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Shamrock V Relaunch: Sole Wooden J Restoration Complete

The comprehensive two-year restoration of the 1930 America’s Cup challenger Shamrock V is complete, with an average of 30 skilled craftsmen on site. She’s relaunched and getting ready for the 37th America’s Cup!

Shamrock v’s restoration in southampton, hampshire.

Following significant repairs to the steel framework, almost all of Shamrock V’s 1970s teak planking has been carefully salvaged, reconditioned and refitted. Just a single plank needed to be replaced, and only the next plank down from the sheer strake remains to be put back.

That has to wait for the bulwarks to be bolted down through the top strake, and before that can be done the teak around the perimeter of the deck – which was taken up to allow repairs to the steel beam shelf – has to be made good.

All 6,500 bronze fastenings have been replaced as many were decayed beyond use.

Throughout most of the boat, the joinery originally fitted at Pendennis Shipyard in 2000 has been refurbished and is now going back, while the saloon is being rebuilt with new mahogany to give a new style and layout.

All systems and rigging have been overhauled and where necessary renewed, bringing the vessel up to modern classification.

Shamrock V’s Relauch

This iconic racing super yacht has now returned to the water after a comprehensive restoration and rebuild. The timeless Shamrock V was relaunched on 20th May 2024, 94 years after her original launch.

Paul Spooner , who led the project team alongside Feargus Bryan, commented: ‘It has been a massive undertaking and a huge privilege to unite extraordinary talents across the Classic and Superyacht communities. We were very fortunate to have a committed and knowledgeable owner who enabled us to fully and correctly restore this vital part of yachting history and prepare her for her next 100 years’.

Chief Shipwright, Giles Brotherton, a veteran of some of the world’s most storied classic restorations added: ‘It is very rare to be able to work on a revival of this scale and ambition. Some of our artisans were using hand tools that were used on Shamrock’s original build. It is without doubt the biggest and arguably the most important yacht restoration in the world today.’

Following the launch, Shamrock V will undergo re-masting, sea trials, commissioning, sail testing and race training. This means she’ll be in our beloved Solent waters until July, from which she’ll head to the Med to take part in a few informal J Class events, preparing for October’s J Class 37th America’s Cup regatta in Barcelona… Shamrock V is back!

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Legendary J Class Yacht Shamrock V Relaunched After Historic Restoration

In a momentous event at Saxon Wharf, Southampton, UK, the legendary J Class yacht Shamrock V was relaunched today following a comprehensive multi-year restoration. Known as ‘The Queen of the J Class,’ the 1930 America’s Cup challenger returns to the water in pristine condition, ready to reclaim her place in the annals of yachting history.

Shamrock V, one of the most iconic racing superyachts, was relaunched after sustaining significant structural damage during the 2017 America’s Cup J Class regatta in Bermuda. Laid up ashore for seven years, the yacht underwent an extensive restoration led by a dedicated team of shipwrights, engineers, and project managers. This ambitious project has restored Shamrock V to her former glory, ensuring her readiness for the next century of sailing.

The Restoration Effort

Paul Spooner, who led the project team alongside Feargus Bryan, remarked on the monumental effort: “It has been a massive undertaking and a huge privilege to unite extraordinary talents across the Classic and Superyacht communities. We were very fortunate to have a committed and knowledgeable owner who enabled us to fully and correctly restore this vital part of yachting history and prepare her for her next 100 years.”

Chief Shipwright Giles Brotherton, renowned for his work on historic yacht restorations, added: “It is very rare to be able to work on a revival of this scale and ambition. Some of our artisans were using hand tools that were used on Shamrock’s original build. It is without doubt the biggest and arguably the most important yacht restoration in the world today.”

The Restoration Process

The restoration process involved a complete strip down to the last bolt, addressing all structural issues and refurbishing or replacing essential components. Key highlights of the restoration include: – Teak Reconditioning: Over 95% of the original teak from Shamrock V’s 1970 re-planking was carefully removed, reconditioned, and refitted. – Steel Frame Salvage: 62% of the steel frame was salvaged, strengthened, and repainted. – Bronze Alloy Bolts Replacement: All 6,500 bronze alloy bolts, which held the yacht together, were replaced. – Mechanical Systems: 70% of the mechanical systems were salvaged and fully reconditioned by their manufacturers. – Interior Redesign: The saloon was redesigned in mahogany by Adam Lay Studio. – **Rigging Renewal**: The rigging was renewed and repaired by Marine Results. – Environmental Compliance: Shamrock V was updated to the latest standards for structural and crew safety and environmental compliance, earning the world’s first 5-star certificate from the Superyacht Eco Index, endorsed by Lloyd’s Register.

Challenges and Triumphs

Despite the care taken during her lay-up for assessment in 2017, rust and rot had taken a toll on the steel frames, necessitating a comprehensive rebuild. The restoration team, comprising over 30 craftsmen at its peak, dedicated more than 100,000 man-hours to the project, often working double shifts to meet the exacting standards required.

A Storied Past and a Bright Future

Built in 1930 for Sir Thomas Lipton’s fifth and final America’s Cup challenge, Shamrock V holds a unique place in yachting history. She was the first J Class yacht built and remains the only one never to have fallen into dereliction. Shamrock V’s storied past includes ownership by notable figures such as Sir Thomas Sopwith and Sir Richard Fairey, as well as her pivotal role in reviving J Class racing through her famed restoration by Elizabeth Meyer in 1989.

The America’s Cup, originally known as the RYS £100 Cup, is the oldest international yacht race in the world, dating back to 1851. The J Class yachts, including Shamrock V, symbolize a significant era in the evolution of yacht design and racing. Shamrock V’s participation in the America’s Cup and other prestigious regattas has solidified her status as an enduring icon of yachting excellence.

Preparing for Future Endeavors

With her relaunch, Shamrock V will undergo re-masting, sea trials, commissioning, sail testing, and race training in the Solent waters until July. She will then move to the Mediterranean to participate in informal J Class events, culminating in the America’s Cup J Class regatta in Barcelona in October. The team anticipates it could take up to three years to optimize Shamrock V for racing, with a focus on fine-tuning her sail plan and crew performance.

The America’s Cup : Shamrock V was built for the America’s Cup, the world’s oldest international yacht race. The J Class yachts were created under the Universal Rule adopted by the New York Yacht Club in 1903, with Class ‘J’ signifying single-masted yachts with a rating of 65-76 feet.

The Restoration : The extensive restoration of Shamrock V involved stripping the vessel to her core, addressing structural damage, and meticulously refurbishing her to concour condition. The project has not only preserved a vital piece of yachting history but also set a new standard for yacht restoration worldwide.

(Legendary J Class Yacht Shamrock V Relaunched After Historic Restoration – barchemagazine.com – May 2024)

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Yachting World

• Digital Edition

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

• Toby Hodges
• March 19, 2017

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

Shamrock V – JK3

J Class yacht Shamrock sailplan

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

Original lines: Charles E Nicholson

Modified design: Dykstra Naval Architects

Launch year and yard: 1930, Camper & Nicholsons

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

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

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

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

Photo: J Class Association / Gerhard Standop

Velsheda – JK7

J Class yacht Velsheda sailplan

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

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

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

Current state: Continually optimised and very well prepared.

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

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

Helen Fretter goes racing on board J Class yacht Velsheda

Photo: J Class Association / Onne van der Wal

Endeavour – JK4

J Class yacht Endeavour sailplan

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

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

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

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

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

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

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

Photo: J Class Association / Jens Fischer

Ranger – J5

J Class yacht Ranger sailplan

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

Original design: Starling Burgess and Olin Stephens

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

Launch year and yard: 2003, Danish Yacht

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

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

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

Skipper: Dan Jackson · Race helmsman: Erle Williams

Ranger J5 – the first completely new J Class yacht

Ranger , J5 RYS centenary 2015. Photo Paul Wyeth

Rainbow – JH2

J Class yacht Rainbow sailplan

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

Original lines: William Starling Burgess

Launch year and yard: 2012, Holland Jachtbouw

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

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

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

J Class yacht Rainbow – the Dutch destroyer

Hanuman – JK6

J Class yacht Hanuman sailplan

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

Launch year and yard: 2009 Royal Huisman

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

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

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

Skipper: Greg Sloat · Race helmsman: Ken Read

Inside J class yacht Hanuman

Lionheart JH1

J Class yacht Lionheart sailplan

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

Original lines: Starling Burgess and Olin Stephens

Modified design: Hoek Design

Launch year and yard: 2010, Bloemsma and Claasen Jachtbouw

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

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

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

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

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

Photo: J Class Association / Thierry Martinez

J Class yacht Topaz sailplan

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

Original lines: Frank Paine

Launch year and yard: 2015, Holland Jachtbouw

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

Current state: New and raring to go.

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

Skipper: Romke Lopik · Race helmsman: Peter Holmberg

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

Photo: J Class Association / Carlo Borlenghi

J Class yacht Svea sailplan

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

Original lines: Tore Holm

Launch year and yard: 2017, Bloemsma / Vitters

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

Current state: Just launched.

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

Skipper: Paul ‘PK’ Kelly

Race helmsman: Owner driver

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

The history of the J-Class

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

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

Lipton commissioned Charles Nicholson to design his contender.  Shamrock V became the first J Class yacht. 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.


The NYYC held defender selection trials with two to four candidates since the 1881 match which gave the Club a distinct advantage over the challengers who could only challenge one at a time.  1930 was no different.  In response to Lipton’s challenge of 1929 the Americans designed and built 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, designed by. W. Starling Burgess, had a waterline length of 80 feet, a steel hull plated with Tobin bronze, and a lightweight rig including a duralumin mast and 19-strand wire rigging. Enterprise’s most famous feature was her “Park Avenue” boom that permitted the bottom part of the mainsail to be curved into an efficient aerofoil shape.

Whirlwind, the second J, was the most revolutionary of the four. L. Francis 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.

Her hull was of semi-composite construction (the other three American Js were built mainly of steel and plated with 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, her hull was built of steel and plated with Tobin bronze. An extremely well balanced boat. 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.

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SHAMROCK V Classic J Class

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SHAMROCK V is a living sailing legend being the only wooden J Class classic sailing yacht ever built (by Camper & Nicholsons with naval architecture by Charles E Nicholson). This rare world class classic yacht has been extensively refurbished and refitted over the years (including one in 2014).

SHAMROCK V Specifications

A sailing machine which is traditional and graceful SHAMROCK V is an experience an unusual thrill under sail. Her interior is sumptuously finished in bird’s eye maple wood. S/Y SHAMROCK is not only a great performer in regattas but she is the perfect yacht for relaxed leisure sailing in style.

Some of the history of the classic yacht: Built for Sir Thomas Lipton's fifth and last America's Cup challenge Shamrock V was Designed by Nicholson and launched in 1930. She was the first British yacht to be built to the new J Class Rule and is the only remaining J class yacht to have been built in wood. After her launch has been continually upgraded including some changes to her hull shape and rudder. Her rig has also been modified to create the most effective racing sail plan but she was no match for the faster US design "Enterprise".

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The luxury yacht SHAMROCK V displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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Camper & Nicholsons became known for its fast, wooden racing sailing yachts, which included the famed J-Class sloops that competed in the America’s Cup Races of the early 20th century, including two J-Class boats commissioned by Sir Thomas Sopwith, Endeavour and Endeavour II.

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A Shamrock for St. Patrick’s Day

17 Mar A Shamrock for St. Patrick’s Day

St. Patrick’s Day means all things green, and shamrocks are everywhere. According to tradition, the four leaf clover symbolizes luck. But what do shamrocks have to do with sailing? Actually, there is a very famous sailing shamrock: J Class yacht  Shamrock V , one of the original J’s from 1930s. Turns out that this shamrock was indeed lucky!

Shamrock V has a storied history. She was the first J Class yacht to be built in the UK, and the only one constructed of wood. Surprisingly, only three of the original J Class yachts are still around today. And while she’s been restored many times, Shamrock V is the only J that never fell into dereliction.

The restored Shamrock V racing upwind. Photo courtesy J Class Association.

The J Class represents the golden age of sailing. Shamrock V was one of the first Js built under the new Universal Rule for the America’s Cup proposed by Nathaniel Herreshoff and adopted in 1928. This rule allowed the waterline area to be increased without sail area being restricted. The rule change resulted in some of the most beautiful sailing yachts ever built – with narrow beams, long overhangs and tall Bermuda rigs.

Sir Thomas Lipton aboard Shamrock V. Photo courtesy CNN.

Shamrock V was commissioned by Sir Thomas Lipton – of Lipton Tea fame – for his fifth America’s Cup Challenge in 1930. Shamrock was designed by renowned naval architect Charles Ernest Nicholson and constructed at the Camper and Nicholsons yard in Gosport. She launched in April 1930, and promptly won 15 of 22 races on the British regatta circuit. Then Lipton and crew sailed her across the Atlantic to challenge the New York Yacht Club for the 14th America’s Cup.

Harold Vanderbilt on board Enterprise on the cover of Time Magazine in 1930.

Despite the ravages of the Great Depression, four New York Yacht Club syndicates produced J Class challengers that year: Enterprise , Whirlwind , Yankee and Weetamoe . Harold Vanderbilt ‘s Enterprise emerged victorious from the series, and went on to sail against Shamrock V for the Cup. It was the first America’s Cup to be sailed in the waters off Newport, Rhode Island. In the best of 7 series, Enterprise won four races straight. Although Lipton and his crew raced hard, Shamrock was beset by bad luck (a main halyard snapped in one race!) and was no match for Vanderbilt’s superior tactics, knowledge of local waters, and lighter, faster ship.

Over 31 years and five attempts at the Cup, Sir Thomas Lipton endeared himself to the American public and made his tea famous in the process. Lipton was a self-made man, born into poverty in Glasgow, and Americans appreciated his grit and determination. The ever-gracious Sir Lipton was awarded a specially designed cup for “ the best of all losers ” after Shamrock V ‘s defeat in 1930. At age 79, it was his last attempt at the Cup; he died the following year.

After Lipton’s death, Shamrock V was sold to aviation designer and magnate, Sir Thomas Sopwith , founder of Sopwith Aviation Company (and creator of the famous Sopwith Camel). He raced Shamrock in Britain, and in turn sold her to fellow aviation mogul Sir Richard Fairey , who campaigned her with King George V against other J Class yachts in 1935.

Although bad luck hampered Shamrock ‘s America’s Cup bid, her luck was about to turn. Just before World War II, Italian senator and publisher Mario Crespi purchased Shamrock V . Under the Fascist rules in Italy at the time, Crespi was required to rename his boat. Shamrock V became Quadrifoglio – “four leaves” in Italian. This turned out to be a stroke of lucky timing. Had the yacht remained in England, she surely would have been sacrificed for war materials. During the war, Crespi hid Quadrifoglio in a hay barn in Italy so that her metal fittings wouldn’t be stripped for the war effort. After the war, he initiated an extensive refit, installing her distinctive bird’s eye maple interior and adding an engine. The family owned Quadrifoglio until Crespi’s death.

Shamrock V’s master stateroom, featuring the bird’s eye maple interior installed by Mario Crespi. Photo courtesy Yacht Charter Fleet.

In yet another stroke of luck, Quadrifoglio was bought by Piero Scanu in 1968 – just days before she was to be broken up for scrap. In 1978, his son yacht designer  Paolo Scanu  returned her to the yard in England where she was built and oversaw a major restoration. Eventually she came full circle and was purchased by The Lipton Tea Company, who donated her to the Museum of Yachting (now merged with the International Yacht Restoration School ) in Newport, RI. The museum restored her original name, almost 50 years after it was changed.

Elizabeth Meyer helming the restored Shamrock V in Portofino 2011. Photo courtesy Classic Boat.

The third major lucky break for Shamrock came when Elizabeth Meyer , who had restored original J Class yacht Endeavour , took on another extensive refit for Shamrock lasting 3 years. Thanks to Meyer, both Shamrock and the J Class have enjoyed an amazing renaissance. In 1988, the 3 surviving original J Class boats – Shamrock V , Endeavour , and Velsheda – raced against each other in the  Antigua Classic Regatta . It was the first time in five decades that more than 2 J Class yachts had competed. Shamrock emerged the winner, and kicked off a revival of J Class racing that continues to this day.

Although only 10 J Class yachts were built during their heyday, plans were drawn up for 20 boats. New boats using these specifications have been built, continuing to grow the class more than 85 years after it began. In June 2017, Shamrock V  competed at the America’s Cup J Class Regatta in Bermuda with 6 other J’s including newer builds  Hanuman ,  Ranger   and Svea . It was the largest J Class fleet in history – and surely a beautiful sight to behold.

All in all, the four-leaf clover proved lucky for Shamrock . Although she didn’t win the America’s Cup, she survived to bring the beauty of J Class sailing to new generations. Here’s hoping Shamrock V and the magnificent J Class survives another 80+ years.

Racing Shamrock V with full crew. Photo courtesy J Class Association.

Onboard Shamrock V in Cannes. Why is the woman playing a violin? Good question! Photo by Christophe Launay.

The modern J Class: Lionheart, Velsheda and Ranger racing in the Solent. Photo courtesy Dysktra Naval Architects.

Did you miss the America’s Cup in Bermuda? Read about our experience in Bermy for the big event, and some of the  elements that contributed to New Zealand’s historic win .

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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