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The latest addition to New Zealand's classic yachting books has finally arrived. Filled with photos and stories, this book showcases the history and the spirit of the Royal New Zealand Yacht Squadron's 'glamour class' – the K Class fleet.

'The Ks were beautiful boats to sail. When I look at them today, and I think of all the things we used to do in them - bloody hell! We were all pretty gung ho...' ~ Kim McDell talking about his time with Waiomo

In 1944 the Royal New Zealand Yacht Squadron held a world-wide competition to create a new class of keelers that would be just as comfortable racing as cruising in the sparkling waters of Auckland’s Hauraki Gulf.

The K Class fleet developed from this competition – 13 yachts designed by well-known local and international yacht designers such as Arch Logan, Arthur Robb, Bob Stewart, Bill Couldrey, James McGruer, and Olin Stephens.

Referred to in their hey-day as the 'glamour class' of the Royal New Zealand Yacht Squadron, the Ks were similar in size and shape to the International 8 Metre boats popular in Europe.

This book traces the history of the K Class and offers a glimpse into what it was like for those who were lucky enough to spend racing and cruising on them. Although the fleet was small, their beauty and performance touched the hearts of many sailors, and left the Royal New Zealand Yacht Squadron in no doubt they had created a very fine class.

From Bob Stewart's Helen to Sparkman & Stephens' Sapphire, the fleet has impressed and delighted many of New Zealand's yachting fraternity for almost seventy years.

Page after page of photos, from both professional photographers and family albums, highlight the joys of sailing such beautiful boats.

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In 1950 the RNZYS ran a design competition won by Arthur Robb and a subsequent 12 boats were built within the following decade.

The following gives a list of the 12 K’s courtesy of the Wooden Boat Forum.

Designed by Bob Stewart, Built by Col Wild in 1948 Bill Couldrey told me that Bob Stewart wanted him (Couldrey) to build the boat but as he didn’t have a yard at that time, it was arranged for Couldrey to build her at Col Wild’s yard. Bob Salthouse however says Couldrey was only on wages at the time & most work was done by Chris Robertson. Both statements are probably true.

K 2 Jenanne

Designed by Bill Couldrey, Built by Low Bros, Whangarei 1950. She was designed in late 1948, built in Whangarei and finished off by her owner, Murray Wiseman and did not hit the water until 1950.

K 3 Thelma VII

Designed by Bill Couldrey, Built By Allan Williams 1950.

Designed by Arch Logan, Built by Bill Couldrey 1939 Converted to the K-class rule in 1950

K 5 Kitenui

Designed by Colin Wild, Built by Colin Wild 1950

K 6 Penelope

Designed by Bob Stewart, Built by Allan Williams 1952

Designed by Colin Wild, Built by Colin Wild 1950. Launched in October 1950 for Sir Keith Park. Renamed Robin c1975.

K 8 Anthea II

Designed by James McGruer, Built by Collings & Bell 1957.

Designed by Arch Logan, Built by Bill Couldrey 1935. Converted to the K-class rule 1953, design work done by Jack Brooke.

K 10 Katrina II

Designed by Bob Stewart, Built by Percy Vos 1957.

K 11 Kiariki

Designed by Jack Brooke, Built by John Salthouse 1959. Launched early 1959.

K 12 Sapphire

Designed by Sparkman & Stephens, Built by Percy Vos Ltd.

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What is a K boat?

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Ok Jerry, you've peaked my interest. Any pictures or video of a twin engine or Allison powered K boat?  

"Flat" foot'n said: Ok Jerry, you've peaked my interest. Any pictures or video of a twin engine or Allison powered K boat? Click to expand...

Definition of a "K Boat"..."A blown injected, methal burning circle boat, in which the crowd runs to the shoreline to watch".....more simply put. "When the drags are blown out, the K's come out".  

That's exactly what happened at Irvine.  

I remember the first time I saw K-Boats racing at Lakeport on Clear Lake, it was during an intermission of the ski racing event being held that weekend. This was probably right around 1980, and at that time they were burning nitro instead of alky. Was quite impressed, and amazed.  

Sharp Shooter said: Here's a thread that everyone can use (Now and future) so we don't have to keep answering this question over and over. A K boat is a boat set up AND REGISTERED to race under the guidelines of the American Power Boat Association K class rules. In the beginning there werent many rules but now there are. This is a page from the 24th Annual 1972 Memorial Regatta at Long Beach Marine Stadium. Click to expand...

:raining:  

So we know what a K-Boat is, but the big question remains, why "K"? K doesn't seem to stand for anything, did there used to be APBA "A Racing Runabout", "B Racing Runabout" etc up to the mostly unlimited "K Racing Runabout"?  

Pretty sure its kilometer  

"K"ick ass?  

Definition Back in the day the Inboard Category of APBA had different classes using different letter designations, A, B, E, Y, etc. and U was already taken by Unlimited Hydroplanes so K became the standard for any "Unlimited" class of racing in the Inboard and Inboard Endurance categories- ie: KJ (unlimited jet), KM (unlimited marathon) and the subject of our discussion KRR - (Unlimited Racing Runabout). By definition a K Boat has always been synonymous with the APBA though many times KRR's and other classes have kept their designation and run under another sanctioning body. Ross Wallach, SCSC/RPM Racing Ent./GNRA/POPRA  

rossdbos said: Back in the day the Inboard Category of APBA had different classes using different letter designations, A, B, E, Y, etc. and U was already taken by Unlimited Hydroplanes so K became the standard for any "Unlimited" class of racing in the Inboard and Inboard Endurance categories- ie: KJ (unlimited jet), KM (unlimited marathon) and the subject of our discussion KRR - (Unlimited Racing Runabout). By definition a K Boat has always been synonymous with the APBA though many times KRR's and other classes have kept their designation and run under another sanctioning body. Ross Wallach, SCSC/RPM Racing Ent./GNRA/POPRA Click to expand...

By definition a K Boat has always been synonymous with the APBA though many times KRR's and other classes have kept their designation and run under another sanctioning body. Hence: NRKA  

Monstrous said: By definition a K Boat has always been synonymous with the APBA though many times KRR's and other classes have kept their designation and race under another sanctioning body. Hence: NRKA Click to expand...

2manymustangs said: K commonly represents extremes.... Which is a very good description when you are talking about many of the Kboats, and NONE more extreme than K69 and the REAL K BOAT KING!!! )THumbsUp View attachment 283394 Click to expand...

$11,000 for the hull $30,000 for the engine X2 $10,000 for rigging $15,000 for paint $45,000 for the hauler $300 for fuel 200 man hours to get ready $500 for entry fee's $500 for food $500 for beer All this for 5 minutes of fun Priceless.................  

K Boat A hole in the water you pour money into ! :wink2:  

Cool old flyer Jerry. Sure tell how times have changed, only one Biesmeyer listed and not a single blower pictured.  

Was the original "Cold Fire K-50" Blown injected? or just Mech Inj? any old pics of it from back in the day?  

Started its life injected.  

If it wasnt for the NKRA/NRKA the K class would have DIED ! WE have supported since 2006 the interest back in K'S ! So Gordy why the Bashing ? Even the APBA recognizes our club Look at all the boats being built! You guys dont get it. I brought The Kings out of retirement to the races in Burley and long beach! What about Irvine? We brought competion and the crowds to see us run! And Kicked ASS !!! You guys give it a rest ! I dont give a FUCK what anybody thinks about my replica/poser trailer queen Fake K ! I own a boat that was restored with the help of 2 of the greatest names in boat racing history !!!! What have you guys done for the K class lately EXACTLY NOTHING !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!  

Dossangers said: So Gordy why the Bashing ? Click to expand...

I have a question, When did Ks become KRRs and start running circles. And if unblown engines were allowed then, when did the blown requirement start? What made a K back then different from a PS or ProComp? Engine limit? Could a Pro Comp run K like a SS runs PS? When did this stop?  

As I remember it Bob: The K's as I came to understand it were limited to blown only boats and the unblown boats were not allowed to race in the class during the heyday of the KRA era when some PS were able to beat several top running K's. As we know there are a few top running SS and PS's that could beat most of the K's out there as they are more efficiently using their lesser horsepower to keep their speeds up in the turns where the K's effectively have to shut down. APBA was pressured to institute this rule and the way they did it was under the guise that (at the time) no one could just jump into the K class, it was a class that you had to qualify for and to let PS or the like run with them went against this rule. Sharp Shooter, care to chime in, as the K historian? Wayne, it was great having you and Dave (RIP) run your boat when you did and it's always awesome to have NKRA guys come out and throw their hat in the ring whether it was during the Irvine Lake K challenge or at Long Beach or Burley, etc. As I said previously it's just great to see so many beautifully restored and newly built K boats and given the fact that we have so many new K drivers out there and had qualifying heats at Parker the K's are definitely back as a class and growing!! Imitation is the sincerest form of flattery but there are several K boats out there that haven't yet graced the race course but could be just as competitive as the current crop of K boats. I for one am ecstatic at the growth in all the flat classes and the crowds should be very happy at Long Beach this year! Ross Wallach, President SCSC  

rossdbos said: Bob: The K's as I came to understand it were limited to blown only boats and the unblown boats were not allowed to race in the class during the heyday of the KRA era when some PS were able to beat several top running K's. As we know there are a few top running SS and PS's that could beat most of the K's out there as they are more efficiently using their lesser horsepower to keep their speeds up in the turns where the K's effectively have to shut down. APBA was pressured to institute this rule and the way they did it was under the guise that (at the time) no one could just jump into the K class, it was a class that you had to qualify for and to let PS or the like run with them went against this rule. Sharp Shooter, care to chime in, as the K historian? Wayne, it was great having you and Dave (RIP) run your boat when you did and it's always awesome to have NKRA guys come out and throw their hat in the ring whether it was during the Irvine Lake K challenge or at Long Beach or Burley, etc. As I said previously it's just great to see so many beautifully restored and newly built K boats and given the fact that we have so many new K drivers out there and had qualifying heats at Parker the K's are definitely back as a class and growing!! Imitation is the sincerest form of flattery but there are several K boats out there that haven't yet graced the race course but could be just as competitive as the current crop of K boats. I for one am ecstatic at the growth in all the flat classes and the crowds should be very happy at Long Beach this year! Ross Wallach, President SCSC Click to expand...

What do you mean revived. What were the K boats before they revived them. I guess what I am asking is, when did sprint Ks start as a class as opposed to what I think were strictly straight away boats in the past.  

The Vintage Inboard Flatbottom classes Here's a rundown of the very limited info available on runabouts A Matter Of Class [1951] I found another one from 1951  

Stickman said: The Vintage Inboard Flatbottom classes Here's a rundown of the very limited info available on runabouts Click to expand...

So heres a guess. Patterson's Superciders and Rudy's Rayson X/P could run as Ks for kilo recods without running a sprint race because at the time nobody was running circle Ks in the mid 60s, but the class still existed and records could still be set. I don't think the saved the K class in 1960 because there were so many boats running the class, but because they felt they needed maintain an unlimited flat class if for nothing other than straightaway speed records.  

Here's some good history Click on this: Inboard Racing: A Wild Ride - Bob Foley - Google Books  

rossdbos said: Click on this: Inboard Racing: A Wild Ride - Bob Foley - Google Books Click to expand...

Dossangers said: Great pics They are but I know one thing, if you raced a flat and never raced a K you are missing a real experience that money cann't buy. Click to expand...

Check with Sharp Shooter. There was a white Biesemeyer with turbos that ran at LB in the 70's. I don't recall the name of the boat.  

Roaddogg 4040 said: Boyd, Jerry prolly doesn't link it 'cause he tries to make a couple of bucks in return for the hundreds of hours he has spent filming and editing these races.:yes: Steve Click to expand...

Boyd, Jerry prolly doesn't link it 'cause he tries to make a couple of bucks in return for the hundreds of hours he has spent filming and editing these races.:yes: Steve  

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In defence of the K-Class…

Steam-powered submarines are such an obviously stupid idea that only an idiot would build them. Right?

The Royal Navy took rather a dim view of submarines in their early days. This manifested itself in several ways, though perhaps the most obvious is that they were allocated numbers instead of names. Only proper ships have names. Even the insistence on calling them boats – despite their latest descendants displacing nearly 16,000 tons and carrying enough explosive firepower to make Jutland look like a fart in the bath – hints at a residual snobbery. And it’s hard not to assume that this attitude is detectable in the designs of their subs.

Exhibit A in this particular argument is always the K-Class. They’re essentially one of those ideas that provides its own punchline – the oil-fired, steam-powered submarine – and yet somehow the execution was even worse.

Amongst their other foibles, the K-class were capable of diving uncommanded (in a boat full of holes!), when they dived deliberately the bow could be at crush depth whilst the screws beat the air uselessly, and it’s claimed they took half an hour to prepare to dive safely. Although “safely” was, as we’ve established, a strictly relative term and the actual record for diving – presumably unsafely – was 3 minutes 24 seconds*. Oh, and the swivelling torpedo tubes were fairly useless, although not quite as useless as the torpedoes they contained. The only time a K-Class fired on an enemy vessel it was rewarded with a series of dull thuds as the torps bounced harmlessly off.

Indeed the Ks barely saw combat. Entering service too late in the war to have much to shoot at, they remedied the lack of action with 1918’s Battle of May Island, in which a brief moment of jammed steering gear led to the loss of two submarines and damage to four others. The incident was considered so embarrassing that much of it – including details of the resulting courts martial – was hushed up until 1994. We’d invented Britpop by then! And wished we hadn’t.

But here’s the rub: the K-Class did exactly what it was designed to do. Well, apart from all the defects and the whole Battle of May Island debacle. That definitely wasn’t in the brief.

The K-Class were, however, trying to square a very awkward circle. The Royal Navy wanted a submarine that could plausibly keep up with the fleet and then either ambush a retreating enemy or create havoc on the flanks. That the Ks were happily capable of causing havoc in the absence of the enemy was merely an unfortunate sidenote to this ambition.

To keep up with the fleet meant the K-Class had to be fast. The intention was that they could operate at 21 knots, but the final design blew that out of the water – the only thing a K ever would. Capable of 24 knots on the surface, a speed not matched until the 1960s, the Ks were seriously rapid. But that came at a cost…

To obtain that speed they simply had to be powered by steam turbines. Diesels had been tried with mixed success in the preceding J-Class but struggled to push the vessel above 19 knots. The fact that the boilers could only be fired on the surface wasn’t a showstopper as submarines of the time were expected to be quicker on the surface than submerged anyway. Amps for the electric motors were smaller then or something.

The Ks also had to be big – size and speed are generally linked in maritime affairs – and if anything that was a bigger issue than all those holes in the roof. They were the length of a small cathedral but had roughly the same manoeuvrability – and probably a similar amount of praying on the inside when they were asked to turn sharply. It didn’t help with controlling the boat’s attitude whilst diving either – the controls of the time simply weren’t quick or accurate enough to easily retain control.

Whether they needed that pace is a slightly more dubious point. It’s been suggested that the Royal Navy were bounced into the idea of the fleet submarine by reports that the Germans were trying it – and it’s worth noting that the Germans didn’t manage to make it work either. Nobody really did. The idea of submarines acting with the fleet directly, rather than sneaking around to the expected ambush point, disappeared with experience. Having the Ks prove that the experience was horrible certainly can’t have done much to promote it.

But that, really, is where the defence rests: if there was a problem with the Kalamity Class, it was the concept itself. To meet it the K-Class was asked to do just one thing at all costs – be fast – and at 24 knots they certainly met the brief.

Now if only somebody had thought to request they avoid the rest of their nonsense…

* There’s some contradictory information on the diving times. It’s claimed K8 achieved a dive in 3 minutes 24 seconds, and the design specification was certainly to be able to dive in fewer than five minutes. On the other hand the 30 minute figure crops up a lot and the incredibly specific 24 minutes and 15 seconds has also been attested . What I think is going on here is different criteria, with a crash dive under wartime conditions relying on a lot fewer safety measures than a more controlled dive with the boilers entirely damped etc. The latter would allow the boiler room to be left open to the rest of the submarine, with a consequent ability for the crew to check those holes for leaks. That would leave us with figures of 24ish minutes on average and perhaps 4 or 5 minutes in a rush – something that sounds more plausible as a war machine.

