yacht enterprise 1930

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

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

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

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

Whirlwind , the second J launched 16 days later, was the most revolutionary of the four. Francis L Herreshoff had moved away from conventional yachts and designed a boat which took the new rule to its extremes. Whirlwind combined many new ideas and Herreshoff experimented with hull shape and rig. She was the longest of the early Js at 86ft (26m) on the waterline and remained so until Ranger and Endeavour II were built in 1937. She was built of semi-composite construction (the other three American Js were built out of the highly expensive tobin bronze), was double-ended and had a permanent backstay. Uffa Fox described her profile as: "Very pleasing to the eye, the stem sweeping down to the keel in a very sweet line, and to a man who, like myself, believes that a pointed stern is a logical ending for all vessels, her stern is a joy to behold." He predicted "If the Yacht Racing Rules govern well and wisely, we shall see Whirlwind racing 50 years hence. If they do not she will probably be cruising then." But Whirlwind met an early demise. Her building was delayed as she didn't meet Lloyd's A1 scantling rules and she wasn't chosen to be the 1930s defender. She was often out-performed when close hauled, her steering gear making her difficult to steer. She was eventually scrapped along with Enterprise in 1935. However, her unusual double headsail rig was later adopted by the rest of the Js.

The third American J, Yankee , was the best all-rounder. At 84ft on the waterline and 125ft (25.6 x 38m) length overall, she was solidly made of tobin bronze and was extremely well balanced. Designed by Frank Paine, Yankee had an almost straight sheerline and easy lines. She was a powerful contender for defender, but not fine tuned enough to succeed. She did, however, take part in the 1934 America's Cup trials and with alterations to her rig, to carry more sail, and bow, which was lengthened and made more of a V-shape, she then proved more successful, especially in light winds.

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

The fourth of the American Js was Weetamoe , which was designed by Clinton Crane and was the narrowest of the early four. Despite claims that Yankee was the best all-rounder, Weetamoe is said to have been the closest rival to Enterprise to be the Cup defender. Charles Nedwick, in Ian Dear's book Enterprise to Endeavour, describes Weetamoe as having a profile "that is practically a triangle, with a straight line from the after end of the waterline to the bottom of the keel and thence a line which is slightly convex, and then slightly concave to the forward end of the waterline." In an attempt to better performance and make her less tender, her profile below the water was radically altered in 1934 with a new contour and bulb keel. The alterations failed and not long afterwards were reversed. In common with the other Js, she had about 43ft (13m) of overhang and her hull, Nicholson opined, "was the best of all the US Js". 

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

The Americans had a distinct advantage over Britain in the 1930 America's Cup. They had the money to build four Js over Britain's one, yet Shamrock V was a hot contender. She was designed by Nicholson and built at the family yard in 1930, and before she crossed the Atlantic to attend the Cup she had notched up more than 700 sea miles (1,296km), won 15 out of the 22 races she had entered and had been tweaked and tested to a high degree. When Shamrock V and Enterprise eventually met off Newport, Rhode Island, later that year, the two Js were well matched in hull profile, but differed significantly in rig. Enterprise's rigging was lighter, she had the Park Avenue boom, which was so advantageous to windward, and had lots of winches on board. Shamrock V meanwhile, was under-winched and hard work to sail. She has since, however, proved her success in that she is still sailing today.

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

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

1935 Broken up for scrap.

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

Cup(s) Sailed: 1930 (won)

Crew: 31 

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

Year Built: 1930

Launched: April 14, 1930 

Type: Keel Sloop, fitted with two centerboards

Designer: William Starling Burgess

Builder: Herreshoff Manufacturing Company

Construction

Frames: Steel

Planking Top: Steel — Supplied by Lukens

Planking Bottom: Tobin Bronze

Mast: Aluminum

Spinnaker Pole: Wood 

Keel Ballast: Lead

Length Overall: 119.7 ft. / 36.49 m

Length Waterline: 80.0 ft. / 24.38 m 

Beam: 22.1 ft. / 6.73 m

Draft: 14.5 ft. / 4.42 m

Draft with Keel Lowered: N/A 

Displacement: 127.6 tons

Tonnage: N⁄A

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

Mast: 150.8 ft. / 45.97 m

Boom: 78.8 ft. / 24.01 m

Bowsprit: N/A 

Top Mast: N/A

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

Shamrock V, JK3

Design: Charles E Nicholson

Image Credit:

Image Credit: 

In 1929 Sir Thomas Lipton, who had reached worldwide fame through his tea business issued his fifth challenge for the America’s Cup and commissioned Charles E. Nicholson, to design the first J-Class Yacht, Shamrock V, to the Universal Rule, signifying the birth of the J Class and the start of a new era in design evolution and racing.

‍ Shamrock V was built out of mahogany planking over steel frames and launched at the Camper & Nicholsons Gosport yard on 14th April 1930. She showed early promise on the British Regatta circuit winning 15 of 22 races and placing second in an additional four. She also underwent continuous upgrading with changes to her hull shape, rudder and modifications to the rig to create a more effective racing sail plan.

‍ Temporarily re-rigged as a ketch, Shamrock V crossed the Atlantic to America on her own bottom fully fitted out with internal accommodation. On arrival, she met Harold Vanderbilt’s Enterprise - race-ready, stripped out and equipped with several pioneering features such as a Park Avenue Boom, hidden lightweight winches and the world’s first Duralumin mast. The America’s Cup arms race was on, and Enterprise took the 15th America's Cup with a clean sweep. Sir Thomas Lipton, after endearing himself to the American public over 31 years and five attempts, would die the following year having never fulfilled his ambition to win the cup. The British aviation industrialist Sir Thomas Sopwith bought her in 1931 as a trial horse to gain J-Class racing experience before his challenge for the 16th America's Cup.  Shamrock was then sold to Sopwith's aviation friend, and fellow yachtsman, Sir Richard Fairey of Fairey Aviation who continued to optimise Shamrock with aerodynamic and hydrodynamic modifications.

‍ In 1937, Shamrock was bought by the Italian senator and industrialist Mario Crespi. This change in ownership prompted Shamrock's only name change. Italian Fascist law had banned the use of foreign names in society. Accordingly, Shamrock V was renamed Quadrifoglio (cloverleaf). Crespi was also the first owner who modified Shamrock for comfort by installing a luxurious interior for longer passages. The next owner, Piero Scanu, instigated a comprehensive three-year overhaul at the Camper & Nicholsons yard commencing. Whilst this refit saved Shamrock, it also took her further away from her thoroughbred origins with the installation of high bulwarks and a large deckhouse. In 1986, Shamrock V returned to the ownership of the Lipton Tea Company who donated her to the Museum of Yachting at Newport, Rhode Island. Another extensive and famed restoration was carried out by Elizabeth Meyer in 1989, which alongside her restoration of Endeavour, returned these two J Class to racing form and allowed the first J Class racing since 1937. This stimulated interest in restoring and building replica J Class yachts.

‍ Following changes of ownership in the 1990s but still under Elizabeth Meyer’s management, Shamrock underwent renovation at Pendennis in 2000 where comprehensive works were planned to improve the yacht’s ballast ratio and with the addition of a new rig and sails, and performance was dramatically enhanced without compromising historical authenticity. Leading naval architect Gerard Dykstra of Dykstra Naval Architects was a major influence on the successful completion of the project, which included the returning of her deck structures and rig to their original 1930s configuration and improvements to the interior layout. Shamrock participated in a reunion in August 2001 with Endeavour, the only other remaining America’s Cup challenger, and Velsheda, for the America's Cup Jubilee off Cowes. Since then, Shamrock has enjoyed success racing on the classic and superyacht circuit, as well as being a popular charter yacht for cruising and racing.

‍ Racing in St Barth’s in 2017, Shamrock sustained significant structural damage and in 2022 was acquired by her current owner who has commissioned a comprehensive strip down and restoration ‘to prepare her for her next 100 years’. Work is well underway, with a planned relaunch early in 2024, Shamrock plans to return to the Mediterranean to take part in the J Class World Championship during the 37th America’s Cup in Barcelona.

‍ Shamrock is the only original J-class never to have fallen into dereliction.

Length at waterline

displacement

upwind sail area

spinnaker sail area

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YACHT ENTERPRISE HAS HER FIRST SAIL; Completely Rigged, America's Cup Boat Is Taken for Short Spin by H.S. Vanderbilt. CRAFT HANDLED WITH EASE She Goes Up Sound as Far as Larchmont in Puffy Wind--AnotherTest Today. Hoyt and Aldrich in Party. Hauled Back to City Island.

By James Robbins.

• April 20, 1930

Enterprise, first of the America's Cup defense yachts in the water, was completely rigged yesterday and went out under sail from City Island. She sailed up the Sound as far as Larchmont and back. It was not what might be called a real spin, but merely a sail to see how the rig and canvas fitted. View Full Article in Timesmachine »

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

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

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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The History of the Enterprise J-Class Yacht

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

Early History of the America’s Cup Racing Yachts

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

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

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

The Enterprise J Class Yacht

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

Enterprise Model yacht

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

had was the Park Avenue boom.

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

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

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

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

Enterprise sailboat

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

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

Enterprise Model Yacht

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

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• Yachting World
• Digital Edition

J Class: the enduring appeal of the world’s most majestic yachts

• October 9, 2023

Only ten J Class yachts were built before the Second World War stopped the movement in its tracks, but in the last 20 years these magnificent sloops have made an incredible comeback. Why has the J Class remained irresistable? David Glenn explains.

One of the most awe-inspiring sights in modern yachting is the Spirit of Tradition fleet blasting off the start line at the Antigua Classic Yacht Regatta. It happens every year at the end of April. Chances are it will include at least two J Class yachts, hitting the line on the gun at full tilt, exploding through the cobalt blue Caribbean rollers at anything up to 12 knots as they charge upwind.

Watching Velsheda , Ranger , Shamrock V and Endeavour will bring a lump to your throat, such is the emotion generated by these beautifully proportioned 130ft racing machines with their carbon rigs driving 170 tonnes of steel, aluminium and teak towards the weather mark. It’s heady stuff.

Watching them is one thing; racing quite another matter. In 1999 I was aboard the rebuilt Velsheda , taking part in the Antigua Classic Regatta. I had a single task as part of a four-man team – to tend the forward starboard runner. Nothing else. “Let that go once we’ve tacked and the whole rig comes down,” warned skipper Simon Bolt, as another wall of water thundered down the leeward deck and tried to rip me from the winch.

Dressed in authentic off-white, one-piece cotton boiler-suits, which had to be worn with a stout belt “so there’s something to grab if you go overboard”, they were tough, adrenaline-filled days out. God knows what it was like up forward as massive spinnakers were peeled and headsails weighing a quarter of a tonne were wrestled to the  needle-sharp foredeck as the bow buried itself into the back of yet another wave. Sometimes you daren’t look.

But with the race won or lost, back on the dock the feeling of elation, fuelled by being part of the 36-strong crew aboard one of these extraordinary yachts, triggered a high like no other. You knew you were playing a role, no matter how small, in a legendary story that began in 1930, was halted by World War II and then defied the pundits by opening another chapter 20 years ago. Today with five Js in commission, all in racing trim, and at least two more new examples about to be launched, the J Class phenomenon is back.

Why is the J Class so popular?

Why does a yacht with an arguably unexciting performance – they go upwind at 12 knots and downwind at 12 knots – costing £20 million to build and demanding eye-watering running costs, seem to be burgeoning during the worst recession since the class was born?

There is no single answer, but you only have to look back to the 1930s and the characters that owned and raced the Js on both sides of the Atlantic, sometimes for the America’s Cup , to understand why the class occupies a special place in yachting history. Underlying everything is the look of the J Class. It seems to transcend any change in yachting vogue, displaying a timeless line with outrageous overhangs and a proportion of hull to rig that is hard to better.

They possess true elegance. There is no doubt that captains of industry who want to flex their sporting muscle have been drawn to a class which only the very rich can afford and there are distinct parallels between J owners in the 1930s and those of the past 20 years. The difference is that in the 1930s owners liked to shout about their achievements and hogged the pages of national newspapers. Today, they are as quiet as mice.

Origins of the J Class

The J Class emerged in 1930 and marked a quantum leap in yachting technology, but comprised a hotchpotch of design altered over many years.

The J Class – so named because it was the letter allocated to its particular size by the Universal Rule to which the yachts were built (K and M Class yachts were, for example, shorter on the waterline) – emerged in 1930 and marked a quantum leap in yachting technology.

The so-called Big Class, which flourished in the UK in the 1920s, was impressive, but comprised a hotchpotch of design altered over many years. Yachts like King George V’s Britannia , built in 1893 as a gaff-rigged cutter but converted in the 1920s to Bermudan rig to rate as a J, Candida , Cambria , White Heather and schooners like Westward were even larger and more expensive to run. But as the greater efficiency of the Marconi or Bermudan rig became apparent their days were numbered.

One catalyst for the J Class itself was legendary grocer Sir Thomas Lipton’s final crack at challenging for the America’s Cup in 1931. He did so under the Universal Rule with the composite, wooden-planked, Charles E. Nicholson-design Shamrock V .

It was the 14th challenge since 1851 and the Americans, despite the withering effects of the Great Depression, reacted in dramatic fashion, organising their defence with four syndicates, each bulging with millionaires, putting forward separate Js: Enterprise , Whirlwind , Weetamoe and Yankee , which apart from Enterprise had already been launched.

Key to the American effort was the remarkable Harold Vanderbilt of the New York Yacht Club, who had inherited fabulous wealth from the family’s railroad companies, making him one of the country’s richest men.

Brought up on the family’s Idle Hour estate on Long Island Sound, he was a keen and accomplished sailor, and he used American technology and teamwork to build a far superior J in Enterprise. The defence completely overwhelmed Lipton’s effort. The British press castigated Lipton’s lack of preparedness and old-fashioned attitude. Vanderbilt, who among other things is credited with inventing contract bridge, left no stone unturned. “Mr. Harold Vanderbilt does not exactly go boat-sailing because summer is the closed season for fox-hunting,” stated an acerbic critic in the British yachting press.

Later when Shamrock was owned by aircraft builder Sir Richard Fairey and was being used to train crew for another Cup challenge, Beecher Moore, a skilful dinghy sailor who was draughted aboard the J to try to sort her out, reported in Yachts and Yachting many years later: “We found that when we got on board it was very much like a well-run country house, in that the gentleman does not go into the kitchen and on a well-run J Class the owner does not go forward of the mast.”

J Class tactics: Britain vs USA

A look at the huge gap between the British and American J Class tactics and designs in the early years of the America’s Cup.

In the early days there was a yawning gap between the way the Americans and British approached the Cup and, for that matter, how they ran a yacht. Revolutionary metal masts, Park Avenue booms to improve sail shape (the British copied this American design with their ‘North Circular’ version), bronze hulls that needed no painting, superior sails, and campaigns that cost £100,000 even in those days, blew away the Brits. Lipton had spent just £30,000 to build and equip Shamrock .

In the second Cup challenge in Js, in 1934, Sir T. O. M. Sopwith’s first Endeavour , also designed by Nicholson and equipped with wind instruments designed by her aircraft industrialist owner, nearly won the Cup, snatching defeat from the jaws of victory after leading the series 0-2. Sopwith was also up against Vanderbilt, who this time sailed Rainbow , which many considered to be the slower boat. But the British campaign was hobbled by a pay dispute – Endeavour ’s crew got £5 a week but they wanted a raise for ‘going foreign’ – and the campaign approach was again brought into question when the first thing to be stripped off the yacht when they won a dispute over reducing weight was the bath!

Back in Britain, the 1935 season proved to be the zenith of J Class and Big Class racing, although by the end of it the Js were under the cosh for their tendency to lose masts. Five went over the side that year and Endeavour II , launched with en eye on the next Cup challenge, lost hers twice.

There was added spice in the competition off the shores of the UK with the arrival of the American J Yankee , now owned by millionaire and Listerine businessman Gerard Lambert, who enjoyed sparring with the Brits. But even Yankee lost her mast and the press rounded on the class for being dangerous and wasteful! That wasn’t enough to stop Sopwith, whose tail had been extracted from between his legs following the last defeat in Newport: Endeavour II was towed across the Atlantic in a veritable armada that included  the first Endeavour. The British yachts found themselves up against the most advanced sailing machine the world had ever seen – Ranger , dubbed ‘the Super J’.

Vanderbilt was the man to beat again. Not only had he bankrolled the entire defence as American business remained beset by a struggling economy, but he used highly scientific means to perfect design. The brilliant naval architect Starling Burgess, who had designed for Vanderbilt throughout the 1930s, was now aided by the equally brilliant but considerably more youthful Olin Stephens. Between them they finally selected ‘model 77-C’ from six tank tested.

The yacht was considered ugly by some and not a natural to look at, but Vanderbilt’s team trusted the science (still the difference between the Americans and the Brits) and Ranger with her bluff or barrel bow and ‘low slung’ counter was the result. She proved to be dynamite on the race course and Endeavour II didn’t stand a chance. She was beaten in five straight races by large margins. The Americans and Vanderbilt had done it again. War then brought an end to an extraordinary era in yachting.

Only ten J Class yachts were built to the Universal rule and not a single American yacht survived. Most were scrapped for the war effort. In any case, the American way was to discard the machine once it has served its purpose. In Britain they faired a little better, and some Js were mud-berthed on the East and South Coasts. Two survived in the UK: Velsheda , originally built by the businessman who ran Woolworths in the UK (W. L. Stevenson named her after his daughters Velma, Sheila and Daphne), but which never challenged for the America’s Cup; and Endeavour , saved by becoming a houseboat on the Hamble. Shamrock ended up in Italy and survived the war hidden in a hay barn.

J Class resurgence

Seemingly resigned to the history books, the J Class made a triumphant return in the 1980s.

In his seminal book about the J Class, Enterprise to Endeavour, yachting historian Ian Dear predicted in the first edition in 1977 that the likes of the Js would never be seen again. By the time the fourth edition was published in 1999 he was quite happily eating his words!

The American Elizabeth Meyer was, without doubt, instrumental in bringing the class back to life when in the 1980s she extracted what was left of Endeavour from a  amble mud-berth, began rebuilding her in Calshot, and then moved her to Royal Huisman in Holland, who completed the restoration superbly. With the transom of the original Ranger mounted on a bulkhead in her saloon, Endeavour is still regarded as one of the best-looking and potentially fastest Js.

She was owned briefly by Dennis Kozlowski, the disgraced tycoon who ran Tyco, who famously said: “No one really owns Endeavour, she’s part of yachting history. I’m delighted to be the current caretaker.” Unfortunately he ended up in prison and the State of New York became Endeavour’s ‘caretaker’ before they sold her to her current owner, who has kept the yacht in the Pacific. She’s currently being refitted in New Zealand.

Ronald de Waal is a Dutchman who until recently was chairman of the Saks Group in the USA and has made a fortune in clothing. He has dedicated a lot of time to improving Velsheda over the years since he had her rebuilt by Southampton Yacht Services to a reconfigured design by Dutch naval architect Gerry Dykstra. Ronald de Waal steers the yacht himself to great effect and has had some legendary tussles with Ranger, the new Super J built in Denmark for American realestate magnate John Williams.

The rivalry between the two is fierce and even led to a collision between the yachts in Antigua last year. But Velsheda would have been lost had it not been for British scrap-metal merchant Terry Brabant who saved her from a muddy grave on  the Hamble and famously sold his Rolls-Royce to cast a new lead keel for the yacht. With very little modern equipment he sailed her hard in the Solent, chartering her and crossing the Atlantic for a Caribbean season, all without an engine! Without Brabant’s initiative Ronald de Waal wouldn’t have what he has today.

Shamrock V is owned by a Brazilian telecommunications businessman Marcos de Moraes who had the yacht rebuilt at Pendennis Shipyard in Falmouth in 2001. He tends to keep away from the race course but with a number of events being planned in the run-up to the 2012 London Olympics he might be tempted back. The latest new J to launch, Hanuman, a modern interpretation of Endeavour II, has recently entered the racing fray. She was commissioned by serial yacht owner Jim Clark (Hyperion and Athena), the American who brought us Netscape and Silicon Graphics, and who remains a colossus in Silicon Valley.

Hanuman, named after a Hindu deity, built by Royal Huisman and designed by Gerry Dykstra, has had no expense spared when it comes to rig and sail wardrobe. Last year she beat Ranger in the Newport Bucket but in March this year she lost out 2-1 to the same boat at the St Barths Bucket. They were due to meet again with Velsheda at the Antigua Classic Yacht Regatta in April. Another Dutchman, property developer Chris Gongriep, who has owned a number of yachts including Sapphire and Windrose of Amsterdam, has given the go-ahead for a new  version of Rainbow, which is well advanced in Holland at Freddie Bloesma’s aluminium hull fabrication yard. The yacht, reconfigured by Gerry Dykstra, will be in the water in 2011 with a full-on race programme.

About to be launched is Lionheart, the biggest J so far, redesigned by Andre Hoek and built in Holland by Claasen Jachtbouw, after an extensive research programme.  Unfortunately, her owner’s business commitments mean that he won’t be able to enjoy the fruits of this project – she’s for sale with Yachting Partners International and Hoek Brokerage. What an opportunity to join a class with such a remarkable history and one which looks destined to run and run!

First published on SuperYachtWorld.com on Aug 4, 2010

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J-Yacht Enterprise, 1930 Half Hull Product description, accessories. Related Items | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ','jen19hahu',5,1); Rcsailing.net Search titles only Separate names with a comma. Search this thread only Display results as threads Useful Searches Recent Posts You are using an out of date browser. It may not display this or other websites correctly. You should upgrade or use an alternative browser . 1/28 scale ENTERPRISE 1930 Discussion in ' Scale Sailing ' started by claudio , May 5, 2010 . claudio Active Member With this tread I do intend to present the "build-log" for the construction of the RC model of the Enterprise winner on Shamrock in 1930. The model was supposed to be scaled down as an 1/2 J Class, but after some toughts, I decided to come up with a lengt similar to a M Class. The Keel form has been modified in order to lower the ballast for a better righting moment, the Sail plan is reduced to 90% of the real scaled to 1/28 Actually the caracteristics are : LOA 1315 mm LWL 870 mm Beam 242 mm Draft 200 mm (real scale 1/28 = 160mm) Displ. 6167 g (real scale 1/28 = 5810g) Ballast 3900 g Ratio 63 % Mast 1660 mm Sails 8130 cm² In attachments the basic drawings : Cheers Claudio The original drawings are from the 'America Cup Yacht Design -1851-1986' of F.Chevalier & J. Tagland Uploaded with ImageShack.us   Attached Files: Ent-6167.pdf, fram6167.pdf, 6167-coa.pdf, sailplan.pdf. The work start with the redrawing each single frame into an A4 format, cause my printer. For the large frames was necessary to print two halves. All my models from A to Z, are drawn with an old version of CorelDraw 5. Cheers Claudio   Earl Boebert Administrator Nice work, as always. Be sure and fair the lines on the diagonals, the people who printed that book were not always kind to Chevalier's plans. Cheers, Earl   Don't worry Earl, I was just talking to François some days ago since I was asking to him the deck plan layout of Enterprise, I should receice a copy shortly. I knows that some times the plans presents surprises. Some 3 years ago, I was searching the plans of Tuiga one of the magic William Fife, and the only availabe source I found, was a french magazine that published years ago. Once received, I was surprised to find out that the frames has little to do with the hull lines. I redraw entirely the full hull using the frames drawing as valid reference. Fotunayely the Tuiga is anchored in Monaco at 20 miles from home and when I need something I just go and visit her easy for me being Member of the Tuiga Association !! Some of my work for Tuiga was published here : http://www.nonsolovele.com/Tecniche.shtml under the "Le barche" and then under "vintage" - there, you will find a couple of PDF files dedicated to Tuiga that can be downloaded. Cheers Claudio   The prints are ready to be glued on ply wood of 5 mm that's not yet available at home, meanwhile today I will draw the mounting plan. Cheers Claudio   E9-MOUNT.JPG Mounting Plan under preparation Claudio   claudio said: ↑ Don't worry Earl, I was just talking to François some days ago since I was asking to him the deck plan layout of Enterprise, I should receice a copy shortly. I knows that some times the plans presents surprises. Some 3 years ago, I was searching the plans of Tuiga one of the magic William Fife, and the only availabe source I found, was a french magazine that published years ago. Once received, I was surprised to find out that the frames has little to do with the hull lines. I redraw entirely the full hull using the frames drawing as valid reference. Fotunayely the Tuiga is anchored in Monaco at 20 miles from home and when I need something I just go and visit her easy for me being Member of the Tuiga Association !! Some of my work for Tuiga was published here : http://www.nonsolovele.com/Tecniche.shtml under the "Le barche" and then under "vintage" - there, you will find a couple of PDF files dedicated to Tuiga that can be downloaded. Cheers Claudio Click to expand... You are right Earl, some time I wonder if all that is not done by purpose as to mislead some curious or too curious people. Anyhow I' m use to look at the lines and smooth/balance them at least to please the eyes. The Enterprise setting continues Today I'm particularly happy, I just received the book "Enterprise to Endeavour" of Jean Dear - I will spend the rest of the day consulting it Cheers Claudio PS : Just finish the frame's gross cuts, Tomorrow the fine cuts   Frame cutting completed. Next frames alignment and fixation with interframe supports in order to fix the relative distances. Claudio   Just an anticipation ! The intention is to laminate directly on the plug. In order to make easy the laminated surface separation , I would like to insert tiny alluminium wedges all along the hull profile and all around the deck line. Once the lamination of one side is terminated, the profile wedge will be removed and the second lamination made on the first still protected by a film to avoid adherence. Once the two halves will be removed from the plug, the junction will be operated with glass/epoxy. The drawing below show the intents. I will appreciate to knows if some one has already operated in this way and get some advises . Thanks Claudio   Just an updating ! Claudio   Some progress !! Claudio   5 days later the hull is completely covered, still missing the stern to be made with balsa block. Don't be surprised, I'm an old person and retired therefore I can dedicate several hours a day. Next removal from the base plate to start coating the interior with epoxy resin only. Cheers Claudio   Hull plug removed from the the baseplan. Most of the frames are partially removed to facilitate the epoxy resin coating. 3 frames are keept as supports to the base plan for mastic and sanding operations. Claudio   The 1st Epoxy coat , tomorrow will be the second Claudio   2nd epoxy coat ! Nothing to do for the rest of the day ! Claudio   The filler story ! in order to repair the imperfections, after a summary sanding , I coated the surface with the white spray primer as usually I do on fiberglass surface before painting. The idea was to exalts the surface defects for better filling with polyester filler. It came out a disaster, the day after, I was supposed to start sanding, the filler was dry but discovering that was not adhering to the coated surface. A sanding drammatic day to remove all the filler. Two causes : uncompatibility with the spray acrilic primer coat or the polyester filler was too old, probably both I was so nervous that I went too far sanding away part of the Keel line, see picture. Bought new filler and again one day for application and another good day of sanding. The surface is much better even not a mirror like . Tomorrow I will laminate the hull with fiberglass/epoxy to get a strongher base. Small imperfections will be corrected after. Brilliant dark paint will be used to identify surface imperfections using the back lite and negatives shadows. cheers Claudio   Hull prepared for the fiberglass/epoxy lamination. Hull ready ! Claudio   K1W120 Moderator Claudio ...looks beautiful great job as usual. You mentioned earlier that you're laminating each side of the hull seperately and then joining the two halves together, can you inform (the uneducated ..like me) why you are making the hull in two parts and not as one, are there seperation problems from the plug as one piece hull ? Cheers Alan   Hi Alan, the actual pictures refers to the plug lamination for reinforcement and mirror finish in view of a subsequent direct hull lamination. Actually this lamination is made in two parts to easy the work, each side is a single piece of glass. For the hull a fear some problems at the time of demoulding, therefore, probably I will follows the same principle in order to make the separation simple of each side, unless, leaving the rudder edge open it may be possible to insert blades in the keel area to help the separation. In the past, fearing some difficulties of this kind, I have made a female mould in two parts. It was extremely easy to remove in a single piece the Tuiga Hull. This time it is not my intention to make a mould, just laminating onto the positive plug. The keel is rather narrow and it will be difficult to laminate inside a mould with even a small brush. This sketch may suggest a way to clear up my doubts : Uploaded with ImageShack.us Cheers Claudio   Share This Page No, create an account now. Yes, my password is: Forgot your password? Search forums Follow along with the video below to see how to install our site as a web app on your home screen. Note: This feature may not be available in some browsers. Ships of Scale Build Logs SOS Build Logs Scratch or from Plans J-class Enterprise Thread starter hbn Start date Jan 31, 2020 Jan 31, 2020 Feb 2, 2020 Very nice! - static or sailing? Ted   Thanks! Static is my plan   Administrator Sep 17, 2020 hbn said: This is my third wooden scale boat, the previous two being kits from Corel. This one is a scratch built model of the J-class yacht Enterprise, winner on Shamrock in 1930, based on plans found online at http://rcsailing.net/forum/index.php?threads/1-28-scale-enterprise-1930.5781/ drawn by user Claudio D, original drawings from the 'America Cup Yacht Design -1851-1986' of F.Chevalier & J. Tagland. Claudio D’s blueprints scaled down to 1:48, to achieve a LOA of 800mm. The J-class yacht Enterprise was originally built for Harold van der Bilt and designed by Starling Burges, Enterprise was the first J to win the America's Cup in 1930. Original boat dimensions: LOA 38.7 m LWL 24.4 m Beam 6.7 m Draft 4.4 m Yard t.b.d. Year t.b.d. Build started in 2016 but layed dormant during some time Prints were glued on 3mm plywood, hand cut to shape. Construction layer of hull made of 1x10mmx1m pine. Construction layer of deck made of 1mm plywood. Hull and deck cladden in 0,6x5mmx1m mahogany. View attachment 130947 View attachment 130949 View attachment 130950 View attachment 130951 View attachment 130952 View attachment 130953 View attachment 130947 View attachment 130949 View attachment 130950 View attachment 130951 View attachment 130952 View attachment 130953 Click to expand... Sep 20, 2020 Uwek said: Hallo @hbn , we wish you all the BEST and a HAPPY BIRTHDAY Looking forward to see your progress on you project.... Click to expand... Bahasa Indonesia Eastern Europe Moscow Oblast Elektrostal Elektrostal Localisation : Country Russia , Oblast Moscow Oblast . Available Information : Geographical coordinates , Population, Area, Altitude, Weather and Hotel . Nearby cities and villages : Noginsk , Pavlovsky Posad and Staraya Kupavna . Information Find all the information of Elektrostal or click on the section of your choice in the left menu. Update data Country Oblast Elektrostal Demography Information on the people and the population of Elektrostal. 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The history of the Moscow region is inextricably linked to military events of the Time of Troubles - the siege of the Trinity-Sergius Monastery by the troops of False Dmitry II, the first and second militias. More historical facts… In 1708, by decree of Peter the Great, Moskovskaya gubernia (province) was established. It included most of the territory of present Moscow oblast. In 1712, St. Petersburg became the capital of the Russian Empire and the significance of the Moscow region as the country’s economic center began to decrease. In 1812, the Battle of Borodino took place near Moscow. It was the biggest battle of the Russian-French War of 1812. In the second half of the 19th century, especially after the peasant reform of 1861, the Moscow province experienced economic growth. In 1851, the first railway connected Moscow and St. Petersburg; in 1862 - Nizhny Novgorod. The population of the Moscow region increased significantly (in 1847 - 1.13 million people, in 1905 - 2.65 million). On the eve of the First World War, Moscow was a city with a population of more than one million people. In November, 1917, the Soviet power was established in the region. In 1918, the country’s capital was moved from St. Petersburg to Moscow that contributed to economic recovery of the province. In the 1920s-1930s, a lot of churches located near Moscow were closed, a large number of cultural monuments were destroyed. On January 14, 1929, Moscow Oblast was formed. In 1941-1942, one of the most important battles of the Second World War took place on the territory of the region - the Battle for Moscow. In the postwar years, the growth of economic potential of the region continued; several science cities were founded (Dubna, Troitsk, Pushchino, Chernogolovka). In the 1990s, the economy of Moscow Oblast experienced a deep crisis. Since the 1990s, due to the motorization of the population and commuting, road traffic situation in the Moscow region significantly deteriorated. Traffic jams have become commonplace. Pictures of Moscow Oblast Moscow Oblast scenery Author: Mikhail Grizly At the airport in the Moscow region Author: Evgeny Davydov Nature of Moscow Oblast Author: Alexander Khmelkov Moscow Oblast - Features Moscow Oblast is located in the central part of the East European Plain, in the basin of the rivers of Volga, Oka, Klyazma, Moskva. The region stretches from north to south for 310 km, from west to east - 340 km. It was named after the city of Moscow, which however is not part of the region. Part of the administrative authorities of the region is located in Krasnogorsk. On the territory of the Moscow region, there are 77 cities and towns, 19 of them have a population of more than 100 thousand people. The largest cities are Balashikha (518,300), Podolsk (309,600), Mytishchi (262,700), Khimky (256,300), Korolyov (225,300), Lubertsy (209,600), Krasnogorsk (174,900), Elektrostal (149,000), Odintsovo (138,900), Kolomna (136,800), Domodedovo (136,100). The climate is temperate continental. Summers are warm, winters are moderately cold. The average temperature in January is minus 10 degrees Celsius, in July - plus 19 degrees Celsius. One of the most important features of the local economy is its proximity to Moscow. Some of the cities (Odintsovo, Krasnogorsk, Mytishchi) have become in fact the “sleeping districts” of Moscow. The region is in second place in terms of industrial production among the regions of Russia (after Moscow). The leading industries are food processing, engineering, chemical, metallurgy, construction. Moscow oblast has one of the largest in Russia scientific and technological complexes. Handicrafts are well developed (Gzhel ceramics, Zhostov trays, Fedoskino lacquered miniatures, toy-making). Moscow railway hub is the largest in Russia (11 radial directions, 2,700 km of railways, the density of railways is the highest in Russia). There are two large international airports - Sheremetyevo and Domodedovo. Vnukovo airport is used for the flights within the country. Attractions of Moscow Oblast Moscow Oblast has more than 6,400 objects of cultural heritage: famous estate complexes, ancient towns with architectural monuments (Vereya, Volokolamsk, Dmitrov, Zaraysk, Zvenigorod, Istra, Kolomna, Sergiev Posad, Serpukhov), churches and monasteries-museums (the Trinity Lavra of St. Sergius, Joseph-Volokolamsk monastery, Pokrovsky Khotkov monastery, Savvino Storozhevsky monastery, Nikolo Ugresha monastery). The most famous estate complexes: Arkhangelskoye - a large museum with a rich collection of Western European and Russian art of the 17th-19th centuries, Abramtsevo - a literary and artistic center, Melikhovo - an estate owned by A.P. Chekhov at the end of the 19th century, Zakharovo and Bolshiye Vyazyomy included in the History and Literature Museum-Reserve of Alexander Pushkin, House-Museum of the composer P.I. Tchaikovsky in Klin, Muranovo that belonged to the poet F.I. Tyutchev, Shakhmatovo - the estate of the poet Alexander Blok. The architectural ensemble of the Trinity Sergius Lavra is a UNESCO World Heritage Site. The largest museum of the Moscow region is located in Serpukhov - Serpukhov Historical and Art Museum. The places of traditional arts and crafts are the basis of the souvenir industry of Russia: Fedoskino - lacquer miniature painting, Bogorodskoe - traditional manufacture of wooden toys, Gzhel - unique tradition of creating ceramics, Zhostovo - painted metal crafts, Pavlovsky Posad - fabrics with traditional printed pattern. Some of these settlements have museums dedicated to traditional crafts (for example, a toy museum in Bogorodskoe), as well as centers of learning arts and crafts. Moskovskaya oblast of Russia photos Landscapes of moscow oblast. Nature of the Moscow region Country road in the Moscow region Moscow Oblast landscape Author: Mikhail Kurtsev Moscow Oblast views Author: Asedach Alexander Country life in Moscow Oblast Author: Andrey Zakharov Church in Moscow Oblast Author: Groshev Dmitrii Churches of Moscow Oblast Church in the Moscow region Cathedral in Moscow Oblast The questions of our visitors Currently 2.85/5 Rating: 2.9 /5 (197 votes cast) Sponsored Links: 304 IMAGES A well presented and detailed static display model of the America's Cup Yacht-Enterprise-Americas-Cup-1930 Enterprise -- 1930 Winner from the United States Yacht Design, Boat Enterprise 1930 Lot Enterprise 1930 America's Cup Yacht 25" J Boat Wooden Model VIDEO Guangzhou Felicity Solar Technology Co., Ltd Captains Yacht Enterprise E 279 Yacht Harbor Drive U.S.S. Enterprise / NCC-1701-O (32nd Century Concept) Flyby Thursday Trek: Enterprise-E Captain's Yacht Caterpillar in the 1930s COMMENTS Enterprise (yacht) Enterprise was a 1930 yacht of the J Class and successful defender of the 1930 America's Cup for the New York Yacht Club. It was ordered by a syndicate headed by Vice-Commodore Winthrop Aldrich, designed by Starling Burgess, and built by Herreshoff Manufacturing Company.. She was named Enterprise in honor of the six commissioned warships of the United States Navy to have borne the name up to ... 1930 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. J Class (yacht) J Class yachts Velsheda, Topaz and Svea downwind legs. The J Class is one of several classes deriving from the Universal Rule for racing boats. The rule was established in 1903 and rates double-masted racers (classes A through H) and single-masted racers (classes I through S). From 1914 to 1937, the rule was used to determine eligibility for ... Enterprise 1930 In August Enterprise qualified for the America's Cup racing off Mattapoisett Massachusetts by defeating rival yachts Yankee, Whirlwind and Weetamoe. The Americans had a distinct advantage over Britain in the 1930 America's Cup. They had the money to build four Js over Britain's one, yet Shamrock V was a hot contender. She was designed by ... Shamrock V, JK3 Shamrock V was built out of mahogany planking over steel frames and launched at the Camper & Nicholsons Gosport yard on 14th April 1930. She showed early promise on the British Regatta circuit winning 15 of 22 races and placing second in an additional four. She also underwent continuous upgrading with changes to her hull shape, rudder and ... YACHT ENTERPRISE HAS HER FIRST SAIL; Completely Rigged, America's Cup Enterprise, first of the America's Cup defense yachts in the water, was completely rigged yesterday and went out under sail from City Island. She sailed up the Sound as far as Larchmont and back. The history of the J class With the exception of Velsheda, all the original Js were built for the purpose of America's Cup racing. From 1929 to 1937, 20 J Class yachts were designed. Ten of these were built, and six raced ... Hoek Design » J-class Enterprise Originally built for Harold van der Bilt and designed by Starling Burges, Enterprise was the first J to win the America's Cup in 1930. She can be built in aluminium with an almost flush deck without deckhouses. Carbon hi-tech spars, a tall sail plan and an extensively optimised handicap will give this yacht an edge in certain conditions. America's Cup Endeavour in Newport, 2004 Photo ©2004 CupInfo: Out of nine America's Cup J's, only two survive today: Shamrock V, the 1930 Challenger, and Endeavour, the 1934 Challenger.Velsheda, distinguished by being the only yacht built as a J-class though not intended for America's Cup, is intact and sailing, too.Of at least seven other boats that were rated as J's, two remain: Cambria, and Astra. The History of the Enterprise J-Class Yacht Enter the Enterprise Model Yacht. The . Enterprise Model yacht (aka the America's Cup Sailboat Enterprise or just Enterprise Sailboat) was one of the best known American J Class yachts ever to sail. She was designed by the esteemed Starling Burgess and built in 1930 by Harold Vanderbilt- yes, THOSE Vanderbilts. J Class: the enduring appeal of the world's most majestic yachts One of the most awe-inspiring sights in modern yachting is the Spirit of Tradition fleet blasting off the start line at the Antigua Classic Yacht Regatta. It happens every year at the end of April ... Enterprise Racing Yacht, 1930 America's Cup Defender The America's Cup Enterprise was a 121-foot J-class yacht designed by W. Starling Burgess and in 1930 defeated the British Cup challenger Shamrock V, designed by Charles Nicholson. Amazingly enough, in 1980, the same 12-meter yacht Enterprise was used as the training and trials boat for the America's Cup defender Freedom. Harold Stirling Vanderbilt Vanderbilt at the helm of his J-class yacht Enterprise (Time, September 15, 1930) Mayor of Manalapan, Florida; In office 1952-1966: Preceded by: Office created: Personal details; Born July 6, 1884 Oakdale, New York: ... 1930), 333 pp. Enterprise: The Story of the Defense of the America's Cup in 1930 (Scribner, 1931), 230 pp. OCLC ... Brief history of the Enterprise Class as it celebrates its 60th anniversary Posted on 4 Apr The oldest video footage of Enterprise dinghies A look back into our video archive We delve into the past, and round-up all videos which show sailing in the Enterprise class of dinghy. Posted on 3 Mar West Lancashire Yacht Club 24 Hour Race Confirmed! Set to take place on 21st & 22nd September 2024 at the Marine Lake, Southport ... J-Yacht Enterprise, 1930 Half Hull J-Yacht Enterprise, 1930 Half Hull HALF HULLS Admire the beautiful lines of this classic J-Yacht in red and white. In the manner of a classic nautical architect's model, attached to two-toned wooden board. Yacht Club flags. 35 x 3.25 x 1/28 scale ENTERPRISE 1930 With this tread I do intend to present the "build-log" for the construction of the RC model of the Enterprise winner on Shamrock in 1930. ... The original drawings are from the 'America Cup Yacht Design -1851-1986' of F.Chevalier & J. Tagland Uploaded with ImageShack.us . Attached Files: ENT-6167.pdf File size: 127.1 KB Views: 2,310. FRAM6167.pdf J-class Enterprise The J-class yacht Enterprise was originally built for Harold van der Bilt and designed by Starling Burges, Enterprise was the first J to win the America's Cup in 1930. Original boat dimensions: LOA 38.7 m LWL 24.4 m Beam 6.7 m Draft 4.4 m Yard t.b.d. Year t.b.d. Build started in 2016 but layed dormant during some time Whirlwind (yacht) Whirlwind was a 1930 yacht of the J Class built as a contender for the New York Yacht Club's defence of the 1930 America's Cup.She was ordered by a syndicate headed by Landon Ketchum Thorne, designed by Lewis Francis Herreshoff, and built by Lawley & Son. Whirlwind was unsuccessful in her bid to become the Cup defender, an honor that went to Enterprise. Elektrostal, Moscow Oblast, Russia Elektrostal Geography. Geographic Information regarding City of Elektrostal. Elektrostal Geographical coordinates. Latitude: 55.8, Longitude: 38.45. 55° 48′ 0″ North, 38° 27′ 0″ East. Elektrostal Area. 4,951 hectares. 49.51 km² (19.12 sq mi) Elektrostal Altitude. Zhukovsky International Airport Zhukovsky International Airport, formerly known as Ramenskoye Airport or Zhukovsky Airfield - international airport, located in Moscow Oblast, Russia 36 km southeast of central Moscow, in the town of Zhukovsky, a few kilometers southeast of the old Bykovo Airport. After its reconstruction in 2014-2016, Zhukovsky International Airport was officially opened on 30 May 2016. Moscow Oblast, Russia travel guide In the 1920s-1930s, a lot of churches located near Moscow were closed, a large number of cultural monuments were destroyed. On January 14, 1929, Moscow Oblast was formed. In 1941-1942, one of the most important battles of the Second World War took place on the territory of the region - the Battle for Moscow. In the postwar years, the growth of ... Elektrostal In 1938, it was granted town status. [citation needed]Administrative and municipal status. Within the framework of administrative divisions, it is incorporated as Elektrostal City Under Oblast Jurisdiction—an administrative unit with the status equal to that of the districts. As a municipal division, Elektrostal City Under Oblast Jurisdiction is incorporated as Elektrostal Urban Okrug. catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht