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How New Zealand became the greatest modern America’s Cup team

• Toby Heppell
• March 26, 2021

With four America's Cup wins under their belts, Team New Zealand can now claim to be the most successful America's Cup team in modern history but how did they get there?

Emirates Team New Zealand v Synergy

Team New Zealand’s latest successful America’s Cup defence in March 2021 was their fourth America’s Cup victory; two as Defender two as a challenger. New Zealand is only the second nation to successfully challenge and defend the America’s Cup twice.

The personnel may have changed over the years, but the Emirates Team New Zealand that won the America’s Cup in Auckland in 2021 is very much a continuation of the Team New Zealand who first won the cup back in 1995.

Team New Zealand celebrate their victory in the 36th America’s Cup

That New Zealand team – sailing under the flag of the Royal New Zealand Yacht Squadron – has won four America’s Cups is impressive stuff and surely moves them into position as the greatest modern America’s Cup team. Since the 137 year domination of the event by the New York Yacht Club from 1851 – 1983 there are few teams that have managed to win on multiple occasions.

Perhaps, though, more impressive than the number of outright America’s Cup wins the Kiwis have taken is their consistent high level in the event throughout a significant span of time.

Since their first America’s Cup win in 1995, Team New Zealand has been in every America’s Cup match – excluding a Deed of Gift match in 2010 which saw Larry Ellison’s Oracle Team USA challenging Ernesto Bertelli’s Defender Alinghi.

To look back at the New Zealand team’s history in the America’s Cup is to look at something of a relentless machine. In 1995, they won the Cup, in 2000 they successfully defended, in 2003 they lost, in 2007 they won the challenger selection series but lost the Cup, in 2013 they won the challenger selection series and were a point away from victory in the Cup when they lost to oracle Team USA, in 2017 they won, and finally in 2021 successfully defended.

All of which is to say they have been in every America’s Cup match it was possible to be a part of since 1995. That is a phenomenal achievement from any nation, but for one composed of just under 5 million people and in a relatively isolated position in the South Pacific, it is all the more impressive.

What is behind New Zealand’s sailing success?

There are a huge many threads that could be considered a part of the kiwi success in the America’s Cup and in sailing more broadly.

Clearly as an Island nation there is a strong maritime heritage within the country. As in Britain, New Zealand’s sailors at the Olympics are often a reliable source of medals. In fact, Olympic sailing represents the country’s most successful Olympic sport.

Peter Burling and Blair Tuke, who sailed to Cup victory in 2017 and 2021, here winning 49er gold at the Rio Olympics

Boat ownership in the country is high too, with some reports – albeit hard to confirm – claiming the country has the highest boat ownership per capita in the world.

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The country has a thriving marine sector and is known for the plethora of companies based there who can deliver extremely high tech materials and construction. But whether this is a factor in the country producing so many great sailors, or as a result of that fact is difficult to define.

America’s Cup success

On the one hand the factors mentioned that make New Zealand such a successful nation in sailing clearly can be seen as contributors to their America’s Cup successes. On the other, a glance at the British failure to win back a trophy they first raced for in 1851 implies that an island nation, which produces strong sailors and which has a solid maritime sector, does not an America’s Cup winner make.

To get a handle on the Kiwi success over the years, it is important to look back at their first America’s Cup win back way back in 1995 and the boat that brought them that victory, NZL 32, otherwise known as Black Magic .

The idea was to produce a yacht that suited the crew, catering to their specific wants and needs. Although not an entirely new concept, this varied design team, which worked alongside a talented sailing team produced an International America’s Cup Class (IACC) yacht that was far superior to all others.

Black Magic won the America’s Cup 5-0 and was clearly able to outperform any other IACC – although Black Magic II (NZL 38) was a close second and the team used her in the early part of the Challenger Selection Series.

It’s an oft repeated cliche that the America’s Cup is won by the team with the fastest boat, but this is something of a simplification. You may well have the fastest boat, but if that boat cannot be sailed to its full potential then you will never be able to unleash the potential in it.

If Black Magic in 1995 had shown the importance of a boat that is designed with input from the sailors and conceived as a fast boat that could often be sailed to her maximum potential, then the team’s boat for their defence in 2003 showed almost the opposite.

The team developed a fast boat, but up against Alinghi in the final they were plagued by breakages and problems throughout the series. The Kiwis were forced to retire from the first race of the series after a plethora of issues, including problems with the rigging and the boat’s propensity to take on large volumes of water when heeled in the windy weather.

Alinghi winning the America’s Cup as defender in 2007. Photo: Jose Jordan / Getty Images

In race four they were forced to retire again when their mast snapped mid race. And even though they did finish the final race of the series, they broke a spinnaker pole during that race too. In pure boatspeed terms, they were probably not that far off the pace of Alinghi but multiple gear failures meant they could rarely show their potential performance.