11 thoughts on “ In defence of the K-Class… ”

Its rare that one of your write ups feels more upbeat than the corresponding Wikipedia article, you must have a soft spot for the K Class! 🙂

True. I don’t think the Wikipedia article gets across how audacious the concept itself was given the technology of the day, and that’s what really did for the Ks – every decision necessary to deliver the speed made it harder to build a sensible submarine.

They make marginally more sense if you consider them as a surface ship that can hide underwater.

Although taking half an hour to “hide” might be deemed to take some of the gloss off that party trick – especially since once under water presumably the only weapons it could deploy were its not terribly effective torpedoes? And while popping up mid battle and saying “surprise, here’s another surface ship that’s been hiding!” could be useful if it had a full complement of surface ship armament I’m assuming that was sacrificed in the search for speed/submersibility so they’d need to pop up really, really close to the enemy in order to actually do any useful damage (if at all)?

The concept was that they could sail with the fleet, and would then detach to lurk somewhere the enemy were expected to cover later, particularly a line of retreat. It’s interesting though that the Royal Navy were already anticipating both Jutland and Dogger Bank in that regard, with the High Seas Fleet needing to preserve its ships when faced with a substantial portion of the British fleet. They might also have been used as a picket – they were later fitted with pretty powerful radios, possibly to facilitate a scouting role.

My point about thinking of them as surface ships that can submerge is more about their range and ability to move with the fleet, and that the underwater performance was no more than adequate at best.

I’m probably going to amend the dive time in the article, as it’s almost certainly an exaggeration possibly based on the time for boilers to cool off enough that the boiler room could be left open? In a crash dive – and the Ks could obviously crash more than most – they could be sealed off. That meant the biggest space in the ship – and the one with all the holes in it – couldn’t be seen though…

The lurking & scouting with a powerful radio certainly does make sense – especially in a pre-sonar & pre-radar age. There probably weren’t any other efficient ways to get that capability at the time, and since the original plan probably included an assumption of effective torpedoes the idea would have been a fine one.

This would work well as the second half (a new twist!) of a longer (not necessarily “long”) article on the K.

One thing about the Ks that strikes me is that the prolonged dive times seem to negate much of the point of a high “sprint speed.”

True, although the major point of having that speed was so that they could steam with the rest of the fleet when they were required.

In the great visual dictionary of metaphors, the K-Class boldly illustrates the phrase “disaster waiting to happen”..

Excellent article, my only disappointment is that you couldn’t squeeze in my favourite description of them (“the speed of a destroyer and the bridge facilities of a picket boat” – hence, partly, the May Island events). The cathedral simile makes up for it.

‘The most fatal error imaginable would be to put steam engines in submarines.’

John, (Jacky), Arbuthnot Fisher – 1913.

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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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• Digital Edition

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

• Toby Hodges
• March 19, 2017

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

Shamrock V – JK3

J Class yacht Shamrock sailplan

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

Original lines: Charles E Nicholson

Modified design: Dykstra Naval Architects

Launch year and yard: 1930, Camper & Nicholsons

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

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

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

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

Photo: J Class Association / Gerhard Standop

Velsheda – JK7

J Class yacht Velsheda sailplan

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

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

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

Current state: Continually optimised and very well prepared.

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

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

Helen Fretter goes racing on board J Class yacht Velsheda

Photo: J Class Association / Onne van der Wal

Endeavour – JK4

J Class yacht Endeavour sailplan

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

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

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

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

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

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

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

Photo: J Class Association / Jens Fischer

Ranger – J5

J Class yacht Ranger sailplan

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

Original design: Starling Burgess and Olin Stephens

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

Launch year and yard: 2003, Danish Yacht

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

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

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

Skipper: Dan Jackson · Race helmsman: Erle Williams

Ranger J5 – the first completely new J Class yacht

Ranger , J5 RYS centenary 2015. Photo Paul Wyeth

Rainbow – JH2

J Class yacht Rainbow sailplan

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

Original lines: William Starling Burgess

Launch year and yard: 2012, Holland Jachtbouw

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

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

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

J Class yacht Rainbow – the Dutch destroyer

Hanuman – JK6

J Class yacht Hanuman sailplan

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

Launch year and yard: 2009 Royal Huisman

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

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

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

Skipper: Greg Sloat · Race helmsman: Ken Read

Inside J class yacht Hanuman

Lionheart JH1

J Class yacht Lionheart sailplan

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

Original lines: Starling Burgess and Olin Stephens

Modified design: Hoek Design

Launch year and yard: 2010, Bloemsma and Claasen Jachtbouw

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

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

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

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

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

Photo: J Class Association / Thierry Martinez

J Class yacht Topaz sailplan

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

Original lines: Frank Paine

Launch year and yard: 2015, Holland Jachtbouw

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

Current state: New and raring to go.

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

Skipper: Romke Lopik · Race helmsman: Peter Holmberg

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

Photo: J Class Association / Carlo Borlenghi

J Class yacht Svea sailplan

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

Original lines: Tore Holm

Launch year and yard: 2017, Bloemsma / Vitters

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

Current state: Just launched.

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

Skipper: Paul ‘PK’ Kelly

Race helmsman: Owner driver

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

The history of the J-Class

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

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The 10 Best Explorer Yachts for High-Seas Adventures

A 350-foot gigayacht or 60-foot cruiser size isn't what defines an explorer yacht. the devil's in the details when it comes to authenticity., julia zaltzman, julia zaltzman's most recent stories.

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Unlike fashion trends that seem to move as fast as a Redbull F1 car, the yachting industry takes its time adopting new ideas. There seems to be one exception. Explorer vessels, born out of the owners’ desires to go farther and stay longer, without sacrificing creature comforts, is developing with some urgency.

Several dozen builders and designers are now focusing on explorers, but they are also consulting with adventure travel firms that have a long history of using expedition yachts in remote parts of the globe. ICON Yachts, for example, collaborated with Cookson Adventures and the International Seakeepers Society on its Project Mission in both the overarching design and the details found across the yacht. Adventure outfitter EYOS employs its expertise routinely with Damen’s explorer vessels, most recently with the 190-foot Pink Shadow.   EYOS has a list of 50 features that separate authentic explorers from faux versions that might look the part but lack the necessary infrastructure and design elements.

Long-range cruising, system redundancy for autonomy at sea, and storage to carry specialist equipment like submersibles are some of the requirements that define expedition boats. There’s also deck configuration for the easy launch of tenders and toys, along with strong, ice-class hulls and climate-controlled areas comfort in extreme polar and tropic regions.

We culled through the latest fleet of explorers with multiple lengths and designs, selecting a single feature that we think makes it best in class. Here are 10 of our favorites.

Best Pilothouse: Doggersbank 77 Offshore

More than 700 Doggersbank motoryachts have been built since the 1960s, with the latest model scheduled for delivery in 2025. The robust, offshore vessels are designed by Dutch studio Vripack for long ocean passages, assisted by a high, flared bow. “It prevents green water from hitting the wheelhouse windows in rough seas, and together with the Portuguese bridge, ensures the captain’s view is not obstructed,” Joost Mertens, Doggersbank fleet manager, told Robb Report . “The yacht’s steel hull ensures the yacht sits better in the water making it less vulnerable to wind and high waves.”

Best Deck Configuration: Columbus Crossover 42

The Columbus Crossover 42 is defined by both straight and angled surfaces,  tapered stern sections and a concentration of volume in the bow that is becoming on many explorers. What is atypical is the yacht’s compact but flexible dimensions that accommodate a large cockpit tender and a 108-square-foot swimming pool with relaxation areas. Sold to an U.S. customer, it’s scheduled for delivery in 2025.

Best Multipurpose Stern: Bering B165

Turkish boatbuilder Bering Yachts revealed details of its new 162-foot flagship explorer yacht, the B165 , at the Dubai International Boat Show in March. The yacht can carry 18,400 gallons of fuel, which the builder says will give it a 4,000 nautical mile range when cruising at 12 knots. It also has a 2,640-gallon holding tank. What singles the B165 out among other explorers, however, is its multi-purpose stern area for both function and form. The elongated aft deck has a swimming pool surrounded by sunbeds. When the bulwarks are folded down, the space becomes an even larger overwater terrace. When the pool is not in use, it can be used as a covered storage area for water toys and expedition equipment. The yacht’s two tenders are also stored on the aft, making it a flexible space for both equipment and guests.

Best Family-Friendly Concept: Project Mimer

This 197-foot expedition concept by Tillberg Design of Sweden caters to family travel with a helicopter pad as well as multiple tenders and toys. It’s pitched by the studio as an introduction to true explorer yachting. It has a functional crew layout for efficient operations and an upper deck owner’s suite with a forward terrace and spa pool. With a hull that will be built to the Polar Code Category, the concept also has an optional helipad aft and long list of toys, from an electric luxury tender and two expedition RIBS to quad bikes, a submersible, Jet Skis, and, of course, an amphibious vehicle. The five-decked yacht sleeps 12 guests with crew quarters for 17 and an additional staff member, such as a nanny.

Best Ice Explorer: Damen SeaXplorer 105

Damen’s 345-foot SeaXplorer 105 is the largest model in the SeaXplorer range, with exterior design by Azure Yacht Design. The platform was developed under the guidance of expedition specialists EYOS Expeditions, who considered over 150 design criteria, from the hull form and bridge layout to the tender davits and Zodiac boarding arrangements. But it is EYOS’s expertise in the polar regions—it facilitated the first heli-ski charter in Antarctica and the first 3,200-foot sub dive to the Antarctic midnight zone—that gives the vessel its point of difference. The SeaXplorer has an ice-strengthened hull and a specially shaped icebreaking stern to maneuver through rough terrain.

Best Interior: Project Fox

On top of having a cool name, Project Fox has a bright, contemporary interior, courtesy of London’s Q Design, that is becoming more common on expedition yachts. The full-beam owner’s stateroom is also one of the yacht’s standout features, with its marble en suite and hardwood floors. The salon is also luxe, with white walls that brighten up travel even in areas that are sunlight deprived. Project Fox also has four other staterooms.

Best Autonomy: Project Master

ICON Yachts’s Project Master was a transoceanic offshore support vessel before the Dutch shipyard began a refit to turn it into an explorer yacht (see before and after inset). It’s equipped with diesel-electric hybrid propulsion, a wide beam for multiple tender spaces, a 7,200-nautical mile range, and flexible cabin arrangements for expedition crew. Other features include a science lab and a certified heli-deck. “The yacht’s helicopter and sub capability mean it can offer assistance in areas with challenging access and little infrastructure,” Micca Ferrero, owner of ICON Yachts, told Robb Report . “The design is for the demands of self-sufficient voyages.”

