j class yacht enterprise

Originally built for Harold van der Bilt and designed by Starling Burges, Enterprise was the first J to win the America's Cup in 1930. She can be built in aluminium with an almost flush deck without deckhouses. Carbon hi-tech spars, a tall sail plan and an extensively optimised handicap will give this yacht an edge in certain conditions. All naval architecture work and interior design will be by our office. Contact us for more information. 

LOA     38.7 m LWL     24.4 m Beam     6.7 m Draft     4.4 m Yard     t.b.d. Year     t.b.d.

Yachting World

• Digital Edition

The history of the J class

• Harriett Ferris
• May 12, 2005

The Js, with their acres of sail, beautiful hull shapes and elegant lines have a timeless beauty that has stood the test of time since their 1930s heyday. Here we explore their fascinating history to discover what makes them so special...

The J-Class Endeavour in 1934, racing King George V's Brittania

HOME | NEWS | HISTORY | VIDEOS | EVENTS | FACTS

The history of the J Class is directly intertwined with the America’s Cup. With the exception of Velsheda, all the original Js were built for the purpose of America’s Cup racing.

From 1929 to 1937, 20 J Class yachts were designed. Ten of these were built, and six raced in the America’s Cup finals. UK challenges came from Sir Thomas Lipton’s Shamrock V and from Sir Thomas Sopwith’s two Endeavours. These were all against the New York Yacht Club’s Harold Vanderbilt, who remained unbeaten in the three defending yachts he commissioned: Enterprise, Rainbow, and Ranger.

Only three original J Class yachts survived – Endeavour, Shamrock V and Velsheda – yet interest in the class has arguably never been as strong as it is today. Seven J Class are currently sailing, these original yachts plus four modern builds: Ranger, Rainbow, Lionheart and Hanuman. Another, J8, is due launches May 2015 and a further two are in build.

A J’s roots remain intertwined with the class’s history, as lines can only be taken from original designs. This ensures that, to a reasonable extent, the beauty of a J stands intact. Modern designs take those original lines (or what’s left of an existing shell), add the most modern materials, manufacturing techniques, systems, deck gear and a crew of elite sailors to produce the most absorbing racing sight on the water, just as it was in the 1930s.

That they are so close on the water today, with places often divided by seconds on real time despite racing over hours, is a credit to the strict J Class rule now governing the class.

When the New York Yacht Club agreed to race against Lipton in J Class yachts in 1930, it heralded the beginning of the Bermudan rig as we know it, and an incredible thirst for innovation in yachting, which is only equalled perhaps in the current day of flying machines. Parallels can also be drawn with the campaigns of then and now.

Like the America’s Cup teams now, the Js were crewed by some of the best professionals available, each with a dedicated role on board – and they still are. Many of the deck gear inventions on the original Js are still used on yachts today, including deck winches, rod rigging, halyards running up hollow aluminium masts, and removable forestays to fly a large genoa.

Indeed the J Class yachts of the 1930s represent some of the biggest technical steps in the history of the Cup. Even though their reign only lasted eight years, the class became famous for adopting new materials and techniques to push the boundaries of yacht design, construction and fit out.

From electronic wind instruments and electronic strain gauges to and double-clewed jibs, to bronze hulls that needed no painting and decks designed to reduce windage, the quest to gain an edge through better technology was gathering pace rapidly.

In general, however, today’s America’s Cup class yachts could not be more different. The Js’ original measurement was to the Universal Rule, which created hulls between 76–87ft LWL, 120ft-140ft LOA, and displacements between 130–170 tonnes. The AC48 class is nearly two thirds shorter, yet twice the beam, and nearly 1/30th the weight.

For those who think the current budgets of US$100million are excessive, history shows little has really changed. Harold Vanderbilt’s J Rainbow, which beat Endeavour, was said to have cost $400,000 in 1934 – around $24 million in today’s money.

But for all the synergy there is one key difference between the Js and their modern contemporaries. In sailing to the Bermuda event in 2017 on their own bottoms, the Js will re-enact one of the original requirements of the America’s Cup.

