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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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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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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.

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If you have any questions about the SHAMROCK V information page below please contact us .

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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SHAMROCK V Disclaimer:

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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Published on May 20th, 2024 | by Editor

J Class: The “Queen” is back

Published on May 20th, 2024 by Editor -->

The 1930s America’s Cup challenger Shamrock V – also known as “The Queen of the J Class” – was relaunched on May 20 at Saxon Wharf in Southampton, UK. This follows the most comprehensive restoration and rebuild in her 94-year history.

The 36.4-metre sailing yacht sustained significant structural damage and was laid up ashore while racing at the America’s Cup in 2017. Following a change of owner and a strip down “literally to the last bolt”, the sailing yacht has been restored to concurs condition after seven years.

The yacht hit the water at Camper & Nicholsons’ Gosport shipyard in 1930 as the first ever J Class, commissioned by Sir Thomas Lipton as his fifth and final challenge for the America’s Cup. She remains the only one built in wood and the only one to have never fallen into dereliction since her launch – the other two remaining members of the J Class fleet, the 38.5-metre Velsheda and the 39.6-metre Endeavour, had to be reconstructed entirely. – Full report

Tags: J Class , Shamrock

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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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The possibilities for yachting in russia are unlimited, since this is a country with a long maritime history. you just need to choose where you want to sail. small and big lakes, full-flowing rivers, warm and cold seas — all this is available to those who want to try sailing in this country..

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Owner's logbook: the experiences of restoring a classic J and operating a classic motor yacht

Every month, superyacht owners reveal where they are in the world and share their future plans. This month, BOAT speaks to the owner of Shamrock V – known as "The Queen of the J Class" – about her comprehensive restoration and rebuild. The owners of Sea Breeze III spill all on their YouTube series about their adventures.

Owner of Shamrock V

Length: 36.42m Year: 1930/2024 Location: Southampton

Shamrock V is back on the water after a long rebuild. How are your emotions? I’m already very proud to have been able to work alongside such talented shipwrights and professionals in the UK. In discussion with owners involved in their own projects in other countries, each has a similar story – we have welcomed several of their shipwright teams to tour and review the work being carried out on Shamrock V and despite the appearance of gloom in many countries, the sense of shared endeavour, the core skills, the passion and optimism for classic restorations seem to be thriving.

Did you feel a lot of pressure bringing Shamrock V back to life? Anticipation more than pressure. The team is very aware of knowledgeable external scrutiny and thrives on it. With evolving safety regulations, we’ve had to build her back stronger, and we’re as keen as anyone to see what impact that has on performance. The comments section on our Instagram page, @jclassshamrockv , is a good barometer of external opinion. It’s clear that the sailing community just wants to see Shamrock V properly restored and back where she belongs.

View this post on Instagram A post shared by J Class Shamrock V (@jclassshamrockv)

What were the biggest challenges in the rebuild? Once the decision had been taken to go for a full strip down, restoration and rebuild, the biggest challenges over the last 30 months were external – two devastating military conflicts, supply-chain constraints, Brexit and peak inflation. The original budget was stretched as a result. Timing wasn’t ideal.

Are you looking forward to racing at the America's Cup ? Absolutely. Everyone involved with the J Class across the owners, administration, designers and crew, has been unwavering in their support and encouragement.

What is your advice to other owners considering a rebuild? The best advice I received was to spend several months in detailed planning to minimise later decisions before starting any works, and to stay completely across every aspect of the project – both have saved considerable time and resources.

When will be the first time you hoist the sails? We are hoping for a first look at the end of June – keep an eye on our Instagram for the latest updates!

Charlotte Devereux & Simon Greenwood, owners of Sea Breeze III

Length: 30.8m Year: 1976/2021 Location: Auckland

You’ve started a YouTube series about your adventures as owners. What can you tell us about it? I’ve always had a deep love for the ocean, having grown up on boats, and I have a particular passion for classic yachts. Starting the YouTube series Chronicles of She was a natural way to combine these loves. It allows us to share the beauty and benefits of life at sea, especially aboard a classic boat like Sea Breeze III . 

Through this series, we can connect with others who share our passion and introduce more people to the incredible experiences and the beautiful benefits of the ocean. You can watch on our YouTube channel @ChroniclesOf.

How was your summer season in New Zealand? Our summer season was stunning. We had an memorable time with friends and family staying, and we were away for a blissful nine weeks. Instead of venturing further afield to the Bay of Islands as we usually do, we spent more time exploring the local islands around Waiheke Island.  It was a wonderful opportunity to visit places we’d never been to and make new discoveries.

Do you use the boat much over winter? We have some really exciting mini getaways and winter well-being retreats planned. We aim to showcase some very different and lesser-known spots. While the weather might be cooler, there are still plenty of opportunities to enjoy the beauty of the sea and create memorable experiences. We’ll be sharing these stories, along with our gorgeous boat dog Augie, on YouTube.

Do you ever venture out into the Pacific, or have plans to do so? We have always wanted to take Sea Breeze III to Fiji, but every season we find more local destinations that capture our interest, so we don’t have plans to venture out into the Pacific just yet. There’s so much beauty to explore closer to home, and we love discovering new spots each year.

Does Sea Breeze III have its own signature cocktail? Our signature cocktail is the Smoked Marmalade Breakfast Martini. This delightful drink came about when my friend brought her amazing Matakana Smoked Marmalade that she makes on board during her stay. Inspired by the unique flavour, I decided to create a cocktail featuring the smokiness of the marmalade and the bright, fresh zesty taste of the Matakana oranges. It’s absolutely divine and has quickly become a fave on board Sea Breeze III.

Simon was a grinder in the America’s Cup in 1987, but who’s going to win this year? That one’s easy. Team New Zealand, of course! We watch them with great admiration and excitement, amazed by their skill and innovation. We’re just so sad that we don’t have the America’s Cup in New Zealand this year, but we wish them well.

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

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