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37th America's Cup: INEOS TEAM UK and Royal Yacht Squadron Racing become Challenger of Record

The defender, Emirates Team New Zealand, accepted the Royal Yacht Squadron Racing's Notice of Challenge and INEOS have confirmed they will continue to back Sir Ben Ainslie's bid to try and win sport's oldest international trophy

By Emma Thurston

Friday 19 March 2021 09:22, UK

Great Britain's quest, and that of Sir Ben Ainslie, to win the America's Cup for the first time will continue as the Royal Yacht Squadron Racing and INEOS TEAM UK have become the Challenger of Record for the 37th edition of the America's Cup.

The Challenger of Record is the yacht club that's formally appointed by the defender of the America's Cup, and then they are represented by a specific team - in this case INEOS TEAM UK.

The Challenger of Record will work together with the defender of the America's Cup to develop the parameters for the forthcoming campaign, before other teams then become part of the competition.

@INEOSTEAMUK and Royal Yacht Squadron Racing are pleased to confirm that the @RNZYS on behalf of the Defender @EmiratesTeamNZ accepted their Notice of Challenge for the 37th @americascup (AC37) and have become the Challenger of Record for AC37. 👇 https://t.co/cVSHdOy4FY pic.twitter.com/4PAbOjyJ9X — Royal Yacht Squadron (@royal_squadron) March 19, 2021

The Challenge letter was signed on March 17, on board the yacht IMAGINE by Bertie Bicket, chairman of Royal Yacht Squadron Racing and accepted by Aaron Young, commodore of the Royal New Zealand Yacht Club as Emirates Team New Zealand crossed the line to win the 36th America's Cup .

The Royal Yacht Squadron Racing also confirmed they will continue to be represented by INEOS TEAM UK, as INEOS announced they will continue to back Ainslie's team.

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It will be the first time a British team has competed in three consecutive Cup cycles, since Sir Thomas Lipton and the Royal Ulster YC bids between 1899 to 1930.

Dalton: It starts now

With the Challenger of Record confirmed, Grant Dalton, Emirates Team New Zealand CEO, was keen to stress there is no time to lose.

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"The 37th America's Cup effectively starts the moment the team crossed the finish line on Wednesday afternoon," he said.

"It is very exciting to have a new Challenger of Record to continue to build the scale of the America's Cup globally.

"The AC75s and the unprecedented broadcast reach of the exciting racing from Auckland's stunning Waitemata Harbour have really put Auckland and the America's Cup at the forefront of international sport."

Meanwhile, Ainslie, skipper and team principal of INEOS TEAM UK, also shared his excitement about the road ahead and where the next edition of the America's Cup can take sailing.

"INEOS TEAM UK are committed to working alongside Emirates Team New Zealand and our respective yacht clubs to continue the development of this historic event," he said.

The introduction of the AC75 class of yacht has proven to be a transformative moment in the history of the America's Cup and will be the bedrock of a really bright future. Sir Ben Ainslie - Image Credit: COR 36 | Studio Borlenghi

Parameters for 37th America's Cup

One of the unique features of the America's Cup as a competition is that the defender, in conjunction with the Challenger of Record, set the parameters for the next race.

Together they develop what's known as the 'Class Rule' and all teams will adhere to that throughout an America's Cup campaign. The Class Rule for the 36th America's Cup, which Emirates Team New Zealand just won, included a move to AC75 yachts for the first time.

Already, Emirates Team New Zealand have announced the protocols will be published within eight months and they have already made some elements clear.

The AC75 class of boat, these 75ft foiling monohulls, will remain as the class of yacht used for the next two America's Cup cycles.

Teams will only be allowed to build one new AC75 for the next event, and the venue for the 37th America's Cup Match will be determined within six months.

Both Emirates Team New Zealand and INEOS TEAM UK will also be investigating and agreeing a package of cost reduction measures. The aim being to try and attract a higher number of challengers and help generate new teams.

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Be in no doubt that the race for the 37th America’s Cup is very much on with a full complement of Barcelona-based teams setting sail early on a chilly Tuesday morning to catch a weather window whilst out. In Cagliari, the Italians were back in action for their first sail of 2024. It was a thrilling day of sailing across the board with all the teams getting well and truly back into the swing of all things AC – and at full throttle.

For INEOS Britannia it was a two-boat raceday and testing session with Ben Ainslie and Giles Scott taking the wheels of their battle-hardened AC40 ‘Athena’ whilst Ben Cornish and Dylan Fletcher-Scott took control of the team’s latest AC40 ‘Sienna.’ A short mainsail trimming breakdown on Athena called for outside assistance but otherwise it was a strong four-hour session on the water after a dock-out at 8.30am into a four degree air temperature combined with an offset wave pattern of just under a metre and 11-16 knots of angry winter breeze.

The on-water recon, led by Argentinian Olympic Coach Sebastian Peri Brusa, noted that the newer boat looked more on point today saying: “Generally speaking, AC40(b) seemed more stable and consistent than AC40(a), specially on the tacks, gybes and when bearing away and heading up, while dealing with an uncomfortable off-axis north-easterly sea state.” Sir Ben Ainslie, helm on Athena, spoke afterwards about the day saying: “It was our first day out two-boating with the AC40s, good conditions, a little bit of groundswell out there but you know we had a few a few little technical issues with the boat but other than that we were able to get some good time out there and start getting a feel for the two boat sessions and what specifically we’re looking to learn out of that.”

And when posed with the suggestion that ‘Sienna’ looked quicker all round, Ben confirmed as such saying: “It was a pretty confused sea out there so I think that for both boats it was just getting to grips with the conditions which was the main thing, we were trying a few different set-ups, yeah I think probably you’re right that today ‘Sienna’ was going slightly better on average and a number of different reasons for that I imagine, so would be good for us to go away and try and figure out what those were.” 

Much more to come from these two boat sessions but INEOS Britannia are looking good on the water with crisp manoeuvres and seemingly much more confidence in the AC40s. Ben wouldn’t be drawn on whether T6, the team’s LEQ12 test platform, would make another appearance saying: “A little bit of an unknown on that, depends how things play out with some decisions that we’re going to make in the not too distant future regards to the race boat and where we go with that so we may or may not take T6 out again.”

Meanwhile over in Cagliari it was back to business for the hard-charging Luna Rossa Prada Pirelli team who put on another demonstration day of high speed, up-range foiling on a near-perfect day for sailing with 15-18 knots of breeze and an almost flat sea-state. In those conditions, the Italians are just sensational to watch and as soon as they threw in a short course, the helming rotation of Gradoni/Bruni/Spithill just lit up the LEQ12 and give it everything they’ve got. A small modification was noted by the recon team, thus: ‘the port foil arm/arm stock has clearly been modified with additional volume on leading edge.’

Impressive sailing over a three-and-a-half-hour session that Team Coach Jacopo Plazzi described as: “It was our first day in 2024, we wanted to start well, and it was actually a very good day out on the water. We started with a bit of testing and then we went straight away around marks. We’re planning to do a lot of racing stuff in the next period before closing the LEQ programme and this is a bit of a start, it’s been a while, we did a lot of testing in the last month so it’s been a while that we don’t practise this stuff and was good, bit windy, was nice.” Ominous form from the Italians who are really eyeing the new raceboat now and itching to get racing.

Back in Barcelona, another early riser was NYYC American Magic who docked-out just before 9am and put in a solid four-hour session looking way more stable initially than yesterday. The familiar bow-down pitch was enacted, and the team throttled around, nailing their manoeuvres and bedding-in those crucial systems that will be transferred almost lock-stock onto the new boat currently in build in the USA. The only fly in the ointment was a series of gybes on the way back to base in a dying breeze that yielded a number of splashdowns and was picked up on by the on-water recon team.

When asked, Michael Menninger, one of the most honest and hard-working Flight Controllers in this Cup cycle, gave a good insight into how the team are approaching Patriot saying: “I think we have to put our hands up as sailors to it a little bit I mean we’ll definitely debrief those manoeuvres probably tomorrow and see what we were doing wrong but Patriot is tough to sail when the breeze drops…whenever there’s moments where the hull is touching the water you know this hull has a hard time of maintaining that boat speed and being able to pop back up on the foils so a lot of times we’ll touchdown very briefly and then the boat kind of gets sucked in the water and we have to do a full re-build again which is tough on the cyclors but it’s something we’re battling through.”

Asked if he felt it was an advantage to have Patriot in Barcelona over a dedicated LEQ12 or the AC40, Michael responded: “You’d think so, I mean I think the internal systems of these boats are very different than AC40s. I mean maybe some of the other teams on the LEQ12s are a little bit more similar inside but certainly the size of all the cylinders and the pressure needed to move those will be more similar on Patriot versus our new boat so I think as a team we’re learning a lot about the systems and hopefully when we launch the new boat later this year we will be in a good place to be sailing her well from the get go.”

Alinghi Red Bull Racing also put in a big four-hour-plus session on Tuesday, bringing ‘BoatZero,’ the team’s AC75, back into commission with no maintenance issues and a thoroughly rewarding session for the young Swiss team. Keen to push into the off-axis north-easterly swell, the team opted for a long one-tack stint punching into the waves with the Flight Controllers really concentrating on pitch control and ride height as helmsmen Maxime Bachelin and Arnaud Psarofaghis drove hard. It was a solid session that Maxime described afterwards saying: “We were more working on the behaviour of the boat because it was long time without facing the waves and we used this opportunity to do a longer port facing the waves.”

Summing up the day overall Maxime added: “It was very nice to have a break for the team, we came back very happy and motivated for this year, the year for the America’s Cup and we are all focused for that and yeah we had as well very good condition out there, waves again, facing the waves on port and I think was a very nice day out there, bit cold I would say, but yeah it was nice…For sure the power group will be tired tonight and this is sometimes our goal, they like to be tired, so it’s quite fun to be there and the boat was working pretty well, we didn’t need to stop for any maintenance issues so it was a very good day.” 

Orient Express Racing Team were also out on the water today in their one-design AC40 ahead of an expected switch to LEQ12 mode in the coming weeks with the team eyeing foil development to complement the build work well underway of their new AC75 up at the Multiplast Yard in Vannes in the Morbihan Region. Plenty of action going on with the French team who will come into the recon programme as soon as they step their AC40 out of one-design mode. Exciting times ahead.  (Magnus Wheatley)

On-Water Recon Report – Luna Rossa Prada Pirelli:  The Italian team rolled out their LEQ12 at 8:45, stepped the mast and craned in by 9:00. On the appendage configuration, the port foil arm/arm stock has clearly been modified with additional volume on leading edge.

After running the usual FCS, flap, rudder rake checks, the sailors proceeded with the sail control checks. M2-1 was placed on the deck before dock-out while at the base Chase3 and the AC40 were being unloaded from trucks. Six sailors boarded the LEQ12 and rotated in the passenger seats during the session. At 10:00 the yacht was towed out to fully hoist M2-1 paired with the J4-1.

The team initially conducted straight line testing mostly downwind before marks were laid out by Chase2. The breeze was measured at 335TWA with 13-15 knots as the LEQ12 was towed up on port tack for a short upwind stint before bearing away heading to the windward gate. There, the yacht practiced a pre-start drill, killing time around the leeward gate followed by two upwind and two downwind legs before stopping again. At this stage, personnel on chase1 gathered footage on the pressure side of the starboard wing for a speculative issue. Nothing major as the yacht was towed up again at 11:45 on port tack before bearing away, executing a series of gybes and sailing on two boards downwind for a short while before heading back to the leeward gate for a quick two boards round up. Two legs followed before the yacht seemed to have some troubles while exiting a tack from starboard to port leading to a significant splash.

The breeze had increased to 17-18kn from 330 TWA. Shore crew proceeded with some checks below deck and with a green light the yacht was quickly towed back on foils and a time-on-distance drill followed with additional two laps including a series of quick tacks.

After a short debrief for additional planned training manoeuvres, the yacht was towed up on starboard tack this time and the last two laps around the marks followed. At 12:40 Chase2 started recovering the marks providing the LEQ12 still the virtual targets for some last roundings.

Once again, the boat looked fast & controlled in higher range breeze around the marks where the team seemed to focus especially on clean execution of all kinds of mark manoeuvres. The team docked in at 13:20 with approx. 130 minutes foiling time, approx. 24 tacks and 18 gybes.  [Michele Melis AC Recon].

On-Water Recon Report – INEOS Britannia:  INEOS Britannia craned to the water their AC40(b) ‘Sienna’ at 6:30am, that apparently was left rigged and ready the previous evening. At 7:00 am the older AC40(a) ‘Athena’ got rolled out and half an hour later it was craned to the water after stepping the mast. Both boats in full one-design configuration. Nothing in particular could be noticed, other than some works on the foil hatches of AC40(a).

The team docked out at 8:30, as planned. One-design mainsails were hoisted at 8:45 and one-design J2s followed at 8:50, on both boats, just before coming out of the harbour.

Those were the only sails used during the session.

Today´s training had two parts. The first one consisted of doing some short upwind-downwind laps, at the AC race area, doing three to four tacks and gybes per leg. Generally speaking, AC40(b) seemed more stable and consistent than AC40(a), specially on the tacks, gybes and when bearing away and heading up, while dealing with an uncomfortable off-axis north-easterly sea state.

After three upwind – downwind legs, at 10:10am AC40(a) stopped and stayed heading into the wind for approximately 40 minutes with one of the team´s chase boats alongside. During this period of time, it seemed to have issues on one of the mainsail control systems. Two sailors could be identified working on the lower front part of the mainsail, while the starboard side trimmer stayed in the cockpit trying different things on the controllers.

Nevertheless, at 10:50am the training continued but with the focus on sailing in a straight-line, speed testing in between both boats, sailing longer distances. Two long downwind-upwind legs were executed in which AC40(b) was slightly faster, both upwind and downwind, performing a better VMG than AC40(a).

However, the offshore medium-winds conditions that prevailed during the day, combined with a tricky off-axis disorganized north-easterly swell, made the speed tests not highly reliable.

At 12:22pm both boats entered the port. Sails were lowered at 12:30, both boats docked at 12:45 and AC40(a) was the first of the two to be craned out of the water at 13:15 indicating the end of the day.  Sebastian Peri Brusa – Recon on INEOS Britannia

On-Water Recon Report – NYYC American Magic:  NYYC American Magic called for a pre-dawn roll-out this morning to try to take advantage of a westerly morning breeze which was forecast to fade away sharply around midday. The team’s second generation AC75 Patriot emerged from the shed at 0655 – at which time the air temperature was just three degrees above freezing – and the bundled-up shore crew had the boat rigged and launched by 0720 in plenty of time for an 0855 dock-out. Following the same routine as yesterday (Tuesday January 8) the boat was towed out of the harbour on foils and headed offshore to a rigging point around five miles from the harbour entrance and adjacent to the Barcelona airport.

With the offshore wind blowing from the west at a solid 10 knots the crew opted for the J2-5 headsail and the MN9 mainsail which were hoisted by 0930. The first flight of the day lasted 15 minutes and saw the boat fall off the foils twice – once briefly three minutes after setting off and one at the end of the session with a touch down gybe. A 15-minute break followed during which a member of the support crew came aboard with a tool bag. The second flight began at 1015 and – other than a brief touch down and take-off – lasted 45 minutes and included 13 foiling gybes and seven foiling tacks. With marginally less wind and a flatter sea state than the previous day the boat looked to be flying in a more stable mode and with its familiar characteristic bow down pitch. A 20-minute stop was made at 1100 to rotate the cyclors, change batteries, and swap to the J1.5-2 headsail as the breeze had backed off to around seven knots. A 50-minute session followed that saw the crew seemingly able to tack without issue but struggle to pull off foiling gybes downwind. Six foiling and one touch-down tacks were completed along with one foiling and seven touch down gybes. A 10-minute stop at 1207 was followed by the final session of the day as the American boat was towed-up and set off towards the harbour.

Although the breeze off the airport was fading quickly, the American Magic sailors found themselves sailing into a new 8-10 knot northerly breeze as they crossed the commercial anchor field off the entrance to Barcelona’s commercial port. Five touchdown tacks were completed along with three on foils before the team took advantage of the new breeze to engage in a series of two board manoeuvres including bear aways, round ups, as well as tacks and gybes. Time was called at 1255 with the boat arriving back at the dock at 1310.

No sailing is scheduled for tomorrow Wednesday January 10.

On-Water Recon Report – Alinghi Red Bull Racing:  Alinghi Red Bull Racing rolled out Boat Zero at 09:00 for their first sailing day of 2024. Routine system checks were carried out, with no new equipment noted on deck. The M1-1R mainsail and a J1-2R jib were prepared on deck ahead of 11:30 dock-out. Joseph Ozanne and Yves Courvoisier from the simulation and R&D team observed from the chase catalyst.

Stint 1 (12:15 – 12:35, 7-9kn 10° @ 12:15, 9-12kn 40-50° @ 12:35) The team began sailing in front of the W Hotel with a short upwind warmup. Two touchdown tacks were followed by a fully foiling tack, as the bouncing waves off the breakwater made for difficult sea state. The J1 jib was then swapped for the J3-1R as the wind started to increase.

Stint 2 (12:50 – 13:10, 12-15kn 30-40° @ 12:50) The team sailed upwind towards Badalona, performing six tacks, followed by a downwind leg of four gybes. The yacht nose-dived when exiting a gybe, into the offset swell. After coming to a stop, the team debriefed while GoPros were changed. Elliot Pilcher (hydraulics engineer) was also on board to review systems. 

Stint 3 (13:25 – 13:45, 10-13.5kn 40-50° @ 13:25) Joseph Ozanne replaced Nico Charbonnier in the starboard guest seat. The team sailed a short upwind/downwind near the coast before setting offshore on a 4NM upwind stretch on port tack. After stopping, ⁠Joseph Ozanne was seen discussing with trimmers Yves Detrey and Nico Rolaz, as a battery change took place.

Stint 4 (14:00 – 14:15, 10-12kn 50° @ 13:55) The yacht sailed back towards the coast towards the course, which was set in front of Badalona at 50°, 1NM in length. A cyclor exchange saw Nico Stahlberg replace Théry Schir, and Joseph Ozanne was replaced by Nico Charbonnier.

Stint 5 (14:25 – 14:50, 6-9kn 65° @ 14:25) Near the land, the wind decreased. The team warmed up with a quick upwind/downwind before practicing around the course. After gybing into the pre-start box, the yacht lost flight but regained it soon after. The pre-start was restarted, but the yacht lost flight in the same way as the previous attempt, this time regaining flight sooner but touching down after the first tack post crossing the start line. The J3 jib was subsequently exchanged for the J2-2L due to the decreased wind.

Stint 6 (15:05 – 15:50, 6-8kn 55-65° @ 15:05, 8-10kn 50-60° @ 15:15) A gybe into the pre-start box was followed by another temporary loss of flight. The pre-start was attempted again and this time the team started the race at speed, tacking immediately after crossing the line. Four tacks were performed to the windward mark, with manoeuvres becoming marginal towards the top of the course, forcing the team to pinch to the mark. After clearing the mark, a touch down gybe downwind prompted the team to abandon racecourse practice and sail downwind back to base.

Sails were dropped at 16:00 in the port to conclude the day. The team spent four and a half hours on the water, with 145 minutes of sailing time. A total of 38 manoeuvres were observed, with a 68% fully foiling rate, with gybes 30% better than tacks.

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Countdown to a showdown: Sir Ben Ainslie on why this America’s Cup will be the most competitive yet

As we enter the main competition, Sir Ben Ainslie examines the experience, resources and characters that may give each America’s Cup team a crucial edge.

How time has flown since the last Cup in Auckland in 2021. At INEOS Britannia we knew we had to keep going in our quest to bring the Auld Mug home, and I can break that decision down to four factors: securing Jim Ratcliffe and INEOS’s support; restructuring the team and personnel; creating a technical partnership with Mercedes GP; and learning from the Kiwis. 

The team has worked incredibly hard and we believe we have a yacht with the potential to be a race winner. But it’s on us to maximise performance from the yacht and the sailors operating it over these final few weeks as we build up to the competition.

Observing our own preparations and those of our competitors, I expect AC37 to be one of, if not the most, competitive Cup in recent times. The level of the teams in terms of their history, personnel and funding is exceptional. There are no lame ducks. Whoever ultimately wins in Barcelona this October will have truly earned their success.

The Kiwis are the firm favourites. As Defenders they’re already in the finals and are going for an unprecedented three in a row. Of course they are: they have outstanding talent in management, design and sailing and the confidence of knowing they can win.

Almost 30 years in the game means Luna Rossa Prada Pirelli has the experience and talent to go all the way. Jimmy Spithill and Francesco Bruni bring huge experience to a young and highly talented sailing squad. As you would expect given the team’s heritage, the boat is stunning – if it’s as fast as it looks the rest of us are in for a drubbing.

American Magic has operated a slick campaign, completing an impressive testing programme with both their legacy AC75 and AC40. Sailing operations are led by the highly experienced  Terry Hutchinson with the on-water team led by Tom Slingsby and Paul Goodison.

Alinghi Red Bull racing have won the Cup twice, in 2003 and 2007, albeit with a different generation of design and sailing teams. That said, they have strong leadership from Ernesto Bertarelli and Brad Butterworth, who skippered in 2007.

Finally, we have the French – a young and relatively inexperienced team but with the ace card of a Kiwi design package and strong leadership from experienced manager Bruno Dubois and sailing team lead Quentin Delapierre, who has impressed on the Sail GP circuit.

The preliminary regatta on the Barcelona race course will be the first time the teams officially line up without the uncertainties of being in “testing trim” and will be a true marker of each team’s relative performance. After the preliminary regatta it’s the Louis Vuitton Cup, the official Challenger series. 

First is a double round robin, where each team races each other twice. The Kiwis will also race in this round only but their points will not count to the Challenger series. One team will be eliminated and the final four will go on to a semi final and final, to decide the Louis Vuitton Cup winner and the team that will meet the Kiwis in the America’s Cup final.

Once competition begins there is little or no time to make serious modifications to the yachts, so if any team is struggling to perform in the preliminary event, it’s likely that their prospects will be limited. 

That said, history tells us the yacht that wins in October may not necessarily have been the fastest in August. There are still plenty of tweaks that can be made and Mother Nature will also have her say in how things play out. One thing is for certain: the Cup this summer in Barcelona is set to be one of the most exciting ever.

First published in the September 2024 issue of BOAT International. Get this magazine sent straight to your door, or subscribe and never miss an issue.

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Want to See America’s Cup Racing Up Close? These 9 Yacht Charters Let You Watch From the Water

Options range from 200-foot-plus superyachts with side trips to ibiza to intimate sailing vessels catered by michelin-starred chefs. let the races begin., jemima sissons, jemima sissons's most recent stories.

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Next week, when the 37 th Louis Vuitton America’s Cup kicks off in Barcelona with its opening ceremony, the contest that began in 1851 with a race around the Isle of Wight between the fastest British and American sloops (the yacht America won handily) will come back to Europe for the first time in 14 years.

The move to the Catalan capital from the 2021 event in New Zealand will make it more accessible to sailing fans in Europe, and even North Americans who want to view the fast, technical AC75 foiling boats in person. Barcelona has been preparing itself for a surge of spectators for the “return” of the Cup, which was held twice in Valencia, Spain, in the aughts.

The America’s Cup may be billed as “the race with no second place,” but it takes three months of racing and four events for one of five Challenger teams to win the Louis Vuitton Cup, and that winner will race Defender Emirates Team New Zealand in the America’s Cup final. The racing runs from August through October, and this year includes a first-time all-women’s America’s Cup as well as an event for the world’s best youth sailors.

Having Barcelona as a venue was a smart move, partly for the gorgeous beaches fronting the race course on the Med. But there is also the city’s magnificent architecture and sense of history as well as vibrant arts, culture and, of course, no shortage of Michelin-starred restaurants.

There are many five-star hotels in the area, but the smartest and most thrilling way to see racing is by water. The vessel options are wide-ranging—from weeklong superyacht charters to luxury suites on a cruise ships to day trips on sailboats with Michelin-starred cuisine. Many can be combined with on-land stays and even cruises to other parts of Spain as part of the itineraries.

One important note: Four zones adjoining the race course allow spectator boats. Before chartering a vessel, be sure to find out which zone the boat will operate in, because that impacts how close you are to the racing.

Here are 9 options to suit the most avid Cup aficionados or those visiting Barcelona who want to sip champagne and watch the AC75 foiling boats battle it out.

Superyacht ‘Resilience’

Edmiston is offering charters aboard the 212-foot Resilience during the America’s Cup. The ISA-built superyacht, designed by Enrico Gobbi, features a mosaic-tiled pool, circular fire pit and a BBQ for a ringside lunch. Post-race pampering comes via the steam room, sundeck jacuzzi and gym, and there’s even a self-playing Edelweiss piano and projector for evening entertainment. The vessel sleeps 12 across seven cabins. From September 16, weekly charters start at about $645,000 (€600,000).

Explora Journeys

The soon-to-be-launched Explora II looks very much like its sistership, the Explora I : onyx finishes, self-playing Steinways, on-deck Technogym bikes, a spa with a Himalayan salt room, Dunhill cigar den and a wine cellar boasting decades-old Chateau Latour. With 461 luxury suites, how was the Explora II chosen to become an America’s Cup viewing platform? The idea came from the top down. 

“I love sailing and believe the Med is the most beautiful sea on earth,” Pierfrancesco Vago, executive chairman of the cruise division of MSC Group, told Robb Report during a visit aboard Explora I in Barcelona. “We thought if only our customers could also experience [the America’s Cup], we can call it the ocean state of mind.” 

Explora II launches in mid-September, with itineraries planned to coincide with the different Cup events. On October 6, the vessel will be in port for the Louis Vuitton Cup Final and Puig Women’s Races. Guests can take a walk to the official race village and experience its excitement before watching the races from their suites. A 10-night journey starts from $5,210 per guest.

The Almanac Sailing Experience

Barcelona’s Almanac hotel has a romantic-gastronomic experience that offers guests front-row seats on a Jeanneau Sun Odyssey 45 sailboat with a capacity for 10 guests. Besides the racing, the package includes two nights at the hotel. The boat comes with the hotel’s branded slippers and Jimmy Boyd bespoke amenities. Enjoy a selection of customized Cava Bellinis from the pop-up bar. Chefs from the hotels’ restaurant will also serve up shrimp salad and fennel ceviche paired with organic Spanish wines. The boat can be chartered every Saturday from August 31 to October 26. The Louis Vuitton Cup round-robin starts on August 29 and lasts through Sept. 8. There’s also the Puig Women’s Race (first all-female America’s Cup in its 171-year history) and, of course, the America’s Cup finals in October. Prices start at $2,940 per couple. 

Superyacht ‘C’

For a majestic week-long cruise that incorporates America’s Cup summer races and possible side itineraries in Costa Dorada, Sitges and Formentera, Camper & Nicholsons’ expansive 177-ft C is the flashy option, defined by Minotti furniture, lacquered panels and a hamman. It also sleeps 12 in six cabins that feature a master and two VIP suites. Its chase boat also offers a great opportunity for side trips. Weekly charters from Sept. 18-October 31 run from about $513,000 or €400,000.

Sailing Yacht ‘Imagine’

UK adventure specialists Pelorus offer a private seat on an elegant sailing boat seeped in America’s Cup history. Built in New Zealand by Alloy Yachts, Imagine is a 110-footer that served as an official viewing platform for the America’s Cup in Auckland, but it has also completed three global circumnavigations. Beyond its sailing chops, it’s a beautiful vessel, with a blonde, teak-lined deck, large salon and dining area, and three cabins for sleeping seven guests. It will be available from October 12 for the America’s Cup final. Pelorus is also offering to bookend the week with trips to Majorca and Ibiza. About $101,000 (£79,121)

Superyacht ‘Diane’

Also available from Edmiston, the 141-ft Diane can accommodate 10 guests in five staterooms for the week. The interior is all about soft hues, featuring cream leather and white marble, boasting a bar and plenty of outdoor seating for watching the races. For the non-race legs, guests can take to the water via the large beach club, complete with seabobs and wakeboards. It has a Balearics license, making a hop to Ibiza or Majorca a possibility. Weekly charter rates from September 23 run about $150,000 per week (€140,000)

Black Tomato Cup Package

Incorporating a city-stay, Black Tomato’s America’s Cup getaway includes a day’s private day charter to view the race, plus five nights at the Mandarin Oriental as well as visiting the regatta course and different bases of the America’s Cup teams for an insider’s look at the operations and technology. As a dayboat, its Bali Yacht Saxador 400 GTO can accommodate 11 guests. It sets sail from Port Olympic, giving guests a sweeping view of the city on one side and the regatta course on the other. The boat has access to the blue area (for preferred charter boats) on the front line. From $12,750 per person, based on two people.

Superyacht ‘Quasar’

Camper & Nicholsons recently introduced the 153-foot Quasar to the charter market and what a great way to end the Med season than by viewing the America’s Cup. It has six cabins (including two master suites) that can accommodate 12 guests, along excellent outdoor seating, an upper salon that joins the aft deck area for viewing the races or dining al-fresco. The beach club has a large selection of water toys. Visits to scenic Med ports around Barcelona are also possible on the week’s charter, which start at about $232,000 (€210,000).  

Superyacht ‘Kiawah’

For front row seats on day charters in the blue zone (the third-closest area to the races), official charter partner ac37 Sailcharters offers different types of vessels and packages. The 110-foot Kiawah features a cocktail lunch on board, a specialized lecture from an expert sailor, and an AV system to follow the race in real time. From August 22 through October 11, daily rates are about $34,000 (€30,800) and during the America’s Cup finals October 12-27, rates move to about $41,000 (€37,400).

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It was like a funeral at the New York Yacht Club when Australia II won the America's Cup after 132 years

Analysis It was like a funeral at the New York Yacht Club when Australia II won the America's Cup after 132 years

A weepy, funeral-like procession in midtown Manhattan and an empty champagne bottle turned upside down: two striking images from the day the US lost the America's Cup for the first time after more than a century of dominance — exactly 38 years ago.

The New York Yacht Club in mourning might be the last place you'd expect a visiting Australian to try to gatecrash.

But that's where I found myself on that fateful night: borrowing an oversized blue blazer, jumping in a yellow cab to West 44th Street and talking my way into the members' only enclave.

And all because an elitist yachting competition had somehow captivated our entire nation.

It was on September 26, 1983, that Australia II completed an improbable comeback over US boat, Liberty, winning race seven at Newport, Rhode Island, for a 4-3 victory overall, having trailed 3-1.

Back in Australia, a nation celebrated, led by a champagne-soaked prime minister in Perth.

After a night of watching the drama on television, Bob Hawke effectively declared the following day — a Tuesday — a national public holiday, saying: "Any boss who sacks anyone for not turning up today is a bum."

Three hundred kilometres south of the racing off Rhode Island, the New York Yacht Club was in a state of shock, unprepared for the end of a winning streak — the longest in sports — dating back to 1851.

There, more than anywhere else, at the club's home since 1901, the impact of Australia II's triumph was being felt. As uplifting as the result was for underdog Aussies 16,000 kilometres away, it was, in equal measure, devastating for those supporting the losing favourite.

This moment in history coincided with my first trip — a backpacker-style vacation — to the United States. I'd started the marathon journey from Sydney with Australia II headed for a noble defeat but arrived in New York City with John Bertrand's crew pulling off the near impossible.

The America's Cup was the last thing on my mind when air tickets were booked several months earlier.

In holiday mode, joining some fellow Australian journalists in a Manhattan bar, someone remarked what a great story it would be to sneak into the New York Yacht Club to see how the members were handling the shock of losing the cup.

Along with the world's most dangerous and politically unstable hotspots of the time, the New York Yacht Club on that particular September evening might have been a place where all Australians would have been advised against travelling.

Two days before the races started, the club had unsuccessfully tried through the courts to ban Australia II's controversial winged keel, effectively accusing the Royal Perth Yacht Club syndicate of cheating.

Cup transported by armoured vehicle

Precisely when I arrived at the club, its main doors opened and about a dozen members filed out towards a parked van. Half of them were carrying a large wooden box that looked like a coffin. It didn't take long to work out the America's Cup was inside.

The van was a Brinks armoured vehicle, ready to drive sailing's most famous silverware up Interstate 95 to Newport for the official handover — to the enemy.

Funerals are often slow and measured affairs but this process was rapid and urgent. While the emotions flowed as they might alongside any cortege, there was also an air of chaos and confusion as a trophy representing 132 years of achievement was ingloriously yanked from the gentrified Beux-Arts landmark in less than 60 seconds.

Once the vehicle was out of sight, a few of the members lingered on the footpath, trying to make sense of what they had just witnessed, including a middle-aged man with red eyes.

Fortunately, the man did not throw punches in a fit of New York rage when approached by a journalist from Sydney interested in hearing his views. Instead, there was an invitation to join him and his wife for a complimentary dinner at the club.

So, the New York Yacht Club visitors' book for the evening of September 26, 1983, registered one Australian guest.

'Therapy session' over steak dinner

In the heart of a city with the world's highest concentration of psychiatrists, the meal with a gracious American host had the unfettered air of a therapy session. And, with the Cold War still in full swing, it was also a kind of entente cordiale: two potential adversaries breaking bread in the name of a higher cause.

That same day, Soviet military officer Stanislav Petrov averted a possible nuclear war by correctly identifying a US missile attack warning in Moscow as a false alarm. On American soil, Zimbabwe Prime Minister Robert Mugabe, who had risen to power three years earlier, was on a tense state visit to Washington DC.

During our dinner, the man opened up in a way one wouldn't have imagined, speaking about his personal pain and sense of loss in saying goodbye to the Auld Mug. For him, the America's Cup — the trophy — was like a close friend whose reassuring presence provided almost daily comfort within the exclusive confines of the club.

The man also shared an insider's account of how the decisive seventh race of the series played out for him and the other members.

Club with no TV and 'ship-at-sea echo'

In contrast to Manhattan's rowdy sports bars, the New York Yacht Club had (in its own words) a "ship-at-sea echo". Then, like now, it was a cosy and refined refuge where members could peacefully enjoy a drink, meal and thoughtful conversation without distraction.

So, with no television or radio on the premises, the only way to get updates on the racing was from an open telephone line to Newport.

Because retaining the America's Cup was almost a formality, members hadn't felt the need to closely follow each day's racing. Most of the previous series were lopsided, with the defender rarely troubled. The US had lost only three of 39 races dating back to 1937, and had dropped just nine races since the America's Cup began in 1851.

But, with the 1983 series tied at 3-3 going into race seven, one member, with a no-dial rotary telephone in hand, was given the job of relaying information from Newport to an increasingly concerned gathering within the club.

Under respected skipper Dennis Conner, Liberty started well and seemed on course for victory. But after surrendering the lead on the penultimate leg, the American yacht was unable to get it back, despite Conner tacking 47 times before the finish.

Australia II, expertly piloted by Olympic medallist Bertrand, crossed the line 41 seconds ahead to clinch the series, meaning the challenger had defied sudden death by taking the last three races to win.

After we had a magnificent steak dinner in the dining room, the man introduced me to other members, with an invitation to look around the club that had operated on that site since 1901. Walking through the various sections, the detail and quality of the many replica boats and ships on display in its trophy room was impressive.

Champagne bottle replaces missing cup

What stood out was the sizeable display case that had protected the America's Cup until a few hours earlier.

Instead of showing off precious silverware, the structure now housed an empty champagne bottle, its spout pointing to the floor, symbolic of an institution whose world had been turned upside down.

After the man and his wife had gone home, I wrote my story by hand on New York Yacht Club letterhead in a quiet corner of the club. Then, in those early days of computers long before email, the article was dictated on a reverse-charges telephone call to a typist back at the Sydney Morning Herald for the next day's edition.

Just after midnight, this Australian visitor was the second-last person to leave the club, let out the front door by the night security guard.

For someone who didn't live through Australia's unexpected success off the Rhode Island coast, it is difficult to explain four decades later the significance of winning — let's face it — a relatively obscure sporting event.

But Bertrand's unexpected success, powered by Ben Lexcen's winged keel and Alan Bond's cash, seemed to energise a nation down on its competitive luck.

Australia had won just nine medals at the ill-fated and partly boycotted 1980 Moscow Olympics and only five — with no gold — at the Montreal Games four years before that. Compare that to 46 medals, with 17 golds at the recent Tokyo Olympics.

Boxing Kangaroo flag galvanises a nation

The boxing Kangaroo flag that fluttered in the Rhode Island breeze off Australia II's forestay became a symbol of its triumph. And it would epitomise our fighting spirit in decades of other sporting battles to come. Rather than the nagging feeling that we might not be good enough, sticking it to the Yanks in their own — ahem — waterways when all seemed lost, proved that anything was possible.

The triumph came just seven months into Bob Hawke's first term as prime minister and remains one of his most endearing moments, setting the tone for his tenure. Wearing a gaudy Australian-branded sports coat, his euphoria bubbled over in the early hours amongst a packed crowd at the Royal Perth Yacht Club. Indeed, as a proud West Australian, this moment was even sweeter.

Years later, the America's Cup would be voted by the readers of my old newspaper as the greatest day in Australian sports history, more significant than winning world cups in rugby and cricket and staging the 2000 Sydney Olympic Games.

It remains the only time Australia has actually won the America's Cup. In a disastrous defence at Fremantle four years later, Kookaburra III was trounced 4-0 by Stars and Stripes 87, skippered by 1983 loser, Dennis Conner. Conner's tale of redemption is featured in a 1992 film, Wind.

New Zealand is the current holder of the America's Cup, having successfully defended the trophy in March — winning it for the fourth time — after  Emirates Team New Zealand defeated Italy's Luna Rossa by seven races to three off the coast of Auckland.

After leaving the New York Yacht Club on that autumn night in 1983,  I took a reflective stroll back to my accommodation a few blocks away near Times Square.

I rounded a corner, past the open doors of a late-night bar whose house band was cranking out a raucous version of Who Can It Be Now? by Men At Work. The Melbourne group's other big hit, Down Under, was the unofficial anthem of Australia II's challenge, but I'd never heard US musicians covering Australian artists before.

In those pre-Crocodile Dundee days, the full brunt of Australia's cultural awakening and transformation — and the resulting international invasion — was still a few years away.

But for a split second on that last Tuesday in September 1983, I caught a glimpse of the future.

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BRIGGS CUNNINGHAM: American Racing Tradition TALE OF AN AMERICAN SPORTSMAN

The america's cup, the america’s cup – 1958, text by kane rogers.

View photographer Cory Silken’s “Yacht Columbia – America’s Cup Winner 1958” gallery here .

Click here to read “The America’s Cup: An Insider’s View,” by Bob Bavier.

Prior to 1958, the last defense of the America’s Cup had been in 1937, by the J-Class yacht Ranger , owned by Harold S. “Mike” Vanderbilt. The J-Class rules prescribing a vessel of some 120 feet in length were promoted by Vanderbilt and others for the defense planned for 1958, but economic concerns and the desire among aspiring competitors to employ smaller dual-purpose yachts won the day. The New York Yacht Club settled on the twelve-meter class rules, reducing the length of the average vessel to around sixty-five feet. Harry Sears, then the club’s commodore, formed a syndicate to build the ship and asked Briggs to join to help with finances.

Although building and racing his cars had long been Briggs’ primary field of endeavor, he had never stopped sailing, and he agreed to join the effort. Sailing legend Cornelius Shields was appointed as the team’s skipper but, when he suffered a heart attack, Sears asked Cunningham to take Shields’ place.

As a member of five East Coast yacht clubs, with almost thirty years’ experience racing several different classes of vessel, Briggs was a solid choice to lead. The one thing he lacked was experience with the starting strategy required by the head-to-head style of America’s Cup competition. Shields, a master of this type of racing, was happy to impart his knowledge to Cunningham, who proved an able student.

Unfortunately, as skipper it was Briggs who had to inform Shields that he could not remain a member of the crew; if he suffered an attack during competition and had to be taken to the hospital, it would leave them a man short and result in their disqualification. It was a tough moment for both men, but it was also characteristic of both to do what was best for the team.

The eliminations for the American side would prove to be more exciting than the final races. Four twelve-metre yachts, Easterner , Weatherly , Vim and Columbia , survived two months of run-offs to compete in the final eight-day round of match races to determine the defender of the America’s Cup. Of the four contenders, only the Vim had raced previously, but the nineteen-year-old vessel was so completely refitted as to be virtually brand new. The Easterner and Weatherly had been hurriedly completed and neither was fully prepared to compete, although the Weatherly would successfully defend the Cup in 1962.

Columbia benefited from a strong syndicate whose membership included Harry Sears, Olin Stephens, the designer of the Vim , and Cornelius Shields, Jr., who occasionally spelled Briggs as skipper. The competition finally narrowed to Vim and Columbia , which prevailed by virtue of her ability to better handle rough seas and strong winds.

The British challenger, Sceptre , entered by the Royal Yacht Squadron and skippered by Graham Mann, was a quite rotund 68,000 pounds compared to the svelte Columbia at 57,000 pounds, and the event was decided in four straight wins by the Americans.

During the post-race celebrations, Briggs located a pay phone and called Alfred Momo at Watkins Glen, where Ed Crawford had just won the main race. As Briggs was returning to join his crew, a reporter approached and commented, “Briggs, that was a fine race!” to which Briggs, still with the Glen on his mind, replied, “That’s what I just heard. I wish I could have seen it.”

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America's Cup 2021

The 36th edition of the America's Cup - also known as AC36 - will take place at Auckland , Waitemata Harbour and the Hauraki Gulf in New Zealand commencing on the 6th of March 2021 and concluding on the 21st of March 2021.

Five courses have been selected that span from the north Auckland suburb of Takapuna to Waiheke Island. According to Team New Zealand boss Grant Dalton, the courses were chosen to cater for all wind and tide directions and conditions while ensuring that land-based spectators and the large spectator fleet that is expected have excellent views of proceedings.

The Royal New Zealand Yacht Squadron and Circolo della Vela Sicilia, who are represented by the Emirates Team New Zealand and the Challenger of Record - Luna Rossa respectively, have collaborated on the building rules for the AC75 to ensure there is plenty of room for creativity and innovation while maintaining fair competition between vessels. The rules include:

• Strict limitations on the number of components that can be built including hulls, masts, rudders, foils, and sails, thus encouraging teams to do more R&D in simulation and subsequently less physical construction and testing

• Supplied foil arms and cant system to save design time and construction costs

• Supplied rigging

• One design mast tube

While the previous two editions used catamarans, the 36th edition of the America’s Cup will be contested in the AC75 mono-hulled foiling yacht, which has a hull length of 20.7m/67.9ft with a bowsprit of 2m/6.5ft, and a maximum beam of 5m/16.4ft. The total weight will not exceed 6.5T, while a crew of 11 has an expected weight range of 960-990kg.

The twin canting T-foils have a maximum span of 4m/13ft and a depth of 5m/16.4ft, while the centreline T-foil rudder has a maximum 3m/9.8ft span and a draft of up to 3.5m/11.5ft.

Attached to the 26.5m/86.9ft mast is a sail plan with a main sail of 135-145m2/1453-1560.7ft2, a jib of 90m2/968.7ft2 and a code zero of 200m2/2152.8ft2.

The World Series will take place in the second half of 2019 and in 2020, with a Christmas Regatta to end the year.

Timetable running up to the 36th America's Cup:

• Entries open - January 1 2018

• Entries close - June 30 2018

• America’s Cup World Series - 2019 - 2020

• America's Cup Christmas regatta - December 2020

• Prada Cup Regatta (Challenger Selection Series) - January - February 2021

• America’s Cup - 6th-21st March 2021

Save the Date

• 29th January to the 1st of February 2020: New Zealand Millennium Cup Superyacht Regatta in the Bay of Islands

• 31st December 2020: Royal New Zealand Rock Squadron – New Year’s Eve Race to Kawau Island

• January 2021 (exact dates to be confirmed): Prada Cup Challenger Series in the Hauraki Gulf

• 1st January 2021: Royal New Zealand Rock Squadron – 150th Anniversary & New Year’s Day Round Kawau Island Race

• 3rd to 6th of January 2021: Royal New Zealand Rock Squadron – Cruise to Great Barrier Island

• 12th to 14th February 2021: Superyacht Fishing Competition at the Bay of Islands Swordfish Club

• 15th to 18th February 2021: New Zealand Millennium Cup Superyacht and J Class Yacht Regatta in the Bay of Islands

• 24th to 26th February 2021: Royal New Zealand Rock Squadron – Superyacht Regatta

• 1st to 5th March 2021:

• 6th March 2021: J-Class Exhibition Sail J-Class Championships in the Hauraki Gulf

• 6th to 21st March 2021: 36th America’s Cup in the Hauraki Gulf

• 24th to 26th March 2021: The Superyacht Gathering

Four teams have been confirmed by the 1st of July 2019 deadline set by the defending Emirates Team New Zealand. They are:

• Emirates Team New Zealand

On 6 September 2019, Emirates Team New Zealand launched its mono-hull racing boat TE AIHE. Her aerodynamic design represented by an arrow-headed appearance, while two deep cockpits are desgined to increase efficiency while underway. TE AIHE was designed to strict rules of the competiton and her total weight doe not exceed 6.5T. This racing boat is expected to reach a speed of more than 50 knots. 

• Luna Rossa Prada Pirelli

• INEOS Team UK

• American Magic NYYC

Of note is a change in the rules requiring at least 10 of the 12 crew to have to be citizens of the country that they represent, while the other two must meet strict residency criteria.

In addition, defenders Emirates Team New Zealand will not be taking part in the challenger series unlike previous winners ORACLE Team USA and will enter the competition once the America's Cup commences.

Stars + Stripes Team USA have joined the competition as late challengers and are liable to pay a $1,000,000 USD late entry fee with is due in instalments before the 1st of October 2019.

Although Royal Netherlands Yacht Club, DutchSail, were one of the original contenders, they were unable to secure a naming rights sponsor and therefore could not commit by the set deadline, resulting in their withdrawal from the competition.

Royal Malta Yacht Club also intended to take part in the 36th America's Cup, however a $40,000,000 USD package promised by backers did not come to pass.

No fee for luxury yachts dropping anchor in waters around Auckland

Auckland Council in consultation with NZ Marine have dropped fees for luxury yachts over 40m/131ft in length that wish to drop anchor in the waters surrounding the city. Instead, there will be a new visitor-friendly 12-month navigation and safety fee for vessels that fit into this size category, allowing foreign visitors and New Zealand residents from other parts of the country to take their time exploring the clear waters, coves and sandy beaches surrounding the metropolis. Find out more...

Upgraded marina facilities in the run-up to the 36th America’s Cup

New Zealand has a wall-established marine industry with shipyards on both islands and extensive repair and refit facilities in Auckland, and these are being further developed along with additional berthing ahead of the influx of superyachts expected for the America’s Cup.

New infrastructure includes a marina in the Bay of Islands plus a superyacht village in Auckalnd for the event. There will also be travel lifts available at Vessel Works in the Bay of Plenty and at Orams Marine in Auckland.

DYT Yacht Transport is also providing extra services to take luxury yachts to New Zealand waters for 2020/21 and returning them to the Mediterranean in time for the summer luxury yacht charter season.

Local luxury yacht charter attractions

Auckland is New Zealand's largest city and as such has a massive array of galleries, museums, boutiques and shopping centres with international brands on offer. Nicknamed the 'City of Sails', one in three households owns a boat and the stunning surrounding islands and coast are well worth exploring on the water. 

The Bay of Islands - North of Auckland, the Bay of Islands reportedly has the second bluest skies anywhere in the world (after Rio de Janeiro) boasts some incredible beaches and ideal conditions for sailing and wind-powered water toys. The sport-fishing here is known internationally, with visitors coming to hook a kingfish or marlin. Dolphins and whales can also be spotted within the region, and the uninhabited islands make for a quiet sunbathing spot away from the pressures of the modern world.

The Bay of Plenty & Hauraki Gulf Marine Park - With 80 islands to explore by yacht, it's possible to spend an entire week exploring the northern tip of the North Island and still not see all of its wonders. Rangitoto Island is a dormant volcano and the closest island to Auckland. Trails lead to the summit where visitors have sweeping views of the surroundings, and the island is also home to the world's largest pohutukawa forest, a tree that blooms with red flowers over the southern hemisphere summer and is often called the 'New Zealand Christmas Tree'.

Great Barrier Island is covered in historic sites including a whaling station, shipwrecks, and gold and copper mines. Snorkelers, Scuba divers and fishing groups come to the region to explore the crystal clear waters, and hikers will be in their element with the pristine beaches and trails through the forest on offer.

Poor Knights Islands - This area has a reputation as one of the best locations for Scuba divers to visit, offering incredible biodiversity in crystal clear waters, with attractions including a nudibranch wall and caves to suit more experienced divers, whereas beginners also have a selection of impressive sites to practise skills and gain experience.

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86M SAILING YACHT | From EUR€ 450,000/wk

90M CUSTOM SAILING YACHT | From US$ 294,000/wk

SEAHAWK | From EUR€ 250,000/wk

SPIRIT OF THE Cs | From EUR€ 245,000/wk

GLADIATOR | From US$ 245,000/wk

67M PERFORMANCE SAILING YACHT | From EUR€ 245,000/wk

RED DRAGON | From EUR€ 230,000/wk

SALVAJE | From EUR€ 230,000/wk

Zenji | From US$ 225,000/wk

ROSEHEARTY | From US$ 225,000/wk

FIDELIS | From EUR€ 225,000/wk

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Yachting World

• Digital Edition

WATCH: Will the USA’s Radical America’s Cup Design Choices Pay Off?

• Toby Heppell
• August 14, 2024

America's Cup designer, Thomas Tison of Thomas Tison Yacht Design & Engineering, speaks to Yachting World editor, Helen Fretter, about the New York Yacht Club's America's Cup boat. Will Patriot's radical design choices pay off?

American Magic’s new AC75 , Patriot , has garnered significant attention due to its unique approach. While all the teams are bound by the same set of design rules, it’s the subtle variations and innovative interpretations within these boundaries that could determine who ultimately claims victory at the America’s Cup in Barcelona.

The second generation of AC75s have seen incremental improvements across the board, yet American Magic’s Patriot stands out for several reasons. The American team has made some bold design choices that diverge from the more conventional paths taken by their rivals. Central to these decisions is the team’s focus on maximising aerodynamic efficiency and optimising the boat’s centre of effort.

One of the most noticeable aspects of Patriot is its distinct hull design. Unlike other teams that have opted for more rounded, voluminous hulls, American Magic has taken a different route, creating a sleeker, lower-volume hull. This design is intended to reduce drag and increase the boat’s ability to generate lift, potentially giving Patriot an edge in lighter wind conditions.

The lower freeboard— the distance between the deck and the waterline — also allows the team to increase sail area close to the water, which can generate more driving force with less windage.

Another key innovation lies in the way American Magic has managed weight distribution. The team has worked diligently to reduce weight in critical areas, thereby allowing for more complex systems elsewhere on the boat. This includes the trimming systems, which are battery-powered and play a crucial role in adjusting the foils and sails during racing.

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By optimising weight distribution, Patriot is designed to achieve a balance between stability and performance, particularly in choppy conditions like those expected off the coast of Barcelona.

The decision to use recumbent cyclists (cyclors) as the primary source of power for these systems also reflects American Magic’s willingness to experiment. While this choice has sparked some debate — given the lower energy output compared to more traditional grinding positions — the team believes that the aerodynamic gains and lower centre of gravity provided by the recumbent position outweigh the potential drawbacks.

Furthermore, Patriot features innovative foil designs that could offer a competitive edge. The team has focused on optimising the flaps at the back of the main foil, allowing for more precise control of lift and drag. This, combined with the overall aerodynamic improvements, could enable Patriot to achieve higher speeds and better maneuverability in various wind conditions.

However, with these bold choices comes significant risk. The question remains: will these radical design decisions translate into a performance advantage on race day? The true test will come when Patriot lines up against its competitors, where every nuance of design and strategy will be put to the ultimate challenge.

In the unpredictable world of America’s Cup racing, innovation often walks a fine line between triumph and disaster. Whether Patriot’s unique design will give the USA the edge it needs to reclaim the Cup remains to be seen, but one thing is certain, American Magic has made a statement that they are not afraid to push the boundaries in their quest for victory.

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How London’s 1851 Great Exhibition Resulted in America’s Big Win

Friends Read Free

On July 30, 1844, nine men sat aboard a schooner floating near Manhattan Island’s Battery. John Cox Stevens had invited eight of his friends to join him on his yacht, the Gimcrack. Stevens was an outdoorsman, a steamship and railroad promoter, and a descendant of one of New York’s most prominent families. The Stevens family had risen to prominence by their efforts and sacrifices during the American Revolution. John Cox Stevens would rise to prominence from the proposal he made on that Tuesday.

Stevens grew up on the water, sailing and steaming across the Hudson River and along the coastline of the eastern seaboard. His father, after serving as a colonel in the Continental Army, turned his attention to steamboats. He was one of the early inventors of this new method of water transportation, competing with the likes of Robert Fulton. Stevens continued his father’s business of building boats and steamships. His steamboat ferry was the world’s first to cross the Hudson to and from Hoboken. In addition to his maritime acumen, he was a successful businessman in a booming industry.

New York City was full of men like Stevens—wealthy, industrious, and seeking camaraderie with like-minded people. It is what brought the nine together. New York City had been the nation’s largest city for half a century. It was three times larger than Boston and about 30 times larger than Detroit, yet both of those cities had something New York City didn’t: a yacht club. When Stevens broached the subject of founding the New York Yacht Club (NYYC), all eight fellow yachtsmen readily agreed. They also voted Stevens as the new club’s commodore.

The RYS and the RSA

In 1846, Henry Cole, a member of the Society of Arts, was introduced to Prince Albert of Saxe-Coburg and Gotha, the husband of Queen Victoria. The two men became fast friends, and both wished to promote the arts and industry within Britain. Shortly after their introduction, the Society of Arts was granted a royal charter, changing its name to Royal Society for the Encouragement of Arts, Manufacturers and Commerce (or more briefly, the Royal Society of Arts). In 1843, Garrard, a London-based jewelry maker, was appointed as Britain’s first official Crown Jeweller. In 1848, Garrard made three silver cups in the shape of ewers. As the 1840s moved into the 1850s, these two entities—the RSA and Garrard’s—incidentally brought the NYYC and the RYS together.

An Open Invitation

The Right Men for the Yacht

Brown had built a reputation on building beautiful, durable, and fast boats. His success was contingent upon having the right people working with and for him. Lucky for him, and probably the reason he felt confident enough to make such a bet, he had recently hired George Steers.

Steers was born in 1819 to a maritime family. His father David Steers was a native of the Isle of Jersey, one of the Channel Islands, and had been a captain in the Royal Navy and had later joined the U.S. Navy. In 1841, 21-year-old George Steers designed his first pilot boat. Before the decade was up, Steers was revolutionizing boat design. In 1848, his design and build of the schooner Mary Taylor proved unconventional with its narrow bow and stern, and widest section near the middle. The end result, however, vastly improved the speed and handling of the traditional pilot boat. The following year, Steers was hired by Brown.

Off to the Races

America arrived in Le Havre, France, on July 9. After the long voyage, it was refitted, its topsides painted black, and its racing sails tied to the spars. Stevens and his brother, Edwin, who took over the yacht once it had reached Le Havre, had orchestrated to keep it out of sight from the British until sailing to the Isle of Wight. When it sailed to the island on July 31, it did not disappoint.

The Great Race Begins

On the morning of the race, 15 of the 18 teams arrived in time, their boats ranging in size from the 393-ton Brilliant, the largest of the seven schooners, to the 47-ton Aurora, the smallest of the cutters. All 15 sat at anchor awaiting the start. At 10 a.m. a cannon was fired by the Royal Yacht Squadron and the counterclockwise race around the Isle of Wight began. Throughout the first hour and half, position for first changed intermittently, primarily between America and the cutters. By the halfway mark, near St. Catherine’s Point, America had increased its lead by about a mile. The only concern remained the cutters. As Volante neared St. Catherine’s Point, it sprung her bowsprit, causing it to drop out. The closest boat to America now was the cutter Aurora.

St. Catherine’s Point was apparently a relatively hazardous spot. Not only had the Volante suffered damage there, but America had as well. Its jibboom had snapped. Luckily, the jibboom was a mere innovation and an unnecessary one at that. Once the team cleared the boat of the debris, America actually increased its speed. Now it was about coming down the final stretch where thousands of spectators waited in Cowes to see who would win the coveted prize. One of those spectators was Queen Victoria.

There is a famous story about the queen awaiting the finishers. As the boats came around the final turn, Queen Victoria asked the signal master, “Are the yachts in sight?”

“Yes, may it please Your Majesty,” he responded. “Which is first?” “The America.” “Which is second?” “Ah, Your Majesty, there is no second.”

It was during this week in history, on Aug. 22, 1851, that the American-made yacht America won what was the very first America’s Cup race, beating her next rival, Aurora, by 8 minutes. After receiving the Garrard silver ewer, the “£100 Cup/Hundred Guinea Cup/Cup of One Hundred Sovereign Cup/Queen’s Cup” was renamed America’s Cup after the yacht.

America’s Cup quickly became the most prestigious and famous sailing race in the world, with more and more countries competing for the coveted prize. The Americans held onto the cup from 1851 to 1983, making 24 defenses against various international challengers. It is considered the longest winning streak in sports history. Oddly, the British, who created the race, have never won.

The international boat race continues to this day, with the 37th America’s Cup scheduled to take place on the 173rd anniversary. The signal master’s response to Queen Victoria, whether fictitious or not, has remained the race’s slogan: “There is no second.”

Epoch Booklist: Recommended Reading for Aug. 16–22

A Fun, Insightful Look at the Rise and Fall of Caribbean Pirates

American Paleontology and the Discovery of Tyrannosaurus Rex

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AMERICA'S CUP STARS SCORE GOLD AND BRONZE AT PARIS 2024 OLYMPIC GAMES

It has been one of the stand-out performances across any disciplines at the Paris 2024 Olympic Games, and today Ruggero ‘Ruggi’ Tita, sailing with Caterina Banti, won a Gold medal for Italy in the Mixed Multihull Class, bringing their foiling Nacra 17 across the line safely for the win - with Puig Women's America's Cup sailor for Emirates Team New Zealand, Erica Dawson, sailing with Micah Wilkinson, securing the bronze medal.

Luna Rossa Prada Pirelli helmsman, Ruggi, has taken time off from preparations for the Louis Vuitton 37th America’s Cup with the Italian team to defend the title that he first won at the Tokyo 2020 Olympic Games but now returns a double Olympic Gold medallist in a huge boost for the team.

From the very outset, Ruggi and Caterina set the standard in the Nacra 17 fleet scoring six first places and one second place from the first seven races. As the conditions got tricky in the Bay of Marseille, Tita and Banti kept consistent top six results but a UFD (a U-flag for a premature start) in Race 10 really put the pressure on, especially with the Argentinian pairing of Mateo Majdalani and Eugenia Bosco plus the ever-present threat of the British pairing of John Gimson and Anna Burnet (Athena Pathway Women’s America’s Cup Team Member) ready to capitalise on any mistake.

Also in the running were the New Zealand team of Micah Wilkinson and Erica Dawson (Emirates Team New Zealand Women’s Team Member) back in 4 th place so there was everything to play for, going into the Medal Race.

Originally scheduled for Wednesday 7 th August, it was a nerve-wracking wait shoreside for the Nacra 17 crews, with the medal race due to start immediately after the conclusion of the ILCA Men’s Dinghy medal race. However, a number of race cancellations and delay in the singlehanded fleet, meant that the organisers re-scheduled the Nacra 17’s to Thursday 8 th August.

When finally racing got underway, it was disaster for the British pairing who were scored OCS (On Course Side) and eliminated, leaving a three-way tussle for the medals. The Medal Race itself was won superbly by the French pairing of Tim Mourniac and Lou Berthomieu but scoring a second place in the race secured Ruggero Tita and Caterina Banti a remarkable and historic second Gold medal for Italy.

Mateo Majdalani and Eugenia Bosco secured the silver medal for Argentina after a seventh place in the Medal Race whilst Micah Wilkinson and Erica Dawson scooped the bronze medal after an eighth place finish in the Medal Race and the British disqualification.

For Ruggi & Caterina, it was unbounded joy at the finish line, the result of a brilliantly executed Olympic campaign that also fused training for the Louis Vuitton 37 th America’s Cup for Ruggi. He will now return to the Luna Rossa Prada Pirelli base in Barcelona ahead of the Preliminary Regatta that starts on the 22 nd August before the Louis Vuitton Cup on the 29 th August.

The whole America’s Cup community sends Ruggi and Caterina congratulations on an excellent defence of their Olympic title and further congratulations to Erica Dawson of the Emirates Team New Zealand Women’s team for her bronze medal.

All photos c/o World Sailing - Paris 2024 Olympic Games

(Magnus Wheatley)