Best Use of Volume: Arcadia Yachts A96

The A96 mixes the lines, volume, and open-plan layout of Arcadia’s Sherpa series with the speed, joystick maneuverability, and quality of the yard’s A range. It’s the first Arcadia to have an Igor Lobanov-designed interior, as well as a high bow and high deckheads for traversing rough water. But its big differentiator is the 214 gross tonnes of volume and 24-foot beam that generate big volumes—4,300 square feet of usable space, which is 30 percent more than on other similar-sized yachts. Low bulwarks and lateral walkways emphasize the sense of openness.

Best Bow: Project Shackleton

This 351-foot build from Lürssen has an inverted bow that looks like an eagle’s beak. The shape is designed to slice through waves with much lower vibration through the hull, while also reducing rock and roll in rough seas. Unlike the quasi-research vessel exteriors of many explorers, this vessel is representative of the changing look of many in this growing segment. 

Best Multi-Mode Hull: Azimut Magellano 60

The Magellano 60 isn’t technically an explorer yacht. Think of it as a cruiser  designed for some long-distance travel. But it does have one very interesting feature, what its builder Azimut calls a “dual-mode” hull. The semi-planing shape is designed to optimize fuel consumption (and therefore lower emissions) by about 20 percent (compared to similar-sized vessels) at low and medium speeds. The yacht’s bow is also designed to cut through waves for better seakeeping at a range of speeds. The boat cruises very efficiently at 18 knots but will hit a top end of 26, thus delivering the performance of a planing hull with the benefits of a displacement hull.

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Story of the J-Class Yachts:

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

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

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

Building Program:

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

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

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

The J-Class Yachts

Disposition:

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

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

The J-Class Resurgent

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

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

Recreations, Replicas, and a Tender:

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

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

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

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

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

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

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

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

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

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

In the Spirit

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

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

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

Further Notes:

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

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

CupInfo Home

The Royal Navy K-class boats were designed in 1913; a class of steam-propelled (!) submarines which were intended to have the speed and range to operate with the main battle fleet  They were best known for their many accidents. 18 units were built, of which six were lost in accidents. Only one K-boat ever engaged an enemy vessel U 95, hitting her amidships, but the Torpedo failed to explode !!
Their function within the fleet was to conceived to be as an executioner for a retreating enemy fleet.  In 1913 an outline design was prepared for a new submarine class, which could operate with the fleet, sweeping ahead of it in a fleet action. Steam power was chosen as the only means of the Fleet submarine being able to maintain the required 24 knots cruising speed. The oil-fired steam turbine plant required space and was heavy - this in turn dictated the impressive dimensions of the class. The boats were 338 ft (103 m) long and displaced 1,980 tons (2566 tons submerged). As such they were very large for a submarine and quite unwieldy for the technology of their time; most of the class at some stage hit the bottom of the sea with their bows at one time or another whilst the stern was still on the surface. Dive time was around 5 minutes, with the record being 3 minutes 25 seconds, claimed by K-8.
Diving a K-class boat was a complicated affair; first the boiler fires had to be extinguished, funnel and boiler vent apertures shut and funnels folded, a number of fans and boiler vents closed as well as ensuring the engine and boiler room was evacuated of all personnel, all this whilst the heat and smoke was building to near intolerable levels.
The Admiralty, misled by the size of the boats , deemed them to be self-contained, therefore the crews lived on their submarine full-time with no depot ships or shore side barracks. The lack of personal space, smell, oil and fumes can only be imagined. *The subject of my model, HMS K13, shortly after completion *suffered an accident when heavy seas had damaged one of the funnels and water had nearly flooded her engine room .After repairs, on the last day of her sea trials she sank during a routine dive in early 1917 in Gareloch (Scotland) . Whilst salvage operations were being initiated, after 56 harrowing hours on the bottom, eventually 48 crewmembers were rescued; nevertheless the accident claimed 32 lives.  Six weeks later the unluckily numbered K 13 was raised and after an extensive refit was re-commissioned as *HMS /K22/*, in a uncharacteristic Admiralty gesture to sailors superstition.  A year after the accident, K13 now renamed K 22 was part of the 13th Submarine Flotilla that was involved in the "Battle" of May Island on 31 January 1918. During night exercises off the Firth of Forth, together with 5 battle cruisers, 3 battleships, many light cruisers and destroyers, and 9 other K Class boats, K14's helm stuck fast and she collided with K22. Both boats were severely damaged. Battle cruiser HMS Inflexible then added to the pile up by crashing heavily into K22's starboard side. Although badly injured K22 did survive. That same night K4 and K17 were accidentally sunk and 4 other K Class subs were also damaged! After some peacetime service including a visit with the first Flotilla to Algiers in 1924 K22 was finally scrapped in 1926.
I have depicted K 22 just after the war, tied up to Admiralty buoy in a strong tidal stream, common to both Scotland and Portsmouth and most UK ports. The Pitroad Combat 1/350 Subs kit was sent to me by Modelwarships.com and languished in my to-build pile for 3 years. An enforced break in a major battleship project, due to lack of critical PE, afforded me the opportunity of an ‘easy and quick’ build . Despite the beautiful underwater hull shape, I decided upon a waterline display format, as Submarines can be visually not as interesting as surface ships.
From an online photographic dealer I acquired a couple of fine-but expensive (!) high resolution digital images of K-22, tied to an admiralty buoy with the telescopic RT aerials extended and all (harbour) guardrails in place. This gave me also a definite colour scheme, as the demarcations of dark to light varied from boat to boat, as well as size and colours of ID numbers. The first stage in this build was to waterline the hull; this was done as ever using my trusty belt-mounted belt sander.
Shortly thereafter, the upper hull having lost the stabilising mass the hull deformed quite dramatically, warping along the longitudinal axis. Long immersion in hot water, thereafter being taped to a stout piece of timber failed to effect a permanent cure, so I resorted to a 3mm stainless steel plate—into which countersunk holes had been pre-drilled in feasible intervals and positions for the submarine. I then pre-drilled the hull with a 3mm bit and then drew the hull down to the plate using No 8 Pozi-drive self-tapping screws into the resin hull body. A Century of Submarines  Peter Lawrence Submarines Anthony Preston Submarines (War beneath the Waves)  Robert Hutchinson HM Submarines in Camera   J J Tall / Paul J Kemp British Submarines of World War1  Paul J Kemp Warship Volume 2 (article)  John Lambert Press Releases KPS Capital Partners to Acquire Controlling Ownership of Princess Yachts Investment will Accelerate Company’s Growth and Innovation New York, NY  (February 13, 2023) -- KPS Capital Partners, LP (“KPS”) announced today that it has entered into a definitive agreement to acquire a controlling equity interest in Princess Yachts (Holdings) Limited, (“Princess Yachts” or the “Company”), a leading global manufacturer of luxury motor yachts.  Existing stockholders will retain ownership in the Company.  Completion of the transaction is expected in the first quarter of 2023 and is subject to customary closing conditions and approvals.  Princess Yachts is a leading builder of luxury motor yachts and is recognized for its timeless design, hand-crafted quality and exceptional seakeeping.  Headquartered in Plymouth, England, the Company’s unparalleled level of vertical integration – including on-site design, engineering and manufacturing – has helped position Princess Yachts as one of Britain’s most iconic luxury brands.  Princess Yachts serves a global customer base through its best-in-class international dealer network.  The Company has approximately 3,200 employees and operates five manufacturing facilities in Plymouth, England. Ryan Harrison, a Partner of KPS Mid-Cap Investments, said, “We are excited to make this significant investment in Princess Yachts, a leading company in the luxury global yachting industry with an iconic brand grounded in British tradition, a remarkable and growing product range and worldwide reputation for quality and innovation.  KPS’ investment will accelerate Princess’ growth trajectory and fund numerous investments for its future.  We look forward to working with Princess’ existing stockholders, Chief Executive Officer Antony Sheriff, the senior leadership team and the talented employee base at Princess Yachts.”    Antony Sheriff, Chief Executive Officer of Princess Yachts, said, “We are thrilled to partner with KPS for this exciting new chapter for Princess Yachts.  KPS and the Princess Yachts team are deeply committed to investing in the Company’s future while continuing to further strengthen our portfolio of best-in-class motor yachts.  With a current order book nearing a record $1 billion and many model lines sold into 2025, we have never been in a stronger commercial position.  Together with KPS’ tremendous track record of manufacturing excellence and investing in leading brands, we are now positioned to take Princess Yachts to the next level of industry leadership in quality and innovation.  Under KPS’ ownership, we will accelerate a range of growth and operational initiatives to build upon our long and successful history.” Paul, Weiss, Rifkind, Wharton & Garrison LLP served as legal counsel to KPS.  Macquarie Capital and Latham & Watkins LLP served as financial advisor and legal counsel, respectively, to Princess Yachts. About Princess Yachts Princess Yachts is a leading builder of luxury motor yachts and is recognized for its timeless, understated design, unique craftsmanship and exceptional seakeeping.  Headquartered in Plymouth, England, the Company’s unparalleled level of vertical integration – including on-site design, engineering and manufacturing – has helped position Princess Yachts as one of Britain’s most iconic luxury brands.  Princess Yachts serves a global customer base through its best-in-class international dealer network.  The Company has approximately 3,200 employees and operates five manufacturing facilities in Plymouth, England.  For additional information, please visit www.princessyachts.com . About KPS Capital Partners KPS, through its affiliated management entities, is the manager of the KPS Special Situations Funds, a family of investment funds with approximately $21.6 billion of assets under management (as of March 31, 2024).  For over three decades, the Partners of KPS have worked exclusively to realize significant capital appreciation by making controlling equity investments in manufacturing and industrial companies across a diverse array of industries, including basic materials, branded consumer, healthcare and luxury products, automotive parts, capital equipment and general manufacturing.  KPS creates value for its investors by working constructively with talented management teams to make businesses better, and generates investment returns by structurally improving the strategic position, competitiveness and profitability of its portfolio companies, rather than primarily relying on financial leverage. The KPS Funds’ portfolio companies generate aggregate annual revenues of approximately $19.6 billion, operate 223 manufacturing facilities in 26 countries, and have approximately 47,000 employees, directly and through joint ventures worldwide (as of March 31, 2024). The KPS investment strategy and portfolio companies are described in detail at www.kpsfund.com. ← Back to Press Releases One Vanderbilt Avenue, 52nd Floor New York, NY 10017 T: 212.338.5100 | F: 646.307.7100 Investments Investor Login 350 IMAGES K Class New line of motor yachts \'K-Yachts\' will be launched at the Cannes Vintage K Class Pond Yacht For Sale at 1stDibs Vintage K Class Pond Yacht K+ Yacht for Sale Vintage K Class Pond Yacht For Sale at 1stDibs VIDEO 23 07 24 TOPAZ & Velsheda from the dock 💃🏽💰 Living That Yacht Life: Miami Queens Take Over the 🌊💎 Contest 45CS MOTOR YACHT FOR SALE OLYMPUS Inside a $1.5M Lakeway Luxury Home with Private Theatre & Resort-Style Amenities! Top 50 experience cars in the world 2024 |Ferrari |Luxury car COMMENTS K Class: The Hauraki Gulf's Iconic Racer-Cruiser The K Class fleet developed from this competition - 13 yachts designed by well-known local and international yacht designers such as Arch Logan, Arthur Robb, Bob Stewart, Bill Couldrey, James McGruer, and Olin Stephens. Referred to in their hey-day as the 'glamour class' of the Royal New Zealand Yacht Squadron, the Ks were similar in size and ... British K-class submarine The K-class design was resurrected and 21 boats ordered in August at a cost of £340,000 each. Only 17 were constructed, the orders for the last four being cancelled and replaced by orders for the equally large M class. Six improved versions, K22 to K28 were ordered in October 1917, but only K26 was completed by the end of the First World War. K Class-The Hauraki Gulf's Iconic Cruiser Racer Bob Stewart's HELEN was the first K Class boat to be launched in Auckland to tremendous interest at the end of the 1940s. She raced hard and fast and generated plenty of excitement in the yachting world. By the early 1960s there were 10 Ks built and racing; and three other yachts, NGATIRA (Steve's boat) designed by Charles Bailey jr, and ... K Class K Class - Classic Yacht Info. K Class. L-R Sapphire, Thelma VI, Kitenui, Katrina II, Jenanne. In 1950 the RNZYS ran a design competition won by Arthur Robb and a subsequent 12 boats were built within the following decade. The following gives a list of the 12 K's courtesy of the Wooden Boat Forum. K 1 Helen. What is a K boat? Here's a thread that everyone can use (Now and future) so we don't have to keep answering this question over and over. A K boat is a boat set up to race under the guidelines of the American Power Boat Association K class rules. In the beginning there werent many rules but now there are. This is a page from the 24th Annual 1972 Memorial Regatta ... List of sailing boat types List of sailing boat types K Class Classic Yachting Book Ten boats were built between 1948 and early 1960s, and three other similar boats were redesigned to fit within the class criteria. ... I have focused more on the social side of what it was like sailing the Hauraki Gulf in a K Class in the 1950s and 1960s. Many former owners, crew members, family members, boatbuilders, and yachting enthusiasts ... In defence of the K-Class… To keep up with the fleet meant the K-Class had to be fast. The intention was that they could operate at 21 knots, but the final design blew that out of the water - the only thing a K ever would. Capable of 24 knots on the surface, a speed not matched until the 1960s, the Ks were seriously rapid. But that came at a cost…. J Class: the enduring appeal of the world's most majestic yachts 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 ... Yacht classification definitions 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. A pocket guide to the J Class yachts J Class yacht Velsheda sailplan. LOA: 39.25m/128ft 9in · LWL: 27.8m/91ft 3in · Beam: 6.57m/21ft 7in · Disp: 180 tonnes. Original lines: Charles E Nicholson. Modified design: Dykstra Naval ... K-BOAT The weight required to sink the yacht one inch. Calculated by multiplying the LWL area by 5.333 for sea water or 5.2 for fresh water. FOR MULTIHULLS ONLY: BN - Bruce Number: The Bruce Number is a power-to-weight ratio for relative speed potential for comparing two or more boats. It takes into consideration the displacement and sail area of ... J Class (yacht) J Class (yacht) The 10 Best Explorer Yachts for High-Seas Adventures Best Multipurpose Stern: Bering B165. Turkish boatbuilder Bering Yachts revealed details of its new 162-foot flagship explorer yacht, the B165, at the Dubai International Boat Show in March. The ... America's Cup 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. Return of the J Class Yacht J Class yachts, which reigned supreme in the 1930s, are making a thrilling comeback, with restorations, new builds and the biggest fleet the class had ever seen at the America's Cup J Class Regatta. The K Class Submarine The Royal Navy K-class boats were designed in 1913; a class of steam-propelled (!) submarines which were intended to have the speed and range to operate with the main battle fleet. They were best known for their many accidents. 18 units were built, of which six were lost in accidents. Only one K-boat ever engaged an enemy vessel U 95, hitting ... K class K-class sloop, Dutch warships. K-class submarine (disambiguation), several classes of warships. British Columbia K-class ferry, Canadian ships. Sydney K-class ferry, Sydney Harbour ferries. K-class torpedo boat, Dutch warships. KPS Capital Partners to Acquire Controlling Ownership of Princess Yachts KPS and the Princess Yachts team are deeply committed to investing in the Company's future while continuing to further strengthen our portfolio of best-in-class motor yachts. With a current order book nearing a record $1 billion and many model lines sold into 2025, we have never been in a stronger commercial position. United States K-class submarine The K-class submarines were a class of eight submarines of the United States Navy, serving between 1914 and 1923, including World War I.They were designed by Electric Boat and were built by other yards under subcontracts. K-1, K-2, K-5, and K-6 were built by Fore River Shipyard in Quincy, Massachusetts, K-3, K-7, and K-8 by Union Iron Works in San Francisco, and K-4 by The Moran Company in ... Kirov-class battlecruiser Kirov-class battlecruiser - Wikipedia List of active Russian Navy ships List of active Russian Navy ships Delta-class submarine The earlier Delta boats remained in service until the 1990s, ... The 667BDR Kalmar/Delta III-class submarine is a further development of Project 667, maintaining the double-hulled design with a thin, low magnetic steel outer hull wrapped around a thicker inner pressure hull. catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht