the veracity of designs ... A message from University leadership: supporting our vibrant culture of Dear Carolina Community, One of Carolina's great strengths is our vibrant culture of robust and spirited debate. We know that every member of the Carolina community — students, faculty and staff — contributes to that culture by engaging with each other, sharing and testing their views and navigating complicated conversations about the great issues of the day. Sailing schools and courses (ISSA, RYA, IYT) in Russia Yacht management training in the Moscow region. In three hours of training, you will learn the basic techniques of managing a yacht, learn some of the specifics of working with a yacht, a helm, sails. €175 Total days: 1. Active days: 1. €175 per active day. There are places in 1 team. 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