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America's Cup Winner's List

The America's Cup is one of the oldest international sporting trophies in history. From 1851 to 1983, the USA won the America’s Cup. After that, Australia, New Zealand, and Switzerland have been sharing the crown with the USA.

The winning club is indicated in bold.

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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.

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America's cup hall of fame.

The America's Cup Hall of Fame honors individuals who have made outstanding contributions to yachting's most distinguished competition.

The Hall of Fame was founded in 1992 under the auspices of the Herreshoff Marine Museum by Halsey Herreshoff, a four-time America's Cup defender and grandson of legendary yacht designer Nathanael Herreshoff.

Over ninety legends of the Cup have been inducted into the Hall. Candidates eligible for consideration include members of the crew, designers, builders, syndicate leaders, supporters, chroniclers, and other individuals of merit. Each nominee is judged on the basis of outstanding ability, international recognition, character, performance, and contributions to the sport. The members of the Selection Committee are persons intimate with the history and traditions of America's Cup and committed to the integrity of the Hall of Fame.

The museum of the Hall of Fame is located on the grounds of the former Herreshoff Manufacturing Company of Bristol, Rhode Island, where yachts were built for eight consecutive America's Cup defenses between 1893 and 1934. Its collection include plaques honoring the inductees; half-hull models of challengers and defenders; artifacts including spars, steering wheels, and tank test model hulls; and special exhibits about the America's Cup.

America's Cup Hall of Fame Selection Committee

R. Steven Tsuchiya, Chairman

Margherita Bottini

John S. Burnham

Brad Butterworth

William Collier

William H. Dyer Jones

Richard Gladwell

Jack Griffin

Halsey Herreshoff

Tim Jeffery

Gary Jobson

Andrew Johns

Murray Jones

John Lammerts van Bueren

Ken McAlpine

Elizabeth Meyer

Shirley Robertson

Blue Robinson

Hamish Ross

Bruno Troublé

Tom Whidden

Explore the ACHoF

From Inductee bios, to past winners, and the latest Induction news

Click Here for a detailed record

of America's Cup Matches

These are the individuals whose character, performance, and contributions have earned them the honor of induction into the America's Cup Hall of Fame.

AMERICA'S CUP DATABASE

This database sponsored by the late Edward I. du Moulin contains comprehensive information on participants in all America's Cup races to date. (Photo by Russ Kramer)

HALL OF FAME NEWS

America’s Cup Hall of Fame Announces Class of 2023

Recapping the 2022 America’s Cup Hall of Fame Induction Ceremony

The America’s Cup Hall of Fame: Class of 2022 Inductees

HMM Congratulates The Sailing Museum on a Successful Launch

NYYC: America’s Cup Hall of Fame’s 30th Anniversary

Newport International Boat Show Announces Herreshoff as one of two Charitable Partners

America’s Cup Induction Ceremony 2021: Ed Baird

The Origin of the America’s Cup Hall of Fame

America’s Cup Hall of Fame Induction Ceremony 2021 Photo Album

America’s Cup Induction Ceremony 2021: Peter Montgomery

Remembering Bob Fisher

America’s Cup Hall of Fame 2020 Induction Ceremony Goes Virtual

Peter Montgomery & Ed Baird to be Inducted to the America’s Cup Hall of Fame, 2021

America’s Cup Induction Ceremony 2019 Photo Gallery

The America’s Cup Hall of Fame 2020 Inductees Announced

America’s Cup Hall of Fame to induct three personalities in 2017: John K. Marshall, Doug Peterson and Syd Fischer

2019 America’s Cup Hall of Fame Induction

2018 America’s Cup Hall of Fame Induction

AMERICA'S CUP WINNERS

Note : The yacht AMERICA won the Royal Yacht Squadron ₤100 Cup on August 22nd, 1851. Her surviving owners presented the Cup to the New York Yacht Club in 1857 under the condition that it serves as a perpetual challenge prize for international yacht racing. The Cup was subsequently renamed after the first winning yacht, AMERICA.

Click Here for a detailed record of America's Cup Matches

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Emirates Team New Zealand wins 36th America's Cup

Emirates Team New Zealand, the defender of the 36th America’s Cup , has emerged victorious in the 2021 final against Italian challenger Luna Rossa Prada Pirelli.

The win marks the fourth time that the New Zealand team, headed by helmsman Peter Burling, has been awarded the Auld Mug trophy. The team was also crowned the winner in 1995, 2000 and 2017.

To make it to the final as the America’s Cup challenger, Luna Rossa Prada Pirelli had previously triumphed over the British contender INEOS Team UK and US team American Magic in earlier rounds of racing.

In the America’s Cup final, Emirates Team New Zealand and Luna Rossa Prada Pirelli were continuously tied in a heated deadlock over the first six races.

Emirates Team New Zealand changed the scoreboard by winning both races held on March 15 and securing another win on March 16.

The final race, which took place in the waters of Waitemata Harbour and the Hauraki Gulf off the coast of Auckland, began in winds of 10 knots after a 30 minute delay, and saw Emirates Team New Zealand enter the racecourse to starboard and Luna Rossa Prada Pirelli enter to port.

Quickly moving out to the right-hand side of the racecourse, Emirates Team New Zealand gained the lead ahead of Luna Rossa Prada Pirelli in the first few moments of the race. 

The racing was close, with the New Zealand team sailing at 41 knots to the Italians’ 39 knots, but by gate four a distance had opened up between the two teams that the Italians could no longer close.

After 10 races, the AC75 yacht of Emirates Team New Zealand, Te Rehutai , beat the Italian AC75 Luna Rossa by 46 seconds.

Commenting on the win, Peter Burling thanked the supporters of the New Zealand team: “We have been getting messages from the Prime Minister to high school kids. It just means the world to us as a team.

"We have been learning all week, and today we really showed what this boat can do, and so to win on home waters is something our entire team is incredibly proud of.”

Though challenger Luna Rossa Prada Pirelli was defeated, helmsman Francesco Bruni confirmed that the Italian team would return to the next edition of the America's Cup. “It is not finished – and with all this experience in the team we will try again," he said.

Taking place every four years, the America’s Cup is the oldest trophy in international sport and considered the pinnacle of yacht racing. 

Though travel restrictions related to the pandemic meant international visitors were curtailed, the 2021 event still saw over 1,300 spectator boats out on the water watching the action.

According to America’s Cup tradition, the win means that Emirates Team New Zealand will write the racing rules for the 37th edition of the America’s Cup.

The next America’s Cup will once again be hosted in the winning team’s homeland of New Zealand .

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History of the America’s Cup

The oldest trophy in all of sport is more than a token of victory in an international yacht race. It’s about dedication, perseverance, and most of all, engineering the fastest boat of the fleet.

Today’s America’s Cup Match dates back to 1851, when members of the New York Yacht Club sent a sleek, 101-foot schooner across the Atlantic, entered and won the Royal Yacht Squadron’s 53-mile race around the Isle of Wight. The schooner’s name: America. Its owners returned to New York with bragging rights and an ornate silver ewer called the Hundred Guinea Cup, which was soon renamed for the winning vessel. 

New York YC syndicates defended the  America’s Cup  for the next 132 years, until an Australian Challenger famously out-designed and out-sailed Dennis Conner on the racecourses of Rhode Island Sound. The Cup has since continued to change hands and venues and yachts: America reclaimed the Cup in Fremantle, Australia, in 1987 under Conner and defended twice, in 1988 and 1992, before the Royal New Zealand Yacht Squadron ran the table between 1995 to 2000. Swiss billionaire and yachtsman Ernesto Bertarelli claimed the Cup in 2003 and defended once, in Valencia, Spain, before Larry Ellison, the American billionaire founder of Oracle, won a lopsided series  in 2010 with a brazen and radical trimaran. That victory ushered in the heyday of high-tech sailing machines, including the 72-foot AC72-class foiling catamaran campaigned in Oracle Team USA’s dramatic 2013 comeback, and again in 2017, when New Zealand reclaimed the Cup in 50-foot foiling catamarans.

The conventions of the modern Cup remain as simple as they are venerable: Following a victory, the winning team becomes the Defender; the first to challenge, and have that challenge accepted by the Defender, becomes the Challenger of Record; the Defender and Challenger of Record then define the terms of the next match—primarily the rules, dates and location but also, critically, the style of boat to be raced. Since 1970, other teams have been allowed to join the contest, though in all matters of procedure and protocol they are represented by the Challenger of Record, in the case of the 36th America’s Cup, that being the Italians of Luna Rossa Prada Pirelli Team.

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CUP RACING RESUMES AFTER THE SECOND WORLD WAR

As history would prove, the 1937 regatta and the all-conquering display by Harold Vanderbilt and the Ranger campaign was the full-stop on what became known as the ‘Golden Era’ for the America’s Cup. Dark clouds of war once again descended on Europe and enveloped the world between 1939-1945 leaving behind a fiscal environment that made the money-no-object J-Class yachts out of the reach of even the richest.

Chastened times post 1945 led to a complete lull in will for racing for the Cup so it wasn’t until 1948 when discussions began again about the possible resurrection of the competition. A meeting was held between the Commodore of the New York Yacht Club, De Courcey Fales, and Captain John Illingworth, the Commodore of the Royal Ocean Racing Club to consider the possibility of introducing an international cruiser-racing rating rule for the competition with yachts of a 48-foot waterline, but these talks ultimately stalled. (Illingworth rather famously went on to create the Sydney-Hobart yacht race.)

A further seven years passed as the world economy struggled back to life post war, before Henry Sears, the then Commodore of the NYYC visited Britain to meet with his opposite number at the Royal Yacht Squadron, Sir Ralph Gore, and after much discussion, Sears returned to America with an idea to revive the America’s Cup that would require a change in the Deed of Gift. The Squadron and its sub-committees had been clear to Sears that the America’s Cup was a special event and as such should continue to feature yachts built for the event and the format. Both the Squadron and the NYYC were attracted once again to the pre-war notion and suggestion (that had been discarded rather vociferously) of sailing in the 12 Metre Class but as the last surviving members of the original trust deed had long since passed, an application to the New York Supreme Court would have to be instructed in order to take the waterline length requirements down from 65 feet minimum to 44 feet.

For Sears, this wasn’t an easy negotiation back home with a shifting groundswell of opinion amongst the membership of the New York Yacht Club. Some wished for the competition to cease and the trophy to simply remain as a memento in the clubhouse of a glorious era, whilst others designed that it should be contested by nominated clubs in America and thus reduce the burden on the membership to put up for its defence. Sears steered a politically cautious route through the opposition and filed a petition to the courts on 21st September 1956 seeking to alter not only the waterline length but also the prohibitive requirement that a challenger must arrive on its own bottom. The die was being cast for the modern-day America’s Cup and on the 17th December 1956, the Supreme Court of the State of New York issued an ‘Order with the Respect to Administration of Gift’ and granted the requests.

Furthermore, an additional ‘Protocol in Resolution’ was adopted by the Board of Trustees of the Cup on 27th March 1958 that redefined the language used in the third Deed of Gift of 1887 with its stipulation for challenging and defending yachts being constructed in the countries they respectively represent. This protocol clarified that wherever the word “constructed” appeared in the Deed of Gift it was to be construed as “designed and built” – wording that would prove of high importance in subsequent challenges and the recent history of the America’s Cup.

With the issues around the Deed of Gift settled, momentum built in early 1957 for a British challenge from the Royal Yacht Squadron and no less than four naval architects were appointed to submit models for testing at the tank at Saunders-Roe in East Cowes on the Isle of Wight. The models all conformed to a one inch to a foot scale, considered with hindsight to be inconclusive and inconsistent, and the results were evaluated by a technical group consisting of such luminaries as Frank Murdoch, the technical adviser to T.O.M. Sopwith on two Endeavour campaigns, Olympic silver medallist Lieutenant Colonel ‘Stug’ Perry, William Crago the superintendent of the Saunders-Roe tank facility and Hugh Goodson, the appointed Royal Yacht Squadron syndicate head. Their findings were presented to the nine founding members of the Squadron syndicate with a recommendation that the design by the Scottish naval architect David Boyd be selected and that the contract to build the 12-Metre be awarded to Alexander Robertson and Sons of Argyll in Scotland.

Constructed under the patriotic but ultimately bland name of Sceptre, this was the first 12-Metre built in the world in some nineteen years and as such faced considerable fit-out issues around deck hardware and fittings. Everything had to be machined virtually from scratch whilst crew input into deck layout was rooted in old thinking and only the ingenuity of Boyd saved the day, in particular with the low cockpit that kept the crew out of the wind and spray.

Over in New York, a powerhouse committee of Cup winners had been formed with such names as Harold ‘Mike’ Vanderbilt, Henry Morgan, George Hinman, Bubbles Havemeyer and Luke Lockwood appointed, and no less than three 12-Metres planned as well as the refurbishment of Olin Stephens’ 1939 built ‘Vim’ which had proven such a weapon in club racing. Of the new boats, Columbia, again off the drawing board of the star designer of the day in Stephens was built at City Island for a syndicate comprising Henry Sears and Briggs Swift Cunningham and was regarded as the boat to beat. Weatherly with Ranger’s sail trimmer, Arthur Knapp Jr. as helmsman, and Easterner owned by Chandler Hovey were also commissioned and launched that summer whilst onboard Vim, the likes of Ted Hood, Bus Mosbacher and Donald Mathews posed an afterguard of great talent.

The Cup being the Cup, and the desire to find an advantage ever-present, saw the introduction of Dacron sails for the first time whilst Zeta nylon was developed for the spinnakers by the Ratsey loft in America – very much the sailmaker of the time. The Defender series was a long summer, but the versatility of 12-Metre racing was very much proven. As it turned out the boat to beat was Vim, something of a surprise to both the yachting media and the establishment, but she traded blows with Columbia all summer long and by mid-August 1958 there was no doubt in the NYYC Committee’s mind that this was a two-horse race. With Sceptre loaded aboard the freighter Alsatia and in transit on its way to Newport, the final trials were scheduled for September 1958 in an attempt to replicate the conditions as closely as possible to those that would be met in the Match.

The four defending yachts entered an intense period of racing with Columbia proving to be the boat that had the most potential, most notably when the breeze was up, and after Weatherly and Easterner were eliminated jointly, the Committee held a six-race series between Vim and Columbia to decide their selection. Vim with the brilliant Bus Mosbacher on the helm was arguably the better boat in moderate conditions but, with a scoreline of 4-2 at the end, it was Columbia that was duly selected.

In reality there was little to choose between the two boats but Columbia prowess in anything above 15 knots of breeze was a considerable advantage as she could point higher and hold her position to windward better than anything seen before. A notable scribe, William H Taylor, writing in the autumn edition of the Yachtsman noted: “When Olin Stephens tried Columbia’s model in the tank last fall, he was convinced he had a faster boat but took all summer to prove it.”

Whilst Columbia came on strong through the season, Sceptre’s trials back in Britain were underwhelming with the new-build being beaten on a regular basis by a decent crew onboard Evaine, the pre-war 12-Metre of the legendary Owen Aisher, that was often steered most ably by the newly knighted Sir T.O.M. Sopwith (he was knighted in 1953). Recognising that Sceptre was under-crewed, the Hugh Goodson led syndicate appointed the bronze medallist from the 1956 Olympic Games in Melbourne, Lieutenant Commander Graham Mann as skipper and recruited Stan Bishop from Evaine as the crew captain.

Sceptre was upgraded in the early summer with better genoa winches and mainsail controls – they only fitted a kicking strap at the end of June 1958 – and slowly her speed started to show through against the much older Aisher-owned 12-Metre. One area of notable deficiency however was in spinnaker development with the British persisting with the enormous Jean-Jacques Herbulot designs that were set at the maximum with spans of 92 feet and a sail area of 5,570 square feet whilst the Americans had spent considerable time developing narrow, more efficient kites that were felt offered better control and were easier to use through manoeuvres.

On arrival in Newport on August 12th, 1958, Sceptre entered in to some tune-up trials against an even older 12-Metre, Gleam, loaned by Mahlon Dickerson, Secretary of the NYYC and steered by Owen Aisher but this was of little use in developing the challenger. Gleam struggled to keep up and in order to engage in any meaningful way, Sceptre had to back off and at times the crew were trailing warps and buckets to slow down whilst Gleam was turning on their engine to catch up. In essence, the trials were pointless, and she entered the America’s Cup Match that summer deeply unprepared and thoroughly untested against meaningful opposition.

Download the 1958 America's Cup Programme

The conflicting views of the America’s Cup and its place as a sporting contest continued to rumble through that summer and much was made in the media of the move to the 12-Metre class. Even Harold ‘Mike’ Vanderbilt wished it away saying: “We have kept the Cup for over 100 years, and I would like to see it go, so that we could go overseas to regain it.” But with President Dwight Eisenhower watching the opening race on the 20th September 1958, many viewed Vanderbilt’s assertion with some scepticism and as the racing would prove, this was to be one of the most one-sided contest in the Cup’s history.

Opening races of America’s Cup Matches, particularly the first beat to windward, are when the talking stops and answers are offered. It’s the point where many yachting scribes and observers say: “we know,” and so it was on that September day in light and fickle breeze as Columbia lined up to leeward of Sceptre, with Briggs Cunningham on the helm sailing fast and loose, and powered out to a lead of 300 yards in just 10 minutes. From there she was never headed, rounding the top mark on a twice-round windward-leeward course some 7 minutes 36 seconds ahead after just six miles.

With desperately light airs across the racecourse both boats struggled to set spinnakers, Sceptre’s troubles were more pronounced with her unwieldly Herbulot which she changed for a smaller one when headway suffered and then switched back to another Herbulot in the final approaches to the leeward mark. Sceptre had gained by mark two to round just over 2 minutes astern but a windshift turned the next leg into a shy reach under genoa and Columbia streaked ahead to round mark three with a lead in excess of 8 minutes. In distance terms it was over a mile and the 1500 strong spectator fleet laid witness to a slaughter on the water – Sceptre was just no match for the design and innovative sail-plan of Columbia. By the finish gun it was a resounding 7 minutes and 44 second victory to the Americans.

After an abandoned race and a subsequent lay-day called by Sceptre’s skipper Graham Mann in order to not only haul out the challenger and pay attention to the hull finish but also to receive a new suit of sails from the City Island Ratsey loft, racing resumed on Wednesday 24th September 1958 on a triangular course. If hopes were set high on the British challenger that the improvements introduced would close the gap, they were sorely dashed in an almost demonstration race.

Columbia started to windward, in a building 8-10 knot south-south-westerly, and a favourable shift almost immediately laid them to the top mark with only a short tack required to round with a lead of over three minutes. The reach to the wing mark saw the Americans launch the spinnaker that they had nicknamed ‘Big Harry’ – a big reaching kite borrowed from the ‘Vim’ campaign and simply sailed away, rounding some 8 minutes 55 seconds up with just one long reach to the finish. Sceptre rolled the gambling dice on the final leg, dropping her spinnaker and reaching high but it was a foolish bet and by the finish ended up over two miles astern in the haze as the Americans recorded an 11 minutes and 42 seconds victory. 2-0 and the writing was on the wall once again for the British in conditions that should have proven favourable.

Keen to conclude the series, the New York Yacht Club sent the boats out on Thursday 25th September 1958 in a blustery 20 knots that was forecast to rise through the afternoon and a lumpy sea state. This was to be an interesting test for both boats with the British feeling that their attention to bespoke deck hardware, in particular the genoa winches, could pay dividends whilst the Americans were keen to see how Columbia fared in rougher conditions. The Race Committee laid a course of six mile windward-leeward legs, twice around and off the start-line, both boats were equal with Sceptre to windward and holding her own in point to the Americans.

Graham Mann was known for pinching high whilst Briggs Cunningham had a gentler style of building speed and power, and pretty quickly it became obvious that Columbia was faring better in the sea state. Sceptre’s pitching was having serious speed implications and the only option for the challenger was to initiate a tacking duel. Pleasingly for the British they found that their manoeuvres were slicker, with the genoa coming in noticeably faster, but the pitching made building speed post-tack an issue. Columbia weathered the 18-tack duel and rounded with a healthy 2 minutes 23 seconds lead.

Both boats thundered downwind with the breeze building and by the leeward mark, Columbia had made a modest six second gain before rounding up into a solid 26 knot breeze. It was to be her finest moment, and conditions where throughout the summer the Americans had excelled. The challenger had no answer to her pace and power, in particular her purple coated Dacron mainsail known as the ‘Purple People Eater’ and she sailed off into an unassailable lead of 7 minutes 45 seconds at the final windward mark.

By the finish, with ‘Little Harry’ set – a slightly smaller spinnaker – Columbia extended to 8 minutes and 20 seconds with the challenger deflated and discouraged. Coming ashore, analysis was offered that suggested Columbia held an advantage of 4.4% over Sceptre and yachting circles in Britain were already bemoaning the challenge, pointing towards the tank testing inefficiencies that had produced such a woeful and embarrassing challenger.

With that in mind, race four was again a one-sided affair in 21 knots of breeze where Briggs Cunningham, Columbia’s skipper, opted for the rare tactic in match-racing of refusing to cover a rival, preferring to sail off knowing that speed was inherent. There was little the British could do, every time they came back on course, Columbia had extended, and Sceptre’s only perceived advantage in better sail-handling was completed negated. On a triangular course, Columbia rounded the windward mark with a five minute and 30 second advantage that she stretched out to 8 minutes and 13 seconds at the wing mark. The final leg was shy due to a windshift approaching the wing, and both boats hoisted genoas. By the finish gun it was a 7 minutes and 5 seconds victory to Columbia and the America’s Cup was safe once again the New York Yacht Club’s possession.

The aftermath of the 1958 Cup races was particularly brutal for the British, with blame being laid at the door of Sceptre’s designer David Boyd, the tank-testing at Saunders-Roe, and the Royal Yacht Squadron syndicate led by Hugh Goodson. The New York Times featured an article by John C. Devlin that called Sceptre: “as pretty and as lovely as a ballet dancer and as clumsy as an oaf with a hangover.”

With true British style, the yachting establishment offered no recriminations against the sailors, designer or builders preferring to learn their lessons and move on quietly. And rather classily Hugh Goodson, responding to questions about whether they would be back in the America’s Cup, offered a line that still hold true today for British challengers: “Quite frankly, I doubt that we shall ever give up.”

America's Cup-winning skipper sets sights on 250kph wind-powered record in SA outback

Glenn Ashby is no stranger to moving like the wind, but he will have to travel considerably faster to break the world record in his sights. 

Key points:

• Yachtsman Glenn Ashby's feats include America's Cup glory in 2017
• He is now shifting his focus from the sea to the land
• He wants to be the first person to travel at 250kph in a wind-powered vehicle

A champion yachtsman, the America's Cup winner  has, in recent months, shifted his focus from the sea to the land — specifically, to the flats of Lake Gairdner in South Australia's far north.

While his aim is to travel at 250 kilometres per hour, there'll be no petrol, nor any other fuel, propelling him. 

Instead, he'll be piloting a vessel purely powered by the breeze.

"It's the world wind land-speed record that we're trying to break," he told ABC Radio Adelaide's Jules Schiller.

"The current record is 202.9km an hour and we're trying to break that … over the next couple of months."

Originally from Bendigo, Ashby's renown rests on his feats as a yachtsman.

An Olympian and multiple world champion, he skippered Emirates Team New Zealand to a famous victory in the 2017 America's Cup, and the same team will be behind him as he attempts to make history at Lake Gairdner.

If the change of surface — from saltwater to salt lake — will be a challenge, the change of vessel will be a little easier to negotiate, he said.

Named "Horonuku", which means "gliding swiftly over land", the so-called land yacht looks like a cross between a dragster and a glider.

"We've got a big long arm that's about eight metres wide that goes out one side of the craft which has got about 850 kilos of steel and lead and a wheel under it," Ashby said.

"It's like a keel of a yacht that's out to the side, and that basically stops us rolling over and behind me is about a 10.5-metre solid carbon fibre wing sail."

Salt lake chosen for ideal surface

Lake Gairdner has previously hosted feats of the kind Ashby is about to embark on — a favourite of daredevils, it was the site of Rosco McGlashan's 1994 Australian land speed record of just over 800kph.

ABC Radio Adelaide regular and Triple J Science Hour host Dr Karl Kruszelnicki said the flat surface of a salt lake was probably the best possible spot for such an endeavour.

"You can keep the friction way down," he said.

"With a boat, you've got a long hull and there's a lot of friction, [and] you can reduce that by having little hydrofoils.

"But on land, we've got a lot of technology for low-friction wheels."

Ashby said the South Australian site was chosen after a painstaking selection process.

"We've looked at various options around Australia and actually around the world," he said.

"We've honed our sights on Lake Gairdner purely for the fact that it has, generally, a really good surface.

"There still is, unfortunately, a little bit of water [there] at the moment but it is drying."

The current world land speed record for a wind-powered vehicle was set by British engineer Richard Jenkins in 2009.

To build up the necessary momentum to surpass it, Ashby said Horonuku would need a "runway" of about 7km "to eventually get up to what we're hoping is going to be close to 250km an hour".

"We're targeting 30 to 35 knots of wind. We're sort of looking at doing roughly seven times wind speed," he said.

"You start off slowly and you slowly build and we're about two-and-a-half tonnes of weight all up.

"Once we get rumbling it's a pretty hairy ride."

'Great new challenge' is 'reasonably safe'

It might sound paradoxical that a vehicle entirely powered by the wind can travel significantly faster than it.

But, as Dr Karl explained, the principle has been exploited by sailors for centuries.

It involves something called "apparent wind" — and relies on the fact that travelling at an angle to the wind can generate more speed.

"We've known how to do it for thousands of years," Dr Karl said.

"After doing it for a while, tacking to the left and right, the sailors realised that sometimes they were travelling through the water faster than the speed of the wind."

He said he would be observing Ashby's progress with "extreme interest".

"To see physics in action is always a joy," he said.

Horonuku has already arrived in Adelaide, and will be trucked to Lake Gairdner in the next few weeks.

Ashby will be boldly following in the vessel's wake. But is he nervous?

"I like to think that it's reasonably safe — that's certainly what I tell my wife," he said with a laugh.

"Compared to a lot of the other boats that I've sailed over the years, but on water obviously, I think it's the most safe [vessel] I've ever sailed in my life.

"This is certainly something very, very different to what I normally do so it's a great new challenge."

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15 men brought to military enlistment office after mass brawl in Moscow Oblast

Local security forces brought 15 men to a military enlistment office after a mass brawl at a warehouse of the Russian Wildberries company in Elektrostal, Moscow Oblast on Feb. 8, Russian Telegram channel Shot reported .

29 people were also taken to police stations. Among the arrested were citizens of Kyrgyzstan.

A mass brawl involving over 100 employees and security personnel broke out at the Wildberries warehouse in Elektrostal on Dec. 8.

Read also: Moscow recruits ‘construction brigades’ from Russian students, Ukraine says

We’re bringing the voice of Ukraine to the world. Support us with a one-time donation, or become a Patron !

Read the original article on The New Voice of Ukraine

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

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Our commitment to delivering trustworthy and engaging content is at the heart of what we do. Each fact on our site is contributed by real users like you, bringing a wealth of diverse insights and information. To ensure the highest standards of accuracy and reliability, our dedicated editors meticulously review each submission. This process guarantees that the facts we share are not only fascinating but also credible. Trust in our commitment to quality and authenticity as you explore and learn with us.

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Zaha Hadid Architects among competition winners for new Moscow Metro Stations

By alexander walter |.

The two-stage international competition , initiated by Moscow Metro development program operator Mosinzhproekt JSC, had previously narrowed down the field of design submissions to five finalists per station. The jury, chaired by Andrey Bochkarev, Deputy Mayor of Moscow in the Moscow Government for Urban Planning Policy and Construction, then determined the two winning projects for implementation.

Klenoviy Bulvar 2 by Zaha Hadid Architects (London, UK) in collaboration with A-project, Krost (Moscow, Russia); Arup Lighting (London, UK); Systematica s.l.r (Milan, Italy)

"Zaha Hadid Architects offers a next-gen look for the Klenovy Bulvar 2 station, with special design methods that impact the passengers’ perception of the station in unprecedented ways," explains the project description. "Elegant, weightless, transparent, full of light, and clean lines – the station will provide comfort and reduce the stress associated with living in a metropolis. Lighting is one of the project’s essential elements: the dynamic system of regulating the light’s tint will help announce an incoming train. A bright space with tall ceilings and smooth pillars, designed to look like arrow heads and blending into trails of light to reflect three-dimensional motion, allow for the station to be kept well-lit and visually indicates the platform edge."