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In 1929 Sir Thomas Lipton issued a challenge to the Americans for the America's Cup. It was his fifth challenge and signified a whole new era in design evolution and racing. The late 1920s and 1930s also heralded the beginning of an age when yachts from both sides of the Atlantic were being raced under the same rule — the American Universal Rule. Previously, British yachts had raced under the International Rule, a rule that gave an advantage to bermudan rigged yachts, but which was restrictive for boats bigger than 48ft (141—2m). The Americans wanted to race bigger boats and so introduced the Universal Rule. It was based on ideas proposed by Nat Herreshoff and meant waterline length could be increased without sail area being restricted, as it had been under the International Rule. This was compensated by a larger displacement and draught was limited to 15ft (4.6m). The J-Class were the foremost designs under this rule. 

Under the International Rule, yachts were very similar in specification, but under the Universal Rule they differed considerably. Several existing yachts, Astra, Candida, White Heather II and Britannia , were converted to comply with the rule and raced alongside the Js. They cannot, however, be classed as true Js. Of the true J-Class, only ten were ever built and these raced together for just eight seasons from 1930 to 1937. The rules for the J-Class stipulated that length overall had to exceed 120ft; LWL had to be between 79 and 87ft (36.6 x 24-26.5m) and they could displace up to 160 tons. 

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. 

Enterprise was the first launched on 14 April 1930 and was later chosen as the Cup defender. At 80ft (24.4m) LWL she was shortest of the four US Js and conventional in all aspects. Designed by W Starling Burgess, she had lightweight rigging and was the fastest of the four to windward in moderate airs.

Whirlwind , the second J launched 16 days later, was the most revolutionary of the four. Francis L Herreshoff had moved away from conventional yachts and designed a boat which took the new rule to its extremes. Whirlwind combined many new ideas and Herreshoff experimented with hull shape and rig. She was the longest of the early Js at 86ft (26m) 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 (25.6 x 38m) 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.

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.

The fourth of the American Js 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 Js, she had about 43ft (13m) of overhang and her hull, Nicholson opined, "was the best of all the US Js". 

1930  In August Enterprise qualified for the America’s Cup racing off Mattapoisett Massachusetts by defeating rival yachts Yankee , Whirlwind and Weetamoe . 

The Americans had a distinct advantage over Britain in the 1930 America's Cup. They had the money to build four Js over Britain's one, yet 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. When Shamrock V and Enterprise eventually met off Newport, Rhode Island, later that year, the two Js 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.

Enterprise , winner of the 14th America’s Cup, in 1930, crushing Shamrock 4-0.  

Just after the America's Cup races, Enterprise was dry-docked. It would never sail again. 

1935 Broken up for scrap.

Source:www.classicboat.co.uk 7/2/2007 

Cup(s) Sailed: 1930 (won)

Crew: 31 

Owners: Winthrop W. Aldrich, Harold S. Vanderbilt, and Vincent Astor

Year Built: 1930

Launched: April 14, 1930 

Type: Keel Sloop, fitted with two centerboards

Designer: William Starling Burgess

Builder: Herreshoff Manufacturing Company

Construction

Frames: Steel

Planking Top: Steel — Supplied by Lukens

Planking Bottom: Tobin Bronze

Mast: Aluminum

Spinnaker Pole: Wood 

Keel Ballast: Lead

Length Overall: 119.7 ft. / 36.49 m

Length Waterline: 80.0 ft. / 24.38 m 

Beam: 22.1 ft. / 6.73 m

Draft: 14.5 ft. / 4.42 m

Draft with Keel Lowered: N/A 

Displacement: 127.6 tons

Tonnage: N⁄A

Sail Area: 2,311.5 sq. ft. / 704.48 sq. m 

Mast: 150.8 ft. / 45.97 m

Boom: 78.8 ft. / 24.01 m

Bowsprit: N/A 

Top Mast: N/A

Source:www.americascup.com 7/2/2007

Preston Poulter’s Blog

Reflections of a professional gambler, and a gamer in the decline of America.

The History of the Enterprise J-Class Yacht

I’m considering model sailboats as a new hobby. I never knew how cool these model ships and boats were. They’re perfect little replicas of the actual ships on which they are based; they’ve even got the freaking Park Avenue booms! Of course, if you don’t know what a Park Avenue boom is, you’re got a thing or two to learn about sailboat racing history. But, before I launch into my lengthy dissertation on the America’s Cup Sailboat Enterprise, you’re going to need to imagine yourself very wealthy. After all, as JP Morgan said about Enterprise model yachts, “If you have to ask the price, you can not afford it.”

Early History of the America’s Cup Racing Yachts

You can’t really discuss sailboat racing history without discussing the America’s Cup. It’d be like talking about car racing without mentioning Formula 1. Actually, it’d be worse. Racing cars may be expensive, but racing sailboats are REALLY, REALLY expensive. So expensive in fact that there’s only one real international competiton for wooden sailboat racing: The America’s Cup.

The America’s Cup is a competition between the Americans and the British. Both sides field a single yacht, which is, itself selected by winning qualifying races against similar models. Once each nation has selected the fastest model and crew to compete on behalf of a given nation for that year. Of course, wooden sailboat racing is not only a contest for the crews of the model sailing yachts, but also a contest of the wooden sailboat’s designers. Just as with car racing, technology and innovation come to the forefront of wooden sailboat engineering. As such, the rules continued to evolve about exactly how a particular yacht model could be constructed as, for instance, both of the 1903 America’s Cup racing yachts (The Reliance and The Shamrock III) were so lopsided as to barely be seaworthy on stormy days. The yachts fielded by the Americans were particularly lopsided because they, unlike their British breathern, did not have to be seaworthy enough to actually sail to the racing site under their own power. The Americans, for reasons only wealthy yacht owners understand, could produce a yacht just seaworthy enough to not sink sailing about in closed harbor regatta races.

A new set of rules came down in 1914 called “The Universal Rule” which established classes of racing yachts by the ratio of their length, displacement and the total area of their sails. Previously, length was the only criteria which matter and designers had abused this by putting excessive amounts of sail on those model yachts. Now these factors were accounted for, and different classes of yachts were established by different ratios of these three variables. Of special interest is the J class yacht, because that was the class used for America’s Cup criteria between 1930 and 1937.

The Enterprise J Class Yacht

The J class yachts are some of the beloved of the America’s Cup Wooden Sailboats because they represent an excellent compromise between seaworthiness and speed. As previously mentioned, the rules of The America’s Cup favor the Americans because, during this era, the British yacht had to sail to the racing site under it’s own power. Not so for the Americans. While it may win races, most people would like a sailboat that they can actually sail out of the harbor. Enter the Enterprise Model Yacht.

Enterprise Model yacht

(aka the America’s Cup Sailboat Enterprise or just Enterprise Sailboat) was one of the best known American J Class yachts ever to sail. She was designed by the esteemed Starling Burgess and built in 1930 by Harold Vanderbilt- yes, THOSE Vanderbilts. This is, after all, a sport for the very wealthy. She was built to defend against the British challenger yacht, The Shamrock V, which she did successfully. One of the snazzy new design features which the

had was the Park Avenue boom.

“What’s a Park Avenue boom,” you ask? I’m afraid you’ll never be able to hand with the Vanderbilts asking naive questions like that! Let’s get you educated. Take a look at this picture of the America’s Cup Sailboat Enterprise.

You see that doohickey under the main sail? That’s what we call the Park Avenue boom. It catches the main sail as it’s lowered and makes it easier to manage. How does it do that? Well, the boom has wings which extend outward to catch the mainsail as it is lowered. From there a piece of equipment called a lazy jack ensures that the mainsail is captured within the confines of the recessed area of the boom deck where it hides the bulk of the sail when moored.

What does all that mean? Hell I don’t know. I do understand that it makes the sail easier to manage. Less labor on managing the sail, means a more efficient race, which means the difference between sucking on some hot chicks in the winner’s circle versus sucking some British wake as you watch them sail to victory.

The actual Sailboat Enterprise was sold for scrap in 1935. Alas, she sails no more. In fact, the entire J class

Enterprise sailboat

line has gone the way of the dodo. Along came World War II, and the war effort. These model sailing yachts were seen as too extravagant a use of resources. Even after the way, the J class yachts were seen as too extravagant for post war economies. It seemed no one could afford the J class anymore, and they were replaced with smaller yachts.

So you see the special place that J class yachts have in the history of the America’s Cup. That’s why I love the little model replicas of these things. Now you can own your own little piece of rich, snobby sailing history by buying the

Enterprise Model Yacht

. Owning a little model wooden sailboats allows you to fantasize that you are one of the rich elite who has nothing better to worry about what to do with your millions of dollars than to try to make a faster Wooden Sailboat.

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Enterprise to Endeavour: The J-Class Yachts Hardcover – November 1, 1999

• Print length 160 pages
• Language English
• Publisher Sheridan House
• Publication date November 1, 1999
• Dimensions 8.73 x 0.72 x 11.87 inches
• ISBN-10 1574090917
• ISBN-13 978-1574090918
• See all details

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About the author, product details.

• Publisher ‏ : ‎ Sheridan House; 4th edition (November 1, 1999)
• Language ‏ : ‎ English
• Hardcover ‏ : ‎ 160 pages
• ISBN-10 ‏ : ‎ 1574090917
• ISBN-13 ‏ : ‎ 978-1574090918
• Item Weight ‏ : ‎ 2.1 pounds
• Dimensions ‏ : ‎ 8.73 x 0.72 x 11.87 inches
• #1,508 in Sailing (Books)
• #1,512 in Ship History (Books)
• #1,718 in Boating (Books)

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I. c. b. dear.

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Jclass Yachts

If any class of yacht epitomized the era it was the J-Class. These boats were also built to a formula, but on a different scale: with an overall length of more than 120 ft (36.5 m), the waterline length had to be 75-87 ft (22.8-25.9 m). With a Bermudan rig (see Rig Designs, pp.46— 47), the sail area was not limited, but the draught was limited to 15 ft (4.5 m). Only ten new J-Class yachts were built, six in the USA and four in Britain: Enterprise, Weetamoe, Whirlwind, Yankee, Shamrock V, Rainbow, Velsheda,

AT THE WHEEL

T. O. M. Sopwith at the helm of the J-Class sloop Endeavour I during a heat ofthe America's Cup race in Newport, Rhode Island, 1934.

J-CLASS iN ACTiON

The restored J-Class yacht Velsheda, built in England in 1933, dwarfs more modern entrants in the America's Cup Jubilee race around the Isle of Wight

Endeavour I and II, and Ranger—other racing yachts had been faster and bigger but few had the magic of the Js. Their lines were sensuous, their owners famous, and they had the cachet of being America's Cup yachts. They were raced for just eight years between 1930 and 1937 in Britain and the USA, including the America's Cups of 1930, 1934, and 1937. Those that were not scrapped fell into disrepair. The survivors— Velsheda, Shamrock V, and Endeavour I—were all restored in the 1990s.

Continue reading here: Evolution Of Boat Design

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• Ships of Scale Build Logs
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America's Cup 1930 J Class Enterprise - Amati - scale 1:80

• Thread starter zoly99sask
• Start date Jan 14, 2017

Administrator

• Jan 14, 2017

• Jan 18, 2017

Are you taking a break from the Santa Maria or building the two in parallel?  

• Jan 19, 2017

I like the Amati line of kits. Good luck on this one.  

Graham said: Are you taking a break from the Santa Maria or building the two in parallel? Click to expand...

GaryM said: I like the Amati line of kits. Good luck on this one. Click to expand...

• Aug 31, 2017

Hello Bob!  

• Sep 9, 2017

Hello, have you suspended work on your America's cup yacht? I just got my Ranger kit and am looking for more detailed information on the construction of the mast and boom.  

Hello Bob,I am just busy with other projects.  

• Sep 10, 2017

OK, I'm in no rush. I won't be starting on the Ranger for a while most likely.  

Kurt Konrath

• Jun 23, 2020

good lead in story on the J class and Park Avenue Boom. I have a small fiberglass sailing boat. A 14' Lido, designed as a small class racer for west coast boys with bigger boats. Mine is down for maintenance as it needs a new transom installed. But it was fast little center keel board boat for evening or weekend sail with kids. She was designed for two adults or one adult and two youth.  

• Jul 26, 2020

I love the classic J-Class for appearance and performance at the time. Almost as impressive as the International Schooners like Bluenose and her competitors. The present shift to hydro dragsters storming back and forth in San Francisco Bay really did not show me seamanship or seaworthyness as they are still in an experimental stage of limited conditions racing. Give me the old days of round the bouys racing in a class of mutilple boats over one on one handicapped racing. Great build selection! PT-2  

• Jul 18, 2021

Great story! I built the Rainbow from Amati as my first kit. It was quite a ride to get the hull smooth and the rigging done right. How is the Enterprise coming along?  

modlerbob said: OK, I'm in no rush. I won't be starting on the Ranger for a while most likely. Click to expand...

