j k6 sailboat

Story of the J-Class Yachts:

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

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

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

Building Program:

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

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

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

The J-Class Yachts

Disposition:

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

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

The J-Class Resurgent

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

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

Recreations, Replicas, and a Tender:

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

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

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

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

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

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

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

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

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

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

In the Spirit

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

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

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

Further Notes:

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

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

CupInfo Home

Beken of Cowes. Endeavour and Endeavour II, 1936

It is now clear that there was another J Class Yacht under development in 1937. Several years ago, drawings for a J-Class boat by Swedish naval architect Tore Holm were discovered by Fred Meyer, (Société Nautique de Genève – the Defender of the 32nd America’s Cup).


Now known as the Holm Project, this was to be a Swedish yacht with an innovative design. Many of the hull plates were made – and exist to this day. The project was put on hold prior to the outbreak of War in 1939 and was forgotten for more than 60 years. Endeavour and Endeavour II (K6) were laid up at Camper & Nicholson’s yard in Gosport, England.

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

The rule was based on ideas proposed by Nat Herreshoff allowing waterline length to be increased without sail area being restricted, as it had been under the International Rule. This was compensated by a larger displacement and so draught was limited to 15ft.

In 1929 Sir Thomas Lipton, owner of Lipton’s famous for his import of Lipton Tea from India, issued his fifth challenge to the Americans for the America’s Cup. He commissioned the build of the first J Class Yacht which signified the start of a new era in design evolution and racing. On each occasion he challenged for the America’s Cup as a member of the Royal Ulster Yacht Club in Northern Ireland.  RUYC  are still involved with The Cup – presenting the Royal Ulster Cup to the Club of the winning challenger.

The Universal Rule came into effect in 1930. The size of a yacht was determined (by waterline length) and this was shown as an alphabetical list. “J” signified yachts with a waterline length of between 75 to 87 feet. The addition of the new design Bermuda mast allowed the yachts to carry a huge sail plan. Nothing so large and ‘awesome’ had been built previously. The Americans had a distinct advantage over Britain in the 1930 America’s Cup. They had the money to build four J’s over Britain’s one, yet the British yacht, Shamrock V  was a hot contender. She was designed by Nicholson and built at the family yard in 1930, and before she crossed the Atlantic to attend the Cup she had notched up more than 700 sea miles (1,296km), won 15 out of the 22 races she had entered and had been tweaked and tested to a high degree.

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

Whirlwind, the second J, was the most revolutionary of the four. Francis L Herreshoff had moved away from conventional yachts and designed a boat, which took the new rule to its extreme. Whirlwind combined many new ideas and Herreshoff experimented with hull shape and rig. She was the longest of the early J’s at 86ft on the waterline and remained so until Ranger and Endeavour II were built in 1937.

She was built of semi-composite construction (the other three American Js were built out of the highly expensive Tobin bronze), was double-ended and had a permanent backstay. Uffa Fox described her profile as: “Very pleasing to the eye, the stem sweeping down to the keel in a very sweet line, and to a man who, like myself, believes that a pointed stern is a logical ending for all vessels, her stern is a joy to behold.” He predicted, “If the Yacht Racing Rules govern well and wisely, we shall see Whirlwind racing 50 years hence. If they do not she will probably be cruising then.” But Whirlwind met an early demise. Her building was delayed as she didn’t meet Lloyd’s A1 scantling rules and she wasn’t chosen to be the 1930s defender. She was often out-performed when close hauled, her steering gear making her difficult to steer. She was eventually scrapped along with Enterprise in 1935. However, her unusual double-headsail rig was later adopted by the rest of the Js.

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

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

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

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

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

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

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

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

Of the American Js, Yankee was the only one to sail in British waters when she was bought by Gerald Lambert and crossed the Atlantic in 1935. She was scrapped in 1941. Enterprise and Whirlwind were both scrapped in America.

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

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

Although they became recognised the most beautiful yacht design in the world, only 10 J Class yachts were ever built – 6 in the  USA  and 4 in the UK. Most of these competed in trials for the America’s Cup, or competed in the Cup itself. Several existing large British yachts, ‘ Astra ’, ‘ Candida ’, ‘White Heather II’ and ‘Britannia’, the King’s yacht, were all converted to comply with the rule and raced alongside the J’s.

