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The 12"*^ America's Cup

1851 to 2007: Sailing's Holy Grail

The 32"^

Americas

Cup

1851 to 2007
Sailing's Holy Grail

The America's Cup, aka The Auld Mug, is the oldest contested trophy in all of sports.

Table of Contents

Cup History
1

2007 The SI"'' America's Cup in Valencia, Spain

The Defender: AHnghi

The Challengers

BMW Oracle

Team-China
31

The South African Challenge

Victory Challenge
39

United Internet Team Germany

ARTHUR A. LEVINE BOOKS

First printed in 2008
Arthur A. Levine Books
557 Broadway
NewYork, NY 10012
www.arthuralevinebooks.com
178529454

Luna Rossa
51

Mascalzone Latino Capitalia Team
55

+39 Challenge
59

The authors have asserted their moral right to be identified as the authors of this work

ISBN 978 201 10179 9

All rights reserved. No part of this pubHcation may be reproduced, stored in a retrieval system, or transmitted in any form or by any
means, electronic, mechanical, photocopying, recording or otherwise., without the prior permission of the publisher.

Desafio Espanol 2007
65

Areva
69

Emirates Team New Zealand

Cup History

The America's Cup is the Holy
Grail of yacht racing. It is much
more. This Cup, in competi-
tion for a period of 157 years,
is the oldest and most distinguished tro-
phy 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 tal-
ent, effort, and money have been devoted

The accomplishments of America was a source of pride in United States, as shown in this World's Fair poster.

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 break-
throughs, fallout from which benefit all yachts today to an extent generally unreal-
ized by those who sail. Here, a highly focused pursuit of excellence has provided
quality, boldness, and dedication to be the best.

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 chrono-
logical divisions. The outstanding or most interesting yacht of each period will be
addressed herewith. Listed below are the America's Cup competitions by era

1851: AMERICA

It all began with a letter penned February 22, 1851. The writer was the Earl of Wilton,
commodore of the Royal Yacht Squadron (RYS), in England. It was addressed to
John Cox Stevens, the first commodore of the New York Yacht Club.
The letter read:

''Understanding from Sir H. Bulwer that the members of the New York
Yacht Club are building a schooner which it is their intention to bring over
to England this sum.m.er, I have taken the liberty of writing to you, in your
capacity of Com.m.odore to request you to convey to them, and to any friends
that may accompany them on board the yacht, an invitation on the part of
myself and the members of the Royal Yacht Squadron to become visitors of
the club-house at Cowes during their stay in England. For myself I may
be permitted to say that I shall have the great pleasure in extending to your
countrymen any civility that lies in my power, and shall be very glad to

The America's Cup 1851 to 2007: Sailing's Holy Grail

avail myself of any improvements in shipbuilding that the industry and
skill of your nation have enabled you to elaborate. ''

Commodore Stevens's response was dated March 26, 1851:

'7 regret that accident prevented the reception of your letter until after the
packet of the 12th inst had sailed. I take the earliest opportunity to convey
to the gentlemen of the Royal Yacht Club and to yourself the expression of
our warmest thanks for your invitation to visit the Yacht Club at Cowes.
Some four or five friends and myself have a yacht on the stocks, which we
hope to launch in the course of two or three weeks. Should she answer the
sanguine expectations of her builder, we propose to avail ourselves of your
friendly bidding, and take with a good grace the sound thrashing we are
likely to get by venturing our longshore craft on your rough waters. I fear
the energy and experience of your persevering yachtsmen will prove an
overmatch for the industry and skill of their aspiring competitors. Should
the schooner fail to meet the expectations of her builder, not the least of
our regrets will be to have lost the opportunity of personally thanking the
gentlemen of the Royal Yacht Squadron and yourself for your considerate
kindness. With the hope that we have the pleasure of reciprocating a favour
so frankly bestowed. I remain, your lordship's most obedient servant. ''

For Stevens and his friends, the timing was fortuitous, as, he noted, an appro-
priate yacht, to bear the wonderful name America, was soon to be launched. The
plan was to take her transatlantic to the world's fair, or the Great Exhibition of 1 851,
being organized at the new Crystal Palace in London by Prince Albert, consort to
Queen Victoria. America was to serve as an example of Yankee shipbuilding.

The syndicate agreed to pay the builder, William H. Brown, $30,000 li America
was faster "than any vessel in the United States brought to compete with her.'' She
wasn't. The 100-ioot America finished second to Maria, another Stevens-family
yacht, of 97-feet. It was, to be sure, an unfair test as Maria, designed for flat water,
was no sea boat. She featured a centerboard rather than a fixed keel like America.
Also, while the two yachts were fairly similar in size, Maria's sail area at 7,890
square feet was 2,500 square feet greater than America's. Maria required a crew of
55; America would sail the famous race that lay ahead of her with 21 . Since America
failed to "answer the sanguine expectations of her builder," the syndicate paid
Brown $20,000 for her — two-thirds the asking price.

These were sharp businessmen. To be an example of Yankee shipbuilding was
not all of it, however. America's owners, which included Stevens's brother Edwin,
J. Beekman Finlay, James Hamilton and George L. Schuyler, hoped to win wagers

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with her. America left Hoboken, NJ — the site of the NYYC's first clubhouse —
for France on June 21, 1851, under the command of Dick Brown, a former Sandy
Hook pilot. She arrived in Le Havre, France, in 20 days, six hours.

This fledgling country's offerings at Prince Albert's International Exhibition
were uninspiring. America sent Colt revolvers, agricultural implements and a Mr.
Briggs, of New York City, reportedly the world's premier lock-picker. Describing
America's pedestrian agricultural devices, the London Times wrote airily, "If the
Americans do excite a smile, it is by their pretensions"

John Cox Stevens John Cox Stevens and his brother Edwin, later the fourth com-
modore of the NYYC, and James Hamilton traveled to France by steamship to wait
for their yacht. While in Paris, Hamilton encountered Horace Greeley, the noted
newspaper editor. Greeley, supposedly of "Go west, young man," fame, warned:
"The eyes of the world are on you. You will be beaten, and the country will be
abused, as it has been in connection with the Exposition." He strongly advised that
America refrain from racing any British yachts. Hamilton replied, "We are in for it
and must go."

The Royal Yacht Squadron was formed in the year 1815. Two years later,
the Prince Regent asked to join "The Yacht Club," as it was first called. When he
became King George IV in 1820, the yacht club asked him to become its patron.

America, as painted by Currier & Ives, was a ship unlike anything seen in England when it first arrived

The America's Cup 1851 to 2007: Sailing's Holy Grail

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The club similarly asked that its name be changed to the Royal Yacht Club — later
the Royal Yacht Squadron. The RYS has been described as the "most exclusive club
in the universe.''

In 1851, yachting had a 250-year long tradition in England. "Britannia/' which
according to legend and song, "ruled the waves/' had hundreds of yachts at this
time. While not the first yacht club in America, the NYYC was started seven years
before in 1844 on Gimcrack , another John Cox Stevens yacht.

An hour later, after the American yacht arrived in Cowes, the Earl of Wilton
and a welcoming party were aboard America. It was the Earl of Wilton who had
first extended the invitation to John Cox Stevens to visit Cowes.

Stevens issued a low-key challenge to any number of "schooners of the Old
World" for a race in a breeze of not less than six knots. The British hosts responded
politely to Stevens and his party; they were made honorary members of the Royal
Yacht Squadron — a considerable honor — but this invitation to a contest was
politely ignored.

Interest in the mysterious American yacht intensified. The Illustrated London
News dismissed her as "a rakish, piratical-looking craft" and commented that she
"seemed rather a violation of the old established ideas of naval architecture." The
83 -year-old Marquis of Anglesey, charter member of the RYS, had an opportunity

The original 1851 poster advertising the first race for the 100 Guinea Cup, later renamed the America's Cup

to visit her. He said, "If she is right, then we're all wrong/' After his death, the
Royal Yacht Squadron would be housed in his sixteenth-century castle, beginning
in 1857. It is there to this day.

When the British ignored America's challenge. Commodore Stevens increased
the stakes. He offered to race any yacht for "any sum from one to ten-thousand
guineas" — a guinea is worth slightly more than a pound. James Steers, the brother
oi America's designer, George Steers, described this latter sum, the equivalent of
$50,000 then — perhaps $800,000 today — as a "staggerer."

As America waited for a race, her legend grew. James Hamilton wrote, "There
was a very great impression at Cowes that America had a propeller which was inge-
niously concealed; and our crew amused themselves by saying to the boatmen who
came alongside with visitors (there were thousands, as people of all classes were
permitted to examine the vessel), 'In the stern sheets, under the gangway, there is a
grating which the commodore does not allow any person to open...'"

Innovations Galore It wasn't a propeller that made America faster; it was, first, her
hull shape. Pilot boats, like America, were fine forward and showed their greatest
beam amidships, which was then carried well aft. This is the knife-like shape of
yachts today.

Also, America was designed to carry no topsails, making her rig elegantly
simple as opposed to the complex English yachts, with a second tier of sails. The
English boats typically flew multiple jibs, or headsails, one of which was often set
"flying "on a boom and referred to as a "flying jib."

On Friday, August 22, 1851, Am^erica sailed against 14 English cutters and
schooners of various sizes: from the 47-ton cutter Aurora to the 392-ton Brilliant.
America was in the middle at approximately 170 tons. It is noteworthy that some-
one talked Commodore Stevens into carrying a "flying jib" and a topsail for the
race — in the English fashion.