Things were not helped in the 2003 edition of the America’s Cup when key members of the successful defence team of 2000 had been headhunted and brought over to the Alinghi team. Alinghi would also beat the Kiwis in the 2007 edition of the Cup, with both teams showing fairly even boatspeeds.

Design jump

Another key lesson for the team came in 2013. With the America’s Cup transitioning into 72ft catamarans under a rule that was specifically designed to prevent hydrofoiling, New Zealand’s design team alongside their sailing team managed to find a loophole that would allow the boats to hydrofoil.

In secret the sailors tested a concept on a 33ft catamaran and deemed it doable for the big boat, giving the designers the approval they needed to go for it.

With the exception on the Italian team, Luna Rossa (who had agreed to buy the new Zealander’s first boat to use for their challenge) no other team was planning on foiling their boat.

That is until they saw images of the Kiwis foiling their 72ft cat.

34th America’s Cup Match Final

In hindsight, given how much quicker a foiling AC72 was compared to a non foiling one, had the Kiwis kept their foiling under wraps long enough to make it impossible for other teams to copy, they almost certainly would have won the America’s Cup in San Francisco in 2013.

But with the cat out of the bag a little too early, other teams, including defender Oracle Team USA were able to copy and improve on the concept. The Cup was a thriller and the Kiwis got to within one race win before Oracle finally managed to unleash the full potential of their foiling package and went on to successfully defend. Perhaps another few days before the world realising what New Zealand had planned would have seen them take the win.

It is, then, hardly surprising that when Team New Zealand had developed what they considered a revolutionarily quick boat for the next America’s Cup in 2017, they kept it under wraps until the last moment.

While other teams trained against one another in Bermuda, the Kiwis stayed home, launching their boat and shipping it to Bermuda very late indeed. They dominated the event, winning by 7 races to Oracle Team USA’s 1.

01/06/2017 – Bermuda (BDA) – 35th America’s Cup Bermuda 2017 – Louis Vuitton America’s Cup Qualifiers, Day 6

The latest America’s Cup sailed in Auckland saw the kiwis defend the Auld Mug and though both they and the challenger, Luna Rossa, displayed similar boatspeeds around the course, New Zealand had clearly built the faster of the two boat – Luna Rossa helmsman Jimmy Spithill likened their experience of going up against the Kiwis to ‘bringing a knife to a gun fight’.

All coming together

Clearly you can’t win the America’s Cup without some impressive sailors, and New Zealand has shown over the years to have a great many of those. You also can’t win the Cup without a decent level of funding and Team New Zealand has proved adept at both generating commercial sponsorship and making often tight budgets go incredibly far.

They also remain, uniquely, funded by the New Zealand tax payer to varying degrees over the years. Indeed, the New Zealand Government has already agreed to stump up some cash to help the team stay together while the finer details of the 37th America’s Cup are ironed out with the new Challenger of Record, INEOS Team UK.

These are all important factors and over the years have proved their worth. Having a strong sailing team means little if that team can be headhunted from under your nose – as was the case for the 2003 America’s Cup. To keep the team together, you need funding in place to ensure you can put that team on a contract.

Photo: Gilles Martin-Raget

And it is this ability to learn over the years and keep improving as a unit that has made the New Zealand team so strong.

In the current DNA of Team New Zealand sits the experience of decades of cup racing. Each failure or mistake rectified in the future, each wrong decision informing the next campaign to make a team that is incredibly strong.

Early on the team realised the importance of designing a boat that could be sailed to its maximum. To this day the sailing team works closely alongside the design team. The key here is how they work as a unit, so if the designers come up with a winning concept that might be a Cup winner, the sailors have enough trust in the design department to try and figure out a way to make it possible to sail to its maximum potential, as can be shown in their 33ft test foiler ahead of the 2013 Cup.

The design team have enough faith in the sailors, to know that if they can’t find a way to make it work for the sailors, the concept will be dropped quickly and another route investigated.

They have also learned the importance of thinking outside the box in their solutions – partly a product of the design / sailor interaction – and of keeping their direction secret until the last minute. It is no surprise in late 2020, Emirates Team New Zealand were the last team to launch their second AC75.

In short, this team has been learning, adapting and triumphing since that first Cup win 26 years ago. They have had failures over the years, but even those failures were not abject, merely a case of not winning the ultimate prize. And they have grown from those failures to become what we see today. It’s going to take a lot for anyone to beat them.

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• Centreboard Information
• Optimists at TYPBC
• Lasers & Laser Radial
• Windsurfing

TYPBC has a good-sized Starling Fleet that participate in TYPBC club racing and are trained by TYPBC coaches. 

TYPBC Sailors move into the Starling after they have completed their LTS and Green fleet training at TYPBC in Optimist.

 The Starling Class yacht is a one-man centreboard yacht that has been used to train most of New Zealand’s teenage yachtsmen over a period of three decades.

Top America’s Cup sailor Russell Coutts is a past NZ Starling champion and his former tactician and later foe, Brad Butterworth also spend a number of years at the top of the class. Former Class national champions include a large number of sailors who later moved onto international sailing success including David Barnes, Peter Evans, Craig Monk, Dan Slater, Simon Cooke, and Peter Burling.

The Starling fits nicely between the Optimist and Laser classes as the preferred intermediate boat in New Zealand.

A number of Starlings are sailing in other parts of the world with sailors coming to New Zealand to compete in National regattas.

The competitive crew weight is 48 – 70 kgs.

In New Zealand the Starling holds the largest national championships after the Optimist with fleet sizes between 100-200.

The boats are fitted with a full set of sail controls which provides an excellent basis for learning the skills of rig tuning. For many of New Zealand’s most successful yachtsmen, the Starling Class was the place they learned the foundations of performance enhancing skills necessary for Americas Cup, Volvo Around the World and Olympic campaigns.

Des Townson designed the Starling as a 9 foot 6 inch (2.9 metre) long by 4-foot (1.21 metre) wide plywood, hard-chine centreboard yacht. The boat structure is simple enough to enable home construction, although demand led to the availability of a fibreglass option in 2000. The original concept was to produce a one design home built boat that could be produced inexpensively and raced without continual outlay for additional rig and sail combinations. Consequently the spars are an aluminium one-design section from a single supplier and the North Sail is also strictly one-design.

The class is currently testing carbon spars for future use.

The Glendowie Boating Club owns the Starling Class design and the club administers the class by a committee within the club. The club would like to see other country’s sailors have access to Starlings and enjoy the benefits three decades of New Zealand yachtsmen and women have received. Ultimately international Starling competition would be of benefit to all sailors. The Glendowie Boating Club is inviting expressions of interest to any person or company who would be interested in building, promoting or sailing fibreglass Starling yachts outside New Zealand.

• [email protected]
• 90 Keith Allen Drive Otumoetai Tauranga, New Zealand

• Description

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Friday 25 October 2024

• Oct 24, 2023

Paying tribute to a remarkable man and an accomplished sailor

In the early hours of Saturday morning, our race committee received the news that a sailor aboard one of our entrant boats had lost his life. The news was sobering and sad. It will be with us for a long time, if not forever.

We didn’t know Simon Smith personally, but he had deep roots in our sailing community and the tributes show that he was very highly regarded.

We have learned that Simon was a teacher and sailing coach at Westlake Boys’ High School for more than 30 years. He had sailed in the first Whitbread Round the World Yacht Race.

He was a husband, father, and friend to many of the sailors in our race.

In his classic boating blog , Alan Houghton said “Simon was one of the finest men I have had the pleasure to meet via the classic boating movement. From the first meeting – Simon a true blue yachtie, made me a launch owner, very welcome, we continued to converse regularly and he wore his WW cap well.”

Westlake headmaster David Ferguson said, “He was also a much-loved colleague with a great sense of humour and an incredible knowledge of New Zealand history.”

Ferguson described Smith as a “Westlake legend”, saying the school wouldn’t be the same without him.

Yachting New Zealand chief executive David Abercrombie said, “I knew Simon from my time at Westlake Boys and he was a remarkable person and a much-loved teacher, husband, father and friend.”

Simon’s obituary says that he was “doing what he loved best, on the ocean in a yacht, sailing up the coast. A strong, caring, fearless man who will be missed by everyone he met.”

Simon's obituary suggests that donations can made to Coastguard in Simon’s memory.

Our thoughts and love are with Simon’s crew, family and friends. Words cannot express our sorrow and as organisers of the Coastal Classic, the NZMYC are working with Police and Maritime NZ to assist with their enquiries.

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Requirements for international yachts and crew entering New Zealand

While New Zealand’s sea borders are currently closed to most foreign Flagged vessels, a number of pleasure craft and super yachts in the Pacific are hoping to enter New Zealand in time for the America’s Cup.

At present, only yachts that have a compelling need to be delivered to a business in New Zealand, including for the purpose of substantial repairs or a refit, may be granted an exemption to enter New Zealand waters with their crew.  Conditions are strict and decisions are made on a case by case basis.

In this article, we review the Covid-19 related restrictions and the requirements to enter New Zealand if you own, operate or work on an international yacht.

Yacht exemptions

The government has adopted a “Covid-19 Public Heath Reponses (Maritime Border) Order 2020” ( Maritime Border Order ) to rule on crew changes and the safe movement of cargo and vessels to and from New Zealand [1] . 

Under the Maritime Border Order, foreign-flagged yachts are not permitted to arrive in New Zealand territorial waters unless they have an exemption. [2] An exemption can be sought from the Director-General of Health (Ministry of Health) if:

• The yacht has a compelling need to arrive in New Zealand for the purpose of:
• Re-provisioning and/or refueling;
• Delivering the yacht to a business; or
• Carrying out a refit, refurbishment of or a repair to the yacht that is more than minor.

b. The yacht has a compelling need to arrive in New Zealand for humanitarian reasons. 

Based on the above, yachts travelling to New Zealand primarily for leisure purposes are not permitted to enter New Zealand waters. The Ministry of Health also advised that yachts intending to “winter over” (for instance to avoid the hurricane/cyclone season in the Pacific) are unlikely to meet the condition of humanitarian reasons.

Refit, refurbishment and repairs are the main reasons currently considered for an exemption. The Director-General will take into account:

• The nature and type of work to be undertaken on the yacht;
• The monetary value of the work being undertaken;
• The need to support the economic recovery of marine-related industries in New Zealand; and
• Any other matter considered relevant.

The above may include information regarding: the size of the yacht,  the need for the proposed works, the urgency of the works, whether the work can reasonably be undertaken in the yacht’s Flag State, current location or other location, and the time required to complete the work.

An application will have to provide written evidence of a contract with one or more New Zealand based-companies (subject to the yacht being granted an exemption).  This should include a schedule of intended works/equipment purchased for repair or refitting of the yacht and the estimated cost of repairs.  We understand the Ministry of Health will require a minimum value of the work of NZ$50,000.

Any exemption to enter New Zealand waters must be sought before departing for New Zealand and must be obtained before the yacht arrives in New Zealand, noting it can take up to 20 days for a decision to be issued.

A yacht that has been authorised to enter New Zealand waters may be entered on a Temporary Import Entry in which Customs charges and GST are deferred for two years.

Once the permission for an exemption to arrive in New Zealand (with or without conditions) has been granted to the yacht, any persons onboard must obtain Immigration New Zealand approval.

Crew approval

Only New Zealand citizens and holders of a resident visa are authorised to enter the country.  Anyone else must be coming to New Zealand for a “ critical purpose ” and request prior approval from Immigration.

Persons who will be deemed to have a “critical purpose” include:

• Critical workers (provided that the request is sought by a New Zealand employer or a supporting agency or immigration professionals);
• Replacement cargo ship crew; and
• A vessel’s crew arriving by sea (subject to the yacht having been granted an exemption).

Yacht owners, authorised agents and employers of the crew are the only ones who can submit a request for foreign crew to travel to New Zealand on approved yachts.

Crew must be essential for the operation of the yacht to travel to New Zealand. Other types of crew and passengers are not permitted. To date, we understand that super yacht owners have not been allowed to sail with the crew to New Zealand. Decisions are likely to be made on a case by case basis, depending on the usual operations of the yacht. 

Crew arriving by sea are required to have isolated on the yacht (or in a managed facility, at their cost) for at least 14 days before they can go on shore.  The period of 14 days may include the journey time under certain conditions. Covid-19 tests will have to be carried out in any case. Isolation at anchorage will not be allowed, noting dedicated berths are allocated for this purpose.

Once the isolation period is complete and clearance has been provided by a medical officer of health or health protection officer, the yacht will be free to travel on to the pre-approved and pre-arranged repair or refit provider(s) and the crew will be allowed to stay in New Zealand for the duration of their visas.

Recommendations

The existing exemption for yachts is the result of strong lobbying from the marine industry.  The NZ Marine Industry Association in particular continues to engage in discussions with the government.

The conditions that need to be satisfied in order to be granted an exemption to enter New Zealand waters are limited and will be strictly applied. In all cases, the yacht will not be permitted to arrive unless every person on board also satisfies immigration requirements.

At this time, we understand that up to twelve super yachts have been granted an exemption on the basis of two to three months of work booked in a shipyard, often representing several million New Zealand dollars.

We recommend that any yacht seeking to come in to New Zealand:

• Defines what substantial work would require the work of a shipyard in New Zealand;
• Contacts a shipyard for this purpose; and
• Engages as soon as possible in discussions with the Ministries of Health and Immigration to let them know its intentions and prepare the relevant documents.

If you need assistance with the above or require further details or key contacts, please let us know. We have a dedicated team for this purpose.

[1] The Maritime Border Order came into force on 30 June 2020 and was amended and replaced on 6 September 2020.

[2] Except for the right of “innocent passage” or vessels in distress.

Please contact Kerry with any media enquiries and with any questions related to marketing or sponsorships on +64 9 375 8747 or via email .

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