Buffalo Jack

• May 24, 2023

zoly99sask said: Hello everybody, this is my new build log for the America's Cup 1930 J Class Enterprise,I received this kit from Model Shipway around 10 years ago, never ordered it, I gave them a call and explained what happened, they said that's fine just return it, and I did, and few weeks later came back again.Of course, I kept it. So here we go I decided to build it, hopefully comes out something good. A little history about the ship. The History of the Enterprise J-Class Yacht I’m considering model sailboats as a new hobby. I never knew how cool these model ships and boats were. They’re perfect little replicas of the actual ships on which they are based; they’ve even got the freaking Park Avenue booms! Of course, if you don’t know what a Park Avenue boom is, you’re got a thing or two to learn about sailboat racing history. But, before I launch into my lengthy dissertation on the America’s Cup Sailboat Enterprise, you’re going to need to imagine yourself very wealthy. After all, as JP Morgan said about Enterprise model yachts, “If you have to ask the price, you can not afford it.” Early History of the America’s Cup Racing Yachts You can’t really discuss sailboat racing history without discussing the America’s Cup. It’d be like talking about car racing without mentioning Formula 1. Actually, it’d be worse. Racing cars may be expensive, but racing sailboats are REALLY, REALLY expensive. So expensive in fact that there’s only one real international competition for wooden sailboat racing: The America’s Cup. The America’s Cup is a competition between the Americans and the British. Both sides field a single yacht, which is, itself selected by winning qualifying races against similar models. Once each nation has selected the fastest model and crew to compete on behalf of a given nation for that year. Of course, wooden sailboat racing is not only a contest for the crews of the model sailing yachts, but also a contest of the wooden sailboat’s designers. Just as with car racing, technology and innovation come to the forefront of wooden sailboat engineering. As such, the rules continued to evolve about exactly how a particular yacht model could be constructed as, for instance, both of the 1903 America’s Cup racing yachts (The Reliance and The Shamrock III) were so lopsided as to barely be seaworthy on stormy days. The yachts fielded by the Americans were particularly lopsided because they, unlike their British breathern, did not have to be seaworthy enough to actually sail to the racing site under their own power. The Americans, for reasons only wealthy yacht owners understand, could produce a yacht just seaworthy enough to not sink sailing about in closed harbor regatta races. A new set of rules came down in 1914 called “The Universal Rule” which established classes of racing yachts by the ratio of their length, displacement and the total area of their sails. Previously, length was the only criteria which matter and designers had abused this by putting excessive amounts of sail on those model yachts. Now these factors were accounted for, and different classes of yachts were established by different ratios of these three variables. Of special interest is the J class yacht, because that was the class used for America’s Cup criteria between 1930 and 1937. The Enterprise J Class Yacht The J class yachts are some of the beloved of the America’s Cup Wooden Sailboats because they represent an excellent compromise between seaworthiness and speed. As previously mentioned, the rules of The America’s Cup favor the Americans because, during this era, the British yacht had to sail to the racing site under it’s own power. Not so for the Americans. While it may win races, most people would like a sailboat that they can actually sail out of the harbor. Enter the Enterprise Model Yacht. The ENTERPRISE MODEL YACHT (aka the America’s Cup Sailboat Enterprise or just Enterprise Sailboat) was one of the best known American J Class yachts ever to sail. She was designed by the esteemed Starling Burgess and built in 1930 by Harold Vanderbilt- yes, THOSE Vanderbilts. This is, after all, a sport for the very wealthy. She was built to defend against the British challenger yacht, The Shamrock V, which she did successfully. One of the snazzy new design features which the ENTERPRISE MODEL YACHT had was the Park Avenue boom. “What’s a Park Avenue boom,” you ask? I’m afraid you’ll never be able to hand with the Vanderbilts asking naive questions like that! Let’s get you educated. Take a look at this picture of America’s Cup Sailboat Enterprise. You see that doohickey under the mainsail? That’s what we call the Park Avenue boom. It catches the mainsail as it’s lowered and makes it easier to manage. How does it do that? Well, the boom has wings which extend outward to catch the mainsail as it is lowered. From there a piece of equipment called a lazy jack ensures that the mainsail is captured within the confines of the recessed area of the boom deck where it hides the bulk of the sail when moored. What does all that mean? Hell, I don’t know. I do understand that it makes the sail easier to manage. Less labour on managing the sail means a more efficient race, which means the difference between sucking on some hot chicks in the winner’s circle versus sucking some British wake as you watch them sail to victory. The actual Sailboat Enterprise was sold for scrap in 1935. Alas, she sails no more. In fact, the entire J class ENTERPRISE SAILBOAT line has gone the way of the dodo. Along came World War II, and the war effort. These model sailing yachts were seen as too extravagant a use of resources. Even after the way, the J class yachts were seen as too extravagant for post-war economies. It seemed no one could afford the J class anymore, and they were replaced with smaller yachts. So you see the special place that J class yachts have in the history of America’s Cup. That’s why I love the little model replicas of these things. Now you can own your own little piece of rich, snobby sailing history by buying the ENTERPRISE MODEL YACHT. Owning a little model wooden sailboats allows you to fantasize that you are one of the rich elite who has nothing better to worry about what to do with your millions of dollars than to try to make a faster Wooden Sailboat.Source: http://prestonpoulte...-j-class-yacht/ I took a few pictures of the content: Zoltan View attachment 33375 View attachment 33376 View attachment 33377 View attachment 33368 View attachment 33369 View attachment 33370 View attachment 33371 View attachment 33378 View attachment 33373 View attachment 33374 ​ Click to expand...

Peter Gutterman

• Oct 2, 2023

The "Park Avenue Boom" was triangular in cross section and widest across the top, which was fitted with a series of tracks with slides and holes for pins along their length. These slides are secured to the bottom of the mainsail by a steel jackstay. The slides could travel freely along the length of the tracks when tacking. The airfoil of the sail could then be adjusted, according to the predicted wind conditions, by limiting the travel of the slides across the tracks with the pins. The wider apart the pins were, the greater the luff of the sail. More in the middle, less at the ends. The name "Park Avenue" was adopted because the width of the boom at its' widest would accommodate two men walking abreast. Hence "A stroll down Park Avenue". The design apparently proved successful, as it was widely adopted by the designers of the class. Source: "Enterprise to Endeavour" by Ian Dear pg. 66 A great and entertaining book for everything J-Class Sloop history. These Amati kits are fun to build with good instructions, diagrams, plans and English translation. I'm on my third. The finished "Endeavor" and "Rainbow" are on the finished models forum. Pete  

• Oct 3, 2023

Hi Zolly great little project, great story. I'll definitely stay tuned.  

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Moscow nightlife can be both fun and very confusing.

Restaurants often turn into clubs, and of course there’s the infamous ‘face control’ door policy which only admits the most beautiful, the most cash-laden and the most cultured – and very much depends on the whim of the ‘face master’ on the door at each club.Head to the right venue though, and you’ll find them full of beautiful people up for a crazy party.

Asking your hotel to phone ahead can help, as well as taking a few glamorous faces – and the ability to spend. Face control is simple; those who look cultured, wealthy and beautiful get in, those that don’t, won’t.

Cuisine: European, Japanese

RAI. It’s not just the name of a club – it’s the benchmark of glamour, the pinnacle of hedonism and the definition of an entire clubbing era.

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A growing organism, RAI is always developing to remain at the forefront of club culture. Since hitting the Moscow scene four years ago, the club has refined its cutting edge vibe and today you’ll find a trendsetting venue that competes with the world’s most distinguished nightspots.

RAI sits at the heart of the Russian capital and pulsates with the beat of this legendary city. Loud and lavish, the parties here attract some of the most beautiful people on the planet.

Always evolving and moving with the times, RAI last year launched Evolution, a brand new program of quality music, stunning shows and an atmosphere you won’t find elsewhere. Trendy, tasty and utterly irresistible, RAI is the club of choice for those in the know.

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Opening hours: Thu, Fri, Sat 11pm – 7am

Type of music: House, vocal house, deep house, progressive house, mash-up

Metro: Kropotkinskaya

Guarded parking

Bolotnaya Embankment, 9 (near the Red October chocolate factory)

+7 985 364 0101

www.raiclub.ru

CITY SPACE BAR

The top floor of the luxurious Swissôtel Krasnye Holmy is home to one of Moscow’s trendiest bars. Chic, stylish and ultra-modern, City Space Bar is a great place to start and finish your evening.

Floor-to-ceiling windows offer a breathtaking 360 view of the Moscow skyline, while the expert bartenders mix up a selection of fabulously extravagant cocktails; classic drinks have been given a modern twist by these ‘cocktail designers’. Winner of several awards, including the coveted World’s Top Ten Bars (by the Bartender’s Guide 2008), City Space Bar is a hotspot for the city’s fashionable elite.