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

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

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

HANDLING   THE  J  CLASS   YACHTS  IN  THE  1930’s

The Skippers had to be experienced in racing and their skill on the race circuit became a matter of pride. These mighty craft had no engines and they had to be handled with great precision to get into and out of ports. Often their experience came from sailing all types of small craft, including fishing boats, during the winter months, when the J Class yachts were laid up. The permanent racing crew in the early days was probably around 16 men thou this may have been augmented to around 30 for racing. When not required for sail changes, spare crew were often moved to below decks.

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

Sailing small boats in often inhospitable waters gave them the skills to manage their J Class yachts. The same is true today. Skippers have to deliver their yachts across Oceans, and compete around the race course, using their skills and all the technical advantages that are available today.

It is now clear that there was another J Class Yacht under development in 1937. Several years ago, drawings for a J-Class boat by Swedish naval architect Tore Holm were discovered by Fred Meyer, (Société Nautique de Genève – the Defender of the 32nd America’s Cup).

Now known as the Holm Project, this was to be a Swedish yacht with an innovative design. Many of the hull plates were made – and exist to this day. The project was put on hold prior to the outbreak of War in 1939 and was forgotten for more than 60 years. Endeavour and Endeavour II (K6) were laid up at Camper & Nicholson’s yard in Gosport, England.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Ranger was launched and started her racing programme.

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

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

Hanuman, replica of Endeavor II launched.

Lionheart launched.

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

Information courtesy of the J Class Association

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

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Welcome to the K6 Class Association

2024 Events

May 4th – May 5th 2024

Oxford K6 Open , Oxford SC

May 25th – May 26th 2024

Aldeburgh K6 Open , Aldeburgh YC

June 1st – June 2nd 2024

Craftinsure UK K6 Inland Championships , Carsington SC

June 24th – June 28th 2024

K6 Euro Cup 2024 , Lake Como, Italy

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K6 Class Membership

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About the K6

• Full Description
• Specifications

The K6 is primarily a two person sportboat, but there are several other and more subtle attributes that distinguish it from other boats in this category. It is a simple, yet sophisticated boat, bred from Rondar’s 505 heritage that was conceived and designed primarily to be fast, fun and easy to handle. The displacement/length ratio was kept as low as practical for early planning, and the narrow easily driven hull has plenty of rocker aft to lift the rear sections out of the water in light air. Because of the relatively narrow beam with round hull sections, the drag coefficient of the hull shape does not alter significantly over the first 22 degrees of heel. This means that it does not have to be sailed flat to be fast, and it will track straight in gusts, making the K6 easy to sail and less prone to loss of control and wipe outs than wide boats.

The relatively high ballast ratio and narrow beam ensures that the K6 is very difficult to capsize to a mast on the water state, and very rapidly recovers should it do so. It also has a more sophisticated rig with the ability to alter the tension and power of the rig while sailing. All of this makes the K6 less sensitive to crew weight than wider sportboats, and the close fleet racing in Europe and the US with a broad range of weight on board reflects this. The design optimum weight is around 375lb, but crews from around 350lb to 450lb can sail competitively, and the boat can also be sailed by three lighter sailors with just enough cockpit space.

The K6 is the lightest of its type and the narrow hull with fine entry is easily driven so the sail area is kept low which keeps the sheet loads low. All the controls are centrally placed for skipper or crew, along with a self tacking jib, chute launcher and the asymmetric kite - crewing a performance boat has never been easier. This means that it is possible for couples and families to be competitive, even in a breeze. More importantly it opens up crew options and that gets more boats onto the starting line more often.

The K6 was also designed to be easy to rig and launch and inexpensive to own and transport. On shore it is easily handled and takes the least space to store. Launching can be with a hoist or from a ramp or hard beach. In fact, the K6 was designed to be ramp launched by hand using the supplied custom dolly (that nests into a road trailer base for over the road transport), and its furling jib, permanently rigged keel hoist system, and lifting rudder make sailing off a ramp as easy as possible. For longer distances, the dimensions allow for several boats to fit in a 20ft container, minimizing shipping costs.

Ownership costs are kept down due to the vacuum bagged epoxy construction that that will make the hull last many years. The class also uses specified sails from a single sailmaker to keep sail costs down and standardize tuning within the class.

• LOA – 19' • LWL – 18'11" • Beam – 6' • Draft (Keel Up) – 10 " • Draft (Keel Down) – 4'1" • Displacement – 616 lbs. • Ballast – 278 lbs. • Mainsail & Jib – 210 sq. ft. • Spinnaker – 310 sq. ft. • Portsmith Handicap 903 • Designer – Paul Handley

Rondar K6 at American YC Rondar K6 at American YC - Part 2 RS K6 Sailing American Yacht Club RS K6 Garda 2009 speed K6 Eurocup 2011-Fraglia Vela Riva RS K6 Spinnaker Set

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Ben affleck enjoys motorcycle ride with son while j lo vacations in italy, ben affleck enjoys motorcycle ride w/ son in l.a. while j lo vacays in italy.

Jennifer Lopez is out in Italy on a boat -- and Ben Affleck is here in Cali on a motorcycle ... hammering home the fact that they're worlds apart these days.

The actor was photographed enjoying some quality time with his son, Samuel , Wednesday ... in L.A. ... riding around on a motorbike. The kid seemed to be having a good time on the cruise about town ... smiling while clinging to his A-list dad's back.

Of course, J Lo was nowhere in sight ... as she was spotted catching some rays in Positano earlier Wednesday ... hanging out with some friends of hers, sans family.

Despite stepping out together for family events of late, Ben and Jen aren't currently living together ... with the famous couple trying to unload their Beverly Hills home under the radar -- just a year after scooping it up for $60 million.

Right now, the Oscar winner is crashing at a rental in Brentwood ... which is not far from where his kids live with Jen G. As for Jen ... she's been seen house hunting out in L.A. herself. And, based on her whereabouts this week ... it seems she needs some alone time.

We've covered the couple's entire saga in a new documentary --- "TMZ Investigates: JLo and Ben: Missed Warning Signs" -- which you can catch on Hulu now.

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The J Class yacht Endeavour is for sale – a rare chance to buy one of the most iconic yachts ever built

• Toby Hodges
• February 3, 2016

The J Class Endeavour, Britain’s worthiest America’s Cup challenger to date and often described as the most beautiful J Class ever, is still on the market

Arguably there couldn’t be at a better time to buy one of the most prestigious yachts ever. In recent years the J Class has enjoyed a complete resurgence ( see our J Class guide here ). The result makes for mesmerising viewing, as these most elegant, timeless classics are raced by the world’s best and regularly finish within seconds of each other. It’s like one-design racing for museum pieces.

We had the chance to sail Endeavour in December 2016 – and get this EXCLUSIVE VIDEO FOOTAGE

The J-Class Endeavour powers to windward at the 2012 St Barths Bucket

We have only seen Endeavour race competitively once in the last decade. It was fresh after her 18-month refit at Yachting Developments in New Zealand, when she stole the show at the St Barths Bucket in 2012. This showed the potential of the yacht with famous sail number JK4 in the modern fleet of carbon-rigged Js. Since then however, little has been seen of Endeavour as her owner favoured private cruising.

The J Class wave shows no sign of slowing however. There are more Js competing now than ever before. The Hoek-reconfigured J Class Topaz (J8) launched from Holland Jachtbouw in spring 2015 and Svea followed two years later.

The J Class yacht Endeavour arguably remains the jewel of the fleet.  She is the yacht that has come closest to winning the America’s Cup for Britain. Her story reflects the history of the J Class and has helped shape the modern fleet we know today.

Endeavour was designed by C.E. Nicholson and built by Camper & Nicholsons in steel in 1934 for aircraft manufacturer Sir T.O.M Sopwith. She was the only J to beat the original Rainbow and considered the most dangerous British challenger to the cup ever. On launching, Endeavour was declared ‘the perfect boat’ by someone that really knew his shapes, Nat Herreshoff.

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

Sopwith took a scientific approach using his aeronautical experience, and the innovations lavished on Endeavour included the likes of four-speed winches, the first windvane linked to a dial by the helm, and a four sided jib with two clews and sheets, dubbed a ‘quad’.

Following a crew strike over pay, Sopwith replaced the 13 pro sailors with amateurs shortly before leaving for the America’s Cup in the states. This, together with taking off more and more ballast during the series, was largely seen as his undoing.

The J-Class Endeavour after decades in a mudberth

Endeavour sat in her Solent mudberth for three decades following the war, in the hands of a variety of owners. She was once saved from scrap and even sank in the Medina River in the seventies.

Beken’s picture shows the state she reached, a wreck with no rig, keel or interior. But it was when Elizabeth Meyer bought her in 1984, that her resurgence, and in time, that of the J Class, really began. Meyer had Endeavour re-configured by Dykstra Naval Architects, shipped to Royal Huisman and fully restored, before cruising and racing her all around the world.

J-Class Endeavour’s interior today, styled by John Munford

Endeavour underwent an extensive refit again in 2010/11 at Yachting Developments in New Zealand.  Dykstra Naval Architects was responsible for the construction, sail plan and deck layout, and Jon Barret, who oversaw the yacht’s first refit as captain at Royal Huisman in 1989, project managed the refit.

The work involved the removal of 40T of material, including 14 deck winches. The remaining winches, hydraulics, electrics, engine and generators were all replaced over 100,000 man-hours. Endeavour left New Zealand with a new deck structure, new rig and sails, a new deck layout, an engine room upgrade and a new crew interior.

Her €17.5m asking price today is perhaps typical for a J Class. But to become a custodian of a cruise and race ready Endeavour, and at such an exciting time, would be priceless.

The transom of J-Class Endeavour following her Yachting Developments refit

There are more details and plenty of pictures on Edmiston’s site here

And more info on J Class here

'He was so talented': US-born Olympic hopeful in kite foiling dies in diving accident

A rising U.S. born athlete who hoped to compete in the Paris 2024 Olympic Summer Games next month, died in a diving accident over the weekend, his family confirmed.

Jackson James Rice , who went by J.J., was 18 and competed in the sport kite foiling, according to information from his family and his Facebook page .

Kite foiling allows a person to "fly above the water on hydrofoils" attached to boards powered by large kites, according to the Royal Yachting Association , the national governing body for sports including sail cruising and sail racing. With a rider, boards can reach speeds up to 45 knots.

The athlete's father, Darren Rice, told the Matangi Tonga his son died of suspected shallow water blackout Saturday while free diving from a boat at Faleloa, Ha'apai.

Faleloa is in Tonga, an island country in Polynesia, part of Oceania.

Other divers found his body on the seafloor underneath the boat at about 12:15 p.m., the outlet reported, and attempts to resuscitate him failed.

USA TODAY has reached out to Rice's family.

Southwest plane almost hits ocean: FAA investigating after plane plunged within 400 feet of ocean near Hawaii

'I was blessed with the most amazing brother'

According to the newspaper, the athlete was born in the United States, grew up in Ha'apai and represented Tonga in kite foiling at international events "for several years."

In a Facebook post late last month, the late athlete wrote he competed in The Last Chance Reggata in Hyeres, France .

"This is where the remaining 5 spots for the Olympic games were to be handed out and everybody was on the top of their game and pushing to the absolute limit to qualify," J.J. Rice wrote May 25. "After a few mistakes on my part and not being able to keep with the front pack my Olympics dream for this Olympics cycle has come to an end, that doesn't mean it is the end for me. With another cycle just around the corner in 2028 I will be training as hard as possible."

In a Saturday post on Facebook, the late athlete's sister, Lily Rice, remembered her brother as a loving, amazing funny and unique individual with a global host of friends "because he was so lovable."

"I was blessed with the most amazing brother in the whole world and it pains me to say that he’s passed away," his sister posted in a tribute to her late brother. "He was so talented... He was an amazing kite foiler and he would have made it to the Olympics and come out with a big shiny medal and a even bigger smile."

Natalie Neysa Alund is a senior reporter for USA TODAY. Reach her at [email protected] and follow her on X @nataliealund.

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June 13, 2024

Detroit Post Office Celebrates 150 Years of Service by J. W. Westcott, 45-foot contract mail boat out of Detroit

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DETROIT, MI — On June 7, 2024, the Detroit Post Office celebrated the 150th Anniversary of the J. W. Westcott Company and the 76-year association of the J.W. Westcott as an official U. S. Postal Service mail boat beginning in 1948.

The J. W. Westcott is a 45-foot contract mail boat out of Detroit that delivers mail to passing ships on the Detroit River. It is the world’s first non-military floating ZIP Code – 48222.

“I’m honored to be part of this historic celebration,” said District Manager Rick Moreton, Michigan 1. “I’m most proud of all the work done by the men and women through 76 years of mail deliveries by Detroit’s hometown treasure, the J. W. Westcott.”

To commemorate the occasion, the Detroit Post Office is offering a Pictorial Postmark available until July 7, 2024. To receive this special cancellation, enclose your stamped, addressed cards or letters in a larger envelope, and mail to:

J.W. Westcott Pictorial Postmark                    Postmaster Detroit, MI George W. Young Post Office 1401 W. Fort St. Detroit, MI 48233-9998 

The United States Postal Service is an independent federal establishment, mandated to be self-financing and to serve every American community through the affordable, reliable and secure delivery of mail and packages to 167 million addresses six and often seven days a week. Overseen by a bipartisan Board of Governors, the Postal Service is implementing a 10-year transformation plan, Delivering for America , to modernize the postal network, restore long-term financial sustainability, dramatically improve service across all mail and shipping categories, and maintain the organization as one of America’s most valued and trusted brands.

The Postal Service generally receives no tax dollars for operating expenses and relies on the sale of postage, products and services to fund its operations.

For USPS media resources, including broadcast-quality video and audio and photo stills, visit the USPS Newsroom . Follow us on X , formerly known as Twitter; Instagram ; Pinterest ; Threads and LinkedIn . Subscribe to the USPS YouTube Channel and like us on Facebook . For more information about the Postal Service, visit usps.com and facts.usps.com .

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• Elizabeth Najduch [email protected] (313) 268-0540

MAGA Boat Parade returns as Donald Trump set to visit Detroit

A “Make America Great Again” Boat Parade is scheduled to set sail from Lake St. Clair’s shore in Macomb County on Saturday, the same day former president and presumptive 2024 Republican nominee Donald Trump is set to make two appearances in Detroit.

“Michigan, as the Great Lakes State, knows how to show off its nautical enthusiasm,” Rosanne Ponkowski, a spokesperson for event organizers the Michigan Conservative Coalition, said in a press release. 

“In that regard, nothing will do better than a massive MAGA boat parade,” she said. 

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The parade, a tribute to the former president’s 78th birthday on Friday, will embark the following afternoon at 1:01 p.m., precisely, from Lake St. Clair off the Nine Mile Tower Mark. Organizers expect the fleet to coast by Hart Plaza in downtown Detroit by 4:01 p.m. — and wrap up shortly after. 

A flotilla of some 300 boats participated in a similar boat-centric birthday bash during the 2020 election. Supporters flew American and Trump flags in tandem and donned campaign gear. 

“We have all seen television coverage of the Florida Trump flotillas and elsewhere. Frankly, the Michigan MAGA Boat Parade in 2020 was much bigger and more fun,” said Ponkowski. “Our 2024 Michigan MAGA Boat Parade is expected to be even larger!”

Headlining the event is a 74-foot flagship boat, accompanied by a privately owned 80-foot tug boat. Seaplanes, helicopters and drones are also expected to join a slew of water bound vessels. Bikers for Trump will ride parallel to the fleet on roadways along the parade route, and boats will join the kick-off crew as the parade passes marinas along the way, organizers said. 

Back on land, Trump is slated to speak at a roundtable discussion with constituents at a Detroit church . The candidate will also appear at Hungtington Place to deliver the keynote speech at The People’s Convention, a three-day conference run by the conservative nonprofit Turning Point Action. The list of speakers for the event boasts several prominent figures in the GOP, including members of Trump’s family and former Trump administration staffers. 

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In 2020, President Joe Biden received 94% of votes in Detroit , while Trump took just 5%. The city has a majority Black population — a key voting demographic in the nation. Biden won 92% of Black voters in 2020 , but polls show support has waned. In the current election cycle, both candidates are vying for the support of Black voters, and that is thought to be a target of Trump’s visit. 

This article originally appeared on Detroit Free Press: MAGA Boat Parade returns as Donald Trump set to visit Detroit