In keeping with the custom of the day, the race started with the yachts
anchored, at exactly 10:00 a.m. America overran her anchor and was last to start.
The first leg was downwind in very light air, and America, with her easily driven
hull, enjoyed the building breeze and caught the fleet. She was aided by a generous
decision of her host, the RYS. America, with her steeply raked masts, typical of
pilot boats, was at a disadvantage downwind, as her sails had trouble filling. Stevens
successfully petitioned the RYS to allow America to boom-out her sails with poles.
At the first mark, at Noman's buoy, America was fifth. The next leg was a reach.
Here, America took the lead.

The usual course when racing around the Isle of Wight was to round the Nab
Light Vessel. However, the printed instructions given to America only said, it was

The America's Cup 1851 to 2007: Sailing's Holy Grail

to be "Round the Isle of Wight, inside Noman's buoy and Sandhead buoy, and out-
side the Nab." Thus America rounded a white buoy, inside the lightship; the other
boats sailed the longer course. This discrepancy later resulted in a protest. Next,
came a 15-mile upwind leg to St. Catherines Point. It was on this beat that the jib's
boom, rigged for the "English sails," broke. Captain Brown said that he was "damn
glad it was gone." Facing off against the wind, America came into her own.

Next, it was a reach to the Needles. There "the wind fell and the haze set in,"
according to the Illustrated London News. At 6:00 pm, America neared the 223
-foot royal yacht, Victoria & Albert, Queen Victoria supposedly asked, "Who is
first?" When told it was America, she asked, "Who is second?" "There is no sec-
ond," was the reply. This famous line became a standard for the race.

America's victory became the stuff of legend — abroad and at home. The
London Merchant wrote that this win foretold a change in the world's order.

''. . . The empire of the seas m.ust before long be ceded to America; its perse-
vering enterprise, its great commerce, are certain to secure this prize; nor
will England be in a condition to dispute it with her America, as mistress of
the ocean, must overstride the civilized world. "

Daniel Webster, the noted orator and American patriot, commented on
America's win to a sizable audience at the State House in Boston, "Like Jupiter
among the gods, Am^erica is first, and there is no second."

The owners of America returned home without the yacht but with an ornate
silver urn. The Royal Yacht Squadron £100 Cup was passed around to members of
the syndicate; it was often displayed on dining-room tables. When the surviving
members of the syndicate gave it to the New York Yacht Club on July 8, 1 857, they
called the trophy the "America's Cup" — named for the yacht that won it.

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1870-1920: THE FIRST DEFENSES

Commodore Stevens and the other America syndicate members deeded the Cup
to the New York Yacht Club in 1857 as a "Perpetual Challenge Cup for friendly
competition between foreign countries" (actually between yacht clubs). The mag-
nanimous and straightforward deed of gift and its subsequent revisions has been
the foundation for the finest yacht-racing event in the world but also of bitter dis-
pute, some of which has been sacrilege to the deed's lofty intent.

Not until 1870 was there another race for the America's Cup. Again it was a
fleet race: the English Cambria against the New York Yacht Club fleet, predomi-
nantly schooners. The American 81 -foot waterline schooner Magic wdiS the winner.
Subsequent to that, the match race format, obviously much fairer, has been used.

The America's Cup 1851 to 2007: Sailing's Holy Grail

There was active racing during the next decade and a half- always in New York and
always won by the Americans.

Distinctly different vessel types had evolved on the opposite sides of the
Atlantic. Driven by the Thames Tonnage Rules that taxed commercial vessel in pro-
portion to a power of their beam, the English sailed narrow deep craft. Not until
1 887 did Dixon Kemp introduce an improved measurement rule in England that
abandoned the excessive penalty for beam. Thus, English yachts of the time
tended to be a poor type of boat-deep and too narrow to carry sail well. The
American boats, in contrast, were wide and shallow, reflecting the practi-
cal commercial needs of our waters. We had the better of the extremes.
Of course, design gravitated to the mean on both sides of the Atlantic.
It is ironic that finally one year the English challenger was wider
than the American defender.

In the 1870s Edward Burgess of Boston evolved as the

designer of the America's Cup defenders. For the years

1885, 1886, and 1887 respectively, he designed Puritan,

Mayflower, and Volunteer, all successful large sloops.

The last of these. Volunteer, is the focus yacht of this

interesting period.

Despite secrecy on both sides of the Atlantic
the challenger and defender of 1 887 were remark-
ably similar. Both George L. Watson's Thistle
and Edward (Ned) Burgess's Volunteer were
clipper-bowed sloops having large low sail
plans. Even their hull lines were strik-
ingly similar, though Volunteer had a
larger beam/draft ratio in keeping
with the aforementioned national
practices. A substantial differ-
ence was that Volunteer was fitted
with a centerboard that greatly enhanced
her pointing ability to windward.
Yachts still had all ballast within the hull and construc-
tion of the boats was heavy enough to preclude a very high ratio of ballast to dis-
placement. Volunteer's lines are particularly natural and pleasing. This triumph of
Edward Burgess decisively beat her predecessor yachts Puritan and Mayflower and
was named the Cup Defender after an abbreviated set of trials. She then decisively
won the 1887 Cup.

Columbia, the 1899 and 1901 America's Cup champion

The America's Cup 1851 to 2007: Sailing's Holy Grail

This match could be said to complete an evolutionary phase of the Cup involv-
ing great variety in size and type of boat. Volunteer was a fine climax to that period.
Afterward, except for the absurd match of 1988, challenger and defender would
always be more closely matched in size and general character of design. Edward
Burgess died soon after, cutting short a brilliant career of great activity over just a
few years. His son, W. Starling Burgess, went on also to design three Cup Defenders
in the decade 50 years later.

1893-1903 Ninety feet waterline length-these were the largest and most impres-
sive of all the America's Cup yachts. Author John Rousmaniere calls this time the
"Herreshoff era'' as all the defenders were designed by Captain Nathanael Greene
Herreshoff and were constructed at the Herreshoff Manufacturing Company in
Bristol, Rhode Island. Following the untimely death of his contemporary friend
Edward Burgess, Herreshoff was the natural heir to the privilege of designing
America's defenders. This followed from his demonstrable success in the early
sloop Shadow in Massachusetts Bay competition and the breakthrough designs of
two 46-ft-class yachts Gloriana and Wasp that revolutionized the conventions of
sailing yacht design during the seasons of 1891 and 1892.

M.I.T. trained and the first to apply real engineering methods to the art of
yacht design, Nat Herreshoff possessed an uncanny instinct for rapid execution of

revolutionary innovation in his chosen field. Interestingly enough, he might very
well never have become a designer of sailing yachts given his early fascination and
genius for design of lightweight steam machinery. Fortunately, Nat's older broth-
er John was a highly ambitious businessman determined to build the world's best
yachts; the brothers made a remarkable partnership: one running the business and
the other doing all the designing, engineering and construction supervision.

Herreshoff Era Vigilant (1893), Defender (1895), and Columbia (1899 and 1901)
were all Herreshoff creations. Reliance followed on the heels of their success, form-
ing a classic example of the fact that in most yacht development classes the suc-
cessful boats get progressively bigger, heavier and more powerful (also true of the
yachts of the 1870s and 80s, of the J Class, but not of the 12-Meter class.)

Reliance was a powerful giant of a yacht with innumerable innovations of con-
siderable interest (she appears on the back of the new Rhode Island State Quarter
and serves as the Museum logo.) She completely outclassed all comers and won
the Cup decisively. Reliance was a magnificent climax to that outstanding era of
90-Footers; however, she also exemplified the trend to ever more extreme, cost-
ly and even dangerous yachts developing under the pressure to exploit the rating
rule to the limit. Thus followed a more modest and saner type of boat under the
Universal Rule developed by N. G. Herreshoff, Reliance's designer.

Nathanael Herreshoff, designer of five America's Cup winning yachts

Defender, the massive 1895 champion, in dry dock.

Reliance, the 1903 defender, was one ofHerreshoffs most decadent designs

The America's Cup 1851 to 2007: Sailing's Holy Grail

Shamrock III, won the public's heart hut not the Cup in 1903.

The America's Cup 1851 to 2007: Sailing's Holy Grail

Arguably the greatest and most interesting of all Cup yachts, Reliance had a
short career, being broken up soon after she so demonstrably fulfilled her mission
of defending the Cup. What a great pity she was not preserved for our direct admi-
ration today

1920-1937: THE J CLASS BOATS

Following the intense activity in Cup racing from 1893 through 1903, there fol-
lowed a long hiatus. This was not for lack of interest but rather because of opinions
and events of the first 20 years of this century.

Even before the splendid triumph of Reliance, the powers of the New
York Yacht Club and others felt that the huge extreme scow-type yachts such as
Independence and Reliance were too expensive, complicated and potentially dan-
gerous. They turned to Captain Nat. Herreshoff to devise a new rule to provide
good competitive racing with reasonable freedom of design but with more "nor-
mal'' boats. Actually, Mr. Herreshoff had been analyzing the problem for nearly a
decade previously.

His solution was the "Universal Rule''. One appeal of this rule was its simple
physical validity: length and sail area in the numerator are speed-giving elements

(Left) Enterprise (Above) Shamrock V, Sir Thomas Lipton's beloved challenger of 1933.

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while displacement in the denominator is a retarding quantity. Also the rule is
dimensionally correct in that length times the square root of sail area divided by
the cube root of displacement is a linear measurement as "rating'' should be.

Mr. HerreshofFs invention of "quarter beam length'' as an element of
the measured length taken at two heights assessed more properly the sail-
ing length of the yacht than did just a set of lengths taken on center. The
Universal Rule was indeed about universally accepted. But for the change
of the overall coefficient and addition of detailed controls, this rule was
used for the rest of the big boat America's Cup racing.

Sir Thomas Lipton, who had cheerfully financed challenge after
challenge, felt that the boats should be smaller. It was he who first
proposed a challenge in smaller yachts built to the Universal Rule;
in 1912 he formalized the proposal for 75 ft waterline boats rather
than the 90-Footers of the previous era. The NYYC first refused,
and then accepted this practical challenge by Lipton.

Contrary to frequent statement, Shamrock IV and
Resolute were not J boats. Rather these two vessels, built
for the 1914 season, were raced under time allowance fol-
lowing from their respective measurements entered into
the Universal Rule. It was not until 1930 that a modified
Universal Rule with a set rating of 76 ft established the
J class for the next America's Cup races.

World War I delayed the contest until 1920
Shamrock IV, described by her designer Charles
E. Nicholson as "the ugly duckling," was never-
theless an able fast boat. She had snubbed ends,
tumblehome, outboard chain plates and a rect-
angular centerboard and was fast.

On the American side, a number of

interesting designs were devised for the """^--

new class. William Gardner's Vanitie and Defiance
by Professor George Owen were fine boats. Captain Nat
Herreshoff produced the yacht Resolute of moderate proportions with
his characteristic elegance of line and finesse of detail.

In the final trials of 1920 Resolute won seven races to Vanitie 's four. As always
it was a contest involving a wide combination of attributes, including the design,
sails, and the skill of Charles Francis Adams, the first nonprofessional skipper of an
America's Cup yacht.

(Above right) Enterprise, designed by W. Starling Burgess, was the first J Boat to defend the Cup in 1930

(Next page) Enterprise, Vanitie, & Rainbow sail off in the 1930 America's Cup defender trials.

The America's Cup 1851 to 2007: Sailing's Holy Grail

Through an error of sail handhng, Resolute broke down and so lost the first
race; then, she lost race 2 by nearly two and a half minutes; it looked like the Cup
would finally be lost. Designer Nat. Herreshoff, then 72, was rushed down to New
York overnight on a naval destroyer. He and Adams adjusted Resolute and her rig
and went on to win the next three races to save the Cup for America.

The J boat era of 1930 could be called the Vanderbilt era. Harold S. Vanderbilt
was the skipper in 1930, 1934 and 1937. He was also the principal backer of the
magnificent Js, Enterprise, Rainbow, and Ranger, financing the latter entirely him-
self. In 1934, the Cup was again nearly lost. It is generally believed that Rainbow
was not as fast as the challenger Endeavor and that the Rainbow won through the
acumen of Vanderbilt and C. Sherman Hoyt of his afterguard.

Ranger is nearly always described as the "super J'' and that accolade seems to
have been totally deserved. Here was a clear demonstration of the axiom "build
big within the rule.'' Except for L. Francis Herreshoff s Whirlwind, no boat had
previously approached the maximum size practical for a rating of 76 under the
modified Universal Rule; Ranger did. Additionally, Ranger was the first America's
Cup yacht developed through model testing in a towing tank. Co-designer Olin
Stephens, II had developed great confidence in the procedures developed by

Kenneth Davidson of the Stevens Institute of Technology in Hoboken. Tank tests
were used to evaluate alternative designs for Ranger and evidently the results gave
Stephens and Starling Burgess the confidence to depart sharply from conventional
J boat practice. It was not divulged for several decades which designer modeled
Rangers hull. Olin Stephens says it was Burgess, but one can be sure that the bold-
ness of the design is much attributable to Olin Stephens.

Ranger was the first Cup Defender in fifty years not built at the Herreshoff
Manufacturing Company in Bristol. On her delivery trip from the Bath Iron
Works, disaster struck; new type rigging turnbuckles unscrewed at sea, leaving the
beautiful long spar unsupported. Frightening deflections in the rolling sea way cul-
minated in failure of the spar. A temporary spar fitted from an old boat in Bristol
provided for early practice until Ranger could be fitted with a spar of new design
and construction. She totally dominated the trials and Cup Races of 1937. She was
longer, more powerful, had a bigger rig, was sailed better and was more refined
in nearly every way. By every measure. Ranger deserves to be called the greatest
America's Cup yacht built. Sadly, the ship was lost to a fire years ago but, as of the
writing of this book, is being rebuilt by a group led by Dennis Conner and with
great detail to the original design plan.

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(From top) Young America, Australia II, Stars & Stripes, & Canada II. Snapshots of the popular 12-Meters.

The America's Cup 1851 to 2007: Sailing's Holy Grail

THE 12-METER ERA: 1958-1987

Following World War 11, 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 chal-
lengers must cross the ocean on their own bottoms. It was agreed to compete in the
International 12-Meter 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 pro-
vided nearly three decades of some of the finest match racing ever.

I can write more knowledgeably about the 12-Meter 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 Fve 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 dis-
placement. 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-Meter Vim. These were great tactical bat-
tles with racing margins of a few seconds in many races. 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. 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.

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This should have been a tip off to the future but the true significance of having to
design the smallest possible 12-Meter for Newport conditions was not generally
appreciated until Australia II lifted the Cup in 1983. The reason 12-Meters form an
exception to the axiom "design big'' is the idiosyncrasy of the rule, particularly the
prescription of increased displacement with length.

Intrepid Olin Stephens' Intrepid of 1967 was a breakthrough yacht. Wetted sur-
face was drastically reduced with a shorter keel and separate rudder and the boat
had numerous refinements. With an outstanding management team and the skill of

Mosbacher again as skipper, Intrepid was unbeat-
able. 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 alu-
minum 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 sud-
den-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 cen-
ter 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 prin-
cipally owing to a light-air advantage of Australia employing a rule-beating main-
sail that gave her superior windward speed in light air.

John Betrand & Alan Bond, the men behind the brilliant Australia II

■ - /

TS I

-'■^-

1983: THE UPSET OF THE CENTURY

''The day of her m^aiden voyage was a major occasion. The place was
packed, and Benny (Ben Lexcen) was floating somewhere between the

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(Right) Liberty & Australia II mark the end of the Amercica's Cup in Newport, R.I. and the New York Yacht Club

dock and seventh heaven. In his considered view, Australia II made all
other boats seems ugly. ''

That's John Bertrand, the skipper oi Australia II, describing with the benefit
of hindsight, the launching of what would become the first challenger to win the
America's Cup after 132 years of futility. Although he was enthusiastic when he
wrote the passage above, Bertrand was nothing of the sort when the drawings and
model oi Australia II were first presented to him in the spring of 1981.

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-Meter yacht to sail in the 25-year his-
tory of competition at Newport. Her extraordi-
nary 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-Meter length
and displacement and that she had significantly
less wetted surface than any other Twelve; this
latter fact won the Cup! Less wetted surface fol-
lowed 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 conven-
tional 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.

The design was decidedly unusual with it's upside down, winged keel, and it
would take all of the enthusiasm of Lexcen and team owner Alan Bond to over-
come Bertrand's initial skepticism.

THE WINGED KEEL SCANDAL

Lexcen s Adventures in Amsterdam To this day there remains some controversy
over the origin of the famous winged keel of Australia II. The brilliant idea was
to fix the 'upside-down' winged appendage to the hull of the boat. In 1980, the
NYYC authorised the Australians to use the Dutch testing tank at Wageningen.
Lexcen spent four months there at the beginning of 1981, with Dutch engineers

Dennis Conner, 3 -time winner & 2-time loser of the Cup

The America's Cup 1851 to 2007: Sailing's Holy Grail

Peter Van Oossanen and Joop W. Sloff. Ben designed the drawings of Challenge
12, a conventional design, after having tested seven models, and then he moved on
to Australia II (more than 400 tests, calculations of the keel in 3 D, several hundred
hours of simulations). The result was surprising: the boat was faster than a conven-
tional 12-meter and Alan Bond took the risk to build Australia II.

During her maiden sail, John Bertrand discovered the exceptional maneuver-
ability of the boat. There were several reasons for this: the bustle had almost dis-
appeared; the 'inverted' keel; the existence of thick fins fixed on each side of the
keel and angled down at about 20-degrees (which increases the draft when heeling
reducing leeway and increasing 'stiffness' - how a boat stands up to the wind). This
approach appreciably decreased the wetted surface oi Australia II compared to any
other 12-meter. Due to this, Lexcen had created a "light" displacement boat with
the shortest waterline ever measured on a 12-meter. The future ramifications made
it such an innovation that is spellt the ending of the 12-meter era of the Cup.

The performance oi Australia II was also aided by the talent of New Zealand
sailmaker Tom Schnackenberg who took care of the entire sail program (40 geno-
as, 10 mainsails, fifty spinnakers). The crew was made up of the best sailors in
Australia, with Olympic medals and previous Cup experience to their credit. It
was this cocktail that explained the record: 48 wins in 55 races sailed by Australia II
during the 1983 season.

In 1983, the challenger also benefited from the support of the press and the
public. The chaste 'modesty' skirt of green canvas which shrouded the underbody

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Stars & Stripes (US-55), the heavy-wind 12-meter gave Dennis Conner and the United States the America's Cup hack in 1987.

The America's Cup 1851 to 2007: Sailing's Holy Grail

after every race certainly incited the curiosity of everyone. Then, the early success
oi Australia II in the Louis Vuitton Cup only added to the craze. The late and fruit-
less machinations of the NYYC to demonstrate that the keel was not an Australian
invention or that it did not fit the letter of the design rule only added to the mystery
of the moment and strengthened the resolve of the men aboard Australia II to take
the Cup away for the very first time.

THE DENNIS CONNOR REDEMPTION

Dennis Conner is not a rich man, though. Furthermore, he says he does not like
to sail. As a matter of fact, he cannot swim. ("I spend all of my time trying to stay
out of the water.'') No more enigmatic character presides over any sport. At the
top of his game, Conner can eat with Nicklaus, drink with Namath, offend with
McEnroe, spend with Marcos and lose with Napoleon. With a straight face, as
brown and supple as an underinflated football, he calls 12-meter racing his hobby.
But nearly everyone on the dock seems to believe he has singlehandedly killed it
as a pleasure sport. "The weekend sailor has been shoved out,'' says Ted Turner,
Captain Outrageous of 1977. Tom Blackaller, one of the advocates of leisure caught
in Conner's relentless wake, mourns, "I'd like to get him the hell out of sailing. I
think he hurts it." Conner sighs and explains, "What they're saying is, 'If I were
willing to give as much as Dennis does, I could be as good as he is.' That's just an
excuse to lose."

After two races against the Australian Kookaburra (a bush bird of prey some-
times called a "laughing jackass"), this game stood 2-0 for Conner in the best-
of-seven final. Most depressing for the Australians, the lighter breezes they had
prayed for all month materialized the first day, but the boat thought to be nimbler
was outmaneuvered all the same. Winds that routinely topped 20 knots in the trials
eased abruptly to eight or ten. Effectively the yachtsmen were back in Newport,
R.I. Breaking neatly in front, Conner never rounded any buoy less than 40 sec-
onds ahead and won by a jarring 1:41. Cheering could be heard from as far away as
San Diego. Thanks to onboard ESPN cameras and the natural drama of the Indian
Ocean, the sport is suddenly televisable, and armchair America is always ready to
celebrate any arcane venture representing Stars & Stripes (even if a few people still
wonder who this fellow Halyard is in the front of the ship).

Losing three years ago humanized Conner, at least momentarily, and winning
again may amplify his legend incredibly, beyond the wharves to the plains. "The
real thing that saved my sanity in '83," he says, "was that in my heart I knew I had
done everything I could. But the second thing was the people. After I won the Cup
in '80, 1 received about 100 letters. Out of 200 million people, that isn't very many.

(Left) A dynamic view from the cockpit of an International America's Cup Class yacht.

Black Magic, the 2000 Cup defender for New Zealand

Luna Rossa, the 2000 Italian challenger, lost to Black Magic in five races.

In 1983 I got thousands, maybe tens of thousands. If you look at the films after
that seventh race, you'll see Dennis standing absolutely alone (abandoned by the
N.Y.Y.C), a small businessman from San Diego facing the music by himself, with
tears running down my cheeks. People said they were touched. In defeat I found
something I never knew in victory. They were proud of me. In essence, the Cup
was freed.'' In a way, so was he.

The anonymous sailors of Stars & Stripes, well-educated men slaving for $75
a week, have a telling phrase for what they do. They speak of their "commitment
to the commitment." During the races few words are ever necessary, and those
are gently spoken. But in practice runs the banter is uncommonly happy. "What
do you think, campers?" says Conner, who never seems to command, only ques-
tion. "Will anybody be heartbroken if we change this sail? Shall we put up Dolly?"
Perhaps a revolutionary and certainly a ! provocative new spinnaker — featuring
rows of billowing bulges ~ is on loan from the N.Y.Y.C. The club had a falling-out
with Conner three years ago; its entry America II fell out of the tournament seven
weeks ago. Miss Parton's namesake constitutes a peace offering. "I love the way she
shakes those thingies," he sings.

Puffs of wind can be calibrated on his shoulder blades. Tiny fractions of speed
are visible to him on the sails. Like a fastidious haberdasher, he is constantly pinch-
ing and reshaping the fabric. In his salt-stung eyes, which now and then send him
tearing off to Perth doctors, the ocean appears multicolored, rich in textures, con-
tours and clues. Some believe he can see past the horizon, even into his opponent's
cockpit. Why he tacks on the next wave instead of this one is a mystery to all.

1988: THE MISMATCH

In 1988, for the first time in history, the Challenger and Defender clubs could not
agree on a mutually satisfactory boat size, type and rating rule. Thus, it was neces-
sary to sail under an as yet untried provision of the Deed of Gift framed for just
such a contingency. The result was a fiasco that was not without skill in design and
excitement in sailing. On the whole, this year was a disgrace to the noble tradition
of the Cup. The match was between a large challenger sloop and a sophisticated
large catamaran. The Americans developed the latter over an amazingly short time
period. Obviously such a mismatch would be won big by one boat or the other -
quite naturally the catamaran was the winner, even when sailed very conservatively.
The perpetrator of the mismatch was Michael Fay of New Zealand.

While openly discussing a conventional 12-Meter challenge. Fay had secretly
commissioned the design and had commenced construction of a large sloop. Then,
when he felt he had an insurmountable time lead on the defender. Fay issued a chal-

The America's Cup 1851 to 2007: Sailing's Holy Grail

lenge specifying his type of boat and a time period too short for the defender to
reasonably develop a boat of the same type.

The San Diego Yacht Club refused, and then tried to reason with Fay. This was
to no avail. Then, the lawyers got into the act. As is increasingly frequent in our
litigious society, the role of competing lawyers and judges was to ensnare the Cup
in a miserable, expensive dispute.

The challenger. New Zealand, was a yacht of approximately 90 ft waterline
length, making her the largest racing sloop constructed since the J boats. While
developed using modern composite construction. New Zealand was a peculiar
boat. We have no sure way to judge her prowess, as she was the only such boat
on the water. Light of weight with an extreme (model boat type) keel and wide
"wings'' for crew hiking, she was interesting.

THE INTERNATIONAL AMERICAS CUP CLASS

A totally new rule was established after 1988. This has produced three fine matches
in 1992, 1995 and 2000. All anticipate equally fine racing in Auckland in 2003. Boats
of the lACC class are larger than 12-Meter yachts with much finer and lighter hulls
utilizing composite construction. The ballast to displacement ratio of these boats
is remarkably high with a deep lead bulb of about 44,000 pounds supported by a
slim steel strut. New classes require several cycles for an optimum boat type to
emerge. In the case of the lACC, the process was rapid principally because of the
brilliant and aggressive R&D program devised by American Bill Koch for his
America^ syndicate. Bill Koch and his relief helmsman Buddy Melges won the 1992
America's Cup match in decisive style against Italy.

Kiwi Rules The New Zealand Black Magic syndicate led by Peter Blake and helms-
man Russell Coutes brilliantly executed the next two matches. Not only did they
win in superb fashion in San Diego in 1995, the New Zealanders showed admi-
rable finesse in concept, organization, details and sailing skill in the 2000 defense
at Auckland.

The Alinghi team, led by Ernesto Bertarelli, with Russell Coutts as skipper
and Brad Butterworth as tactician, employed brilliant sailing skills and a fine over-
all program to wrest the Cup from the Kiwis in 2003, and bring it, for the first time
ever, to Europe.

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The Louis Vuitton Trophy, is given to the winner of the challenger trials, a grueling contest

The America's Cup, now residing in Switzerland hut enjoys it's time in the Spanish sun.

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Valencia 2007

Valencia is Spain's third-larg-
est city with a population of
some 740,000. It lies on the
Mediterranean coast some
350km south of Barcelona. Madrid is a
similar distance inland. Gastronomically,
the region is home to paella, Spain's most
famous dish. Historically, it is believed
that the Holy Grail resides in Valencia's
cathedral and it was here that El Cid
fought the Moors.

Museo Nacional de Ceramica is one of the many beautiful places in Valencia to visit between races.

The Valencia climate tends to be mild all year round and one of Spain's great-
est festivals, Las Fallas, takes place every March when revellers enjoy a week long
party with fireworks and massive bonfires every night.

The major tourist attraction in Valencia is the amazing City of Arts and
Sciences which attracts 4 million annual visitors and is equally fascinating to adults
and children alike. Valencia is now firmly established on the European art circuit
with galleries containing works by El Greco, Goya and Velazquez. The city is cur-
rently undergoing a facelift in preparation for the 2007 America's Cup sailing race
which will take place off the shore of Valencia. The city's football team is amongst
the top teams in the country winning a league and UEFA cup double in 2004/05.

THE FORMAT FOR THE 32^^ AMERICA'S CUP

The America's Cup is a challenge-based competition between yacht clubs, where
the defending yacht club must prepare for the following America's Cup Match as
soon as it receives a challenge from a foreign yacht club. The Deed of Gift of 1887
drives this principal.

In more modern times, since 1970, a system has been devised that allows mul-
tiple challenges from different yacht clubs received during a certain time frame to
be considered as simultaneous challenges and hence legal. But the Deed of Gift still
talks about one challenger in a Match against the Defender. The system introduced
back in 1970 was a Challenger Selection Series, a series of races designed to deter-
mine the best challenger.

The Louis Vuitton Cup Since 1983 the winning Challenger has been awarded the
Louis Vuitton Cup. Commissioned by Louis Vuitton and designed by the Parisian
silversmith Puiforcat, the silver trophy has, for the challengers, become the pass-
port to the America's Cup Match.

The objective of the Louis Vuitton Cup Challenger Selection Series has always
been twofold: to find the best of the challengers and to ensure that Challenger is
adequately prepared to meet, and defeat, the Defender.

For the America's Cup this structure is the same with the Louis Vuitton Cup
racing determining the identity of the Challenger which will face the Defender dur-
ing the America's Cup Match. There are, however, several significant evolutions to
the 32'''^ running of the most important event in yachting. The first is the introduc-
tion of the Louis Vuitton Acts, 13 regattas sailed in four different European venues
from 2004 through early April 2007. From 2005, all Challengers and the Defender
for the 32'''^ America's Cup are required to compete. The second major evolution is
the use of fleet racing — six of the 13 Acts are entirely fleet racing regattas where all

The America's Cup 1851 to 2007: Sailing's Holy Grail

boats will take the start together, six Acts consist entirely of match racing where a
one on one format is used, and one, the first one, the Marseille Louis Vuitton Act 1,
was a combination of both.

In recent times most America's Cup cycles have occurred every three or four
years. The racing however has always only taken place at the end of the cycle, usu-
ally the last four or five months. Sometimes during the two and a half years leading
up to the start of the Challenger Selection Series (and Defender Selection Series
when there were multiple defense candidates) there was a "World Championship''
or some exhibition regattas in equalized boats, but never anything that counted for
points towards the main event. With the advent of the Louis Vuitton Acts and their
associated points system now known as the Valencia Plan, history is being made as
a new Cup era commences.

The scoring system for the Louis Vuitton Acts From the beginning of the 2005
season the Louis Vuitton Acts count. For each successive year of the 'hT'^ America's
Cup (2004, 2005, and 2006) there is an annual Louis Vuitton America's Cup Class
Championship with the winning team is crowned champion as a result of collecting
more points from the Louis Vuitton Acts in each particular year than its opponents.
In 2004, the championship was won by Emirates Team New Zealand.

These annual points are then used for a second purpose. The creation of a sec-
ond ranking system called the Louis Vuitton Ranking. In brief, the Challengers
(excluding Alinghi) are awarded Ranking Points based on their results in each Act
2005-2007. While the Defender Alinghi also participates in the Acts, its results are
omitted for the purposes of awarding Challenger Ranking Points. At the end of
Louis Vuitton Act 14 (the 'Fleet Race Regatta' in early April 2007), the challengers
will be 'ranked' 1st through 1 1th based on their Challenger Ranking Points. Bonus
Points are then awarded in order team rank and these are carried into the Louis
Vuitton Cup challenger selection series that begins on the 18th April 2007.

As to the details, beginning with Louis Vuitton Act 4 in 2005, Challengers
collect Ranking Points according to their finish in each Act (after the influence of
the Defender, Team Alinghi, has been removed) - 11 points for finishing first, 10
for second, 9 for third, and so on. So the Louis Vuitton Ranking points a challenger
collects for each Act is the finishing points (minus the influence of the Defender)
multiplied by the weighting factor. For example, winning Act 4 scores 1 1 points
(11 X 1), winning Act 10 in 2006 scores 22 points (11 x 2), and winning the final
Louis Vuitton Act, the Fleet Race Regatta in 2007, scores 33 points (11 x 3). The
Acts sailed in 2004, which were sailed before the final Challenger entry deadline of
29th April 2005, are multiplied by zero and hence do not count towards the Louis
Vuitton Ranking.

The America's Cup 1851 to 2007: Sailing's Holy Grail

Each challenger's overall 'Louis Vuitton Rank' (1st through 11th) is based on
total Ranking Points. The final ranking list at the end of the Valencia Louis Vuitton
Act 14 will determine the number of bonus points awarded to challengers at the
start of the Louis Vuitton Cup Rounds Robins.

THE LOUIS VUITTON CUP

The Louis Vuitton Cup consists solely of Match Racing, with two Round Robins
(each Challenger racing each of the others twice) from which four teams advance to
the Semi-Finals starting 14th May, with the winners then advancing to a two-team
Final beginning on June 1st. The winner of the Louis Vuitton Cup then meets the
Defender in the America's Cup Match beginning on the 23 June 2007.

Significantly, the Louis Vuitton Rank will also determine the pairings order
and starting line entry side for each of the challengers for the two Round Robins,
and will be used for tie-breaking in non-elimination cases.The competition to select
the ultimate Challenger continues with the first part of the Louis Vuitton Cup, a
double Round Robin, where each Challenger meets each of the others once per
round. A win during the Rounds Robin earns a team two points. Each team races
20 matches. During the Round Robin stage the maximum number of points possi-
ble is 40 (20 races times 2 points per win) plus a maximum four bonus points carried
forward from the Acts. At the end of the two Round Robins the four challengers
with the most points proceed to the Semi Finals.

Heading into the Semi Finals, the Challenger with the most points gets to
choose which of the other three challengers it will race in its Semi Final series of
match races. The winner of each Semi Final is the first team to win five matches.

In turn the winners of the Semi Finals advance to the Louis Vuitton Cup Finals,
another first-to-win-five-race series. The winner will then meet Team Alinghi, the
Defender, in the 1>1^^ America's Cup Match beginning on the 23rd of June.

Powerful influence Winning races during the Louis Vuitton Acts and winning the
Acts themselves will help give a Challenger an advantageous position in the Louis
Vuitton Cup. Being the top-ranked Challenger after the last Act in 2007 gives a
clear advantage of one point over the chasing pack, two points (or one race win)
over the middle group, and three points over the last four teams, the equivalent to
one and a half wins in the Round Robins. Having a high Louis Vuitton Rank is also
all-important when it comes to breaking any ties at the end of the Rounds Robin.

Not only are the Louis Vuitton Acts new, and a powerful influence on the
outcome of the Challenger Selection Series, but they become more important with
each passing year: in 2005 each of the six Louis Vuitton Acts counts for 6.7% of the

The old and the new intermingle in Valencia and shows off her multicultural roots and dedication to the arts.

j^.;

— — r

■■■■(

Las ¥ alias is a boisterous seven- day festival in the province of Valencia, Spain that culminates on March 19'^' every year.

The America's Cup 1851 to 2007: Sailing's Holy Grail

points making up a challenger's Louis Vuitton Rank, each of the three 2006 Louis
Vuitton Acts counts for 13.3%, and 2007's sole Act (the Fleet Race) counts for a
solid 20%. The ability of the Defender to measure up against the challengers who
are fighting their own battles will be more than interesting — especially during the
final Valencia Louis Vuitton Act 14 in 2007.

THE LOUIS VUITTON CUP FINAL

The final phase of the challenger competition and just two teams remain. The win-
ner takes home the Louis Vuitton Cup, and will have earned the right to idiCtAlinghi
in the 32'''^ America's Cup Match.

This best-of-nine series could be over in five races, or perhaps, as in 2000, it
might come down to a ninth and final race. For the challengers as a group, the Louis
Vuitton Cup Final is the culmination of four years of testing, training and racing, all
in an effort to create one team capable of beating the Defender, Alinghi

This system works; the winner of the Louis Vuitton Cup has gone on to defeat
the Defender in four of the six times the trophy has been awarded. Prior to the
first Louis Vuitton Cup in 1983, the challenger had never beaten the Defender in
America's Cup racing spanning 132 years.

THE AMERICAS CUP FINAL

For two months the Defender, Alinghi, has been watching the challengers develop
and get stronger through the Louis Vuitton Cup. Now it is time for Alinghi to
show whether it has what it takes to hold on to the trophy.

Whilst the Challenger has been forged in the battles of the Louis Vuitton
Cup, Alinghi has been intensely training and testing on its own in an effort to build
enough speed and strength to retain the America's Cup.

The 32'''^ America's Cup Match is a 'first to five' (best-of-nine) series that will
test the abilities of the two teams over a range of conditions. Consistency is the key
here and the first day or two of racing is a critical indication of which team has the
speed to succeed and capture the Cup.

The America's Cup Match might be over after five races, in a 5 - white-wash,
or as in 1983, it may come down to a final race for glory.

m ^

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"Shi

Alinghi, The Defender

Switzerland became the first
European country in it's history to
win the America's Cup as AHnghi
swept Team New Zealand in five
races in 2003.

Alinghi won the 1)2^^ America's Cup
5-2 against old rivals Emirates Team New
Zealand in Valencia on the 3 July 2007
after one of the most thrilling match races
of all times. The final and deciding match
was won by just one second! This puts

The stylish Alinghi warms up prior to a Louis Vuitton Cup race.

Switzerland and Alinghi in the history books, along with the United States and
New Zealand, as a multiple America's Cup winner.

A WINNING VISION

Alinghi's vision for the 33rd America's Cup is "to create an even greater sport-
ing occasion with an exciting new class of boats and to build upon the successes of
the 32^^ edition."

The Swiss team, created in 2000, won the 31st America's Cup in Auckland
for the first time in a staggering 5-0 victory against Team New Zealand on the 2
March 2003. The Cup was returned to Europe for the first time since the inaugural
race in 1851.

Alinghi is a coined name of the syndicate set up by Ernesto Bertarelli to chal-
lenge for the America's Cup. Bertarelli had raced several smaller yachts named
Alinghi previously, but 2003 was his first attempt at the America's Cup. Alinghi
successfully challenged for and won the 2003 America's Cup in Auckland New
Zealand and successfully defended at the 2007 America's Cup in Valencia, Spain.

A Worldly Team For the 2003 event Team New Zealand as the holder of the
America's Cup, in consultation with Prada the Challenger of Record, removed the
nationality rule which stipulated that all the crew members must be nationals of the
challenging syndicate.

Alinghi took full advantage of this rule change and hired many of the world's
top America's Cup sailors particularly from New Zealand. New Zealanders saw
the defection of key members of Team New Zealand to Alinghi as an act of dis-
loyalty to their home country which was understandable against a background
of strong nationwide public support for Team New Zealand which they saw as
representing their country rather than just representing the Royal New Zealand
Yacht Squadron.

Team Alinghi fired its Skipper Russell Coutts on April 27,2004. Immediately
prior to this, Alinghi via America's Cup Management changed the America's Cup
Rules to prevent any team members from moving between teams until completion
of the 2007 America's Cup. Alinghi, as the then current holders of the America's
Cup, were fully entitled to change the rule. Nine months later the conflict was end-
ed with a short statement.

The sailing team was extended again and was led for the 2007 campaign by
Brad Butterworth, Alinghi's tactician and vice-president. Butterworth was high-
ly experinced in America's Cup racing having sailed aboard the winning boat in
the three previous competitions. Butterworth's team had many world-class sail-

The many angles of Alinghi in 2007

Alinghi powers on an upwind tack.

Alinghi, the Swiss superhoat, defended the Cup well in 2007.

The America's Cup 1851 to 2007: Sailing's Holy Grail

ors including Peter Holmberg, Ed Baird, Juan Vila, Jordi Calafat, Warwick Fleury,
Simon Daubney, and Murray Jones. Jochen Schuemann, winner of four Olympic
medals, was the sports director for the sailing team.

Alinghi participated in all Louis Vuitton Acts, along with the 11 challeng-
ers from nine nations, before defending the America's Cup during the Match
Race in June 2007. UBS, and BT Infonet have renewed their commitment to the
team as Main Partners for the next four years, along with Audemars Piguet, SGS,
Nespresso, MSC Cruises and North Sails as co sponsors. Alinghi's first America's
Cup Defeat came on June 24, 2007 when they were defeated by Emirates Team
New Zealand in the second race of the 32^^ America's Cup off Valencia.

After a series of close races between the seemingly closely matched competi-
tors, Alinghi won their final race against Emirates Team New Zealand on July 3,
2007, defending the America's cup with Five wins to Emirates Team New Zealand's
two. Alinghi is an international team of over 120 people, based in Switzerland, and
carrying the colours of its yacht club, the Societe Nautique de Geneve. Alinghi
counts 21 nationalities on its team. Alinghi's vision is to "win the 32'''^ America's
Cup, earn respect and recognition as a world class sports team, while sharing its
passion for sailing." Ernesto Bertarelli is the principal behind Alinghi, as well as an
integral part of the sailing team, serving as navigator.

Renowned America's Cup veteran Grant Simmer is Team General Manager and
also oversees the Design Team. The sailing team is led by skipper Brad Butterworth.
As Sports Director of Alinghi, Jochen Schuemann can count on many top sailors
including Peter Holmberg, and Ed Baird, to name just a few.

The Defenders of the America's Cup finished in third place on the ACC Season
Champion table in 2004, but recovered their form in 2005 winning five of the six
Louis Vuitton Acts en route to the 2005 ACC Season Championship. The team lost
just two match races in 33 starts in 2005.

2006 was another strong year for the Defender. Alinghi finished in second
place on the season points table, but importantly, was the only one among the top
four teams to use an old boat. In other words, the top challengers, sailing their new
boats, could barely compete Alinghi sailing its old boat from the last Cup.

^' ^'

BMW Oracle, USA

Formed in the spring of 2000 by
Larry Ellison, CEO and found-
er of leading global software
company Oracle Corporation,
the team then known as Oracle BMW
Racing, had a strong performance in 2003
in Auckland, New Zealand, advancing to
the Louis Vuitton Cup Final, before bow-
ing out to Alinghi, the eventual America's
Cup winner.

The American challenger, BMW Oracle, fell short of it's goal of getting to the finals.

^\^m:?^^-^^^«

HP^-jJl

BMW Oracle Racing BMW Oracle Racing is an American sailboat racing syndi-
cate, initially formed to compete in the 2003 America's Cup under the name Oracle.
The syndicate is backed primarily by Larry Ellison, who made his billions from
Oracle's database software. The team name was revised in August 2004 to Oracle
BMW Racing a reflection of the German company's initial role within the team and
subsequently revised again to BMW Oracle Racing to reflect increased involve-
ment from BMW.

The team was created by purchasing the assets of Paul Cayard's AmericaOne
syndicate which was the losing finalist against Luna Rossa in the 2000 Louis Vuitton

Cup. The syndicate got off to a rocky start with
changes in the skipper position, going through
Cayard, Chris Dickson and Peter Holmberg.
Also, the St. Francis Yacht Club was unwilling to
give Ellison the free hand he wanted in running the
challenge for the 2003 America's Cup, so Ellison
took his money down the road to the Golden
Gate Yacht Club. This is a well funded syndicate.
It made it to the finals of the 2003 Louis Vuitton
Cup, losing to Alinghi 5-L

BMW Oracle Racing is the Challenger-of-
Record for the Louis Vuitton Cup 2007 which
proceeds the 2007 America's Cup which was held
in Valencia, Spain.

On May 20th, 2007 BMW Oracle Racing, fell
to Luna Rosa Challenge for the fifth, and final time in the 2007 Louis Vuitton Cup
Semi Finals. They lost their series five races, to one.

In July 2007, BMW Oracle Racing filed a challenge with the Societe Nautique
de Geneve for the America's Cup. To date July 26, 2007 that challenge has not be
accepted, and the Golden Gate Yacht Club has filed suit because of it. BMW Oracle
Racing and Larry Ellison have hired Russell Coutts to be the CEO of the 33rd
America's Cup campaign. With the launching of their newest boat in January 2007,
BMW Oracle Racing owns 4 lACC boats. USA-71 and USA-76^trt buih for the
2003 America's Cup while USA-87 and USA-98 are buih for the 2007 Cup.

USA-87: On March 26th, 2006, BMW Oracle Racing christened their new hull
USA-87. There are many differences to the hull that has created speculation in the
yachting world. The hull is 2 feet shorter than the older boat USA-76 and features
a bow sprit. While this boat was initially believed to have a tandem keel, it is now
accepted that the boat uses a conventional single strut keel.

Larry Ellison, founder of BMW Oracle Racing.

USA-98: USA-98 was delivered in mid-January 2007 to BMW Oracle Racing's
base down in New Zealand and was evaluated against USA-71 until transfer-
ring to Valencia for the Louis Vuitton Cup 2007 campaign. Chris Dickson,
who has sailed with Larry Ellison throughout many big-boat campaigns,
has been put in charge of all aspects of the team from the beginning of
this campaign.

As Challenger of Record, the BMW Oracle Racing team worked with Alinghi
on developing the new era of the event in Europe, and Ellison has ensured the
team will be in a strong position for the fight to become the Challenger for the 32'''^
America's Cup Match. The race crew has been developing over the past two years
and has a talented and experienced afterguard that works well together. The inter-
national crew, a mix of previous America's Cup and Volvo Ocean Race winners and
other champions, is motivated and focused on 2007.

BMW Oracle Racing earned second position on the 2004 ACC Season
Champion points table. In 2005 Dickson led his team to a strong finish, with BMW
Oracle Racing closing the year tied for second on points on the season champion-
ship table, end of this one as well, posting a third place finish. The Americans lead
all the challengers on the Louis Vuitton Ranking table at the end of 2005.

(Prior pages) BMW Oracle, is the product if a multi-million dollar development

BMW Oracle from an unusual angle

China Team, China

China Team 2007 represents the
Qingdao International Yacht
Club, and is the first Chinese
team in the long history of
the America's Cup. The team is led by
Chaoyong Wang, the chairman of a lead-
ing Chinese venture capital firm. He has
formed a strange partnership with Le
Defi, a French challenger in the last two
editions of the America's Cup, to acquire
their knowledge base and assets.

Team China, although a Chinese entrant, is using a multicultural crew to take advantage of prior Cup experiences.

(Prior pages) Team China, with its stunning dragon boat motif and open dock, was a real crowdpleaser.

Team China raced to an eleventh place finish in the Louis Vuitton Cup

China Team's alliance with Le Defi gives it a tremendous head start as a new
team. The French squad competed in the last two America's Cups, as well as the
Louis Vuitton Acts in 2004. Along with the assets of up-to-date boats and design
information, Le Defi also offers expertise on the water and America's Cup project
management skills ashore.

The team is slowly integrating Chinese sailors into the programme, and initiat-
ed a recruiting drive in China over the winter 2005-2006. Some of the top Chinese
sailors auditioned for the team and will be integrated into the race crew over time.

China Team needed to work quickly to be ready for the first races of the
Valencia Louis Vuitton Acts 4 & 5 and was only able to sail for a couple of weeks
before the start of racing in June. But in the event, the Chinese squad was able to
beat the South Africans in their match to get off the bottom of the table in Act 4.
Similarly, a mid-fleet result in the last race of the fleet series allowed it to win a tie-
break over the South Africans to finish in 1 1th place.

In Sweden and Italy, China Team finished in last position in both fleet and
match racing events. The team was leapfrogged by the South Africans who were
sailing a new boat and have been training for many months more than the new
China Team. The poor results continued for China Team in 2006, with the squad in
last place all the way through. China Team didn't win a match race this season. The
only highlight was a ninth place finish one fleet race in Act 1 1 .

BUILT FOR THE FUTURE

This is a team that is taking a long view to the Cup however, and it won't be dis-
couraged by poor, but predictable results. There's nowhere to go but up for this
team. China Team is the first Chinese syndicate ever in the history of the America's
Cup. It was established in March 2005, in a partnership between a group of Chinese
entrepreneurs led by Wang Chaoyong, President of China Equity Investment, and
the French organisation Le Defi which took part in the two previous America's
Cup (Semi-finalist in 2000, Quarterfinalist in 2003).

Olympic Sailing In 2008 China Team represents the Qingdao International Yacht
Club, city host of the Olympic sailing in 2008. This project is managed in close
collaboration with the Chinese Yachting Association (CYA). China Team and the
CYA organise the recruitment and the selection of Chinese sailors and set up the
organization to develop sailing and racing in China for the next two America's
Cup. The goal of China Team is to integrate talents and make the most of its accu-
mulated experience to build a high profile and innovative team. China Team is
working towards the future to become quickly a stronger player in the arena of the

The America's Cup 1851 to 2007: Sailing's Holy Grail

America's Cup. China Team draws on the skills developed by experienced special-
ists of all that makes the America's Cup: sailing, technique, sports, logistics, com-
munication, marketing and finance.

The objective of China Team is to bring together young Chinese talent and
experienced sportsmen to form a brand new America's Cup team. For the 2006
Louis Vuitton Acts, China Team is made up of a group of nearly 60 people. The 23
sailing crew are assisted by a key support team that look after engineering and tech-
nical requirements, maintenance, administration and finance, as well as marketing,
communications and logistics.

All these people are critical to the success of the campaign. Just one hour on
the water is the end-result of hours of dedication from all team members includ-
ing the 17 sailors on board the racing boat; the people who structure the training
programme to match the design, development and maintenance program of the
boats; the logistics experts. . . all of whom contribute to the far greater success of the
organisation and who embody the very essence of China Team.

The Qingdao Yacht Club is participating in its very first America's Cup adven-
ture. Behind the club is a dynamic and evolving nation - thousands of years old -
that is behind the campaign to win the world's oldest sporting trophy.

Commodore Dong Tong Kuan The Qingdao yacht-club is located in Fu'shan Bay
and, led by Commodore Dong Tong Kuan, will organise a series of match races
and sailing events between now and 2008 to prepare not only for the 32'''^ America's
Cup, but also the Olympic Games. Through these two separate and international
yachting events, Qingdao will be introducing 1 .3 billion people to the world of sail-
ing and water sports. This year, the Qingdao Yacht Club will be making quite an
entrance onto the world-stageof internationally-celebrated yacht squadrons.

Qingdao is a modern and progressive city that is taking the first Chinese
America's Cup challenge to the world. Qingdao is one of the most developed, cos-
mopolitan cities in eastern China, perhaps thanks to an eventful past. During the
Qing dynasty, the city underwent significant urban transformations.

In 1897, the city was occupied by Germans who demolished traditional
Chinese edifices and introduced European-style architecture in certain quarters.
The Germans constructed a city which today, gives Qingdao its originality and dis-
tinguishes it from other Chinese cities. In November 1914, the Japanese defeated
the Germans and took over alien occupation of China, but in the end, left no par-
ticular architectural legacy. On the 10th of December 1922, China recovered its
sovereignty and with that, Qingdao inherited not only its German buildings but
also a great love of beer.

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Shosholoza, South Africa

The South African Challenge
was formed in Cape Town
by Captain Salvatore Sarno,
Chairman of the Durban-
based branch of the Mediterranean
Shipping Company, the first time an
African America's Cup challenge has
been accepted.

The sailing team is proudly South
African, and Team Shosholoza has recruit-
ed sailors from the local area, including a

Iff #

Shosholoza, the first ever African challenger, is feted in flowers.

number of graduates from the Izivunguvungu MSC Foundation for Youth sail
training school, in Simonstown, just up the coast from Cape Town. The school has
been used as a filter system for the development team for the Challenge.

The team name, Shosholoza, is a word with roots deep in South African cul-
ture. It is a worksong with a long history with mine workers, and others engaged in
hard, physical labour. As a word, it is understood to mean, 'go forward' or 'make
way', an appropriate sentiment for an America's Cup team. Shosholoza has cap-
tured hearts all over the world with its spirit and determination and has adoped the
nickname 'the soul of sailing'.

Captain Sahatore Sarno, founder of Africa 's first challenger

BELOVED UNDERDOGS

Geoff Meek Geoff Meek skippered the team
through the 2004 and 2005 seasons, before step-
ping down due to injury. His replacement is Mark
Sadler, one of South Africa's best young yachts-
men. He is backed up by sport directors Paolo
Cian (helmsman) and Tommaso Chieffi (tactician),
along with strategist Ian Ainslie. Sailing Manager
Paul Standbridge, brings his experience from the
2003 GBR Challenge for the America's Cup.

Marcello Burricks Marcello Burricks is not your
typical America's cup yachtsman. Raised in a
rough, mixed-race township on South Africa's
Cape of Good Hope peninsula, he had to prove himself as a street fighter long
before he ever climbed aboard a sailboat. In his early teens, he fraternized with local
gangs and got in knife fights. These days, however, he puts his strength into grind-
ing winches and helping to trim the mainsail of a sleek, 25 -m America's Cup class
racing yacht.

Burricks' journey from local tough guy to elite sailor is just one of the remark-
able stories to come from Africa's first-ever entry in the 154-year-old America's
Cup, yachting's most prestigious — and the international sport's oldest — prize.
Burricks is part of Team Shosholoza, a young, racially diverse South African crew
defying the odds by taking on sailing's biggest names and deepest pockets —
and scoring impressive victories. "So many sailors dream about being part of an
America's Cup team," says Burricks. "I didn't expect myself to come this far."

In the rarefied world of the America's Cup, genuine underdogs don't come
along very often. Only once has the Cup ever been won by a first-time challenger.

The America's Cup 1851 to 2007: Sailing's Holy Grail

.^'^s^Hiteflaaiiid

That happened in 2003, when the Swiss Team Alinghi defeated Team New Zealand
in Auckland, bringing the cup to Europe for the first time since a U.S. boat won the
Auld Mug, in a race off the Isle of Wight back in 1851. Africa's yachting tradition
is limited, to put it kindly. Though sailors in eastern and western Africa skillfully
navigate the seas in traditional craft, yacht racing has been limited in most countries
to small clubs with a few dinghies. In South Africa, where yachting is popular in
cities such as Cape Town and Durban, the sport is still a long way from the profes-
sional circuits of Europe, North America and the Pacific.

The South Africans continued to improve in 2006, with three mid-fleet finish-
es in the Louis Vuitton Acts. This was good for seventh place overall on the season.
The team remains in ninth place on the challenger ranking table, but has closed the
gap to sit just five points back oiAreva Challenge and +39 Challenge.

The South Africans know they are loved for being different. While the other
boats are sheathed in corporate logos, the sleek black hull of Shosholoza — named
after an old work song from the mines — is emblazoned with bright African motifs.
Nearly one-third of the sailors are nonwhite. "We want to show that South Africa is
a country that can conceive of the construction of a racing machine," says Salvatore
Sarno, the businessman who mounted Shosholoza's challenge. "It's a country where
different races, different cultures can work together, challenging the top countries

shosholoza made quite a statement sailing into Valencia for the first time.

"^S^

The America's Cup 1851 to 2007: Sailing's Holy Grail

in the world/' After the 1996 Atlanta Summer Olympics, Ainslie took a job as
a high school teacher in the navy village of Simon's Town. There he met Golden
Mgedeza and Solomon Dipeere, both teenage naval cadets from Kwa Thema town-
ship outside Johannesburg.

Ainslie nurtured their passion for sailing, and offered free lessons to other
poor black and mixed-race kids in the surrounding townships. Burricks was one of
the keenest. "We had to chase him away to get him to do some schoolwork during
exams/' Ainslie recalls. For Burricks, sailing provided an escape from the violence
of township life. "You grow up thinking that's your way of living," he says. "But if
you give kids something else to do most will stop being naughty."

Sarno appointed the young men to the crew of his own Durban yacht, on
which they began winning some local events. But when Sarno began talking about
entering the America's Cup, even his crew members thought the idea was nuts.
Undeterred, Sarno bought a boat, talked the city of Cape Town into giving him
the use of prime waterfront dock space, and started recruiting. In Simon's Town,
the sailing school now accommodates more than 300 children. Some of them are
around one afternoon when Mgedeza and Burricks visit with a group of journal-
ists, maneuvering hand-painted bos'n's dinghies and tiny plastic Optimists around
buoys in the harbor. Ask any kid here what he wants to do when he grows up, and
he'll say he wants to sail on Shosholoza.

''They've proved that they have the passion and the inspiration to take
on such a tough challenge, " says Alinghi's helmsman and sports director
Jochen Schumann, who was in Cape Town recently to attend a Shosholoza
charity auction. ''It's an open question how far they will get. "

For many of South Africa's young sailors, blazing a trail for the next multira-
cial generation of sailors is victory in itself.

After a slow start in Valencia, the South Africans displayed impressive devel-
opment over the 2005 season, putting it all together in the final Act in Trapani,
where the team vaulted to finish fifth in the fleet races. Shosholoza is 11th on the
season championship table and lies ninth on the Louis Vuitton Ranking.

^.>:.,J[.;';

The African motif hull graphics on Shosholoza are unlike anything ever seen at the America's Cup

"V;.j-.r.#- ■'•*•■. r

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Shosholoza

Year

Appendix

RECORD OF MATCHES

Winner

Loser

1851

America

1870

Magic

Cambria

1871

Columbia

Livonia

1876

Madeline

Countess ofDufferin

1881

Mischief

Atalanta

1885

Puritan

Genesta

1886

Mayflower

Galatea

1887

Volunteer

Thistle

1893

Vigilant

Valkyrie II

1895

Defender

Valkyrie

1899

Columbia

Shamrock

1901

Columbia

Shamrock II

1903

Reliance

Shamrock III

1920

Resolute

Shamrock IV

1930

Enterprise

Shamrock

1934

Rainbow

Endeavour

1937

Ranger

Endeavour II

1958

Columbia

Sceptre

1962

Weatherly

Gretel

1964

Constellation

Sovereign

1967

Intrepid

Dame Pattie

1970

Intrepid

Gretel III

1974

Courageous

Southern Cross

1977

Courageous

Australia

1980

Freedom

Australia

1983

Australia II

Liberty

1987

Stars & Stripes

Koookaburra

1988

Stars & Stripes

New Zealand

1992

America^

II Moro di Venezia

1995

Team New Zealand

Young America

2000

Team New Zealand

Luna Rossa

2003

Alinghi

Team New Zealand

2007

Alinghi

Emirates Team NZ

Score

1-0
4-1

2-0
4-1

2-0
2-0
2-0
3-0
3-0
3-0
3-0
3-0
3-2
4-0
4-2
4-0
3-1
4-2
4-0
4-0
4-1
4-0
4-0
4-1
4-3
4-0
2-0
4-1
5-0
5-0
5-0
5-0

Bibliography

Index

Booth, Pat, ed. Master Photographers: The World's
Greatest Photographers on Their Art and Technique,
59-69. London: Macmillan, 1983.

Breitenbach, Josef . "Look Here, Diogenes!" Infinity 1,
no. 5 (May 1952): 7, 14.

Brody, Jacqueline. "Harry Callahan: Questions." Print
Collector's Newsletter 7, no. 6 Qanuary- February 1977):
171-77.

Brooks, Valerie. "Harry Callahan's True Colors."
ArtNews 82, no. 8 (1983): 64-71.

Bunnell, Peter. Harry Callahan: 38th Venice Biennial
1978. Exh. cat. New York: International Exhibitions
Committee of the American Federation of Arts, 1978.

Butler, Susan. Harry Callahan: Retrospective 1941-82.
Exh. cat. Cardiff: Ffotogallery, 1987.

Callahan, Harry M. "An Adventure in Photography."
Minicam Photography 9, no. 6 (February 1946): 28-29.

Chancellor, John. "Institute of Design: The Rocky Road
from the Bauhaus." Chicago 2, no. 5 Quly 1955): 28-35.

Coleman, A. D. "Harry Callahan: An Interview." New
York Photographer, no. 4 Qanuary 1972): 3-6. Reprinted
in Colin Osman and Peter Turner, eds. Creative Camera
International Year Book 1977, 74-108. London/
Rochester: Coo Press / Light Impressions, 1976. Page
references are to the 1976 reprint.

Danese, Renato, ed. American Images: New Work by
Twenty Contemporary Photographers. New York:
McGraw-Hill, 1979.

Davis, Douglas. "The Quiet Master of Light."
Newsweek, December 13, 1976, 118-19.

Davis, Keith F. An American Century of Photography:
From Dry-Plate to Digital. Kansas City, Mo. / New
York: Hallmark Cards / Harry N. Abrams, 1995.

DeMaio, Joe, Robin Worth, and Dennis Curtin. The

New Darkroom Handbook: A Complete Guide to
the Best Design, Construction, and Equipment, 4-5.
Marblehead, Mass.: Curtin and London, 1979.

Deschin, Jacob. "Four-Man Exhibition at the Museum
of Modern Art." New York Times, December 12, 1948

Diamonstein, Barbaralee. "Harry Callahan." In Visions
and Images: American Photographers on Photography,
11-12. New York: Rizzoli, 1981.

"Diogenes with a Camera." New York Times Magazine,
June 1,1952, 42-43.

Ebin, David. "Harry Callahan: Conventional Subjects
Become Extraordinary Photographs." Modern
Photography 21, no. 2 (February 1957): 44-55, 98, 102.

Evans, Walker. "Photography." In Quality: Its Image in
the Arts, 169-71, 188-89. Edited by Louis Kronenberg.
New York: Balance House, 1969.

"Four Photographers.' U.S. Camera 12, no. 2 (February
1949): 31-39.

Frank, Waldo, et al., eds. America and Alfred Stieglitz: A
Collective Portrait. New York: Literary Guild, 1939.

Gautrand, Jean-Claude. "Harry Callahan." Le Nouveau
Photocinema 59 Quly- August 1977): 46-57.

Gollonet, Carlos. Harry Callahan. Exh. cat. Barcelona:
Fundacion la Caixa, 2000.

Green, Jonathan. Review of Photographs: Harry
Callahan, and Harry Callahan, by Sherman Paul.
Aperture 13, no. 4 (1968): 52-57.

Greenough, Sarah. Harry Callahan. Exh. cat.
Washington, D.C.: National Gallery of Art, 1996.

Grundberg, Andy. "Callahan, Cool Master of the
Commonplace, Dies at 86." New York Times, March 8,
1999, A23.

Hagen, Charles. "Late Color: Photographs by Harry
Callahan." Camera Arts (New York) 3 Quly 1983): 22,
72-73, 76-77.

Harry Callahan. Essay by Paul Sherman. Exh. cat. New
York: The Museum of Modern Art, 1967.

Harry Callahan. Exh. cat. Northridge, Calif.: Fine Arts
Gallery, San Fernando Valley State College, 1969.

Hellman, Roberta, and Marvin Hoshino. "Harry
Callahan." Arts Magazine 51, no. 6 (February 1977): 7.

Hopkins, Lorraine. "Harry Converses with His Eye and
Is Answered by Venice." Providence Sunday Journal
Accent, June 18, 1978, sec. E.

Hughes, Robert. "Exactly What Is a Photograph?" Time,
December 20, 1976,70.

Karr, S. P. "The Third Eye." Art Photography 4
(September 1952): 32-37.

Kelly, Jain, ed. Nude: Theory. New York: 1979.

Kennedy, Anne, and Nicholas Callaway, eds. Eleanor:
Photographs by Harry Callahan. Exh. cat. New York:
Callaway Editions, 1984.

Kramer, Hilton. "Celebrating Formalism in
Photography." New York Times, December 12, 1976,
sec. D, 29-30.

Lloyd, Harvey. "Quotes from Callahan." Infinity 22, no.
3 (March 1973): 10-13.

Malcolm, Janet. "Photography: Two Roads." New
Yorker, December 4, 1978, 225-34.

Maloney, Tom. "The Callahan Story." U.S. Camera 11,
no. 11 (November 1948): 48-50.

Mann, Margery. Review of Photographs: Harry
Callahan. Artforum 3, no. 1 (September 1964): 53-54.

America

3-8

America II

America^

AmericaOne

Adams, Robert

Areva

Australia II

Bond, Alan

30,32

Baird, Ed

Burgess, Edward

Courageous

Constellation

Cambria

Clipper

Coutts, Russell 47

Defender 37

Disckson, Chris 44

Dovell, Andy 55

DamePattie 25

Dagg, James 65

44
33
34
40
56

Endeavour
Endeavour II
Enterprise
Egan, David

Farr, Bruce

France

France II

Freedom

46-47

Genesta

Gilmour, Peter

Gretel

Gretelll

Hardy, James
Herreshoff, N.
Hood, Ted

10, 14, 16

IlMoro di Venezia 61,63
Independence 37

Intrepid 24, 27

Jobson, Gary

Jones, Warren

153

Kiwi Magic

Koch, Bill

60-63

Kookaburra III

Lexcen, Ben

30-32

Liberty

31-33

Lipton, Thomas

Colophon

This book, The Sl""^ America's Cup, was designed in 2008 as a student project for Bob Aufuldish's Typography 2 class at the California

College of the Arts by Dana C. Constance (www.dcc-graphicdesign.com). The softwares used were Adobe's InDesign CS3,

Illustrator CS3 and Photoshop CS3.

The font families used in The 32"'^ America's Cup were Stempel Garamond, created by the Linotype Foundry, Adobe Garamond by

Adobe, and Agenda, created by Font Bureau.

Printed on Mohawk Color Copy lOOlb. Text White and bound by The Key Printing and Binding, Oakland, CA

(www.thekeyprintingandbinding.com).

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