+7 495 221 5357

[email protected]

34th floor Swissôtel Krasnye Holmy, Kosmodamianskaya Nab, 52, 6, Moscow 115054

cityspacebar.com

Rivalling Imperia Lounge for the toughest door policy in Moscow, Soho Rooms attracts Russia’s social elite.

Models and celebrities are in abundance, as well as the capital’s movers and shakers. The club consists of four different rooms: the Dining Room, Disco Room, Bar Room and the Summer Terrace. The Disco Room is where the action happens and where you’ll find top DJ’s David Guetta and Alex Gaudino luring the likes of Naomi Campbell, Gerard Butler and Roman Abramovich onto the dance floor. Located on the banks of the River Moscow, Soho Rooms is one of Moscow’s premier clubs and is highly recommended.

Manager: Dmitry Braude, Managing Director

+7 495 988 7474

[email protected]

Savvinskiy Embankment, Pereulok 12, Str 8, Moscow

www.sohorooms.com

BOLSHOI THEATRE

One of the world’s finest opera and ballet halls is returning to active service this year.

The Bolshoi Theatre, the second largest opera house in Europe, is one of the most instantly recognizable monuments in the Russian capital. The opera house has been in existence since 1776, and despite several fires and a bomb attack, the theatre’s Classical Greek design is still very impressive. The Theatre has a varied ballet and opera program, many of which are traditional Russian performances, such as Swan Lake and the Nutcracker. Currently, the main stage of the Bolshoi Theatre is closed while it undergoes a $730m renovation that will see the theatre reemerge as one of the world’s top opera halls. During the early part of 2011, shows will still be available at the Bolshoi Theatre’s New Stage.

+ 7 495 692 0818

[email protected]

1 Teatralnaya Square

www.bolshoi.ru

Considered by many Russians to be the best place to start your evening before heading for the slightly wilder clubs, Kalina is a stylish bar with a fabulous view.

Located on the 21st floor of a Moscow high-rise and just a few minutes walk from Old Arbat street, the bar offers a breathtaking view of Moscow and an elegant and sophisticated interior. The bar has an excellent drinks menu that includes a vast array of cocktails, expertly prepared for you by the resident mixologists.

+7 495 229 5519

[email protected]

8, Novinskiy Boulevard, Lotte Plaza Shopping Center, 21st floor

www.kalinabar.ru

IMPERIA LOUNGE

When the company that produces Imperia Vodka announced that it would be opening a club in Moscow in 2010, it caused a stir amongst Muscovites.

Since vodka is the national drink in Russia, any announcement from one of the country’s main distributors was likely to create a buzz, and with Imperia Lounge, the hype was justified. Floor-to-ceiling screens project lasers and graphics onto the walls and the clientele is almost entirely made up of Russian models and celebrities. The club has one of the toughest door policies in town and exercises the legendary Moscow face-control, so you’ll really have to impress to get past that velvet rope. Once inside you’ll see why Imperia Lounge is the place to see and be seen. The multi-level industrial space features wall-mounted LCD displays and go-go dancers suspended on circular pedestals above sunken lounge spaces, together with a cool VIP deck. The music is supplied by some of the hottest DJs around, making it one of the coolest dance floors in Moscow. It gets hot and sweaty so be prepared for a crush!

Olga Milenina, VIP Manager

+7 495 967 0990

[email protected]

5 Mantulinskaya Ul, Building 7, Moscow 121151

www.russianstandard.com

Housed in a cavernous 17th century converted warehouse, GQ Bar is the brainchild of restaurateur Arkady Novikov.

The entrepreneur owns a string of restaurants and bars across Russia, all of which have a reputation for the high-class clientele they attract and the quality of food and drink on offer. GQ Bar continues this theme with the clientele seemingly pulled from the magazine images that adorn the walls of the restaurant. The bar has a timeless décor of dark oak and white walls, and the large windows provide plenty of light. A great place to start your evening, GQ Bar is located in the Baltschug area, close to many of Moscow’s finest hotels and tends to attract a more mature, business-minded crowd.

+7 495 956 7775

Ulitsa Baltschug Dom 5, Moscow

eng.novikovgroup.ru

Latest in Luxury

The explorer.

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• Guided tour

River Cruise on Luxurious Radisson Boat

• Description
• Choose date

Equipped with ice-breaking technology, these huge fancy yachts are the only river cruisers running all year around. The round trip journey takes two and a half hours and floats past all the big sights like the White House, Novodevichy monastery and the Kremlin. There’s a large open air observation deck up top, while the main body of the ship houses a restaurant with a dance floor for a romantic post dinner dance. For a particularly romantic experience take one of the evening boats and admire the bright lights of the city skyline at night.

The most relaxing and picturesque tour that Moscow can offer: a great way to see the city center and its main attractions. This is a perfect alternative to exploring the city by car, if you only have time to do sightseeing during weekday rush hours.

Your English-speaking guide is eager to share every bit of their knowledge about the surrounding landscape, the architecture and historical details.

We conduct Moscow river tour on Radisson Flotilla boats all year around!  It’s warm inside during winter months, while there’s air conditioning during hot summer days. You may also treat yourself to drinks, lunch or dinner on board (drinks and food are not included in tour price).

The cost of an excursion with a personal guide for 1 person

Quay at Radisson Collection Hotel

Government Headquarters ("the White House")

Kievsky Railway Central

Novodevichy Convent

Luzhniki Stadium

Academy of Sciences

Monument to Peter I

Cathedral of Christ the Saviour

Moscow Kremlin

St.Basil's Cathedral

Novospassky Monastery

U-turn and back to Quay at Radisson Royal Hotel

Choose your dates

Who's going.

• Excursion River Cruise on Luxurious Radisson Boat
• Date and time:
• Who's going:

See photo of the meeting point

Lionheart, JH1

Original lines: Burgess/Stephens / Modified lines: Hoek Design & Naval Architects

Image Credit:

Image Credit: 

Lionheart is the first modern replica J Class to be built in aluminium and was launched in July 2010. The original owner who commissioned JH1 was a repeat client of Andre Hoek who had then simply sought to build the fastest J Class yet.

Hoek developed their own VPP (velocity prediction program) software to analyse all the existing J Class designs before CFD and traditional tank testing with 6 metre long models. Hoek identified the J Class Ranger as outstanding from a family of seven Burgess and Stephens designs which were originally submitted to Harold Vanderbilt in 1936, and it was this design that was used for Lionheart.

The design showed exceptional promise as a very good all-rounder, fast on all points of sail in light, medium and heavy winds. Designed at 43.4m she was to be the longest on the waterline at the time.

In terms of deck and rig hardware, Lionheart fully utilised modern superyacht and grand prix race yacht technology where appropriate, significantly moving forwards J Class construction and specification using the most powerful winches and hydraulic systems available to optimise sail handling and trimming, keep all up weight down and to deal with the high rig loads.

Lionheart is the first J Class to have adopted a double cockpit layout with a private owners’ cockpit and deckhouse aft of the wheel and, forward of the wheel, a large guest cockpit leading to the main companionway and deckhouse. This allows the working area of the boat to be separated from the guests, improves communications between the afterguard and allows more of the working crew to work inside a cockpit rather than on the deck.

True to that original promise, Lionheart has been the standout performer on the race course since she was launched. From 2014 when they won in Menorca, Palma and Sardinia until 2017 when she won the seven boat J Class Superyacht Regatta and the J Class America’s Cup in Bermuda, followed by the inaugural J Class World Championship in Newport RI.

Then under the guidance of tactician Bouwe Bekking, the Lionheart project evolved to the highest level thanks to their desire to improve as a team. Each regatta saw Lionheart make comprehensive daily briefings and debriefings, they optimised their performance package and trained hard as a team. And over the years the owner became one of the most accomplished, competitive helms in the fleet. Bekking retained key core crew from the Brunel round the world race programme he skippered.

Lionheart has cruised extensively since 2017 and was expected to return to the race course in 2023 before their plans were put on hold.

Length at waterline

displacement

upwind sail area

spinnaker sail area

2013 Saint Barths Bucket

Lionheart 2nd

2013 Superyacht Cup Palma

2013 les voiles de saint-tropez.

Lionheart 3rd

2014 Menorca Maxi

Lionheart wins

2014 Superyacht Cup Palma

2014 maxi yacht rolex cup, 2015 j class falmouth regatta, 2015 rys bicentenary regatta cowes, 2016 maxi yacht rolex cup.

Lionheart wins on countback with Velsheda

2016 Les Voiles de Saint Tropez

2017 saint barths bucket, 2017 america’s cup superyacht regatta, bermuda, 2017 j class america’s cup regatta, 2017 j class world championships, newport.

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