america's cup yacht columbia

‘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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BRIGGS CUNNINGHAM: American Racing Tradition TALE OF AN AMERICAN SPORTSMAN

The america's cup, the america’s cup – 1958, text by kane rogers.

View photographer Cory Silken’s “Yacht Columbia – America’s Cup Winner 1958” gallery here .

Click here to read “The America’s Cup: An Insider’s View,” by Bob Bavier.

Prior to 1958, the last defense of the America’s Cup had been in 1937, by the J-Class yacht Ranger , owned by Harold S. “Mike” Vanderbilt. The J-Class rules prescribing a vessel of some 120 feet in length were promoted by Vanderbilt and others for the defense planned for 1958, but economic concerns and the desire among aspiring competitors to employ smaller dual-purpose yachts won the day. The New York Yacht Club settled on the twelve-meter class rules, reducing the length of the average vessel to around sixty-five feet. Harry Sears, then the club’s commodore, formed a syndicate to build the ship and asked Briggs to join to help with finances.

Although building and racing his cars had long been Briggs’ primary field of endeavor, he had never stopped sailing, and he agreed to join the effort. Sailing legend Cornelius Shields was appointed as the team’s skipper but, when he suffered a heart attack, Sears asked Cunningham to take Shields’ place.

As a member of five East Coast yacht clubs, with almost thirty years’ experience racing several different classes of vessel, Briggs was a solid choice to lead. The one thing he lacked was experience with the starting strategy required by the head-to-head style of America’s Cup competition. Shields, a master of this type of racing, was happy to impart his knowledge to Cunningham, who proved an able student.

Unfortunately, as skipper it was Briggs who had to inform Shields that he could not remain a member of the crew; if he suffered an attack during competition and had to be taken to the hospital, it would leave them a man short and result in their disqualification. It was a tough moment for both men, but it was also characteristic of both to do what was best for the team.

The eliminations for the American side would prove to be more exciting than the final races. Four twelve-metre yachts, Easterner , Weatherly , Vim and Columbia , survived two months of run-offs to compete in the final eight-day round of match races to determine the defender of the America’s Cup. Of the four contenders, only the Vim had raced previously, but the nineteen-year-old vessel was so completely refitted as to be virtually brand new. The Easterner and Weatherly had been hurriedly completed and neither was fully prepared to compete, although the Weatherly would successfully defend the Cup in 1962.

Columbia benefited from a strong syndicate whose membership included Harry Sears, Olin Stephens, the designer of the Vim , and Cornelius Shields, Jr., who occasionally spelled Briggs as skipper. The competition finally narrowed to Vim and Columbia , which prevailed by virtue of her ability to better handle rough seas and strong winds.

The British challenger, Sceptre , entered by the Royal Yacht Squadron and skippered by Graham Mann, was a quite rotund 68,000 pounds compared to the svelte Columbia at 57,000 pounds, and the event was decided in four straight wins by the Americans.

During the post-race celebrations, Briggs located a pay phone and called Alfred Momo at Watkins Glen, where Ed Crawford had just won the main race. As Briggs was returning to join his crew, a reporter approached and commented, “Briggs, that was a fine race!” to which Briggs, still with the Glen on his mind, replied, “That’s what I just heard. I wish I could have seen it.”

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Columbia, US-16

Built in 1958 according to the International Third Rule.

1958-1962: Built for the 17th America’s Cup campaign at a cost of $300,000, her design was a development of Vim. She was slightly longer on the waterline with reduced sail area, but this was compensated by the efficiency of newer sails (later Dacron) and the reduced thickness (resistance) of her keel. Briggs Cunnigham skippered her to victory at the Defender Trials over Weatherly , Easterner and Vim and ultimately to a 4-0 win over Sceptre for the America’s Cup. In 1960 she was sold to Paul Shields, who altered her keel, she participated in the Defender Trials for the 1962 America’s Cup.

