sceptre 12 metre yacht

The 12m Class and the America’s Cup By Halsey C. Herreshoff

Credit: www.herreshoff.org

The 150-year history of the America’s Cup, the oldest and most distinguished prize in world sport, is summarized from the author’s vantage point of belonging to a family of boat designers and builders who contributed to the dominance of American yachts from the beginning into the 1980s. Particulars and performances of the most important designs are described from AMERICA to the current International America’s Cup Class.

Introduction

The America’s Cup is the Holy Grail of yacht racing. It is much more. This Cup, in competition for a period of 150 years, is the oldest and most distinguished trophy in all sport, outdating the World Cup, Davis Cup, Stanley Cup, Walker Cup, and all others of significance. Excepting the lavish excesses of big time modern professional sport, more talent, effort, and money have been devoted to the America’s Cup than for any other sport competitions. From the standpoint of naval architecture, America’s Cup intensity has inspired countless design breakthroughs, fallout from which benefit all yachts today to an extent generally unrealized by those who sail. Here, a highly focused pursuit of excellence has provided quality, boldness, and dedication to be the best. The most elegant hull lines, most efficient construction, best sails, and most skillful sailing techniques have evolved from America’s Cup competition.

For 132 years (1851 to 1983), the United States enjoyed the longest winning streak in all sport. There were close calls but always the U.S. won the series and most of the individual races. Through that time, American yachts were generally, though not always, the fastest; thus, it may be fairly stated that victories followed very much from technical prowess.

As with any ship design, a sailing yacht embodies many necessary elements, which must dovetail to accomplish its mission. What is nice about America’s Cup design is that the only mission is speed, maneuverability and reliability to best a single match race rival around a closed course. Size, weight, wetted surface, hull form, light but strong construction, efficient rigs with good sails, sea kindliness and maneuverability are necessary. In general the successful boats embody acceptable or superior selections in the above categories. Bold innovation has been rewarded, but nearly always, extremes have failed. In a series of yacht races encompassing generally a variety of wind and sea conditions, an overall good boat wins.

It is appropriate to divide America’s Cup history into seven logical chronological divisions. The outstanding or most interesting yacht of each period will be addressed herewith. Listed below are the America’s Cup competitions by era with the names of the winning and defeated yachts respectively. In each case the focus yacht is in boldface type.

The l2-Metre era: 1958-1987

Following World War II, the conventional wisdom on both sides of the Atlantic was that the America’s Cup was done. The world was rebuilding and there seemed little prospect of funding further J boats given their assumed greatly accelerated cost. The Cup itself remained the pride of the New York Yacht Club, continually on display in the trophy room of the 44th Street Club House. Most of us expected it to just remain there for a long time, perhaps never to be raced for again.

Enter Commodores Henry Sears and Henry Morgan of the New York Yacht Club. By petitioning the Supreme Court of the State of New York, they modified the Deed of Gift to allow smaller yachts without the previous demand that challengers must cross the ocean on their own bottoms. It was agreed to compete in the International 12-Metre Class, which had provided excellent racing for several years before the war. Designed to the rather tight specifications of the International Rule, these boats did not really fit the grand traditions of the Cup but nevertheless provided nearly three decades of some of the finest match racing ever.

1958-1987: The 12-Metres 1958 COLUMBIA vs. SCEPTRE 1962 WEATHERLY vs. GRETEL 1964 CONSTELLATION vs. SOVEREIGN 1967 INTREPID vs. DAME PATTIE 1970 INTREPID vs. GRETEL II 1974 COURAGEOUS vs. SOUTHERN CROSS 1977 COURAGEOUS vs. AUSTRALIA 1980 FREEDOM vs. AUSTRALIA 1983 AUSTRALIA II vs. LIBERTY 1987 STARS & STRIPES vs. KOOKABURRA III

I can write more knowledgeably about the 12-Metre era than any other, as I was an active participant for 25 years and an observer for the full 29 years. Through acquaintance with Harry Sears, I was excused from other duties as a naval officer to sail aboard COLUMBIA, the 1958 Cup Defender, as bowman. Sailing aboard the 12’s in most of their seasons, I participated in four America’s Cup series, a total of 20 races; it was all about the greatest fun I’ve ever had.

The International Rule is an inelegant arbitrary formula that controls and restricts the design of these boats within narrow limits. There is a minimum length, maximum draft, maximum rig heights, and a set relation between length and displacement. Scantlings first in wood and later in aluminum are tightly controlled by specifics of the rule, Nevertheless, innovation in design particularly by Olin Stephens brought about nearly continual improvement of the boats, and the design edge of the United States long seemed to assure retention of the Cup as it did over many matches through 1980.

Curiously, some of the finest racing of all was in the finals of the first selection trials between COLUMBIA, sailed by Briggs Cunningham and designed by Sparkman & Stephens against Stephens prewar 12-Metre VIM. These were great tactical battles with racing margins of a few seconds in many races. The Cup race itself that year was a walk; SCEPTRE was a quite inferior design that had never faced competition before the match. As had happened a few times before, WEATHERLY, a weak American boat, won in 1962 by the brilliance of Bus Mobacher, her skipper. That was the first year of an Australian challenger and GRETEL won a race demonstrating the aggressive posture of Australian sailors.

Another S&S yacht, CONSTELLATION won in 1964. She was a quite elegant all-round boat, which was selected as Cup Defender over the large and powerful AMERICAN EAGLE, which was only superior in heavy weather. This should have been a tip off to the future but the true significance of having to design the smallest possible 12-Metre for Newport conditions was not generally appreciated until Australia II lifted the Cup in 1983. The reason 12-Metres form an exception to the axiom “design big” is the idiosyncrasy of the rule, particularly the prescription of increased displacement with length.

Olin Stephens’ INTREPID of 1967 was a breakthrough yacht. Wetted surface was drastically reduced with a shorter keel and separate rudder and the boat had numerous refinements. With outstanding management and the skill of Mosbacher again as skipper, INTREPID was unbeatable. The quest for further breakthroughs led to some peculiar and unsuccessful designs over the next two seasons.

The 1970 match was saved by repeat defense of INTREPID. In 1974, Olin Stephens designed another very fine boat, COURAGEOUS. Built of aluminum under new scantling rules, COURAGEOUS was powerful and superior in a breeze but did not easily defeat INTREPID, striving for a third defense. The selection trials reduced to a memorable sudden-death race in a 30-knot northeast breeze that COURAGEOUS won through both superior speed and better sailing. While I personally believe that Stephens’s 1977 boat, ENTERPRISE, was a further improvement in the same direction, Ted Turner sailing COURAGEOUS beat her out for the defense. Though not of demonstrably different dimensions, FREEDOM of 1980 seemed very superior. One difference was lower freeboard – providing a lower center of gravity and less hull windage. The new ingredient was a brilliant program of development of sails, gear and crew established by skipper Dennis Conner over a two-year program. The success of the program altered America’s Cup procedures from then on. Even with that, FREEDOM did lose one of the races of the match principally owing to a light-air advantage of Australia employing a rule-beating mainsail that gave her superior windward speed in light air.

Then, in 1983, the unthinkable happened in Newport when AUSTRALIA II beat LIBERTY in “The Race of the Century,” the sudden-death seventh race of that match. AUSTRALIA II was the best 12-Metre yacht to sail in the 25-year history of competition at Newport. Her extraordinary and controversial winged keel was, of course, the conspicuous feature. The ballyhoo about that masked the significant facts that AUSTRALIA II was the first boat to go to minimum 12-Metre length and displacement and that she had significantly less wetted surface than any other Twelve; this latter fact won the Cup! Less wetted surface followed naturally from a smaller boat but also from a keel of radically small planform. Where that had failed 13 years earlier in VALIANT with a conventional keel, it succeeded in spades on AUSTRALIA II because the winged keel provided sufficient hydrodynamic lift (side force) without the conventional large area. Because 12’s have draft limited by a function of length, they crave more draft or the equivalent effect. The lift-enhancing action of the “end plate” wings provided that very effectively.

While the racing ended at Newport in 1983 with the victory by the wonderful AUSTRALIA II, the subsequent events are equally interesting. Dennis Conner took charge again and with a brilliantly conceived and executed plan won back the Cup the first time sailing Twelves in the challenging waters of western Australia. The final STARS & STRIPES was a one-weather boat, big and powerful for the consistent “Doctor” (strong winds) of Freemantle. Others did not have the strength of their convictions to go with such a big and powerful boat. Dennis’s crew and tactics were admirable in this most wonderful challenge at a spectacular sailing locale.

The one-weather quality of STARS & STRIPES was abundantly clear from her total failure to win light-weather 12-Metre races in European waters later in 1987. An AUSTRALIA II type boat was needed there or would have been for continued 12-Metre races in Newport or San Diego.

‘Columbia’ Captures the 1958 America's Cup

In a new class of boats, americans continue to dominate a century-old race.

The year was 1958 and the America’s Cup held its first race in over 20 years, the longest gap between challenges in the history of the ocean-going competition. The Royal Yacht Squadron (RYS), the challenger, launched their newly-christened Sceptre from the Scottish docks. The New York Yacht Club (NYYC), the defender, answered with the Columbia , a boat constructed on City Island in the Bronx.

In the waters off Newport, Rhode Island, Columbia ended up sweeping its rival 4-0.

Sceptre ’s heavy defeat resulted in great disappointment across the Atlantic where hopes for victory on the waves were once again dashed. A combination of factors was cited for her underwhelming results, including inadequate test trials at home. For the U.S., superior yacht design and masterful skills against the wind were proven once again in a new class of boats. Americans would keep defending the Cup successfully with the 12-meters until 1983 when the Royal Perth Yacht Club sailed the Australia II to victory, putting an end to the NYYC’s 132-year reign.

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The yachts:

Heritage – US 23

Newest in the 12 Meter fleet – 1970 America’s Cup contender and ocean racing champion!

In 1970 the colorful Charley Morgan took on a monumental task. He singlehandedly designed, financed, built, made the sails, and skippered his own America’s Cup campaign in Heritage (12 Meter US-23). An “outsider from the south” he even sailed the boat on its own bottom from St. Petersburg, Florida to Newport, Rhode Island to compete in the 1970 America’s Cup trials. There were four 12 Meters competing for the America’s Cup defense in 1970: Weatherly (12 Meter US-17), Intrepid (12 Meter US-22), Heritage (12 Meter US-23), and Valiant (12 Meter US-24). Heritage started the trials off well with a win over Weatherly but was later knocked out of the trials by Intrepid , beginning a fierce rivalry between Heritage and Intrepid .

1970 would be Heritage ‘s only America’s Cup race. However, this was not the end of her racing career. After her America’s Cup campaign Heritage was sold and converted into and ocean racer. Metal bunks, a head (nautical toilet), galley, and engine were installed and a new racing era for Heritage began.

Heritage campaigned in races throughout the East Coast and in the Great Lakes. During the 1980’s Heritage met up again with her old rival, Intrepid , on the Great Lakes and avenged her previous America’s Cup defeat. Throughout the 1970’s and 1980’s Heritage dominated “big boat” racing winning many of the prestigious races in the northeast including consecutive wins of the Chicago to Mackinac race in 1983 and 1984.

In the late 1980’s Heritage left the Great Lakes and sailed south. On the way she stopped in Antigua and won Antigua Race Week for the second time. Next, Heritage sailed to Venezuela, then through the Panama Canal, and up to California.

Columbia – US 16

First 12 Meter America’s Cup Winner! In 1958 a new class of sailboats, the 12 Meter class, was introduced as the racing class of the America’s Cup. Off the coast of Newport, Rhode Island sleek and fast, Columbia (12 Meter US-16) stunned its competition with a sweeping win of the first 12 Meter America’s Cup, proving that 12 Meters were justifiable competitors in the coveted America’s Cup!

Commodore Henry Sears and Briggs Cunningham, along with other financial investors, formed one of the New York Yacht Club’s syndicates for the 1958 America’s Cup and commissioned Columbia to be their racer. They hired Olin Stephens of Sparkman & Stephens to design Columbia and she was to be built at the well known Nevins Boatyard in New York. Her design was based on the successful, pre-war 12 Meter, Vim (12 Meter US 15). Although 19 years old at the time, Harold Vanderbilt’s Vim was, up until then, the fastest 12 Meter sailing, and provided the foundation for Sparkman and Stephen’s winning design for Columbia .

Columbia began her path to America’s Cup victory with hard fought preliminary races off the coast of Newport, Rhode Island. The America’s Cup defense trials during 1958 were probably the most exciting ever held. Columbia was one of four American boats competing to defend the America’s Cup. The others, Weatherly (12 Meter US-17), Easterner (12 Meter US-18) and Vim (12 Meter US-15), like Columbia , were also very fast boats and had excellent crew. Columbia was skippered by Briggs Cunningham and had a crew that included the finest sailors in the United States including Olin and Rod Stephens, Harry Sears, Colin Ratsey, Wallace Tobin, and Halsey Herreshoff.

The preliminary America’s Cup defense trial series started on July 12, 1958 of the coast of Newport, RI. Easterner and Weatherly were the first to be eliminated in the America’s Cup trials which left the two Sparkman and Stephens designed boats, Vim and Columbia . In the end 19 year old Vim was unable to defeat the newer and faster Columbia who won the series by only twelve seconds in the final race.

The challenger for the 1958 America’s Cup finals was the Royal Yacht Squadron’s Sceptre (12 Meter K-17). Sceptre , the first of two twelve meters designed by David Boyd, had trained extensively on The Solent and won the America’s Cup trials to be the first 12 Meter challenger of the America’s Cup. Sceptre was shipped to the United States and began racing in Newport, RI on September 20, 1958.

In Newport, RI’s 1958 America’s Cup finals it was immediately obvious that Sceptre was no match for Columbia . Columbia , prepared by her hard fought trials victory, never once trailed Sceptre and won four straight races by margins ranging from 7 to 12 minutes sweeping the first 12 Meter America’s Cup and making her the first 12 Meter to win the America’s Cup.

BRIGGS CUNNINGHAM: American Racing Tradition TALE OF AN AMERICAN SPORTSMAN

Cunningham sailing - 12-metre, briggs cunningham – 12-metre class sailing.

(For more photos, please visit our “ Cunningham Sailing “ album on SmugMug.)

Photo Courtesy of Charter Financial Management and George Ross

The following article is from www.12metercharters.com :

Columbia – US 16

First 12-Meter America’s Cup Winner! In 1958 a new class of sailboats, the 12 Meter class, was introduced as the racing class of the America’s Cup. Off the coast of Newport, Rhode Island sleek and fast, Columbia (12 Meter US-16) stunned its competition with a sweeping win of the first 12 Meter America’s Cup, proving that 12 Meters were justifiable competitors in the coveted America’s Cup!

Commodore Henry Sears and Briggs Cunningham, along with other financial investors, formed one of the New York Yacht Club’s syndicates for the 1958 America’s Cup and commissioned Columbia to be their racer. They hired Olin Stephens of Sparkman & Stephens to design Columbia and she was to be built at the well known Nevins Boatyard in New York. Her design was based on the successful, pre-war 12 Meter, Vim (12 Meter US 15). Although 19 years old at the time, Harold Vanderbilt’s Vim was, up until then, the fastest 12 Meter sailing, and provided the foundation for Sparkman and Stephen’s winning design for Columbia .

Columbia began her path to America’s Cup victory with hard fought preliminary races off the coast of Newport, Rhode Island. The America’s Cup defense trials during 1958 were probably the most exciting ever held. Columbia was one of four American boats competing to defend the America’s Cup. The others, Weatherly (12 Meter US-17), Easterner (12 Meter US-18) and Vim (12 Meter US-15), like Columbia , were also very fast boats and had excellent crew. Columbia was skippered by Briggs Cunningham and had a crew that included the finest sailors in the United States including Olin and Rod Stephens, Harry Sears, Colin Ratsey, Wallace Tobin, and Halsey Herreshoff.

The preliminary America’s Cup defense trial series started on July 12, 1958 of the coast of Newport, RI. Easterner and Weatherly were the first to be eliminated in the America’s Cup trials which left the two Sparkman and Stephens designed boats, Vim and Columbia . In the end 19 year old Vim was unable to defeat the newer and faster Columbia who won the series by only twelve seconds in the final race.

The challenger for the 1958 America’s Cup finals was the Royal Yacht Squadron’s Sceptre (12 Meter K-17). Sceptre , the first of two twelve meters designed by David Boyd, had trained extensively on The Solent and won the America’s Cup trials to be the first 12 Meter challenger of the America’s Cup. Sceptre was shipped to the United States and began racing in Newport, RI on September 20, 1958.

In Newport, RI’s 1958 America’s Cup finals it was immediately obvious that Sceptre was no match for Columbia . Columbia , prepared by her hard-fought trials victory, never once trailed Sceptre and won four straight races by margins ranging from 7 to 12 minutes sweeping the first 12 Meter America’s Cup and making her the first 12 Meter to win the America’s Cup.

Columbia has had a very successful career since winning the America’s Cup. She was a contender thru the 1962 America’s Cup and continued to win races for various private owners while in Europe. After a French ownership, Columbia was brought back to Newport, RI in 1997. She has been restored to her winning lines and features a beautiful teak deck and a gracious, comfortable interior including plush cabins, roomy salon, full heads, and ample galley.

Under the direction of her experienced captain, Kevin Hegarty, and crew she is meticulously maintained and has never looked more beautiful! She continues to be a force to be reckoned with as she regularly competes in New England sailing regattas. In 2010, she again dominated the 12 Meter racing circuit. Team Columbia won their class in New York Yacht Club’s Annual Regatta in Newport, the Top Gun Regatta in Newport, the Edgartown Race Week in Martha’s Vineyard, Nantucket Race Week and the Opera House Cup in Nantucket and the Classic Yacht Regatta in Newport. For the sixth time she won the Ted Hood Perpetual Trophy for the best Classic 12 Meter racing season performance.

12 Meter Charters proudly offers the incomparable America’s Cup winner, Columbia , for charter. Fast, sleek, and beautiful Columbia offers enjoyment to all her guests for racing or pleasure sailing! Come sail on the legendary first 12 Meter America’s Cup winner, Columbia , as she continues her winning ways!

Please contact 12 Meter Charters for more information about chartering Columbia .

Article excerpts from – New York Times, July 5, 2003

“Briggs was like a fine violinist with boats,” said Victor Romagna, who sailed with Cunningham in the competition. “He would need someone to do the tuning, as one might with a Stradivarius, but afterwards, we would hand the boat back to Briggs. Then he would play the instrument absolutely perfectly.”

Cunningham was born Jan. 19, 1907, in Cincinnati. His family helped finance railways, telecommunications, meat-packing and commercial real estate, and his father was the chief financier of two young men who had developed a bath soap that floated. Their names were William Cooper Procter and James Norris Gamble.

Cunningham spent his summers in the Northeast and learned to sail by the time he was 6. His family moved to Southport, Conn., when he was a teenager. At age 17, Cunningham joined the Star Class racing fleet at the Pequot Yacht Club in Southport. The venture was the beginning of his 30 years of sailboat racing on Long Island Sound.

As a member of the New York Yacht Club, he continued to sail the Columbia in club races through the 1960’s. He also developed the Cunningham, a common device on sailboats that adjusts sail tension.

In 1993, he was inducted into the America’s Cup Hall of Fame at the Herreshoff Marine Museum in Bristol, R.I.

The following is an excerpt from Wikipedia, the free encyclopedia.

He skippered the first victorious 12-Metre yacht Columbia in the 1958 America’s Cup race, and invented the eponymous device, the Cunningham, to increase the speed of racing sailboats.

The following excerpts are from The Telegraph July 5, 2003 article.

Cunningham’s passion for quality cars and engineering was matched by his interest in sailing and yacht racing. In 1958 he skippered the American 12-metre yacht Columbia to demolish the British challenger, Sceptre, in the America’s Cup. His first wife Lucie recalled how, during practice, the Vanderbilt launch drew alongside Columbia. On board the launch were the New York Yacht Club’s former president Harold Vanderbilt and his formidable wife Gertrude: “She picked up a megaphone and called, “Mrs. Cunningham, will you please see that your crew is properly attired!” Shorts, in 1958, were not acceptable.

The following article is by – Rob Robinson (2015).

He raced with Olin Stephens and Harold Vanderbilt in the 1939 racing season in the Solent (England) against Sir Thomas Sopwith, on the the first breakthrough 12 metre yacht VIM. Briggs’ father-in-law presented him with a new 12 metre yacht as a wedding gift! In 1958, he successfully defended the Americas Cup against the first English Challenger in 12 metres. His support and involvement in other defenses in years to come was also very important.

In many ways his yachting achievements in metres yachts (6 and 12) were more than enough to make him one of the world’s great true amateur sportsman, almost more so than his magnificent motor sport achievements!

The following excerpt is from The Scuttlebutt Sailing News November 9, 2020 article entitled “Nyala: What’s in a name?”.

Built of the finest hardwoods at the famous Henry Nevins yard (City Island, NY), Nyala carried the unique identifier 12-US-12 (ie. the 12th 12 meter in the USA).

Several sources note that she was a wedding present by F.T. Bedford to his daughter, Lynn (Lucie) Bedford (aka LuLu) and new son-in-law, Briggs Cunningham (yes, that Cunningham – winning 1958 America’s Cup skipper on Columbia).

It’s also reported that FT and Briggs had previously owned an 8 Metre together (late 1920s), and Briggs is said to have credited his wife-to-be with teaching him to sail (Stars) at Pequot Yacht Club, so maybe a 12 Metre for them to campaign together is not as surprising a wedding gift as we might, at first, be tempted to surmise!

As an aside, there are at least a couple of 6 Metres still sailing that are named for Mrs. Cunningham (Lucie and LuLu) which Briggs had raced to good effect.

Read the rest of the article here .

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DEFENDERS OF THE CUP

• Author: Carleton Mitchell

TABLE OF CONTENTS

ORIGINAL LAYOUT

When the British 12-meter yacht Sceptre sails forth from Newport on September 20 for the 17th challenge of the America's Cup, she will meet in lone combat the sole survivor of four American candidates for the defense which awaited the starting gun for the first preliminary trial race held by the New York Yacht Club in mid-July. Between this first trial and September's ultimate, great effort, the pressures will have been as severe as any in the historic struggle for possession of the greatest single international trophy in sport. Three crews will have fallen by the watery wayside as the miles spin astern during the intervening weeks—weeks of hard work, constant experimenting, astronomically mounting costs, midnight strategy sessions and morning sail drills, race on top of race, tension building and hope fluctuating...plus an almost fanatical determination, after a century of successful American competition, "not to be the first to lose the cup" in the face of what appears to be the most scientifically planned and meticulously executed invasion by a cup challenger in history.

It must not be forgotten-that yacht races are basically tests of skill, preparation, stamina and courage among men. This will never be more true than this summer. Due to the rigid straitjacket of convention imposed on the designers by the provisions of the International Rule, it will probably be difficult from a distance for the spectator fleet to tell the competing vessels apart, except perhaps for hull color. Extremes in length have to be paid for by radical alterations of sail area, and such characteristics of appearance as freeboard, overhang, crown of deck and tumble home are matters carefully controlled. Even the dimensions of the table in the cabin below are specified.

But no rule governs the selection of the crews who will be aboard, or gives a hint of the motivation inspiring each owner or head of syndicate to undertake the organization, the expense and the potential heartaches and headaches likely to result from a bid for the honor of defending. Nor does the disembodied impression of beauty and serene grace of the yachts themselves convey the stress and strain of competitive reality. When you read in the morning paper a simple statement like "Weatherly tacked under the Point Judith shore," it can cover a multitude of mental and physical activities: an evaluation of the wind and tide, and the possibility of a favoring lift; an assessment of the tactical situation of the moment, and what is likely to evolve; a sudden sharp order, and the crew leaping to stations, and the helmsman bringing the boat through the wind in a precise pattern, and the sweaty application of brute force on the winches as the sails are sheeted home. The success of the maneuver will depend on split-second timing and teamwork as precise as the Oklahoma backfield—and on imagination and ability equally lively to that of the quarterback calling the signals.

Thus it is axiomatic among sailing men that skippers and crews are as important as the vessels, if not more so. Philip L. Rhodes, one of the competing designers, went so far recently as to say publicly: "Assuming no luck is involved in winning, the crew comes first, the sails next and the boat comes third and last." Between tank-tested hulls of similar dimensions, the difference in speed potential can only be a matter of a few seconds per mile. And as Harold Vanderbilt wrote in On the Wind's Highway, an account of the America's Cup preparations and races in 1934 and 1937 aboard Rainbow and Ranger: "Mistakes are made frequently in yacht races, and fortune generally smiles on the yacht which makes the fewest."

Yet somehow the incidents which make good alibis later on the club veranda don't happen to the best skipper and crew—not so often, anyway. Vanderbilt proved his thesis with Rainbow, which was selected as defender after a bitter series of trials in which it was generally acknowledged Yankee was the faster boat, and then went on to retain possession of the cup against T.O.M. Sopwith's Endeavour, even more superior in sheer ability to get through the water. In the first instance Rainbow came through principally because of sounder tactics and stronger gear; in the second, again through tactical superiority, plus far smarter teamwork on deck.

It is still too early to make any sweeping predictions about the yachts themselves. Improvement of the current 12s over Vim, considered the last word in 1939 and built to the identical rule which governs design today, is generally conceded to be a matter of refinement, of smoothing lines here and cutting weight there, and perhaps taking advantage of technological advances in other fields which can be applied to naval construction. Refinement has reached the point where Weatherly is using aluminum screws in her deck to save a few pounds over the traditional bronze—this in a vessel whose finished weight will not be far from 30 tons.

Despite the fact that Phil Rhodes, before a dinner of the Cruising Club in late March, also stated his belief that "the International Rule establishes virtually a one-design class"—and proved the degree of his conviction by the unprecedented gesture of projecting before a large audience construction details and even the lines of his creation—the possibility of a vessel of revolutionary speed like Ranger, the "super J boat," appearing is not to be entirely ruled out. His own may be such a boat. Another American designer of great skill and imagination, C. Raymond Hunt, is getting his first crack at the class. He produced the 5.5-meter Quixotic for the 1956 Olympic Games, and she was by far the fastest of the fleet assembled for the selection trials. She was also the hard-luck boat of the series. After being disqualified by a foul in one race, she came to the last needing only a ninth for over-all victory—and down tumbled her mainsail when a halyard fitting failed.

Olin Stephens, of the design firm of Sparkman and Stephens, sums it up by saying, "If enough little things could be put together, you might get a boat that would appear as outstanding as Ranger." By the "little things" he is thinking not only of the physical factors of hull, rig, sails and the minutiae of gear which together make a boat go, but also of the human element: an organizational ability to match Harold Vanderbilt's, as well as his meticulous attention to the perfection of every detail and evolution; matters like the afterguard of Ranger, selected solely in an effort to get the best possible man for each individual chore; the foredeck teamwork developed through constant and demanding practice; and a dedication to a boat and her mission which not all men can achieve. It would have been hard to defeat even a relatively slow boat having such a background and organization; concentrate it on a fast hull with everything below and aloft as nearly perfect as human ingenuity and hard work could make it, and you have a superboat. Thus it may be with a 12 in 1958.

Three are two principal requirements governing crews aboard vessels seeking to defend the cup. The total number is limited by a provision in the racing rules of the New York Yacht Club allowing one man to each 250 square feet of measured sail area or additional fraction thereof, plus three. Vim's present area of 1,916 feet, for instance, permits a working crew of 11, including skipper, navigator, afterguard and professionals. If she reduced sail area by 166 square feet, to 1,750 feet or below, she would be allowed only a crew of 10; by increasing it by 85 to 2,001 square feet or more, she could carry 12. However, sail area under the measurement rule is delicately balanced against water-line length, so even a minor change in one means an alteration, not necessarily desirable, in the other. Thus it can be almost certainly assumed that the crew aboard each boat will fall within the figures above: 10, 11 or 12.

In the old days professionals would have outnumbered amateurs. But modern yachting has become largely a matter of participation by the owner and his friends or family, and the paid hands in most cases have been relegated to the position of shipkeepers, responsible principally for maintenance and assistance in sail changes. While there is nothing in the rules which would prevent a professional from steering and acting as captain in fact as well as in the oft-heard courtesy title, it is a certain bet that all helmsmen and directors of tactics will be Corinthian—amateur—sailors. This year it is doubtful if any yacht will have more than three paid men aboard, and at least one plans even less.

A second requirement governing the candidates is that the owner or head of syndicate be a member of the New York Yacht Club. This is more a matter of tradition than written rule, but so closely has the New York Yacht Club been associated with the America's Cup—beginning with the syndicate of its members which first won the trophy—that its right to act as arbiter of the cup's destiny was questioned only once. In 1901 Thomas W. Lawson, a wealthy Boston stock speculator, created a flurry by announcing he would pit his Independence against the two yachts being raced by members of the New York Yacht Club to decide a defender; he was not a member of the club and had no intention of becoming one, but he demanded a right to compete. Words passed, and the public took sides. Regardless, the Independence was not allowed to enter the trial races, but the pressure was taken off the New York organization when the three boats met in a series of events arranged by the Newport Yacht Racing Association—and the Independence finished a dismal last each time.

Harold Vanderbilt, long years ago, wrote in Enterprise: "Public interest in the America's Cup is such that when a yacht is chosen to defend it she loses her private character and becomes for the time being the property of the American people; she is their representative, their defender." And he added: "For that reason they are entitled to her history." Here, then, are the stories of the 1958 candidates for the cup defense:

First, there is the still unnamed boat of the Sears syndicate, called Swift in the earliest stages of her career until, according to one report, a superstitious member among her sponsors felt such an optimistic name might be the kiss of death. She was the first yacht to be announced, and is financed by a syndicate of New York Yacht Club members. Henry Sears, guiding spirit of the group, was commodore when the deed of gift was altered to permit a resumption of competition. His reason for building a 12 was based not only on a love of sailing and racing extending back through 11 boats named Actaea to a Swampscott dory in 1921, but on concern for the honor of the New York Yacht Club. As he says, "It would have looked awfully damned silly to have sponsored a challenge and then have no boat to defend." Immediately when the Royal Yacht Squadron signified its intention of sending across a vessel in quest of the hallowed trophy, Sears personally underwrote the preliminary expenses of designing and tank-testing a defender, and then began persuading others to help.

Second, there is Easterner, owned by Chandler Hovey of Boston, which is "a family affair"—family-financed, and to be sailed principally by members of the family, assisted by the designer, Ray Hunt, and his son. Chandler Hovey's desire to participate is easy to understand: not only did he receive an appeal to come to the rescue with a yacht when the New York group was having difficulty raising sufficient money to begin construction, but the 78-year-old down-East sailor has had the most big boat racing experience of any active yachtsman in America, including ownership of three J boats. Thrice before he has been a candidate to defend: with Yankee in 1930 and 1934, and Rainbow, purchased from Vanderbilt, in 1937. Perhaps what finally made up his mind this time was a desire to erase the disappointment of one of the most agonizing moments in sporting history, when in the deciding race of the final trials in 1934, Vanderbilt, after a seesaw battle of 30 miles, brought Rainbow across the line one second ahead of Yankee—so close that the crews of neither boat nor the spectator fleet knew who had won until they were told by the committee.

Third, there is Weatherly, building for Henry D. Mercer of Rumson, N.J. and two business associates, Cornelius Walsh and Arnold Frese. Although Mercer has long been associated with shipping and power yachting, there was universal surprise when he commissioned Philip Rhodes to design a candidate for defense, as he had never been active in the sailing side of yachting. It turned out to be a gesture in the grand tradition: as a younger couple Henry and Catherine Mercer had traveled across the Atlantic by steamer with Sir Thomas Lipton on the way to one of his many challenges. They had become firm friends, and Mercer developed a great admiration for the sportsmanship of the Irish baronet. In his mind there formed the determination that perhaps he, too, would "have a go at The Ould Mug," if the occasion arose. So when he heard the New York Yacht Club syndicate was having trouble raising sufficient money to proceed, he decided to make sure America would have at least one new boat to meet the British invasion.

Fourth, there is Vim, with an impressive record, including a campaign on the Solent under Vanderbilt in 1939 when she completely outclassed the best the British then had to offer. Through the war and for several years afterwards she sat forlornly on a cradle in a City Island shipyard, until bought in 1951 for the traditional song—comparatively speaking—by John Matthews of Oyster Bay, N.Y., owner of other large sailing craft, who "liked the idea of having a fast sporty boat for racing." He added a small engine and made minor changes in the accommodations below, and with his sons and friends sailed her happily and successfully for the intervening years under the Cruising Club of America Rule. Suddenly, there was a change in the deed of gift of the America's Cup, and he found he had a possible defender. He was pleased and also somewhat appalled, but too much in love with Vim not to undertake the task of campaigning her: "In justice to the boat we have to go ahead, and there will be no halfway measures in our preparations."

Behind each vessel now being constructed is another story, the selection of a designer. "I felt Olin Stephens was the logical man," said Henry Sears. "He not only has had a great deal of experience in the International Rule, producing such boats as the 6-meter Goose and the 12-meter Vim, but through his work on Ranger he has been subjected to cup pressures." Chandler Hovey turned to Ray Hunt, partly as a fellow New Englander, partly because of his success with a multitude of brilliant designs. "Ray came in to see me at my office a couple of times last year," recalled Mr. Hovey, "and talked to me about building a 12. I wasn't too interested. Then one day Harry Morgan called me from New York and said there was a possibility of the club syndicate falling apart; the challenge had been formally accepted and there was a chance no new boat would materialize on our side. I told him I would think it over. By pure coincidence, a half hour later Ray walked in and unrolled some preliminary plans. I told him to go ahead, and informed Harry Morgan next day we would have a boat." In New Jersey, Henry Mercer, also hearing of the difficulties of the original syndicate, called Philip Rhodes, who has designed winning yachts to virtually every other rule but the International, and asked for a two-week option on his services. Before the time expired, Mercer and his associates met with Rhodes and commissioned him to design a boat—and, what is rare in yachting annals, not only to design it but to choose a builder, skipper and crew.

If, at the present writing, any criticism can be leveled against the American effort to produce a worthy defender, it is in the lateness of the launching of the new boats. It has always been considered desirable to begin practice sails and tune-ups in late April or early May. Before the first new 12 takes the water on this side of the Atlantic, the British challenger Sceptre will have had many weeks of intensive workouts. Only Vim will be matching her. Yet the delay is probably the fault of no one except the tax collector: it is simply difficult these days for even wealthy men to persuade themselves to put up the large sums of cash needed.

While at this writing every slot in every crew has not been filled, the general outline of the key personnel aboard each candidate has become clear. The Sears boat will be sailed by a formidable team, including several members of the syndicate which financed her. Briggs Cunningham, who will be starting helmsman and in over-all charge as skipper, has recently been better known for his sports car activities, but it should not be forgotten that he was a master in 6-meters in the 1930s, and was successful in 12s as well. Aboard as an alternate helmsman and navigator will be Henry Sears. Another alternate helmsman and chief adviser on tactics will be Olin Stephens, the designer, who performed similar duties in the 1937 races as a part of the afterguard of Ranger. The other member of the famous brother team, Rod Stephens, will have his same job as on the last defense, supervising the setting and trimming of headsails. Another member of the regular crew will be William T. Moore, president of the Moore-McCormack steamship lines and owner-skipper of the ocean racer Argyll, winner of the Bermuda Race in 1950.

Nothing shows better the trend towards Corinthianism in yachting than the complete roster of the Sears boat. In the old days there was an amateur afterguard and a paid fore-deck gang. The latter did all the heavy work of sail setting and trimming. In fact, a yachtsman of the '80s would probably no more have thought of going forward of the mast than he would of going to the galley and offering to help peel potatoes.

But on the Sears boat today there will be only two professionals, Fred Lawton, as sailing master, and a younger sailor. Lawton is among the tops in his field, having held a similar position under Vanderbilt on Vim and John Nicholas Brown on Bolero. Working shoulder to shoulder with him and his helper will be an amateur group, including Colin E. Ratsey, youngest of the famous line of sailmakers (an uncle, George Colin Ratsey, head of the parent firm of Ratsey & Lapthorn in Cowes, will be almost equally active on behalf of the challenger, as Ratseys have been on both sides of the Atlantic for most of the history of the cup). Others will include Cornelius Shields Jr.; Wallace (Tobey) Tobin, a Yale undergraduate; and one other young Corinthian yet to be named.

One great yachtsman who is a member of the syndicate probably will be aboard very little, if at all. Yet, according to Henry Sears, it was Gerard B. Lambert who "got her off the ground" when the boat was in danger of never being built. "He came to me and said, 'I'm for this, for the sport. I don't want to sail, but here it is with my blessings.' " The unspecified "it" must have been a generous share of the financial backing, as the plight of the project to provide a defender was no secret. Yet Lambert can probably be of future service to the group as well, because of his great experience in campaigning large sailing yachts in American and European waters before the war. Other members of the syndicate who will be available but probably will not sail aboard regularly are James A. Farrell Jr., of the Farrell Lines, and A. Howard Fuller of Hartford, Conn., president of the Fuller Brush Company, which is building the mast. Fuller is owner of Gesture, another Bermuda champion.

Easterner will undoubtedly be run on a different basis. "We have always sailed informally as a family," declared Chandler Hovey, a tall, erect, handsome man with short-cropped gray hair and eyes puckered at the corners from a lifetime of watching sun dance across water. And a family it will be: Chandler Hovey Jr., 44, still bearing the boyhood nickname Bus, will be the starting helmsman, and his brother, Charles, 48, will be alternate. Son-in-law Sherman Morss will navigate, and daughter Sis, his wife, will be on deck much of the time. Mr. Hovey himself will head the board of strategy.

Adding to the knowledge and know-how of the Hovey clan will be Ray Hunt, as brilliant a racing sailor as he is a designer. At his best in light airs, his ability to smell out fickle slants borders on the miraculous. "Ray is uncanny," his competitors have moaned, including me. "He goes somewhere, and that's where the new breeze begins." Among his other talents is tuning to a high pitch vessels which have been dead for other skippers: "He can make 'em come alive," admitted one owner. Perhaps this is a reason why Chandler Hovey is not too concerned by the late launching date projected for Easterner. "If you have a good boat it doesn't take long to get her going," he said. "Tuning is a matter of prior knowledge and feel." But the elimination of design and building bugs is another thing, and among the question marks of the trials will be the ability of her crew to get rid of all possible sources of trouble in the short time before the chips are down.

Henry Mercer and his associates conceived and commissioned Weatherly in the tradition of an earlier era, and it looks as though she will be sailed in the same manner. Mr. Mercer will not be aboard but will watch events from the deck of the 110-foot diesel yacht Bluejacket, as Sir Thomas Lipton followed the destinies of his Shamrocks from the bridge of the mother ship, Erin. But there the similarity will end, as the crew of Weatherly will be principally Corinthian. In fact, representing the sailing interests of his family as one of the pullers-and-haulers aboard will be Douglas D. Mercer, 22. Now a States Marine Line third mate, he will temporarily desert the bridge for the foredeck.

The question of who would be named as skipper of Weatherly was debated by yachtsmen for months. Many of the finest racing helmsmen in America were considered, but the final honor of selection went to Arthur Knapp Jr. of Larchmont, N.Y. On Ranger he occupied the post of head-sail and spinnaker trimmer. In 1958 he will have the responsibility of rounding out and training a crew, choosing sails, tuning the rig and making the 10,000 individual decisions which inevitably plague a skipper.

Now in his early 50s, Knappy's sailing career extends back to 1916 when he raced a 14-foot Butterfly class sneakbox at the Bayside Yacht Club. At 11, his father bought him a Star; by 1930 he had become world champion skipper of the Star class, numerically at the time about the biggest and most active one-design fleet in existence. From Stars, he progressed up and down, sizewise, from dinghies to J's, and extended his interests to ocean racing, making the trip to Bermuda, among other offshore ventures, nine times. In between he raced Internationals in Long Island Sound for 12 seasons, winning the YRA Championship four times and never finishing farther back than third. Few sailors have had more varied experience, or been as consistently successful in all types of vessels.

Shuttling between sail trimmer and relief helmsman will be Edgar L. Raymond of Rowayton, Conn. Best known as the owner of the ketch Chanteyman, a slippery ghost in coastwise racing, he also earned a reputation as crew member on other winning yachts, and as an ardent Frostbite dinghy skipper. Himself a sail-maker, he will contribute an ability to evaluate the vital question of drive aloft. The author will navigate, alternating and sharing other deck duties with Frank R. MacLear of New York, who is a veteran of five Atlantic and two Pacific crossings, as well as innumerable shorter passages and races.

The designer will be represented by his son, Philip H. Rhodes, a naval architect and member of his father's firm, who combines a knowledge of engineering with a well-rounded sailing career. Still to be named are three professionals and two additional Corinthians; however, there is no lack of candidates.

When John Matthews speaks of the crew of Vim, it is always in terms of a modest "we." In this case the plural includes his two sons, Donald, 24, and Richard, 27. In many respects Vim is part of the family, as well as being a family boat. Don was acting as skipper when still in his teens; a quiet, soft-spoken young man, he was national champion of the Raven class—small, very fast and sensitive boats—in 1954, and last summer did well in the keenly contested Internationals on Long Island. From present indications, he will probably be starting helmsman.

John Matthews is overlooking no bets in getting Vim ready for modern competition. She has been carefully restored to her original trim by skinning out the interior and removing the engine, and every piece of metal which might have been subjected to fatigue has been inspected. When there was any doubt, it was replaced. There is new rigging, and there are new winches, and lightweight metal spinnaker poles and main boom. Sails have been ordered of the latest synthetics. "In my personal opinion," says John Matthews, a man who knows a lot about boats, "she could not be in better shape if she had been recently built." Extensive modifications? "How could you be sure of improving something that sails so well, that balances so beautifully? She goes like the devil in light air, and she goes like the devil when it blows—what could I change?"

Unquestionably Vim will have the jump on the new boats when it comes to tune-up sailing. Last September Matthews and some members of his team practiced against Gleam, another 12, in the waters off Newport—where they encountered Commander Samuel S. Brooks, Royal Navy, who has been named initial helmsman of Sceptre, himself sailing with a group of English yachtsman in a chartered yacht to study conditions of wind and sea over the cup course. "It shows how seriously they are going about this challenge," said John Matthews, a dark, intense man. "Even with their currency restrictions they managed to come over for a month to learn our waters. The rest of their effort will be in proportion. We ourselves will have to try to do everything a little harder."

The "we" of Vim has been expanded to include some of the best racing sailors in America. One is Emil (Bus) Mosbacher Jr., winner of the season's championship in the tough International One-Design class of Long Island Sound for eight straight years. As representative of that body of water in the 1956 Mallory Cup races in Seattle he was defeated by a talented young sailor and sailmaker from Marblehead, Mass., Frederick E. Hood. Now Ted Hood will be a fellow member of the Vim afterguard. Another frequent winner who will be aboard is Richard H. Bertram of Miami, who progressed from the intercollegiate dinghy title to being twice victor in the Lightning class international championships. The roster goes on through Bradley P. Noyes, whose 50-foot yawl Tioga won 14 starts in 16 races during 1955; Jakob Isbrandtsen, skipper of Hother and Icefire, consistent competitors in scores of coastwise and offshore events; and Leo (Buddy) Bombard, who has crewed on winners from round the buoys to a transatlantic race. Plus a tough and able trio of professionals of great experience, one a veteran of the last defense aboard Ranger.

Thus, with all the variables of men and boats, the series of trial matches beginning in July and extending into September will have every possible element of excitement and drama. Tension will mount throughout the summer. Unless one yacht immediately establishes itself as a superboat, leadership in the series may seesaw; as in other sports, one competitor may be slow to get going but then come from behind in the standings to win in the final trials, perhaps in the ultimate few yards of the very last race that can be held, as did Rainbow over Yankee in 1934.

In accordance with tradition, the cup committee, under Commodore W.A. W. Stewart, will maintain complete silence until the last moment, one week before the start of the cup races on September 20, when the owner or head of syndicate is formally notified that he and his crew have been honored by selection as defender. Before this climactic event the race committee, headed by John S. Dickerson, will have made every effort to see that the actual cup conditions are approximated as closely as possible, to insure complete and impartial evaluation. And everything through many hundreds of miles of racing will enter the mental balance sheets of the cup committee: tactics before and after the start, smartness in sail handling, behavior of each yacht in a given wind and sea, relative hull speeds in heavy and light going, and—looming large—dependability. Clearly stated in the mutually agreed conditions between the competing clubs is a clause stating that "if either yacht shall be disabled after leaving her mooring for the start of the race through a defect in her hull or in her sails, rigging, gear or the handling thereof, the other yacht shall start and continue the race." The only exception can be if serious collision or accident, or crew injury, with no blame attached to the damaged vessel, should warrant postponement by the race committee in consultation with the representative of the Royal Yacht Squadron. In other words, no quarter can be asked or given.

So the trials will be trials in all senses of the word. In these scientific days, it is possible to demonstrate many things in the laboratory. But only sailing under all conditions of wind and sea can prove the results. It is better so. In sport the final competition should be between men, not machines. As one wag put it, "You can't test the skippers in a tank." Nor the crews. Therein lies the classic drama of the 17th defense of the America's Cup.

MORRIS ROSENFELD

FIRST IN THE WATER, veteran Vim is already undergoing her early sail trials.

AUTHOR MITCHELL will navigate Weatherly for Mercer group.

THE MEN BEHIND 'VIM'

THE MATTHEWS FAMILY has prepared Vim for cup defense as a family venture. Donald (right), father John and Richard have gathered around them an expert crew.

THE SEARS SYNDICATE

HENRY SEARS

[See caption above.]

BRIGGS CUNNINGHAM

GERARD B. LAMBERT

WILLIAM T. MOORE

JAMES A. FARRELL JR.

A. HOWARD FULLER

SEARS SYNDICATE BOAT, an Olin Stephens design, is yet unnamed but nearing completion at the Nevins yard in City Island, N.Y. Probable launching: mid-June.

THE MEN BEHIND 'WEATHERLY'

HENRY D. MERCER

CORNELIUS WALSH

ARNOLD D. FRESE

"WEATHERLY" TAKES SHAPE at Luders yards in Stamford, Conn. A Rhodes design, she will be skippered by Arthur Knapp Jr., probably launched in mid-June.

THE HOVEY CLAN assembles before the skeleton of Easterner. From left, they are: son Charles F., father Chandler, Chandler Jr., daughter Sis, son-in-law Sherman Morss.

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December 5, 2022

A brief history of the famous “12 metre” class yachts.

Historic Yachts

Fascination 12mR

Elegant Beauties

The boats, especially the long-keeled examples of the thirties are elegant. You can look at them for a long time, from the massive stem to the stern that is lifted apart from the water.

But let’s tell the story from the beginning

America’s Cup contenders between 1958 and 1987 – the 12 Metre Class

International Rules

The America’s Cup, the oldest Trophy

The Auld Mug

“12 metres” were designed with one thing in mind – to win America’s Cup races. The design of their products reflects this in every aspect. America’s Cup twelves didn’t have room for an engine, anything below decks, or even a toilet when they were campaigning. The deck layouts of America’s Cup twelves are set up for optimal sail performance as well as for speed. When racing, the sails are the engine of the boat, so trimming them correctly and quickly was crucial to winning. America’s Cup “12 Metre” crews were also trained for efficiency. When it was their turn to compete in the famous America’s Cup, they had intensive training and practice to be flawless at sail handling and the best yacht racers in the world.

During the summer months of August and October, many of these classic racers attend numerous sailing events on the French Riviera . Noblesse Yachts is the only company that offers sailing opportunities as well as yacht charters.

Come sail with us on a piece of America’s Cup racing history on these sleek racing beauties!

Available Dates are: 07.09. – 10.09.23: Vele d’Epoca di Imperia ( See Video here ) 13.09. – 16.09.23: Monaco Classic Week ( See Video here ) 19.09. – 25.09.23: Les Regates Royales de Cannes ( See Video here ) 24.09. – 08.10.23: Les Voiles de Saint Tropez ( See Video here )

Note about copyright: This text is copyrighted by us and you may copy and use it only with a link to our website along with a clear indication of our authorship. Thank you!

#classicyacht #veledepoca # monacoclassicweek #adrenaline #regatesroyles #lesvoilesdesainttropez #sainttropez #cannes #monaco #12metre #racing #racingyacht #americascup #12mR-Class, #12mRClass, #12mRWorldChampionship, #12mRWorlds, #JohanAnker, #TheaD-1, #VanityVK-5, #VimUS-15, #WingsK-15, 12mR racing, #noblesse #noblesseyachts #luxurycharter #luxuryyachts #boatrental #travelwithstyle #holiday2022 #yachtlife #yachtworld #yachtlover #sailaway #holidayescape #timeofmylife

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Gleam, US-11

Built in 1937 according to the International Third Rule.

1937-1942: Clinton Crane built Gleam for his own use using an innovative method of tank testing against Seven Seas . She had a new lead keel in 1939 and was also dismasted that year. Her mast was replaced with one built for Vim . Crane shared the findings of his extensive testing with Olin Stephens and Francis Herreshoff. She won the Astor Cup (NYYC) in 1937.

1943-1952: Gleam was purchased by B. Devereaux Barker and B. Devereaux Barker Jr. of Marblehead, MA– they installed an engine in 1940. In 1950 John N. Potter of Darien, CT purchased Gleam , renamed her Charlotte II and replaced her engine.

1953-1975: W. Mahlon Dickerson purchased, restored her name to Gleam and brought her home to Oyster Bay, NY.  She was the trial horse for Vim and Sceptre in the 1958 America’s Cup and for Gretel in the 1962 Cup.

1975-2019: Robert Tiedemann (now deceased) purchased Gleam and brought her to Newport, RI. He gave her a full restoration and a new engine. Tiedemann is often credited for the rebirth of the 12 Metre Fleet in Newport, RI as we know it today. After his death, his widow Elizabeth Tiedemann DuPont continued to charter US-11 through their company Seascope Yacht Charters in Newport, RI.

2020: Gleam was purchased by Andy Tyska of Bristol Marine who will undertake a major refit at their Boothbay Harbor (ME) Shipyard. During the winter of 2020 her hull will be repaired enabling her to sail in Maine waters during the summer of 2021. The following winter (2021), she is set to receive a new deck and a restoration of her elegant interior. If all goes to plan, she will return Newport for the 2022 sailing season.

*Content courtesy: The Twelve Metre Class by Dyer Jones & Luigi Lang

Jump to Twelve Metre Yacht Club, Newport Station Fleet page for Gleam (US-11)

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Shooter Files by f.d. walker

Street Photography Tips, Interaction, Travel, Guides

Apr 24 2017

City Street Guides by f.d. walker: A Street Photography Guide to Moscow, Russia

*A series of guides on shooting Street Photography in cities around the world. Find the best spots to shoot, things to capture, street walks, street tips, safety concerns, and more for cities around the world. I have personally researched, explored and shot Street Photography in every city that I create a guide for. So you can be ready to capture the streets as soon as you step outside with your camera!

At over 12 million people, Moscow is the largest city in Russia and second largest in Europe by population ( Istanbul is #1). An urban, cosmopolitan metropolis with more than enough glitz and glam to cater to the elite, but without losing its fair share of Soviet era roughness around the edges. It can be fast paced, brash, busy, and trendy like other big cities, but it has its blend of West meets Russia atmosphere and beauty that provides plenty of unique interest. The Red Square is as famous as it gets, but there’s so much more to this city, including the most beautiful subway system you’ve ever seen. It would take years to capture all of Moscow, but that means you have an endless amount of areas to discover.

So here’s a Street Photography guide so you can be ready to capture all that Moscow has to offer before you even arrive!

• Patriarch’s Pond
• Old Arbat Street
• Maroseyka Street
• Tverskoy Boulevard

Top 5 Street Spots:

1. red square.

The Red Square is the most famous square in not just Russia, but all of Eastern Europe. The name actually doesn’t come from the color of the bricks or communism, but from the name in Russian, Krásnaya, once meaning “beautiful” before its meaning changed to “red.” This large plaza is what you see on the cover of guide books and magazines for Moscow, with St. Basil’s Cathedral being the center piece next to Lenin’s Mausoleum surrounded by the Kremlin Wall. Of course, the Red Square attracts hordes of tourist due to the main attractions, but all that activity around an interesting atmosphere does provide street photo opportunities. It’s also the central square connecting to the city’s major streets, providing a good starting point to explore outward.

You’ll also find the popular pedestrian only Nikolskaya Street connecting the Red Square to Lubyanka Square. This line of expensive shops includes plenty of activity, while also leading you to another popular square. Filled with history rivaling any city, the Red Square and surrounding areas are the heart and soul of Russia.

2. Patriarch’s Ponds

Patriarch’s Ponds is one of the most exclusive neighborhoods in Moscow. Despite the name being plural, there’s only one large pond, but it’s worth a visit with your camera. It’s a popular spot for locals and expats to come relax or take a stroll around the pond. You get an interesting mix of young and old too, from young love to “babushkas” feeding pigeons. It’s a very peaceful park atmosphere in one of the nicer areas within the city center, while bringing enough activity for street photography. 

The pond is shallow and in the winter becomes a popular spot for ice-skating too. The area is also well-known for the location in the famous Russian novel, The Master and Margarita. 

3. Old Arbat (Stary Arbat)

Old Arbat is the most famous pedestrian street in Moscow, and dating back to the 15th century, also one of its oldest. Originally, it was an area of trade, but soon became the most prestigious residential area in Moscow. During the 18th century, Arbat started attracting the city’s scholars and artists, including Alexander Pushkin. Cafes lined the streets and impressive homes filled the neighborhood. Since then, New Arbat street was created as a highway in the area, while Old Arbat was paved for a 1km pedestrian only walkway.

Due to the historic buildings, famous artists that lived here, and the bohemian atmosphere, Old Arbat has become a big attraction for tourists today. Now, there’s a mix of cafes, restaurants, souvenir shops, street performers, street merchants and other attractions for visitors, and some locals, to come enjoy. It can get really busy here and there’s usually something interesting going on so it’s a good street to come walk with your camera for guaranteed life.

4. Gorky Park

One of the most famous places in Moscow is Gorky Park. The official name is Maxim Gorky’s Central Park of Culture & Leisure, which gives you an idea of what goes on here. When built, it was the first of its kind in the Soviet Union. Divided into two parts, it stretches along Moscow River. One end contains fair rides, foods stands, tennis courts, a sports club, a lake for boat rides, and more. This end brings more active life due to its number of attractions, while the other end is more relaxed, where you’ll find gardens, trees, older buildings, and an outdoor amphitheater.

Gorky Park attracts mostly locals so it’s a good spot to capture the non-tourist side of Moscow life. Muscovites come here to escape the city and unwind in a picturesque setting. The park remains alive outside of the warmer months too, especially when the lake turns into the city’s largest outdoor skating rink. I’d recommend taking the metro out here to spend at least half a day exploring the massive park’s life with your camera.

5. Maroseyka Street

Maroseyka Street is a popular area not too far from the Red Square. The long, winding street turns into Pokrovka and is lined with restaurants, cafes, bars and places to stay. It’s actually where I like to stay when I’m in Moscow due to its location and solid street photography opportunities itself. You have Kitay-gorod station near and if you keep walking southwest, you’ll get to the Red Square. But if you walk northwest, as it changes to Pokrovka, you can find a long street of activity for photography with its own interesting atmosphere.

6. Tverskoy Boulevard

Tverskoy Boulevard is the oldest and longest boulevard in Moscow, beginning at the end of Nikitsky Boulevard, and finishing at Pushkin Square, a spot to come for activity itself. The boulevard is made up of two avenues, with pedestrian walkways in-between. You’ll find grass, shrubbery, trees, benches and more walking it’s almost kilometer length. Many people come here to enjoy some relaxation, walk their dog, or just to use it to walk wherever they’re going. Its center location also provides a nice place to walk with your camera near plenty of other spots you’ll want to check out anyway.

Sample Street Walk:

For a full day of Street Photography, covering some of the best spots, you can follow this sample street walk for Moscow:

• Start your morning walking around the Red Square (1), while exploring the surrounding area, including Nikolskaya Street
• Then walk northwest to Patriarch’s Ponds (2) and slowly walk the pond and surrounding area with your camera
• Next, walk east to the Pushkin Monument and stroll down Tverskoy Boulevard (6)
• Once Tverskoy Boulevard (6) ends, it will turn into Nikitsky Boulevard. Follow this down until you get to the start of Old Arbat Street (3), across from Arbatskaya station
• After you’re done walking down Old Arbat Street (3) for more street photography, spend some time checking out Moscow’s beautiful metro stations
• To finish off the day with more street photography, get off the metro near Red Square (1) again, Maroseyka Street (5) or wherever you’re staying for the night.

3 Things I’ll Remember about Shooting in Moscow:

1. museum metro.

The Moscow metro system was the first underground railway system in the Soviet Union and today includes 203 stations across 340km of routes. The elaborate system has some of the deepest stations in the world too, with escalators that seem to go on forever. None of this is what makes it so special, though. Many of its stations feel like stepping inside a museum, making it without a doubt the most interesting and beautiful metro system I’ve been in.

When built, Stalin wanted to make the metro stations “palaces for the people” with marble, chandeliers, and grand architecture. The best part is the variety of architecture and styles used, making many of the stations a completely different experience visually. You could easily spend a whole day traveling the stations and there are even tours available for people who wish to do just that. My advice, though, would be just to buy a ticket and hop on and off at different stations, while exploring different lines. The museum-like surrounding mixed with the crowds of characters can make for a great photography experience.

Since there are so many stations, here are some of my favorites to check out:

• Novoslobodskaya
• Mayakovskaya
• Elektrozavodskaya
• Komsomolskaya
• Ploschad Revolyutsii
• Dostoyevskaya
• Prospekt Mira

2. Moscow is Big

It’s no secret that Moscow is a big city, but it can feel even bigger with how spread out much of it is. This is especially true if you compare it to cities outside of Asia. If I compared it to cities in Europe, I’d probably say only Istanbul would warrant more time to really discover the depths of this city. Most only explore around the Red Square and surrounding area, but that is such a small part of the city. Although, that central area does give you plenty to see on its own.

Fortunately, I had a good friend living in the city to show me around, but it opened up my eyes even more to how much there is to discover in Moscow. It’s a big city with a variety of atmosphere that can take you from “east” to “west” and trendy to rugged depending on where you go. I’d imagine you’d have to live here a while to really know the city.

3. Cosmopolitan Mix of East meets West

Modern skyscrapers mixed with amazing architecture, a world-class metro system with museum-like beauty, trendy fashion and chic clubs, Moscow is a rich mix of Russian culture and history in a more western cosmopolitan package. There is a push to keep the Russian culture, while also pushing forward with a modern metropolis the whole world will envy. This comes with an impressive skyline, that continues to grow, and endless modernities, but with soviet nostalgia and atmosphere mixed in for good measure.

Mixed in with this grand western cosmopolitan atmosphere, is a strong national pride in Russia. This includes their famous leader, Vladimir Putin. Maybe no other place will you see a country’s leader more often. All over, from the pricey tourist shops to the underground walkway stalls, you’ll find goods with Putin’s likeness covering them. From t-shirts to magnets to Matryoshka dolls. There’s a strong national pride that can be seen around the city, which also extends to their leader. Moscow is many things. It’s East meets West, modernizations meets Soviet era, and a whole lot more.

What To Do For a Street Photography Break?:

Eat at a stolovaya.

Stolovayas are Russian cafeterias that became popular in the Soviet days. You grab a tray and walk down the line of freshly prepared local dishes, and select whatever you want from the chefs. They’re usually inexpensive and a much better value than restaurants, while giving you the opportunity to try from a wide selection of everyday Russian food. They’re also very tasty. I always include some borsch on my tray and go from there. The places themselves are all over Moscow and usually come with Soviet-era aesthetics to complete the experience.

Street Safety Score: 7

*As always, no place is completely safe! So when I talk about safety, I’m speaking in general comparison to other places. Always take precaution, be smart, observe your surroundings and trust your instincts anywhere you go!

Being the 2nd largest city in Europe with over 12 million people, you’re going to have your dangerous areas, but for the most part, it feels safe walking around. Russia is statistically higher in crime compared to most of Europe, but this generally doesn’t apply to tourists and visitors. Around the Red Square and surrounding city center, you should feel completely safe walking around. Pick pocketing can happen, but no more than other touristic places. I always explore Moscow freely without coming across too much to worry about. It’s a spread out city, though, so of course it matters where you are. Just use basic street smarts, know where you are and Moscow shouldn’t give you a problem. 

People’s Reaction Score: 7

Moscow is fast paced, big city life, which usually means people aren’t too concerned with you, or your camera. I don’t find people notice or pay much attention to me when I’m out taking photos in Moscow. For the most part, people just go about their day. You shouldn’t get too many looks or concern. But it can depend on the area you are in. The more you stick out, the more you might get noticed with suspicions. I’ve never had any problems in Moscow, or Russia, but just be careful who you’re taking a photo of if you get out of the city center. Other than that, it’s about average for reactions. 

Street Tips:

Learn the alphabet .

Much of Moscow, including the metro system, doesn’t use english. The Russian alphabet uses letters from the Cyrillic script, which if you aren’t familiar with it and don’t know the sounds, can be hard to decipher the words. This is most important for street names and metro stops when trying to get around. It can save confusion and make it easier getting around if you learn the basic alphabet. At the very least then, you can sound out the words to see which are similar in the english conversion, which can help matching them to maps. When out shooting street photography, getting around is as important as anything. So save yourself some time and frustration by learning the Russian Alphabet.

Use the metro

While Saint-Petersburg feels very walkable for a city its size, Moscow can feel very spread out, even for its bigger size. Outside of the Red Square area, you can have plenty of walking before getting anywhere very interesting, so you’ll need to take the metro a lot if you really want to explore the city. Maps are deceiving here too, it will always be further than it looks.

Another reason it’s less walkable than Saint-Petersburg is its completely different set-up. Moscow’s streets are mostly contstructed in rings with narrow, winding streets in-between. This is common with medieval city cities that used to be confined by walls, but you usually don’t have it in a city this massive. Saint-Petersburg has a more grid-like pattern that also uses the canals to help you know your way around. When it comes to navigating on foot in Moscow, it can be more difficult, so bring a map and take the metro when needed. It’s why Moscow’s metro carries more passengers per day than the London and Paris subways combined.

Explore other areas if you have time

Moscow is really big. While most people stay around the Red Square within the Boulevard Ring, there’s so much more to the city. I covered some other spots outside of this circle, but if you really want to see the city, you’ll need time. If you do have time, some other areas I’d check out first are Zamoskvarechye, along some of the south and western Moscow.

Inspiration:

For some more inspiration, you can look through the Street Photography of Moscow photographer Artem Zhitenev  and check out 33 of my photos taken in Moscow .

Conclusion:

Moscow’s name brings a certain mystique, but once you’re there it might bring a different atmosphere than you expect. It’s big and sprawling, but beautiful in many ways. It can feel like a European capital on a grand scale, but you can definitely find its Russian side in there.

The urban sprawl of Moscow can be intimidating, but give it enough time and you’ll be rewarded with plenty to discover. All with the world’s best metro system to take you around.

I hope this guide can help you start to experience some of what Moscow contains. So grab your camera and capture all that Moscow has to offer for Street Photography!

If you still have any questions about shooting in Moscow, feel free to comment below or email me!

(I want to make these guides as valuable as possible for all of you so add any ideas on improvements, including addition requests, in the comment section!)

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The Scorpion Beach Club is the perfect daily boat to explore the beaches and sunbathe in ultimate elegance and comfort. By shortening the sides of the hull, a spacious sundeck is created that gives you a unique feeling of being on the beach while floating on the water. The technologically advanced design of the Scorpion Beach Club also comes with the ability to lift the outboards engines out of the water- enabling direct beach access for more beach vibes.

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SCORPION for sale

SCORPION is a striking and elegant luxury yacht, built by Sanlorenzo. She combines sumptuous interior styling with an extraordinary open decks design.

SCORPION offers accommodation for 10 guests in 5 luxurious and spacious staterooms. She is powered by two CAT 3512C DITA engines, which provide her with a top speed of 17 knots and a cruising speed of 15 knots. She has a transoceanic range of 3,500 nm, offering her owner and guests the freedom to embark upon long cruises across the oceans with total self-sufficiency.

SCORPION is a great example of elegant and real transoceanic range yacht.

Specifications

• Name: SCORPION
• Yacht Type: Motor Yacht
• Series, Model, Class: 46 Steel
• Builder: Sanlorenzo
• Interior Designer: Sanlorenzo
• Length Overall: 46 metres
• Beam: 9.3 metres
• Max Draught: 2.65 metres
• Gross Tonnage: 499

Construction

• Year of Build: 2015
• Hull Type: Full Displacement
• Number of Decks: 3
• Classification: ABS

Performance & Capacities

• Max Speed: 16 kn
• Cruising Speed: 12 kn
• Fuel Capacity: 52000 litres
• Water Capacity: 12000 litres
• Range: 3500 nm
• Engine Make: Caterpillar
• Total power: 4022hp
• Hull: Steel
• Superstructure: Aluminium

Accommodation

• Passenger Rooms: 5
• Master Rooms: 1
• Double Rooms: 2
• Twin Rooms: 2

Available for charter

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SCORPION | Yacht for charter

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Yacht charter area

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Built by the Italian shipyard San Lorenzo in 2015, the 46 metre superyacht SCORPION is the eighth vessel in the shipyard’s 46 steel line. Constructed with a steel hull and aluminium superstructure, she features naval architecture by the in-house team at San Lorenzo, whilst her exterior design was undertaken by Francesco Paszkowski. The elegance of the external lines give SCORPION the unmistakable San Lorenzo’s style which makes every San Lorenzo yacht a timeless classic, never influenced by the temporary fashion trends.

Her main salon is particularly bright and welcoming, epitomising the aforementioned desired owner’s concept perfectly. The dark, wooden flooring contrasting with the light upholstery and various brightly coloured decorative pieces.

The dining area is located on the upper deck, and is one of the brightest spaces on the vessel, connecting seamlessly to the outside with floor to ceiling sliding glass doors. A gorgeous round glass table is surrounded by elegant turquoise dining chairs for ten guests. Other amenities on board include a fully equipped gym and sauna.

The staircase hosts what is unquestionably one of SCORPION ’s most unique and interesting aesthetic features in a specially created crystal sculpture. Transforming colour at each deck from blue to turquoise-green, the 3.9 metre piece immediately draws the eye and creates an ideal ambiance for entertainment.

Moving outside to her exterior spaces, her spacious sun deck is a hub of activity, with a large Jacuzzi situated next to a large space dedicated to sun loungers, a spacious al fresco dining area that seats up to 10 guests, as well as a bar and additional sunloungers towards the aft. The main deck is home to a large seating area, comprised of two comfortable L shaped sofas and leading down to the large beach club.

Elsewhere, her huge garage astern houses an impressive seven metre tender, with an additional large garage located at the bow to host a wide range of water toys. Furthermore, an external lighting system gives the whole boat a multicolor effect, switching to different chromatic shades for a captivating and unique atmosphere.

SCORPION accommodates guests over five generous staterooms, comprised of a large master suite on the main deck in addition to two double cabins and two twin cabins on the lower deck. The master’s suite is decorated in a delicate palette of creams, white, silver and lilacs and is inundated with natural light from the large windows framing the stateroom and private office. The large bathroom is both sophisticated and stylish, with a large bathtub and his and hers sinks.

All guest accommodation is located on the lower deck. The mosaics in the bathrooms were all made especially by a Moscow-based artist, continuing the artistic ambiance present in all areas on board. A crew of nine are also accommodated for on the lower deck.

YACHT‘S SPECIFICATIONS

• TECHNICAL DETAILS
• 7.2mt Wooden Boats Custom made Limo Tender ,
• 4 mt Lomac tender,
• 1 x Yamaha Jetski 3 seats
• 1 x Yamaha Jetski 2 seats
• 2 x Seabobs
• 3 x Jet Surf Boards
• 1 x Fly Boards
• 2 x Paddle Board
• Inflatable 3 person towable biscuit
• Inflatable 2 person towable biscuit
• 2 x Wakeboards
• Snorkelling gear
• Adjustable dumbbells p & adjustable bench
• Yoga ball & mattresses
• TRX Suspension Training

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Motor Yacht

Scorpion is a custom motor yacht launched in 2015 by Sanlorenzo, in Italy.

Established in Viareggio, Italy in 1958, Sanlorenzo offers clients custom-made steel, aluminium and fibreglass superyachts from 19 to over 50 metres in length.

Scorpion measures 46.00 metres in length, with a max draft of 2.65 feet and a beam of 9.3 feet. She has a gross tonnage of 499 tonnes.

Scorpion has a steel hull.

Her interior design is by Paszkowski.

Scorpion also features naval architecture by Sanlorenzo.

Performance and Capabilities

Scorpion has a top speed of 17.00 knots and a cruising speed of 14.00 knots. .

Scorpion accommodates up to 12 guests in 5 cabins. She also houses room for up to 10 crew members.

Other Specifications

Scorpion has a hull NB of 46 Steel / 119.

She is also fitted with a jacuzzi (on deck) and beauty salon.

• Yacht Builder Sanlorenzo No profile available
• Naval Architect Sanlorenzo No profile available
• Exterior Designer Sanlorenzo No profile available
• Interior Designer Paszkowski No profile available

Yacht Specs

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Scorpion - Yacht for Charter

From €225,000 EUR

• Builder Sanlorenzo
• Length 46m (151ft)

The stylish SCORPION yacht features Art Deco-inspired interiors, vast open deck spaces and a generous collection of water toys.

Her high-spec interior and ample space for entertaining make this an ideal luxury superyacht for event charters.

Interior Design & Engineering

The 46-metre SCORPION yacht was built in 2015 and is ABS-classed and MCA-compliant. She cruises at 14 knots and is fitted with zero-speed stabilisers for added comfort.

Her interior, designed by Tiziana Vercellesi and the SCORPION yacht owner themselves, is an Art Deco-inspired haven of opulence. Her upper deck sky lounge is the real showpiece, boasting an aquarium and formal dining at a round glass table with circular sliding doors that connect it to the upper deck.

Up to 12 guests will sleep across five cabins during your SCORPION yacht charter. The full-beam owner’s suite lies on the main deck and boasts a king-size bed, an en suite with a Jacuzzi and jet shower, and two private terraces. The rest of the cabins comprise two VIP cabins and two convertible twins, each with integrated entertainment systems and en suite bathrooms.

Yacht Facilities & Entertainment

The sun deck of the SCORPION yacht is full of amenities to help you relax. You can move around the multiple sunbathing areas to maximise your tanning and pop up the biminis when you need to find some shade. You can unwind in the Jacuzzi or enjoy a barbecued meal at the alfresco dining table amidship.

The sun deck is also an ideal space to entertain, thanks to the outdoor LED lighting that gives the whole space a fun and funky club-like atmosphere. For special sundowners, head to the viewing table on the fore deck and take in the vista.

If you need to recover from a night of partying, you’ll find plenty of loungers on the upper deck aft and main deck aft that are ideal for an alfresco nap. Should you prefer to sweat it out, you can go through the beach club and work out in the fully equipped gym before loosening up in the sauna after and then enjoying a massage from the onboard therapist. Once you’ve taken a dip, you can head back to the swim platform and recline across even more sun loungers.

Toys & Crew

A crew of 10 will make sure your SCORPION yacht charter is an exceptional experience.

When you want to enjoy some leisure time ashore, there’s a custom-made Limo tender and a 4-metre Lomac tender available to transfer you.

The SCORPION motor yacht also carries a variety of water toys for you to enjoy. You could zip across the waves on the multi-person Jet Skis, Seabobs and towable toys, or have a go at the jet surfboard, fly board and wakeboard. For something more mindful, you can don the snorkelling gear and explore the reefs.

Key Features copyKey Features copy

• Indoor/outdoor dining
• Jacuzzi on sun deck
• Zero Speed stabilisers
• Master suite with two private terraces

Interested in Scorpion

Specifications.

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46m / 151ft

9.3m / 31ft

2.65m / 9ft

Naval Architect

Exterior Designer

Francesco Paszkowski

Interior Designer

Tiziana Vercellesi

Hull Material

Superstructure Material

Gross Tonnage

Deck Material

Regions & Rates

Summer 2024

Eastern Mediterranean, Mediterranean

From €225,000 per week

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Description.

SCORPION has an art deco-classic and contemporary styles interior, plus some personal creative touches which are blended together to create an extraordinary and exceptional design by Tiziana Vercellesi and Owner himself! SCORPION’s large stern area features the Beach Club, which is a fitness area complete with a gym and sauna with dedicated bathroom. The Beach Club faces a large bathing platform, immaculately levelled floor with no steps. The Beach Club is reachable through two stairways coming from the main deck.

Tender & Toys

Tender & Toys: - 7.2mt Wooden Boats Custom made Limo Tender , - 4mt Lomac tender, - 1 x Yamaha Jetski 3 seats - 1 x Yamaha Jetski 2 seats - 2 x Seabobs - 3 x Jet Surf Boards - 1 x Fly Boards - 2 x Paddle Board - Inflatable 3 person towable biscuit - Inflatable 2 person towable biscuit - 2 x Wakeboards - Water skis - Snorkelling gear Gym equipment: - Technogym Kinesis - Treadmill - Adjustable dumbbells p & adjustable bench - Yoga ball & mattresses - TRX Suspension Training SCORPION is an approved RYA Training Centre.

Characteristics

Air conditioning, Approved RYA water sports centre, Deck Jacuzzi, Gym/exercise equipment, Stabilisers at anchor, Stabilisers underway, WiFi connection on board

Audio Visual Equipment: Sat TV (Seatel V-sat 4012 GX) Kaleidescape system in all cabins and saloon. Everything (TV- Music - Air-conditioning) controlled through an I-pad in each area. I-pod dock station in all cabins and saloons Deck Facilities Sundeck: Jacuzzi can be partially covered with a sun awning / BBQ / bar / Extendable dining table up to 14 guests Upper Deck: Aft lounge area Main Deck: Aft lounge area Beach club: Gym / Sauna with Himalayan salt inserts in wall for halotherapy.  

SCORPION offers accommodation up to 12 guests in 5 luxury suites. The full-beam Master Suite on the main deck includes a king-size bed (200 x 220cm), comfortable seating area, a study and two private terraces. The en suite comes fully equipped with a jet shower, jacuzzi tub and sink, all with onyx and back lit wild agate finishes, as well as toilet, bidet. The lower deck offers two deluxe VIP Cabins and 2 Twin Guest Cabins convertible into double bed. All cabins are equipped with ensuite bathrooms and entertainment systems.

612 194 3067

2010 Scorpion 60'

From $2,200 usd from $39,600 mxn.

uP TO 12 pax

• 8 Hour Pricing
• All Included Service

Elevate Your Journey with Scorpion 60' Yacht Charter

Embark on an extraordinary adventure with our Scorpion 60′ yacht charter. A testament to Italian craftsmanship and maritime excellence, promises a remarkable voyage on the pristine waters of La Paz.

$ 2,200 USD $ 39,600 MXN – Fuel and crew included – Treat yourself to fish ceviche, tuna sashimi, or chicken fajitas – Snack on guacamole, chips, and fresh fruit – Stay refreshed with 24 water bottles and 24 soft drinks – Alcohol available for purchase at an extra cost – Check-in options: 10 am – 6 pm or 11 am – 7 pm – Price based for up to 12 Pax. Extra Passenger: $80 USD Max 18 Pax.

• This yacht transcends mere transportation; it embodies sophistication.
• With a seasoned crew dedicated to your service, every moment aboard transforms into a cherished memory.

Note: Prices are subject to a 16% Sales Tax; however, if paid in cash, no tax applies. Availability and pricing are updated regularly. Additional alcohol: can be purchased at an extra cost. Tips: Please note that gratuity for the crew is not included but is suggested at 10% of the total charter price. Your appreciation for their excellent service is greatly appreciated! 🙏💼 For decorations, fireworks, or water toys rentals, please reach out to us. 🎉💦 We’re here to make your experience even more unforgettable!

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live a lifetime experience in the sea of cortez, pick a yacht from our destinations:  la paz or cabo and get to know the best yachting experience of mexico.

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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Restaurant-Yacht Chaika

Ratings and reviews, location and contact.

Pleasantly surprised, service is good so is the food. Great selection of Fusion food, a mixture of Italian, Japanese, European, Asian etc. A pleasantly nice dining experience, highly recommended, a must try!

Thank you for your feedback and invite you to have lunch or dinner again aboard the ship in an atmosphere of high standards of yacht hospitality.

everything was perfect - the food, the service, the desserts were the best, nice atmosphere and the location - magical

Best food, best view in Moscow. absolutely faultless from arrival to finish. Best risotto i had for many years absolutely perfectly cooked. The view on Ukrainian hotel and the white house by night is amazing

Had to wait for the food for 1.5 hours and then another 20 minutes for the check. Finally called for the manager and he offered... a 10% discount as a compensation. Simply pathetic! The food is mediocre at best. Not bad per se, but one... would expect something better considering the prices. There are many places to eat in area that are much better. Avoid this one at all costs. More

Hello, Alexander Your comment is extremely important for us, thank you a lot for it. We are terribly sorry for your time that you`ve spent waiting your order and we have already taken actions to improve quality of our service and it would be realy... More

Food is very expensive,very pretentious, doesn't worth that money. Portions are very small. We ordered ravioli and there were 4! Four raviolis! For almost 15 euros. Then we asked to bring us dessert menu but nothing, they didn't even bothered, so we payed and left... without dessert. Very poor service for that price. More

This is a very good restaurant. The food is really good, maybe the best in Moscow. The service is also good. The view from the restaurant is great. The prices are very high.

I often visit this restaurant and must say it’s one of the best in Moscow in terms of quality and service. Staff really try hard to make sure that you are happy and satisfied. Customer service is a huge problem in Moscow but Chaika sets... a great example for others in the industry! Food is delicious and the menu has lots of options for everyone! Atmosphere is great and view is beautiful on the embankment. Special thanks to German & Oleg! More

Thank you for your feedback! Again aboard the yacht restaurant "Chaika" in accordance with the high standards of yacht hospitality.

Highly recommended, great location in the city center of Moscow with a superb atmosphere. Too many menu choices, though all delicious!

Thx a lot for your review! We are looking forward to see you in our restaurants.

Visited this lovely restaurant with a friend of mine. It was relaxingly warm August evening - so the place on the river seemed like a good idea. We came quite early and the restaurant was not full. The hostesses kindly offered several places to sit... and we chose to sit on the sofas. We had some wine, which was good. We struggled a bit when deciding about the food as few options (scallops) were not available. Fish on ice on display did not look very fresh. To be honest it was an unusually hot August and it is probably understandable that some see food options were not available. However, we did manage to order something and sat waiting and looking onto the river. My long-legged friend struggled sitting at the low sofa and the manager noticed that, offering as a very good, proper table beside the open window. It was nice touch and I was very pleased by their polite observations and immediate reaction to solve the problem. Food was quite good and presentation was perfect. Perhaps I can something about the food, but 1 visit is not enough to criticize or make a definitive opinion. Overall, quality place, which of course, does not come cheap. I would recommend this restaurant without hesitation. More

Good afternoon! Thank you for your detailed feedback! We are looking forward to seeing you again, we are sure that you will be delighted with our dishes!

I've been here several times during two business trip in Moscow. The overall quality for both service and food is absolutely top-notch, plus the location is very unique.

Hello! Thank you for your feedback! We are looking forward to visiting again!

Located on a boat at Krasnopresenskaya River Bank this 5 Star Restaurant transforms into a party location due to multiple groups hosting events. Impressive wine selection, Asian and European kitchen...

Thx a lot! We are waiting for you!

It is a nice place to gather specially at the lounge The service and staff very good I like the river view The food is almost like all restaurants in Russia they serve different cuisine. Staring Russian appetizer till Asian dishes Presentation and taste amazing... I consider it overpriced little bit More

Good location. Nice views. Good choice of food and drinks. European and Asian menu. Nice service. Pricey enough.

Had a large group dinner here. Food was above average and service quite good. The real attraction is the view of Moscow from the river on a nice night. Great place for a larger group dinner. More

Hello, John We are really pleased by reading that you and your friends were satisfied by our service, client`s experience is the highest value for us. We will be happy to see you again, come and enjoy some new dishes from our chef and nice... More

The luxurious atmosphere of this place, the view and the location make it quite outstanding. We had dinner here with friends and the dishes were amazing, accompanied by a chilled bottle of Chablis, it really made me feel as if it was a part of... the classic Russian movie. More

The Carlton, Moscow

A luxury Red Square hotel «The Carlton, Moscow» promises guests a front-row seat to Moscow, only steps away from the city’s invigorating riches. The breadth of experiences is amplified by newly transformed spaces, guest rooms and suites that celebrate the finest of Russian design and craftsmanship. Sip a pre-dinner cocktail at the Champagne Bar, savor seafood delights on the rooftop O2 Restaurant or slip into the serenity of our Spa.

Grand Deluxe

Club Room with Terrace

Club Room with a view of Red Square

Moscow Suite

Presidential Suite

Imperial Suite

Romance package

Family Journey

Earn miles with Aeroflot Bonus

Travel and enjoy new privileges of the partnership between The Carlton, Moscow and Aeroflot Bonus program

Save 10% on accommodation from 2 nights

Save 15% on accommodation from 4 nights

Save 20% on accommodation from 7 nights

Birthday Celebration in The Carlton, Moscow

Extend your Weekend

The Carlton Spa

Discover a delightful and unexpected oasis of tranquility and beauty in the heart of Moscow at The Carlton Spa.

O2 Restaurant

The landmark rooftop restaurant, bar and terrace located atop The Carlton, Moscow in the center of the city.

The Carlton Club Lounge

The Carlton, Moscow invites guests who are in search of a high level of privacy and comfort to enjoy the exquisite luxury of the Club Floor.

The Carlton Lounge & Bar

The Carlton Lounge & Bar invites for afternoon tea ceremonies, cocktail classics and a signature menu for every taste.

Champagne Bar

Take a deep dive into a carefully curated collection of vintage Champagne paired with caviar bites in the sophisticated Champagne Bar.

Weddings inspired by Russian Elegance

Wedding in The Carlton style for your perfect celebration in the heart of the city.

From its location in the heart of Moscow’s business district, The Carlton, Moscow offers a comprehensive approach to meetings.

Wedding with a magnificent view

A true fairytale wedding in a magical and romantic location awaits you on the 12th floor of the hotel.

Address: 125009, Russia, Moscow, Tverskaya Street, 3

Coordinates: 55.7574,37.6133

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Scorpion yachts create a unique experience on the water. Available in sizes from 41 up to 52 feet, each Scorpion Yacht offers the unique combination of serious power, low maintenance costs, high quality and maximum fun for our international clientele. Scorpion Yachts is a Dutch yacht builder that creates yachts with the newest designs and ...

The 29.85m/97'11" motor yacht 'Scorpion' is an excellent new superyacht for the luxury charter market. Delivered by the British shipyard Sunseeker and featuring interior styling by British designer Sunseeker she can comfortably accommodate up to 10 guests in 5 cabins.. Built in 2022, Scorpion is the ideal luxury yacht for kicking back and relaxing whilst on charter, showcasing clever use of ...

SCORPION is a striking and elegant luxury yacht, built by Sanlorenzo. She combines sumptuous interior styling with an extraordinary open decks design. SCORPION offers accommodation for 10 guests in 5 luxurious and spacious staterooms. She is powered by two CAT 3512C DITA engines, which provide her with a top speed of 17 knots and a cruising ...

The 46m/150'11" motor yacht 'The Scorpion' by the Italian shipyard Sanlorenzo offers flexible accommodation for up to 12 guests in 5 cabins and features interior styling by Owner. Motor yacht The Scorpion boasts a wealth of convivial spaces, perfect for luxury yacht charters with families of friends, offering ample opportunities to kick back and relax, or enjoy the water on the yacht's array ...

SCORPION is a striking and elegant luxury yacht, built by Sanlorenzo. She combines sumptuous interior styling with an extraordinary open decks design. SCORPION has been styled in an Art Deco style fusion, using contemporary elements harmonised with distinctly Art Deco furniture and pieces of art. She features only bespoke items with varying ...

Interior & exterior photos of THE SCORPION, the 46m Sanlorenzo super yacht, designed by Francesco Paszkowski with an interior by Owner & Tiziana Vercellesi. ... The yacht charters and their particulars displayed in the results above are displayed in good faith and whilst believed to be correct are not guaranteed. YachtCharterFleet.com does not ...

SCORPION for sale. SCORPION is a striking and elegant luxury yacht, built by Sanlorenzo. She combines sumptuous interior styling with an extraordinary open decks design. SCORPION offers accommodation for 10 guests in 5 luxurious and spacious staterooms. She is powered by two CAT 3512C DITA engines, which provide her with a top speed of 17 knots ...

Scorpion is a semi-custom motor yacht launched in 2011 by Sanlorenzo. Established in Viareggio, Italy in 1958, Sanlorenzo offers clients custom-made steel, aluminium and fibreglass superyachts from 19 to over 50 metres in length. Design. Scorpion measures 40.00 feet in length, with a max draft of 3.05 feet and a beam of 7.90 feet.

Gallery. Built by the Italian shipyard San Lorenzo in 2015, the 46 metre superyacht SCORPION is the eighth vessel in the shipyard's 46 steel line. Constructed with a steel hull and aluminium superstructure, she features naval architecture by the in-house team at San Lorenzo, whilst her exterior design was undertaken by Francesco Paszkowski.

Scorpion is a luxury motor yacht built in 2015 by Sanlorenzo. Click for more information about this superyacht, including specifications, images, video and…

Scorpion. There are presently 28 yachts for sale on YachtWorld for Scorpion. This assortment encompasses 11 brand-new vessels and 17 pre-owned yachts, all of which are listed by knowledgeable yacht brokers predominantly in United Kingdom, Spain, Hong Kong, Norway and Turkey. Models currently listed on YachtWorld vary in size and length from 22 ...

The 46-metre SCORPION yacht was built in 2015 and is ABS-classed and MCA-compliant. She cruises at 14 knots and is fitted with zero-speed stabilisers for added comfort. Her interior, designed by Tiziana Vercellesi and the SCORPION yacht owner themselves, is an Art Deco-inspired haven of opulence. Her upper deck sky lounge is the real showpiece ...

SCORPION yacht for charter in: East Mediterranean, West Mediterranean. SCORPION is a 2022 Motor yacht sleeping 10 guests in pure luxury, starting at $107,000.

M/Y Scorpion is a 46m Sanlorenzo luxury yacht available for charter. With a total of 5 cabins (3 Double, 2 double/twins, 2 Pullmans), she can charter up to 12 guests with a crew of 10. ... SCORPION offers accommodation up to 12 guests in 5 luxury suites. The full-beam Master Suite on the main deck includes a king-size bed (200 x 220cm ...

The Scorpion is a motor yacht with an overall length of m. The yacht's builder is Sanlorenzo from Italy, who launched The Scorpion in 2015. The superyacht has a beam of m, a draught of m and a volume of . GT.. The Scorpion features exterior design by Francesco Paszkowski. Up to 10 guests can be accommodated on board the superyacht, The Scorpion, and she also has accommodation for 9 crew ...

SCORPION A Yacht for Charter: 29.85 meters. Built 2022. Max speed 25. 10 Guests. 5 Cabins. View more here!

Embark on an extraordinary adventure with our Scorpion 60′ yacht charter. A testament to Italian craftsmanship and maritime excellence, promises a remarkable voyage on the pristine waters of La Paz. PRICING: 8-Hour Daytrip: $ 39,600 MXN - Fuel and crew included

Restaurant-Yacht Chaika. Claimed. Review. Save. Share. 185 reviews #547 of 10,697 Restaurants in Moscow $$$$ Italian Seafood Mediterranean. Krasnopresnenskaya Emb., 12A Berth International Exhibition, Moscow 123610 Russia +7 495 777-87-88 Website Menu. Closed now : See all hours.

Yacht of the Radisson Royal flotilla. Best water route in Moscow. Panoramic views of the capital from the water in winter and in summer. Restaurant with signature cuisine. Next tour: 1600 ₽. Learn more. Radisson Royal Class Cruise. 2,5 hours.

The luxurious hotel embodies the beauty of Moscow through unique architectural elements, spacious rooms and suites, signature cuisine and magnificent views. Located in the heart of the capital, near Red Square and the Kremlin, The Carlton, Moscow 5* is surrounded by Moscow sights, legends and memories of historical events.

46 likes, 3 comments - scorpionproperty on January 28, 2024: "Suits off, sails up! Our team celebrated hard work and accomplishments at our office yacht party ...

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• $4,800/Monthly

Apartment on the 32nd floor in the Tower of Capitals

Apartments in Moscow City on the 54th floor

Office space 2670 sq ft in Moscow City

Moscow City apartment on the 50th floor

• $2,900/Monthly

2-room apartment 655 sqf in Moscow City

If apartments in Moscow skyscrapers are too expensive for you, then look at the cheaper apartments in this catalog .

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