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Yacht classification definitions

The merchant shipping sector is ruled by safety regulations developed since the beginning of the 20th century, and is familiar with international conventions such as SOLAS, MARPOL and Load Lines. But the application of common safety requirements to pleasure vessels is something relatively new – a continuous work in progress – and is very much dependant on the service and the flag of the yacht.

Defining the problems

Definitions do not help. How often have we read of large yachts, superyachts, megayachts, gigayachts or other bombastic adjectives? How many times have we mentioned MCA, RINA, and Lloyd’s, without having a clear idea of who’s doing what?

A good starting point for understanding the subject is to clarify the main definitions and the roles of the main players:

Large yacht

A large yacht is a pleasure vessel with a load line length equal to or over 24m. Almost all the flag administrations have adopted safety codes dedicated to large yachts and this is, therefore, the only definition having a universal meaning in the international regulatory framework of yachts.

Commercial yacht

A motor or sailing vessel in commercial use (i.e. charter) for sport and pleasure, carrying no cargo and not more than 12 passengers.

Private yacht

A pleasure vessel solely used for the recreational and leisure purpose of its owner and his guests.

Flag administration

The government of the state whose flag the yacht is entitled to fly . This administration sets the safety regulations, manning requirements and fiscal aspects relevant to the yacht registration.

Different flag administrations can inspect the safety aspects of yachts with their own inspectors (see MCA for example) or delegate this activity partially or totally to other recognised bodies such as the classification societies.

The main flag authorities in the yachting industry are: The UK-MCA, Cayman Islands, Isle of Man, Malta, the Marshall Islands, Italy and Luxembourg.

Classification societies

Organisations that establish and apply technical standards in relation to the design, construction and survey of ships.

Classification rules are developed to assess the structural strength and integrity of the essential parts of the hull, the reliability and function of the propulsion, steering systems, power generation and all the other features installed on board which contribute to guarantee the main essential services.

In addition to this ‘third party check’ function, class societies carry out statutory duties on behalf of the major flag administrations in accordance with specific delegation agreements signed with each government.

The main class societies involved in yachting are: American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyd’s Register, and RINA.

Large yachts: Applicable rules and certificates

Private yachts

The mandatory requirements for these boats are very light. For the majority of flag states, a registration survey and a tonnage measurement, carried out by an authorised surveyor, are sufficient.

The only mandatory international conventions are those relevant to the marine environment: MARPOL and the Anti-Fouling System Convention.

The International Convention for the Prevention of Pollution from Ships (MARPOL) is intended to eliminate the intentional pollution and to minimise the accidental pollution of the marine environment caused by harmful substances.

The Anti-Fouling System Convention’s purpose is to eliminate the presence of harmful substances for the marine environment contained in anti-fouling paints applied to ships.

Classification

While classification is not mandatory, building and maintaining a private yacht in class is the only evidence that the boat has been designed, constructed and operated in compliance with appropriate technical standards. It is therefore highly desirable, especially in relation to insurance and re-sale purposes.

Commercial yachts

All flag administrations require commercial yachts to be certified in accordance with a specific large yacht safety code.

The most popular of these safety codes, and the first that was developed, is the MCA Large Commercial Yacht Code (LY2) published in 2004. It replaced the Code of Practice for the Safety of Large Commercial Sailing and Motor Vessels (LY1) published in 1997.

LY2 is applied by the Red Ensign Group Flags (UK, Cayman Islands, Isle of Man, Bermuda, Gibraltar, British Virgin Islands, etc.) and is recognised as a reference standard for all the yachting industry.

Other flags have developed similar codes. Luxembourg, Italy, Marshall Islands, Malta, Belize and The Netherlands are some examples.

While introducing a stricter set of rules and regulations compared to private yachts, commercial registration offers yacht owners the possibility of making a profit from the chartering activity of their boats, and allows them to take advantage of all the other benefits of a commercial operation (in particular VAT exemption on the purchase, sale, bunkering, provisions, dry-docking, and others).

Mandatory certificates

The number and type of the mandatory certificates depends on the size of the vessel; the following is an indicative list:

• International Tonnage Certificate : A measurement of the internal volumes of the yacht expressed in gross tons (GT). This measurement should not be confused with displacement tonnage, which quantifies the weight of a vessel.
• Large Yacht Code Certificate : Covers life-saving appliances, fire protection and means of escape, navigational and signalling equipment, intact and damaged stability, manning and crew accommodation.
• Class Certificate : This mainly deals with the yacht’s hull, machinery, electrical equipment and outfitting.
• International Load Line Certificate : This certifies the weather-tightness of the yacht.
• Safety Radio Certificate : This is applicable if gross tonnage exceeds 300GT This concerns the radio communication and distress installations.
• MARPOL Annex I Certificate : This is applicable if gross tonnage exceeds 400GT This deals with the disposal of oil and bilge water from machinery spaces.
• MARPOL Annex IV Certificate : This is applicable if gross tonnage exceeds 400 or the yacht is certified to carry over 15 persons. This deals with the disposal of sewage from ships.
• MARPOL Annex V : This is applicable to all ships. It covers the disposal of rubbish.
• MARPOL Annex VI : This is applicable if gross tonnage exceeds 400GT as well as to all main and auxiliary engines with a power exceeding 130kW. It concerns the emissions from main and auxiliary engines (NOx and SOx).
• Safety Construction and Safety Equipment : These are additional prescriptions on machinery, electrical parts, life-saving and navigational equipment for yachts with a gross tonnage above 500GT.
• International Safety Management Certificate : This is only applicable to yachts having a gross tonnage greater than 500GT. A certified management company is requested to carry out this service, preparing operational manuals, procedures for drills, and taking care of the maintenance of the yacht and its installations.
• International Ship and Port Security Certificate : This is only applicable to yachts having a gross tonnage greater than 500GT and deals with the anti-piracy certification. A certified management company is requested to provide the ashore assistance and establish on-board procedures and operational manuals.

The GT Factor

The gross tonnage value (GT) is a key issue, not only as a reference for the registration fees applied by the different flag administrations, but also because it determines whether an international convention, rather than a particular safety standard, applies to a yacht.

The table below summarises how the conventions and relevant certificates come into force depending on the gross tonnage of the yacht. In particular, the following values may have a critical impact:

300GT: In many codes, when you reach this value the yacht must be certified in unrestricted service (stricter requirements regarding stability, load line and life-saving appliances).

400GT: This is the threshold for almost all the environmental conventions such as MARPOL and Anti-fouling System.

500GT: This is the threshold for the application of the SOLAS Convention, meaning stricter requirements on machinery, safety systems, materials of construction, fire protection, life-saving appliances and navigational equipment. Furthermore an external certified management company is requested for the ISM and ISPS certifications.

The tonnage issue could also arise on existing yachts when undertaking major refits or modifications, in that any change to the internal volumes of the boat – such as adding enclosed deckhouses or superstructures, or modifying the hull transom or bow – will modify the tonnage value with the risk of subjecting the yacht to stricter mandatory rules.

UPDATE: Since this article was originally published, LY2 has been superseded by Large Commercial Yacht Code Revision 3 (LY3) .

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What are the Different Classes of Boats?

Classes of boats and types of boats are two different things. Every type of boat fits into one of four classes of boats. While a type of boat can vary significantly in appearance and function, class is easy to understand. Boat classes are all determined by the overall length of the vessel.

The class of a boat is significant for you as a boat owner. Boats classes are required to meet certain safety guidelines based on those classes. The size of your boat determines what you need to keep on board. Let’s take a look at the different classes of boats. We’ll also get into different types of boats and see where they fit in terms of class.

Class A Boats

Any boat that clocks in at under 16 feet in length. That means it could be:

• a fishing boat
• A personal watercraft
• An inflatable boat

Recreational boats that are less than 16 feet in length are not required to carry any day signals on board. That said, there are safety requirements. These are regulated by the US Coast Guard. It’s also worth noting that these regulations are slightly different for canoes and kayaks.

Canoes/Kayaks Under 16 Feet

For these vessels, a Type I, II, III or V personal flotation device must be available for every person on board. These need to be US Coast Guard approved flotation devices. They need to be the right size and wearable by the person who plans to wear them as well. If the person is not wearing it, it needs to be someplace they can reach it easily. We recommend anyone on a boat of this size keep their flotation device on at all times. The minimum requirement is that one be available and easy to reach. In an emergency, you can save yourself precious time by having it on already. This is especially true for children on boats.

Visual distress signals are required on the vessel if it’s being operated at night. Your night signal has to be made within the last 42 months as well.

Sound devices are required as well. A whistle is recommended but a horn will work also.

Other Boats Under 16 Feet

All boats under 16 feet require the same personal flotation devices. The rules for a kayak or canoe apply here as well. One for everyone on board that is accessible and wearable. A distress signal is also required for these boats. Sound signals are the same as for kayaks and canoes as well.

There are additional requirements for these kinds of boats if they meet certain conditions.

A B-1 fire extinguisher of any type must be on board any vessel under 16 feet besides a canoe or kayak. That is, if it has an enclosed engine, enclosed living space, or a permanent fuel tank.

A type I, II, or III Marine Sanitation device is required if the vessel has an installed toilet.

A backfire flame arrestor is required if the vessel has a gasoline-powered engine. The exception is if it is an outboard motor.

Enclosed engines must also have ventilation that meets Coast Guard standards.

Class I Boats

Boats that are between 16 feet and 26 feet fall under this classification. Any number of boats could fall into this class.

• Smaller deck boats
• Cuddy cabin boats
• Pontoon boats
• Aluminum fishing boats
• Wakeboard boats

All Class I boats must have one personal flotation device of Type I, I, III or V per person on board. In addition, one throwable Type IV device is required to be on board. Often people overlook these on tow sports boats. They will only think of the person looking for a thrilling ride water skiing as the one who needs a PFD. The Coast Guard requires them for everyone, however.

A B-1 fire extinguisher of any type is also required to be on board. This is true, again, if the engine is enclosed. It’s not required for outboard motor boats. However, as before, if there is an enclosed living space or permanent fuel tank, then you do need a fire extinguisher.

This size of boat requires specific distress signals. You need a minimum of three day use and night use flares. You can also have a non-flare substitute for day use in the form of an orange distress flag. A Non-pyrotechnic substitute for night use is an electric SOS light. Flares must have been made within the last 42 months.

A horn or whistle is needed as a sound signal.

Class II Boats

Class II boats are any vessel that span 26 feet to 40 feet. This can include

• Cabin cruisers
• Bowrider boats
• Trawler boats
• Runabout boats

These boats meet the same requirements for PFDs as Class I boats. That means every single passenger on board needs to have access to their own life jacket or other PFD. The acceptable types are Type I, II, III and V. And again a throwable Type IV is also required. These recreational boats can easily hold over one dozen people. Even if you’re freshwater fishing in shallow waters, these requirements must be met.

At this size, either one B-II fire extinguisher or two B-Is are needed. Remember, marine plywood isn’t able to stand up to fire well at all. The extra extinguishers could be a lifesaver at this size of a boat. Nothing ruins some relaxed cruising faster than a boat fire.

Visual distress signals on this kind of boat are the same as those for Class I boats. That means three day use and three night use. Three combination day and night use signals are also acceptable. These are essential for any overnight trips on the boat. Even high performance boats can run into troubles in the dark. Make sure any signal flares have been manufactured within the last 42 months.

Sound devices must be present as with lower boat classes.

Enclosed engines must also have ventilation that meets Coast Guard standards

This class of boat is also required to have pollution regulation placards. Your boat will need a 5″ x 8″ Oil Discharge placard and 4″ x 9″ Waste Discharge placard.

Class III Boats

These boats range from 40 feet to no more than 65 feet in length. This can include

• Cigarette boats
• Sport fishers

These are the largest class of boat available to typical boat owners. For these, the same flotation device standards apply as they did for Class II. That means one PFD of Class I, II, III or V is required for every passenger on board. Since different types of boats can carry passengers in greater numbers, this needs to be respected. Make sure every single person knows where the PFD is and how to wear it. Each person must have one that fits properly.

In terms of fire extinguishers, the rules change again with Class III boats. You will need one B-II extinguisher and one B-I extinguisher on board. Alternatively, you could have three B-I extinguishers handy.

Visual distress signals and sound signals are the same as the requirements for smaller class boats. That means three day use and three night use signals. An orange signal flag may substitute one of the day use flares, and an electric SOS light can substitute for one of the night use. A horn or whistle is also required.

This class of boat is also required to have pollution regulation placards. Your boat will need a 5″ x 8″ Oil Discharge placard and 4″ x 9″ Waste Discharge placard. If the vessel has a galley then it must also have a waste management plan.

At this length, the boat must also have the Inland Navigation Rules on board. This is the “Rules of the Road” that govern boating.

Boats Over 65 Feet

Some yachts and things like a ferry boat can easily be over 65 feet. These no longer qualify as subject to small boat regulations. Typically no one is going to own a personal watercraft of this size. The Coast Guard does have regulations in place if you are on a large vessel such as this, however. These apply to vessels from 65 feet up to 165 feet. After that, vessels are typically considered research, commercial, or military.

The rules regarding flotation devices remain static here. One Type I, II, III or V PFD for every passenger on board. In addition, one Type IV throwable device. It’s worth noting there that the “Type” system will not be around forever. The Newton system is slowly being phased on. Newtons measure pounds of force and help indicate how much a PFD can keep afloat. This buoyancy rating in Newtons has been in place since 2019. The transfer is going slowly to allow people time to adjust. Most PFDs you purchase now will explain buoyancy in Newtons.

For instance, a Type II flotation device is equivalent to a current PFD that is rated for 70 Newtons. This device should be able to keep most people floating face up in the water. Type III devices will be replaced with 70 Newton rated PFDs that do not turn you face up. Each device has a Newton rating plus icons. These explain how much weight the PFD is meant to keep you afloat and how it floats you. In several years time, all PFDs will follow these guidelines. That said, old PFDs are still perfectly legal and usable.

For fire extinguishers, weight becomes a factor at this size. Vessels that weigh up to 50 gross tons need one B-II extinguisher. Over 50 gross tons requires two B-II extinguishers on board.

Visual and sound signals are the same for the previous class of vessels. This class does have a variation in sanitation requirements, however. A Type II or Type III marine sanitation device is required for this size of a vessel.

Additional requirements are the same as for the previous class. This includes sanitation and ventilation. The backfire flame arrestor must meet the same requirements as well. A copy of the inland navigation rules must also be on board the boat at all times, also.

What Class are Fishing Boats?

There are dozens and dozens of kinds of boats in the world. You have banana boats, log boats, bass boats and so many more. That’s why the class system is broken down by length. It makes it much easier to categorize a boat in these simple terms rather than trying to manage each type individually.

As a result, something like a fishing boat does not necessarily fit into one class. Your fishing boat could easily fit into literally any one of these classes. Remember, a fishing boat is not even technically a specific kind of boat. A fishing boat is just a boat from which you go fishing. A pontoon boat or some high performance boat could be a fishing boat. An inflatable dinghy could be a fishing boat. There is no standard for that particular description of a boat.

Does a Fishing Boat Need All The Same Safety Gear?

Some people question the application of safety standards. A Class I boat that only has one person on board seems different than one with ten people on board. But the rules are adaptable. If you are the only passenger on the boat then you only need one flotation device. You only need the fire extinguisher if your boat meets the requirements for it. That means something other than an outboard motor.

Man powered boats do not require the same level of safety and concern that power boats do. That’s why canoes and kayaks are exempt from requiring a fire extinguisher. After all, what would be the point? But just because your boat doesn’t have a swim platform or whatever doesn’t matter. Smaller boats or bigger boats all have the same potential to get into trouble. These rules are meant to help prevent that as much as possible. What About Pontoon Boats and Deck Boats?

No matter what kind of boat you’re on, the Coast Guard requirements apply evenly. Again, this can sometimes seem unnecessary. Something like a ski boat may seem more dangerous than cruising around on a deck boat. If you’re just relaxing on inland waters trying to catch largemouth bass, it can seem like overkill. But these measures are designed to ensure safety. In fact, these are the minimum requirements that the Coast Guard has implemented.

Some boaters prefer to have additional measures in place. For instance, as we said above, we recommend wearing a PFD at all times. This is not specifically required, only that the PFD be wearable and accessible. We feel that, the more people on board a boat, the more important it is to make sure everyone is wearing a PFD. This can cut down on wasted time and confusion if an accident happens later. If everyone scrambles for a PFD at the same time, a bad situation could easily become worse.

The Bottom Line

Boat classification has no effect on how you enjoy your boat. It also doesn’t change what you are allowed to do on your boat. The only purpose of classifications is to account for safety on board. Larger boats need to take more care in keeping the boat and passengers safe. Understanding the requirement is key to ensuring the safety of everyone on the water. Make sure you know the full dimensions of any boat you plan to take out onto the water. Once you are aware, you should always do a pre-departure check of the boat.

It’s important to know if you have all the safety gear every time you head out. Make sure the personal flotation devices are all in good working order. Check the date on all flares or visual signals to make sure they meet requirements. Also, check the date on your fire extinguishers before heading out as well. Old gear should be replaced immediately. It’s better to have it and not need it than to need it and not have it.

Keep yourself and your passengers safe and you’ll be having a great time on the water.

My grandfather first took me fishing when I was too young to actually hold up a rod on my own. As an avid camper, hiker, and nature enthusiast I'm always looking for a new adventure.

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The J Class has its roots in the oldest international yacht race in the world, the America’s Cup.

Our Heritage

Considered some of the most beautiful yachts ever built, the story of the J Class is defined by fierce transatlantic competition for the America’s Cup, followed by an era of steep decline, and the modern-day revival.

The J Class includes a mixture of refitted surviving yachts along with a number of new yachts faithfully built to original hull lines from 1930’s designs, with more yachts currently in build.

The J Class Association was founded in 2000 to protect the interests of the Class, present and future, and organises an annual calendar of racing for these magnificent yachts.

2024 Calendar

The Superyacht Cup Palma

Palma, Spain

8 - 14 September

Maxi Yacht Rolex Cup

Puerto Cervo, Sardinia

5-11 October

J Class Barcelona Regatta

Barcelona, Spain

We love them because they are sublimely beautiful, utterly impractical and fiendishly demanding.

Elizabeth Meyer

Modern-day saviour of the J Class

Latest news

Svea and velsheda set to line up at showcase maxi yacht rolex cup.

A breezy week seems to be in prospect for competitors at this year’s Maxi Yacht Rolex Cup which starts on Monday out of Porto Cervo, Sardinia.

Counting down to one month until the J Class Barcelona Regatta will see J’s take centre stage in Barcelona during the Louis Vuitton 37th America’s Cup

In one month’s time J Class yachts will enjoy a welcome return to the America’s Cup spotlight when four stunning examples – Shamrock V, Velsheda, Rainbow and Svea – muster in Barcelona during the Louis Vuitton 37th America’s Cup to race at the J Class Barcelona Regatta.

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Ita Yachts Canada

Brokerage / Courtage

Demystifying yacht classification A, B, C, D

N.B. For your information, a more recent article was published on 24 Oct 2022 on the same subject, click here for direct access.

Demystifying yacht classification :  Class A, B, C and D

Since 1998, CE certification is required for all recreational boats entering or being sold in Europe obliging boat manufacturers to respect certain building and security standards.  Therefore, yachts ( boats ) are classified into four categories depending on their aptitude to confront navigational conditions taking into account both force of the wind and height of the waves.  The categories are not to limit the area and distance of navigation (that is defined by security equipement onboard) but  to  sensitize the owner and/or captain of the boats capacities to navigate in complete security.

Let us start with the Beaufort Scale.   A scale for classifying the force of the wind ranging from 0 (calm) to 12 (hurricane).   It was devised by an admiral in the British Navy, Francis Beaufort, to uniform the description of the effect of different winds at sea.

There is a direct link between the Beaufort scale and boat classification.   For discussion purposes, we will use only the 6, 7 and 8 forces.

A Class A yacht ( boat ) is a vessel that is built to navigate the open ocean and surpass a force 8 on the Beaufort scale and surpass waves higher that 4 meters.   These yachts are constructed to be self sufficient in hostile seas.

A Class B yacht ( boat ) is a vessel built to navigate on the offshore waters (200 miles and less) and can substain UP TO force 8 and waves UP TO 4 meters.

A Class C boat is a vessel built to navigate inshore such as lakes, rivers, bays and close to the shore and can sustain UP TO force 6 and waves UP TO 2 meters.

A Class D boat is built for protected or sheltered waters such as canals, rivers, small lakes and sustain a force 4 and waves UP TO .3 meters (less that 1 ft).

With this said, you can understand that the Class A yacht ( boat ) respects a rigorous building code more so than a Class B and so forth.    But regardless of the class, it is strongly discouraged to navigate in a force 7 for the reasons of safety and comfort as « pleasure » should always be on the agenda.  Always consult the weather forecast prior to leaving any port and check hourly the weather situation.

Classification is very important and should be on your question list before purchasing any boat or yacht.

Classification rules are developed to assess the structural strength and integrity of the essential parts of the hull, the reliability and function of the propulsion, steering systems, power generation and all the other features installed on board which contribute to guarantee the main essential services of yacht.

Also for a class A, the portholes will be more resistant against a sustained wave, the drains to evacuate the water more abundant and of good size, the joints of the hull more hermetic, in short everything is in place to prevent water from s’ infiltrate on board.

By way of information, let us quote for example all the Ferretti yachts (60 to 96 feet), Pershing (60 to 115), the Riva (44 to 122) are all of class A just like the Magellano range at Azimut including also the 66 Flybridge.

Ferretti yachts (500, 550, 670 fly and over), Pershing (7X and over), Azimut Yachts (62, 64, 66, 68 Fly and over, the Sport Series 7X and over, all Magellano) are Class A.  There are also other classifications such as RINA and American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyd Register, that are more precise regulations and we will cover this later in another article.

Below is the graph of the Beaufort Scale along with photos.

Do not hesitate to contact us for any additional information, team Ita Yachts Canada is at your disposal.

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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