1964-1975: Columbia was purchased by Thomas Patrick Dougan of Southampton, NY and Newport Beach. In 1966 her hull was altered, and although she performed well, she was dominated by Intrepid in the Defender Trials that year. In 1967 she won the Caritas Cup (NYYC) and the Lipton Memorial Trophy. In 1975 she was purchased by the Swedish Syndicate as a trial horse to Sverige .

1976-2000: Columbia was purchased by Pelle Petterson who modified her and sold her on to Xavier Rougert-Luchaire who used her as the trial horse to Lionheart in 1979. Her homeport was Cannes, France until 2000 when she was brought “home” to Newport by Paul Gardener and Bill Collins.

Owned by Alain Hanover

Purchased by Kevin Hegarty, 12mR Yacht Charters and was rebuilt at New England Boat Works (Portsmouth,RI) with a new keel designed by David Pedrick.

2019:  Columbia (US-16) won the Traditional Division of the 2019 12mR World Championship at Newport, RI

Jump to Twelve Metre Yacht Club, Newport Station Fleet page for Columbia (US-16)

America’s Cup Yacht “Columbia”

LOA: 131′ 0″ LWL: 89′ 8″ Beam: 24′ 0″ Draft: 19′ 9″ Original Rig: Cutter Hull Number: 499 Designer: N.G. Herreshoff Contracted By: Iselin Syndicate Contract Date: 9/28/1898 Original Price: $ 90,000 Status: Destroyed

Related posts:

• Herreshoff America’s Cup Yacht “Colonia”
• America’s Cup Yacht “Vigilant”
• America’s Cup Yacht “Defender”
• America’s Cup Yacht “Resolute”

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America’s Cup: A History in Photos

• By Ben Meyers
• Updated: March 20, 2017

In 1851, the schooner America of New York Yacht Club sailed against 15 yachts of the Royal Yacht Squadron in the club’s annual regatta around the Isle of Wight. America finished 8 minutes ahead of the closest rival, securing victory, and beginning what would become one of the longest running competition in sports. in 1857, the Deed of Gift officially donated the America’s Cup to New York Yacht Club ensuring that it be held as a perpetual challenge trophy to promote friendly competition among nations.

In 1871, the first official challenge to the America’s Cup came from James Lloyd Ashbury, who had previously beaten the schooner America and was emboldened by his victory. The New York Yacht Club accepted, and the schooner Columbia was chosen to defend, successfully taking the first two races before dismasting. The yacht Sappho was chosen as a replacement and continued to hold off the British challenge in the third and fourth races.

A new rule governing the design of America’s Cup yachts was drafted in 1885 after a series of Canadian challenges. Irish designer John Webb sent two yachts New York in 1885 and again in 1886 but neither could best the American designs. The final challenge under the New York Yacht Club Rule came in 1887, when Volunteer defended the Cup against the Scottish designed Thistle .

In 1889, the New York Yacht Club adopted the Seawanhaka Rating Rule. Over the next several years, Herreshoff designed boats would reign supreme, with Nathanael himself helming Vigilant to victory in 1893. In 1899, Sir James Lipton of Scotland posed the first of a series, racing Shamrock (right) against the already proven Columbia. Columbia , helmed by Charlie Barr, sailed to victory over Lipton, becoming the first yacht to defend the Cup more than once.

As Cup selection trials were underway for the 1914 challenge, war broke out and the Cup was cancelled, putting the first test of the newly implemented Universal Rule on hold. In 1920, the challenge resumed, with Lipton once again attempting to dethrone the Americans, this time with Shamrock IV . Lipton came the closest anyone had thus far in the event’s history to winning back the cup, winning the first two races, but the Herreshoff designed Resolute staged a comeback and went on to defend the cup for the Americans yet again.

Lipton’s final America’s Cup challenge would come in 1929 in the J-Class. Shamrock V was heavy and outdated compared to Enterprise , which had little trouble in defeating the challenge. In 1934, having purchased Shamrock with the intent of challenging the cup, Sir Thomas Sopwith constructed Endeavor , and subsequently Endeavor II (right) for the challenge, but it was no match for Ranger (left).

Following the second World War, the 12 Meter rule aimed to reduce the costs and ensure racing could continue in a post-war economy. The first unsuccessful challenge came in 1958, 20 years since the previous attempt by Endeavor II in the J-Class, with Columbia defeating the British challenger Sceptre . Over the next 20 years, the US would defend 7 more challenges, including the first Australian entry in 1962. Intrepid (pictured) would become just the second yacht in history to successfully defend the Cup twice, first in 1967, and again in 1970.

1983 would prove to be a historic and game-changing year for the history of the America’s Cup. Alan Bond, who had made three attempts already at bringing the cup to Australia, returned for a fourth attempt. The design of Australia II ‘s (right) keel was kept secret, and in the end, the infamous winged design would prove effective. Australia II overtook Liberty , despite initial problems, and went on to upend the longest winning streak in the history of sports – 132 years.

The first Cup defended outside of the United States was held in Fremantle Australia in 1987. From an unexpected field of 13 challengers, American Dennis Conner won the right to challenge the Australians through victory in the Louis Vuitton Cup. Conner easily sailed Stars & Stripes 87 to victory, beating Kookaburra III four races to zero, winning the cup back for the Americans.

In 1988, an unexpected challenge came from a New Zealand syndicate, which proved to bring about major design changes and controversy never before seen in the America’s Cup. Conner, representing San Diego Yacht Club commissioned a catamaran to respond to the Kiwi challenge, realizing that multihulls were not expressly prohibited by the Deed of Gift. New Zealand’s “Big Boat” design, while cutting edge was inherently disadvantaged against Conner’s catamaran and lost by a significant margin.

After the race, controversy over the legality of the design in the Deed of Gift, and whether or not the spirit of “friendly competition” had been violated was rampant. Challenger Michael Fay took San Diego Yacht Club to court over the matter and was awarded the trophy in the ruling. The decision, however, was overruled and the cup was returned to the Americans.

After the controversial 1988 Cup, a new design rule was put in place, and the International America’s Cup Class was born. From 1992 to 2007, the Cup changed hands regularly, with strong teams fielded by Italy, New Zealand and Australia. In the 1995 Cup in San Diego (pictured), New Zealand, skippered by Russel Coutts, scored their first victory, defeating Dennis Conner 5-0.

2010 brought more significant design changes to the cup, with BMW Oracle Racing challenging Alinghi in a battle of massive multihulls. BMW Oracle chose a trimaran with a rigid wing sail, similar to the sail used by Conner in the 1988 cup, while Alinghi chose traditional sails for their catamaran. The rigid wing proved to give BMW a significant advantage, and the Cup once again returned to the US.

The 34th America’s Cup in 2013 brought about more changes to the America’s Cup class, with the defender, Oracle Team USA opting for the use of 72 foot catamarans for the racing on San Francisco Bay. The catamarans proved again to be a point of controversy over costs limiting the ability of teams to pose challenges, and the risk associated with the new, faster and more dangerous boats. Twice during training, major accidents occurred, and new safety regulations were put in place to ensure the safety of athletes.

Emirates Team New Zealand won the right to challenge Oracle in the finals, after defeating Artemis Racing and Luna Rossa in the Louis Vuitton Cup. In the final, New Zealand started strong, taking a commanding 8-1 lead, but the constant changes to crew and modifications to the boat allowed Oracle Team USA to fine tune their performance and turn the tide in their favor. In an epic comeback, Oracle overturned their 7 win deficit to beat Emirates Team New Zealand and secure the cup for America one again.

For the 35th America’s Cup in Bermuda, teams agreed to cut costs and improve safety and accessibility by reducing the size of the boats to just 50 feet. Training vessels were allowed, and the AC45F, a smaller, lighter foiling catamaran was selected as the platform for the America’s Cup World Series during 2016-2017. Teams have now launched their final race boats and training has begun for the start of the qualifier series.

In July, 5 teams will meet in Bermuda to battle for the right to challenge Oracle Team USA and determine the fate of the cup until the next challenge.

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The Evolution of Yachting at The America’s Cup Finals

From sir thomas lipton’s shamrock v to the newly launched svea, the 35th edition of the america’s cup is bringing together the biggest fleet in the history of the j class to race in the waters off bermuda..

The evolution of yachting will be televised this year—the hydro foiling cats will be bombing around the cans and the J-Class, which competed for the cup throughout the 1930’s, will bring back the spirit of the one design class challenging for the ‘Chart’.

The original winner of The America’s Cup in 1851, “America”, was the boat that gave the trophy its name. It was a 101 foot monohull schooner which carried over 5,400 square feet of sail, and the golden years of the Cup with the J’s.

Technology and development has been a big part of the America’s Cup since the beginning—and this year’s cup is no different as teams search for any advantage to get that extra knot of speed.

In terms of evolution, the boats themselves are controversial, yet innovative, changing the AC Class of boat by two-folds.

[gallery type="rectangular" size="full" ids="8339,8341"]

In contrast is the America’s Cup Class, a 50 foot long carbon fibre catamaran featuring a wingsail and hydrofoiling technology that enables the boats to fly above the water. This is achieved by the boat being lifted above the water by a carbon fibre fin about the size of a 5’2 fish known as a foil. As the boat speeds up, they lift out of the water.

Using the lift generated by the daggerboards and rudders, the game is to keep the hull above the water line, sailing on a set of carbon-fiber foils that give enough lift to have the boat looking at fly time hitting speeds of up to 50 knots, which has come a long way from the Schooner America, the J Class and the monohulls of the 80’s and 90’s.

The clear waters of Bermuda will have an evolution that, in design, has changed, but with the tactics remaining the same. From the J’s to the AC’s, we are looking at a month’s sailing that for the spectator, professional and novice alike, will showcase an ocean of history in the water.

With the contest for the cup already begun, the challengers have been fighting it out in a one-on-one knockout series of sailing, with it coming down to the playoffs final with Emirates Team New Zealand and ‘The Swedes’ Artemis racing, with helmsman Peter Burling’s Emirates coming out on top.

The teams are now challenging for the oldest trophy in sport, with the team to beat being cup holders ‘the’ Oracle Team USA.

The next days of sailing are going to be epic!

The next round of races take place June 24th-27th and The Outdoor Journal is on the island and in the sheds to bring you some of the action from the water, with updates on the boats and a bit of behind the scenes beers and discussions of the days racing with the captains and crews. Stay tuned!

35th Americas Cup - The Finals: Oracle Team USA the holders Emirates Team New Zealand the challengers

Americas Cup J Class Regatta The line-up for the J’s is an amazing 7 boats, Being the biggest fleets of boats in the history of the class.

JK3 Shamrock V 1930 JK7 Velsheda 1933 J5 Ranger 2004 JK6 Hanuman 2009 JH1 Lionheart 2010 J8 Topaz 2015 JS1 Svea 2016

For more information, head to the America's Cup website .

Feature image by Ricardo Pinto / America's Cup Match

Historic Shipwreck Discovered Off Coast of Canada

Garhwal snowstorm kills nine trekkers, venezuela first country in world to lose all glaciers.

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Where are they now? 6 famous America's Cup yachts

1851 schooner america’s sad demise.

In 1851, the schooner America , sailing for the New York Yacht Club, beat the Royal Yacht Squadron and laid claim to its 100 Guinea Cup. Thus the America’s Cup was born – what is now the oldest trophy in international sport – earning its name from that first winning yacht rather than the country, though the US did go on to hold the trophy for 100 years.

Where is America's Cup yacht  America now?

The famous America's cup yacht America changed hands – and names – a few times after the first historic race, and then wound up in the American Civil War as a Union ship. She stayed in the military as a training ship for the Navy until 1873, when she was sold to a former Civil War General for $5,000 (about $98,000 today). The general raced, maintained and refitted the boat, but after his death in 1893, she was passed down to his son who lacked interest in the schooner and allowed her to fall into disrepair. Despite being eventually donated back to the Navy, lack of maintenance left her seriously decayed. The nail was driven into the coffin when a major snowstorm caused the shed she was stored in to collapse in 1945, and America was scrapped and burned, bringing the history of one of the most famous sailing yachts of all times to a close.

America ’s legacy lives on to do this day, and there are replicas of the schooner you can sail on to relive the glory of this historic vessel. Climb aboard the 32 metre America 2.0 replica (pictured in the inset above) in Key West (November-April) and New York (May-October), or on a 42 metre replica out in San Diego .

1930 Shamrock V is still sailing

J Class yachts are synonymous with the America’s Cup as these slim, graceful beauties once represented the fleet racing for the Cup. The 36.42 metre Shamrock V , commissioned by Sir Thomas Lipton for his fifth and final bid, she was the first J Class yacht to compete for the Cup. The fact that she is the only J Class yacht to be built in wood makes it all the more remarkable that Shamrock V is still floating today.

Where is America's Cup yacht  Shamrock V now?

The Camper & Nicholsons -built J is in pretty perfect condition for a lady of her years. J Class yacht  Shamrock V is currently for sale and looking for a good home. The right owner could sail away on this piece of Cup history just in time as the  J Class yachts make a triumphant return to the America's Cup .

1987 movie star Stars & Stripes still racing

While the film Wind , one of the best boat movies , was inspired by Dennis Conner’s experience competing for the America’s Cup in 1983 on board Liberty , the yacht that was actually used in filming was the 12 Metre type sailing yacht Stars & Stripes 87 . She was called Geronimo in the film, but Stars & Stripes 87 was more than a screen legend. When Conner launched his own campaign, he wanted a culmination of all the Stars & Stripes yachts that came before her, and she was designed to be fast in heavy air. Stars & Stripes 87 wound up being the final 12 metre yacht to win the America’s Cup.

Where is the America's Cup yacht  Stars & Stripes 87 now?

Stars & Stripes 87 can be found in the Caribbean now, able to be sailed with the St Maarten 12 Metre Challenge , giving you a chance to take the helm (if you're lucky) of a real Cup winner.

1988 Stars & Stripes multihulls

Paving the way for the high-performance multihull America's Cup yachts that are redefining the competition is  Stars & Stripes – the catamaran. The first America's Cup multihull yacht, the US team's Stars & Stripes came to be by a cunning interpretation of the Deed of Gift, which only stipulated the challenging yachts be single masted and no more than 90 feet LWL. The result was anything but a true match race, with the much faster, wing-masted multihull Stars & Stripes winning the Cup in 1988.

Where are the America's Cup multihull yachts Stars & Stripes now?

Two versions of the multihull Stars & Stripes were built, a soft sail (S1) and a wing-masted yacht (H3). Stars & Stripes (S1) was acquired by American entrepreneur Steve Fossett and used to set speed records around the world before being sold in 2017 to Key Lime Sailing Club and Cottages in Key Largo, where she is used for day charters and racing. The actual Cup player, Stars & Stripes (H3) was bought by Mark Reece in Naples, Florida and was used for sailing charter trips, but her current status is unconfirmed.

1994 Stars & Stripes once used as a training yacht by Oracle Team USA

America’s Cup yacht Stars & Stripes (sail number 34) is probably most famous for not winning a Cup. It wasn’t because she didn’t perform under pressure, but because she never got the chance. While the 24 metre yacht, designed by David Peddic and built in 1994 by Goetz Boat Works, won the right to defend the Cup, Dennis Conner chose Young America (US 36) over Stars & Stripes . The new choice was no match for Team New Zealand’s Black Magic , which beat out Team Dennis Conner four times in a row.

Where is America's Cup yachts Stars & Stripes (US 34) now?

Famed America’s Cup Stars & Stripes (US 34) is earning a chance to prove herself on the racecourse yet again. She sails out of Chicago, racing against Abracadabra (US 54). After failing to win the Cup in 2000, this iteration of Abracadabra was bought by Larry Ellison, who used her as a training boat for his Oracle Team USA.

2003 USA 76 still sailing in San Francisco Bay

Sailed by the US challenging team in preparations for the 2003 America’s Cup in Auckland, New Zealand, USA 76 never made it to the Cup, but she came quite close. Making it to the Louis Vuitton America’s Cup final, USA 76 faced the Swiss Team Alinghi but didn’t come out on top. So the US team arranged for a “rematch” against Alinghi, with two races set in San Francisco Bay. While it didn’t change the results of the Cup, this time USA 76 bested the Swiss competitors twice over.

Where is America’s Cup yacht USA 76 now?

Fittingly, USA 76 resides in San Francisco Bay and is available for sailing. Capture the spirit of the most recent America’s Cup that was raced in the natural amphitheatre of the Bay by climbing aboard USA 76 for a racing adventure under the Golden Gate Bridge.

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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 America's Cup 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.

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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.

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THE CUP GETS UGLY – THE 1871 CHALLENGE

James Ashbury was nothing, if not a colourful character in the history of the America’s Cup. He had inherited a large fortune and a considerable business, the Ashbury Railway Carriage and Iron Company Limited, from his father who died in 1866, but ill health and a desire to climb within highfalutin social circles led to him re-locating from Manchester to the South Coast of England in Brighton and concentrate his boundless energy on yacht racing.

His first foray into the America’s Cup had not been successful on the water, however off it, he had gained great standing for his grace and sportsmanship. His second challenge was a very different affair. Bruised by the encounter with the fleet from the New York Yacht Club, Ashbury commissioned a new vessel from Michael Ratsey of Cowes, Isle of Wight in 1870 and the result was the Livonia (named after a province in Russia where Asbury had made considerable money on a building contract) that was launched on April 6th 1871.

Livonia is recorded in the Lawson History of the America’s Cup as having: “a full, rounded midship section, a long bow, straight sheer, and a fairer counter than most English schooners, while she was heavily sparred, with sails of American cotton having a total area of 18,153 square feet.” It was as close to an American build as English shipwrights would allow, with a form taken from Cambria and parts akin to Sappho. The NYYC were nonplussed and deigned to meet this challenge with materials at hand. No defender was built to meet the challenge.

But in challenging, Ashbury decided on a maximum attack strategy, vowing to avenge his defeat where he is on record as saying that he had: ‘faint hope of winning’ – the lament of many a challenger since. Racing against a fleet of American boats was the first issue that Ashbury set out to correct and it was an interpretation of the Deed of Gift from George L. Schuyler, the only surviving member of the original America syndicate that was required.

In March 1871, Shuyler delivered a stunning verdict saying: “I think that any candid person will admit that when the owners of the America sat down to write their letter of gift to the New York Yacht Club, they could hardly be expected to dwell upon an elaborate definition of their interpretation of the word ‘match’ as distinguished from a ‘sweepstakes’ or regatta; nor would he think it very likely that any contestant for the cup, under conditions named by them, should be subjected to a trial, such as they themselves had considered unfair and unsportsmanlike…It seems to me that the present ruling of the club (to sail a fleet against a challenging vessel) renders the America’s trophy useless as a challenge cup.”

The NYYC bowed to the sage words of Schuyler on the 24th March 1871 but a crucial communiqué on June 7th 1871 between Ashbury, dated in London, and James Gordon Bennett, Commodore of the NYYC would prove to be crucial to the future of the America’s Cup. In the final acceptance of the challenge, Bennett wrote: “The New York Yacht Club consents to waive the six months’ notice and accepts your challenge as representative of Royal Harwich Yacht Club to race for America’s cup next October.”

In accepting a challenge submitted on behalf of one single club, it set a precedent but this challenge was about to turn ugly. Ashbury, as Commodore of the Royal Harwich YC and under whose burgee the Livonia raced, reviewed the correspondence in August 1871 and informed the NYYC that he would come as a representative of ‘several clubs’ honoring him with certificates of registration. Ashbury’s intention was to race in a series of 12 races, seven to win, under the different flags of the British clubs, one race for each club, with the cup to go to the club under whose colours he sailed in the winning race.

The yacht clubs that James Ashbury sought to represent were: the Royal Albert, The Royal Yorkshire, The Royal Victoria, The Dart Victoria, The Royal Harwich, The Royal Western of England, The Royal Western of Ireland, The Barrow Western of Ireland, The Royal Mersey, The New Thames, The Royal Thames and The Royal London.

The NYYC were not impressed with the dictation of terms and held an informal meeting on August 27th, 1871, that kicked the final decision down the road to the club’s formal meeting on October 4th, 1871. Ashbury set sail for America on the 2nd September 1871, arriving in New York on the 1st October 1871 with his proposal hanging in the balance. When the final decision was made to only accept the challenge, as originally issued, from the Royal Harwich YC, it was accompanied by an incendiary line that Ashbury bristled at: “the fact that the deed of gift of the cup carefully guards against any such sharp practice.”

Threats of sending Livonia back to England and backward and forward communications proposing alternative formats for racing did little to staunch the acrimony brewing in October 1871 but a final ultimatum from the NYYC ended the matter: “The NYYC desire to be distinctly understood that they sail these races with you as the representative of the Royal Harwich YC only…” Ashbury finally accepted this but the mystery of why he was so insistent on challenging under the flags of twelve clubs remains. Theories have been offered centring around the NYYC’s resolution to sail against Ashbury with a fleet in the previous challenge, something that English yachtsmen never quite forgave and that he had every right to try and equalize the terms. Ultimately it was a fruitless but acrimonious episode and the NYYC instructed a best of seven races to be conducted in a final terse statement.

On October 16th the first race was set with the NYYC bringing to the line two vessels – Sappho and Columbia – before the committee decided which would face the Livonia. They selected Columbia for its light-weather prowess and it was a wise choice, delivering a thundering victory of some 25 minutes 18 seconds actual time – even better on corrected.

But it was race two that added fuel to the descending spirit around this cup contest and caused Ashbury to issue a protest. Columbia was again selected to race but in the pre-start an extraordinary clarification was sought with regards the course. The Lawson documents it thus: “Previous to the start, when the owner of the Columbia brought the written instructions on board, his captain after reading them, said; “there is no direction as to the turning mark, how shall I turn it?’” The owner, Franklin Osgood, returned in his gig to board the committee boat and returned with the instruction: ‘Turn as you please.’

With this knowledge, conditions conspired for it to be a crucial instruction. As the boats hared off on the opening reach with Livonia holding a lead, Ashbury was safe in the accepted knowledge that in England the rule stated that when no instruction was given that marks should be left to starboard. As the turning mark approached this meant a serious gybe for Livonia that left them drifting far leeward of the mark-boat with all sheets flowing and faced the prospect of luffing hard to trim flat for the windward leg home. Columbia cut in between the mark and the Livonia’s stern, tacked around the mark and set up for a hard beat home in heavy, unfavourable conditions. The day should have been Livonia’s but the record shows Columbia winning by a margin of 5 minutes and 11 seconds on actual time.

The protest subsequently submitted by Ashbury was not upheld and this caused much consternation amongst the right-thinking yachting scribes of the day with many, published in American journals, questioning the American’s sportsmanship. The NYYC stuck to its guns and issued a lengthy clarification on October 18th, 1871, highlighting the infamous Nab Tower miss by America in the original £100 race in 1851 alongside their interpretation of the unique nature of racing in sweepstakes or regattas. Flames were fanned further as the NYYC’s statement claimed: “The committee have dwelt at some length on this matter because, although by the rules of this club there is no appeal from their decision, Mr. Ashbury not only declined to accept it as final, but made it the foundation of communications to them through the press, which were of a disagreeable character generally, threatening to appeal to tribunals unknown to this club for redress against what he deemed unjust treatment.”

Ashbury was fuming but come the morning of October 19th, 1871, there was a twist in this Cup saga as the designated pool of vessels that the NYYC could pick from was depleted through either bad luck or unpreparedness. Sappho was in dock, Palmer’s sails were torn and Dauntless had a tear or ‘rent’ as was described in her mainsail. This left Columbia, the light-weather flyer, as the only option to race Livonia but she too was a mess with slack rigging from the day before, her foremast sprung at the hounds and her sailing-master, Nelson Comstock, out injured. Columbia did not expect to race but pressed into action, she was staffed by what was later described as ‘too many amateurs’ – the America’s Cup is no place for amateurs.

This third race was something of a sham for the under-prepped Columbia. Having almost capsized on the first reach, the crew stood by as the fore-gafftopsail split, followed by the flying-jib stay crashing overboard, before the steering-gear broke on the run back to the finish. When the maintopmast-staysail sheet parted, shattering the sail into ribbons, the crew called it a day, lowered the mainsail and the record stands that Livonia won the race by 15 minutes and 10 seconds. The Lawson History of the America’s Cup records: “This ended Columbia’s connection with cup racing.”

Things were, however, about to turn bizarre in this most extraordinary of America’s Cup series. From the final correspondence on October 10th 1871, in effect the ‘ultimatum’ with the NYYC ahead of the racing, it had been agreed that seven races would be sailed with the first to four taking the Cup. In the next two races, Livonia was soundly beaten in the breeze by the schooner Sappho with recorded victory times of 30 minutes 21s and 25 minutes 27s but Ashbury was not done. Whilst on paper and to the instruction of the New York Yacht Club the America’s Cup had been retained, Ashbury informed the committee by way of serving notice on the 23rd October 1871 to the NYYC that he would be on the start-line for ‘race number six’ and would sail a twenty mile course whether any yacht was there to meet him or not. Furthermore, Ashbury intended to sail the following day too, to complete seven races.

Dauntless, the fast-keel schooner, agreed to race in a private match and won convincingly by over 10 minutes but Ashbury was to claim that his boat went over the course alone so far as the club was concerned so should be awarded a cup race. Then the next day, October 25th, 1871, another private race was scheduled between Livonia and Dauntless, however the weather was so bad that a mark-boat could not go out. Asbury again claimed another cup race. In summation, the chancing Englander claimed the America’s Cup in a letter to the NYYC stating that he should have been awarded race two, won race three and had secured two further victories in races six and seven by default. It was a spurious claim at best. The NYYC ignored Asbury and made no reply to these claims beyond acknowledging receipt of his letter.

On his return to England, Ashbury ruminated on his treatment and again wrote to the NYYC claiming “unfair and unsportsmanlike proceedings” and also stated that if he ever came again to challenge for the cup he would: “bring his legal advisers with him.”

James Lloyd Ashbury never returned to challenge for the America’s Cup, instead pursuing a political career that saw him elected for a single Parliamentary term as the Conservative member for his hometown constituency of Brighton from 1874 to 1880. After leaving the British Parliament following a general election, Ashbury pursued his business interests, but disaster awaited as an investment in a large sheep station on the South Island of New Zealand led to bankruptcy.

He died in 1885 as a ‘gentleman of no occupation’ having taken his life with an overdose of chlorodyne – a sad end to a truly swashbuckling character in the history of the America’s Cup.