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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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J Class picture highlights: spectacular images of 7 J Class sailing together at the 35th America’s Cup

• Toby Hodges
• June 21, 2017

The largest collection of J Class yachts yet – seven of the now nine strong J Class fleet – raced during the America’s Cup in Bermuda in June.

It is a sight many sailors have looked forward to as much or even more so than the America’s Cup itself – Seven J Class , the largest fleet to ever assemble in the 87 history of the class, raced in their own regatta either side of the first weekend of the America’s Cup finals.

The J Class also performed a stunning exhibition race on the America’s Cup course on the Great Sound on Saturday, shortly before the first America’s Cup match, for the thousands of fans in the America’s Cup village. (The shallow, reef-strewn depths of the Great Sound make it very tricky to set a proper course for the J Class, hence the actual races were held off the north coast of the island).

A combination of having some of the world’s best photographers here and the J Class racing on translucent turquoise blue seas means the resultant photographs (below) make for a visual treat.

Lionheart scored a first and second on the final day to win the J Class regatta, which concluded in a light breeze off the north coast of the island. It was reduced to a two day, five race event after Friday’s racing was canceled due to light wind.

The fleet was also without its newest member Svea for the final three races, after she suffered rig damage durig the second race (pictured below). But the crews at the prize giving were all delighted with how close the racing was in the light, flat water conditions – a fleet divided and decided literally by seconds.

Here is the best of the Js in Bermuda in pictures

Seven J Class hit the startline for the first time ever. The smaller Shamrock chose port hand starts to keep clear air – Studio Borlenghi

JK7 Velsheda and JS1 Svea add some colour to the otherwise black and white sail wardrobe – Studio Borlenghi

The long aft overhangs of JK6 Hanuman during Monday’s triple race day – Chris Cameron

The precarious pointed bow of a J Class highlights the skill of the bowman. Topaz on the greener, clearer waters of the Great Sound – Ricardo Pinto

The Js dance elegantly around the Great Sound off the America’s Cup village during the J Class exhibition – Ricardo Pinto

The exhibition saw staggered starts in a light breeze but a perferct opportunity to see the skills involved with getting the vast sails up and down around a simulated race course – Ricardo Pinto

Hanuman leads Ranger and Svea during the first day of the windward/leeward J Class Regatta. The final results came down to seconds. Chris Cameron

The view from the weather rail of Shamrock as the six other Js round the mark ahead, Velsheda leading. The smaller Shamrock can only try and compete with the others on handicap.

Preparing to hoist on the foredeck of Hanuman. She has been highly optimised and is the only J to use a snuffer to allow faster kite drops on mark roundings. Ricardo Pinto

The view from the America’s Cup village as the J Class perform their exhibition race. Sander van der Borch

Kristy Hinze Clark, Hanuman’s owner, enjoys helming the boat during the exhibition match – Studio Borlenghi

Onboard the newest J Svea, with her clean deck layout and extra large wheel, with Ranger and Hanuman chasing – Studio Borlenghi

Velsheda’s foredeck crew, led by Jeff Reynolds and Eduard van Lierde prepare to hoist the red white and blue spinnaker – Ingrid Abery

Weight forward on Lionheart on their way to winning both the Superyacht Regatta and J Class regatta in the light airs of Bermuda – Ingrid Abery

The seasoned competitors Ranger (left), Velsheda and Lionheart find their lane at the leeward end of the line – Studio Borlenghi

A seven strong fleet means it’s a gutsy affair at the pre-start and a good reason why the top pros are needed aboard to make the split-second calls  – Studio Borlenghi

Bermuda’s picture postcard conditions. The combination of enticingly clear, flat water, ideal temperatures, light breezes and welcoming locals makes for a spectacular venue – Ricardo Pinto

The newest J Class, a Hoek rework of a Tore Holm design, looked superb in her first regatta and was going well until she suffered rig failure (below) in her second race. Studio Borlenghi

There was a loud bang as Svea approached the top mark – the headstay swivel broke and the stay and genoa collapsed. The crew reacted quickly to release the mainsheet and runners and crank on halyards to the foredeck to keep the mast standing. It is hoped Svea will be fixed in time for the J Class Worlds in Newport in August. Studio Borlenghi

The race to the downwind gate and who can get the vast genoas up and kites down quickest – Ingrid Abery

The red socks of Ranger in support of Emirates Team New Zealand (famously worn by Sir Peter Blake) – Gilles Martin-Raget

Following a poor start and a tense finish to the last race, Lionheart wins the America’s Cup J Class Regatta. It marked triple success for the JH1 team in Bermuda, after also winning their class and the overall prize in the Superyacht Regatta. Some of her Falmouth based crew hoist the Cornish flag in celebration – Ingrid Abery

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The spectacular J Class yacht Rainbow

Something very special happens when the designs of the past are blended with the technologies of the present by craftsmen with timeless skill.

On 15 May 1934, the spectacular 40 metre J Class Rainbow was launched after a mere 100 days of construction at the Herreshoff yard in New England. Her owner, Harold Vanderbilt, was pleased William Starling Burgess’s design had been brought to fruition in time for Rainbow to defend the America’s Cup. And even more delighted when his yacht saw off Sir Thomas Sopwith’s Endeavour by four races to two.

Fast forward some 78 years and it’s not just the way those assembled for the launch of the ‘new’ Rainbow are dressed that is different. Like many large yachts of the time, Rainbow and Ranger did not survive the cull for metal in WWII. The second generation of Js is surfacing across the Atlantic on the boards of Dykstra Naval Architects and Hoek Design : Royal Huisman completed the replica of Hanuman in 2009, and another Dutch yard Claasen relaunched Lionheart a year later. Ranger had already been recreated in Denmark in 2004, and the launch of Rainbow at Holland Jachtbouw brings the J Class fleet to seven, joining the refitted Shamrock V , Velsheda and _Endeavou_r. And there is more to come if the rumour mill is believed.

While the hull of the original Rainbow was made of bronze plates on iron frames, this new J has an aluminium hull built to the maximum performance rules of the J Class Association. Rainbow Mk.1 was essentially an empty boat with a deck, gear and rig, centred around a heavy mast constructed of aluminium plates. Mk.2’s mast is carbon and features complex hybrid and hydraulic technologies as well as a luxurious mahogany interior. And while 1930s races were based on elapsed time, today regattas see the super-Js vie for position based on velocity prediction program (VPP) ratings and a handicap system that facilitates genuine competition between ‘old’ and ‘new’.

That said, despite hailing from very different eras, there are still many similarities between the two versions of Rainbow . The Dykstra Naval Architects team faithfully followed the original lines plan and also opted for the classic approach when using internal stiffeners to ensure Rainbow could withstand the massive loads involved when sailing at full speed. Great effort went into respecting historical pedigree both on and below deck. And, as naval architect Jeroen de Vos points out, both Rainbows reflect a desire for speed and elegance by their owners.

The specialist Dutch manufacturer Bloemsma Aluminiumbouw built Rainbow’s phenomenally faired hull in eight months, including special frames to take into account the positioning of the rudder. The giant hull was then transferred to Holland Jachtbouw for outfitting.

Rainbow is the first J to not use conventional two gens/one main engine propulsion. She can be operated entirely on her Hy-Store Li-ion batteries, including sailing, navigation and hotel load. A lightweight 50kW Hy-Gen variable speed generator combined with the 50kW main engine integrated flywheel generator provide the power. The main engine replaces the second generator, while the other genset is a variable speed electric unit. The batteries can also be charged while sailing without losing more than 1.5 knots of speed.

As a result, Rainbow’s ecological footprint is significantly lower, making her more comparable to the original engine-less version. There is also a substantial reduction in sound levels both inside the yacht and out, offering the benefits of silent night-time sailing or docking.

‘The owner was very keen that Rainbow be built to Lloyd’s and MCA classification so she could be chartered and cruised,’ adds Rem. ‘This added to the complexity as there is no precedence for such a hybrid system. We had many discussions with Lloyd’s prior to installation and made specific changes like creating ventilation outlets for the battery boxes. It is a considerable achievement that this yacht from another era has achieved the stringent certification levels of the 21st century.’

Another crucial issue was to ensure sufficient hydraulic power for operating the winches and maximising their speed to meet the exceptionally high demands for fast handling that Grand Prix racing entails.

Rainbow has a fabulously flush deck, with the entire layout and all the equipment bespoke designed for the sail sets and the most likely racing manoeuvres. The lightweight aluminium winches are all custom made by Lewmar.

Everything above the 1930s original lines plan is state of the art on Rainbow . Her breathtaking rig features high-modulus carbon spars from Southern Spars, a carbon mast, boom and spinnaker pole, continuous carbon fibre rigging and North Sails 3Di racing sails. Unlike the other Js, Rainbow has a racing box boom with spreaders. This is much lighter than a Park Avenue boom and recreates the classic looks of the original Rainbow , which pioneered this type of solution for trimming the mainsail foot.

However impressive all the above may be, it is still the look and feel of Rainbow’s deck that most enchants. The solid mahogany sunken deckhouse and skylight are beautifully finished, involved months of hands-on craftsmanship by the woodwork wizards at Holland Jachtbouw and are truly an echo of an earlier age. Even the deckhouse roof is made of mahogany, not teak decking as is usually the case.

The aesthetic theme continues with the equipment, and there is none of the shiny stainless steel you normally associate with a superyacht deck. The winches have been bead-blasted by Inoferro to create an anodised effect and a grey colour also appears in the caulking between the teak planks. This solution looks more classic than the black colour deployed on modern decks and was inspired by the past, when the white plaster used to fill the spaces turned grey over time.

Below decks, Dykstra and deVosdeVries design have partnered with the yard to create an art deco style that matches the luxurious raised and fielded panelling in the same mahogany used above. This classic feel gives a sense of continuity between outdoors and in, as well as between past and present. And while the hybrid engine solution helped create space, careful planning was needed to fit all the pumps and instruments in a restricted space.

It is no mean feat that nothing is visible and while Rainbow’s narrow beam means the owner’s suite and two guest cabins are relatively small, they are up to the most resplendent superyacht standard, down to the marble in the en suites. There is a lovely dining saloon, too, and good accommodation for the permanent crew forward. Outside of the great regattas, Rainbow will offer a fine cruising experience to the owner and his guests.

The below deck navigation station features high-tech racing instruments normally associated with a maxi boat.

There is another comparison between then and now. It is said that Harold Vanderbilt chose the name Rainbow back in 1934 as an expression of his hope that things might go better with the world after a period of economic recession. There are obvious parallels to today, and it would be good to think this new Rainbow might be one of the heralds of a brighter future for our industry.

Images by Jasper Faber

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Frank Beken & Alfred John West

J-class sailing yachts.

When Cowes chemist Alfred Beken (1855–1915) first sought to experiment with marine photography, the art was in its infancy. While early attempts provided inconsistent quality, undeterred by a myriad of technical problems of photographing at sea, Frank Beken (1880–1970) designed and built a new style of camera. Instead of the usual canvas bellows, he used two wooden box frames. One enclosing a screw thread focusing system and shutter, with the other frame housing a viewfinder with the shutter being fired by biting a rubber ball held between his teeth!

In the early days, Frank Beken rowed himself to the race course. Estimating the course of the yachts, the effect of wind and tide, he would wait for them to approach. Distances were not marked on his camera’s viewfinder. Instead, there were three settings for vessels of different sizes, being dinghies, yachts and ships. By standing in his small open dinghy, swaying from side to side in the swell of the sea, he would wait patiently for the approaching yachts, until three-quarters filled in his viewfinder he would bite the ball in his mouth taking a photograph. On each visit out he would take some 50 glass plates (film negatives) due to their sheer weight and normally only have one chance to photograph the boats thundering towards him.

Gallery: Brett Gallery

The J Class has its roots in the oldest international yacht race in the world, the America’s Cup.

Our Heritage

Considered some of the most beautiful yachts ever built, the story of the J Class is defined by fierce transatlantic competition for the America’s Cup, followed by an era of steep decline, and the modern-day revival.

The J Class includes a mixture of refitted surviving yachts along with a number of new yachts faithfully built to original hull lines from 1930’s designs, with more yachts currently in build.

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

The Superyacht Cup Palma

Palma, Spain

8 - 14 September

Maxi Yacht Rolex Cup

Puerto Cervo, Sardinia

5-11 October

America's Cup J Class Regatta

Barcelona, Spain

We love them because they are sublimely beautiful, utterly impractical and fiendishly demanding.

Elizabeth Meyer

Modern-day saviour of the J Class

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J class duo go 1,2 at the st barths bucket.

The J Class duo Velsheda and Hanuman dominated Class B, Les Elegantes at the recent St. Barths Bucket taking first and second place.

J Class duo Velsheda and Hanuman heading to Saint Barths Bucket

The renowned Saint Barths Bucket superyacht regatta has long been popular with J Class yacht owners and crews, many of whom have enjoyed success at the Caribbean spring showcase event over recent years.

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