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Amerisca's Cup

Catamaran vs. Monohull | The controversy of the 1988 Americas Cup

Injustice or a clever interpretation of the rules? Some argue that the 1988 America’s Cup was not a legal match.

Legal drama surrounded the 27th America’s Cup well before they got to the start line and well after they crossed the finish line.

This Deed of Gift match between the Michael Fay backed Team New Zealand and Dennis Conner’s Stars and Stripes saw the controversial birth of catamarans in the America’s Cup.

This is the story.

Emirates Team NZ’s CEO Grant Dalton levels on the Cup controversies

America’s cup 1995 documentary history.

When Did America Cup Change To Catamarans? (The History Behind It)

The America’s Cup has a long-standing and storied history of thrilling races since its inception in 1851.

But in the last decade, the competition has changed drastically with the switch from traditional monohull designs to the faster and more thrilling catamarans.

But why did the America’s Cup make this switch? What impact has it had on the competition and viewership? In this article, we’ll explore the history of the America’s Cup, the reasons why the switch to catamarans was made, and the changes that have occurred since then.

Keep reading to find out!

Table of Contents

Short Answer

The America’s Cup was first contested in 1851, and for many years it was sailed in monohulls.

In 1992, the America’s Cup changed to catamarans, and the first event to feature catamarans was the 1995 Americas Cup.

This change was largely due to the fact that catamarans are far faster than monohulls , and have the potential to be more exciting for viewers.

This change has been hugely popular and the America’s Cup continues to use catamarans today.

History of the America’s Cup

The America’s Cup, first held in 1851, is the oldest international sporting trophy in the world.

It has been a tradition that has spanned over a century and a half, and for much of that time the competition was held using monohulls, which had been the traditional sailing vessel design for centuries.

In 2013, however, the America’s Cup made a dramatic change and switched to catamarans, a move that was made to make the competition more exciting and to open up the competition to a wider range of teams and countries.

This switch was a significant moment in the history of the America’s Cup, and it has had a huge impact on the sport ever since.

The use of catamarans for the America’s Cup was something that had been discussed for some time before the switch was made, with many people arguing that the use of catamarans would create more exciting and competitive races.

Some argued that the use of catamarans would make the competition too dangerous, but this was eventually dismissed.

The switch to catamarans has been a major success, with the America’s Cup now featuring some of the most challenging and exciting races in sailing.

The use of catamarans has also made the competition more accessible to teams and countries from all over the world, with the competition now being open to teams from smaller countries that may not have had the resources to compete with monohulls.

The switch to catamarans has been an incredibly successful decision, and it has been a major moment in the history of the America’s Cup.

While the competition has always been a prestigious event, the switch to catamarans has made it even more exciting and has opened up the competition to a wider range of competitors.

Traditional Monohull Design

The traditional design of the Americas Cup, which has been used since 1851, has been the monohull.

Monohulls are boats with a single hull, which provides stability and strength in the water.

This design has been used for more than 150 years, and is well known for its classic look, durability, and performance.

Monohulls are typically larger and heavier than catamarans, which makes them slower and less maneuverable.

This made the Americas Cup a slower paced race that was more focused on strategy and tactics, rather than speed and agility.

This traditional design allowed a wide range of teams and countries to compete in the race, but the lack of speed and agility made it less exciting to watch.

Switch to Catamarans

The switch to catamarans for the America’s Cup was a major shift in the history of the event.

Catamarans, which have two hulls instead of one, offer a number of advantages over traditional monohulls.

Catamarans are faster , more maneuverable, and can handle a wider variety of wind conditions.

This makes them more exciting to watch and allows for more competitive racing.

The decision to switch to catamarans was made in 2013, after more than 150 years of using monohulls.

This switch opened up the competition to a wider range of teams and countries, as the catamarans require less crew members and the lighter hulls can be built more quickly and cheaply.

The change has been successful in terms of viewership, as the more exciting races have increased interest in the event.

It has also been successful in terms of the challenge for the competitors, as the catamarans require more skill and strategy to handle and race.

The America’s Cup now features some of the most challenging and exciting races in sailing.

Catamarans are faster than monohulls, and the competition is more intense as teams must continually adjust to changing wind conditions.

This has made the America’s Cup one of the most sought-after trophies in sailing.

The switch to catamarans has been a major shift in the history of the America’s Cup, and it has been successful in terms of viewership and competitiveness.

The event now features some of the most challenging and exciting races in sailing, and the lighter, faster catamarans have opened up the competition to a wider range of teams and countries.

Reasons for the Change

The reasons for the change to catamarans in 2013 for the America’s Cup were multifaceted.

On the one hand, it was done to make the competition more exciting and to open it up to a wider range of teams and countries.

The switch to catamarans brought a whole new level of challenge to the competition, as the boats are faster, more agile, and require different techniques to master.

In addition, the catamarans have a smaller crew size, which makes them more cost-effective to race and travel with.

Finally, the switch to catamarans was also done to accommodate venues with larger viewing areas, as the catamarans have a much larger wake and can be seen more easily from shore.

The shift to catamarans has been a huge success for the America’s Cup, both in terms of viewership and the challenge for the competitors.

The catamarans are now considered some of the most challenging and exciting races in sailing, and the competition has become more accessible to a wider range of teams and countries.

The change has also made the America’s Cup more exciting for viewers, as the races are faster and more thrilling than ever before.

The switch to catamarans has allowed the America’s Cup to remain one of the most renowned sailing competitions in the world.

Impact of Catamarans on the America’s Cup

The switch to catamarans for the America’s Cup has had a huge impact on the competition.

Not only has it made the races more exciting and challenging, but it has also opened up the competition to a wider range of teams and countries.

Catamarans are much more maneuverable than monohulls, allowing teams to make quicker, more precise turns and to take advantage of wind shifts.

This has allowed smaller, less experienced teams to challenge the bigger, more experienced teams.

In addition, the switch to catamarans has allowed for more diverse racing strategies.

With catamarans, teams can employ a wide range of tactics, from tacking and jibing to gybing and foiling.

This has allowed teams to be more creative and inventive with their race strategies, making the competition even more exciting.

Finally, the switch to catamarans has made the America’s Cup more accessible to viewers.

Catamarans are faster than monohulls, so races are shorter and viewers can get a better sense of the competition.

Additionally, the maneuverability of catamarans has made the races more spectacular and exciting to watch, bringing in more fans and spectators.

Overall, the switch to catamarans for the America’s Cup has been a success in terms of both viewership and the challenge for the competitors.

The switch has allowed for a wider range of teams to compete, more creative and diverse race strategies, and more excitement for viewers.

How the Change Has Affected Viewership

The Americas Cup is one of the most prestigious sailing events in the world, and its switch from traditional monohulls to catamarans has made it even more exciting and thrilling for viewers.

The fast speeds and close racing between competitors make for an action-packed spectacle that is unrivaled in the sailing world.

The move to catamarans has opened up the Americas Cup to a wider range of teams and countries, as well as to viewers from all over the world.

Since the switch, viewership has grown dramatically, with the Americas Cup now attracting some of the highest TV ratings in sailing and even surpassing other major sporting events in some countries.

The challenge of the Americas Cup has been taken to a whole new level, and viewers are now able to watch some of the most exciting and thrilling sailing races in history.

The move to catamarans has also brought a new level of excitement to the Americas Cup, with the boats being able to reach speeds of up to 50 knots.

The challenge of navigating these fast boats has made for some of the most intense and dramatic sailing races ever witnessed.

The change to catamarans has also allowed a wider variety of teams to compete in the Americas Cup, with teams from all over the world now able to take part in the event.

The switch to catamarans has brought a new level of excitement to the Americas Cup, and this has been reflected in the increased viewership and participation in the event.

The move has made the Americas Cup more thrilling and engaging than ever before, and it is clear that the switch to catamarans has been a successful one.

Challenges Faced by Competitors

Since its inception in 1851, the America’s Cup has been raced with monohulls, the traditional sailing vessel design that has been used for centuries.

This format posed a number of challenges for competitors, including limited maneuverability, greater risk of capsizing, and difficulty in reaching top speeds.

These issues made the competition more difficult for teams from outside the traditional sailing countries, which typically had more experience with monohulls.

The switch to catamarans was made to open up the competition to a wider range of teams and countries.

Catamarans are faster and more maneuverable than monohulls, making them the ideal vessel for the America’s Cup.

The catamarans also offer greater stability, reducing the risk of capsizing and allowing teams to reach higher speeds.

Additionally, the catamaran design is more affordable and easier to maintain, making it more accessible for teams of any size.

The switch to catamarans also presented a unique challenge for the competitors.

The catamaran design requires a different approach to sailing and tactics than the monohulls.

The catamarans are faster and more maneuverable, making the competition much more exciting and intense.

This challenge has pushed the competitors to become more creative and innovative with their strategies and tactics, making the America’s Cup one of the most challenging and exciting sailing competitions in the world.

Final Thoughts

The America’s Cup is a storied event that has been held since 1851.

While the traditional design was monohulls, the switch to catamarans in 2013 brought an exciting new dimension to the competition.

The change has been successful in terms of viewership and challenges faced by the competitors.

Now, the America’s Cup is one of the most thrilling sailing events in the world.

If you’re looking for an adrenaline-fueled experience, the America’s Cup is the perfect place to experience the thrill of competition.

James Frami

At the age of 15, he and four other friends from his neighborhood constructed their first boat. He has been sailing for almost 30 years and has a wealth of knowledge that he wants to share with others.

THE AMERICA’S CUP CONTROVERSY : AMERICA’S CUP CHRONOLOGY

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A chronology of the events of New Zealand’s challenge for the America’s Cup, compiled by the Associated Press:

Feb. 4, 1987

Dennis Conner wins back America’s Cup from Australia, sailing for the San Diego Yacht Club. Conner had lost the Cup while defending for the New York Yacht Club. Instead of following NYYC procedure of immediatley announcing terms of his next defense, SDYC becomes involved in conflicts over control of the regatta, site for the event, fund-raising and other financial issues.

July 10, 1987

New Zealand, fresh from its first America’s Cup challenge in Fremantle, Australia, wins the World 12-Meter Championship in Sardinia. In the void created by San Diego inaction, New Zealand syndicate chairman Michael Fay and attorney Andrew Johns come up with a “Deed of Gift” challenge. Yacht designer Bruce Farr, a New Zealander working in Annapolis, Md., is given three days to come up with dimensions for a challenger yacht of the largest size permitted by the deed.

July 17, 1987

Mercury Bay Boating Club (MBBC) formally challenges SDYC to a match for the America’s Cup “in the manner set forth in the America’s Cup Deed of Gift.” Fay and Johns deliver the challenge by hand at the SDYC to Commodore Fred Frye and Vice Commodore Douglas Alford. The challenge specifies racing in a 90-foot waterline monohull, to begin in June 1988.

July 29, 1987

Royal Perth (Australia) and Royal Burnham (England) yacht clubs announce official challenges for the race in 90-foot yachts.

Aug. 6, 1987

New Zealand announces it will sail against other qualified challengers present in San Diego in 1988.

Aug. 31, 1987

After being told by the SDYC that there would be no response to its challenge, New Zealand asks the New York Supreme Court, arbitrator of Deed of Gift conflicts, to order the SDYC to acknowledge the challenge at valid and binding. This is the third court case spawned by SDYC’s defense. The City of San Diego had initiated action in California to prevent to SDYC and its regatta members, the Sail America Foundation (SAF), from moving the site of the regatta away from San Diego. The SDYC was already preparing a case to the N.Y. Supreme Court to have the Deed of Gift amended to prevent challenger-initiated matches and to put control of the “perpetual challenge trophy” in the hands of the defenders of the Cup. Judge Carmen Ciparick merged the SDYC and MBBC actions in her court.

Sept. 9, 1987

The New York Supreme Court hears the case.

Sept. 14, 1987

SDYC, eight months after winning the Cup, and after a temporary restraining order obtained by the MBBC was lifted, announces that San Diego has been selected as the site of the 12-Meter Cup defense.

Nov. 25, 1987

Judge Ciparick rules the MBBC challenge is valid and disallows San Diego’s request to amend the Deed of Gift. The court tells the SDYC that the choices are to sail a match for the Cup in accordance with the challenge and the terms of the Deed, to negotiate other terms by mutual consent, or to forfeit the Cup.

Dec. 2, 1987

Sail America writes to Mercury Bay, advising that the challenge is accepted. The notice states that the SDYC defender yacht will not be named until the start of the match. This foreshadows coming events by reserving to the defense, among other things, a decision about the “number of hulls” the defender yacht will have. In the notice, Sail America rules out any international challenger selection series by agreeing to meet only the Mercury Bay yacht described in the challenge. Sail America is emphatic that “no other challenges will be considered until this pending event is decided.”

Dec. 3, 1987

New Zealand welcomes San Diego’s decision to race, but argues for a mulinational regatta and a match in 90-foot yachts. San Diego refuses, insisting on a two-nation race.

Dec. 10, 1987

Eight America’s Cup groups (six interantional challenger candidates and two U.S. syndicates seeking a role in defender trials) meet in New York. The group calls for a wider international regatta, agrees to compete in 90-foot sloops as specified in th MBBC challenge and asks MBBC to represent their interesets in negotiations with Sail America. Sail America refuses on all points.

Jan. 19, 1988

During a week of talks with MBBC in San Diego, SDYC announces it will defend with a catamaran, a multihulled boat inherently faster than a monohull, and reopens the issue of venue by saying that Long Beach or Hawaii were sites preferred to San Diego. Negotiations end and MBBC begins its protest of the multihull “mismatch.”

Jan. 25, 1988

Royal Burnham files an action in New York Supreme Court seeking to force the SDYC to open the regatta to international challengers and to have the SDYC trusteeship of the Cup revoked.

Jan. 29, 1988

MBBC writes to SDYC asking it to confirm that a defense with a multihull is its true position. Six days later, SDYC confirms that its “present intention” is to defend in a multihull and says the races will be held in Long Beach, not San Diego.

Feb. 24, 1988

The Royal Burnham case is heard. SDYC says in court it will now accept international challenges provided the competing yachts comply with Mercury Bay’s notice of challenge. SDYC’s statement is met with skepticism in the international yachting community.

March 9, 1988

MBBC offers to postpone racing until February 1989 so all challengers and the defender will have time to prepare a proper regatta in 90-foot sloops.

March 13, 1988

SDYC rejects the Mercury Bay offer, but yields on its venue decision by changing the venue to San Diego, not Long Beach.

March 28, 1988

MBBC announces that in Auckland that the Deed of Gift requires that there be a match, and if SDYC does not agree to compete in 90-foot yachts, it will ask the court to order that the defender “sail a match” as required by the terms of the court’s previous order of November 25, 1987.

April 6, 1988

Judge Ciparick issues a decision on the Royal Burnham pleading. She says that unless the defender and challenger agree by mutual consent to an international challenger elimination series, the match must by sailed one-on-one. SDYC refuses to accept Mercury Bay’s offer to delay the races to permit other challenges. Royal Burnham’s motion is denied.

April 7, 1988

Sail America sends to MBBC a draft “Notice of Regatta” containing rules for a two-boat regatta. MBBC lists disagreements with many of the specifics and insists that the basic issue of a catamaran defense of a keelboat monohull challenge must be resolved before agreement is reached on race conditions can be agreed on.

May 5, 1988

Mercury Bay asks the Supreme Court in New York to order SDYC to abandon a multihull defense, as contrary to the Deed of Gift and contrary to the previous court order directing San Diego to sail a match against the 90-foot monohull keelboat, challenger, due to arrive in San Diego within three weeks.

May 25, 1988

Justice Ciparick hears New Zealand’s and San Diego’s agruments.

June 1, 1988

In a letter to Justice Ciparick, New Zealand once again offers to postpone the Cup match until May 1989 and again agrees to an international elimination series, starting on March 1, 1989, off San Diego, provided all participating yachts comply with the original challenge and the Deed of Gift. A match committee of five persons, including the challenger, the defender, Royal Perth Yacht Club, NYYC, and a chairman to be agreed upon, is also proposed. The committee would hear any disputes relating to the Deed of Gift, conditions affecting the match, or the elimination series.

June 3, 1988

SDYC rejects New Zealand,s second offer to delay racing to May 1989 to ensure an open and fair contest.

July 25, 1988

Judge Ciparick rules the court cannot order compliance or cite for contempt even an expressed intention to defend with a multihull. The Judge orders SDYC and MBBC to race first, as the defender does not have to name its yacht until the first race, then bring forward any protests after the racing.

Sept. 7 and 9, 1988

SDYC’s catamaran sweeps the series, 2-0. Establishing early superiority in both races and sailing sporadically thereafter, Stars & Stripes beats New Zealand in a bizarre national encounter.

Sept. 9, 1988

Following the second race, New Zealand says it will protest the catamaran to seek its disqualification.

Oct. 12, 1988

New York Yacht Club submits to Judge Ciparick that there was no match, as that term is used in the Deed of Gift, and proposes a rematch. Affidavits from both NYYC and Royal Perth Yacht Club, the other prior trustees of the Cup, reaffirm their positions that the catamaran was not a qualified defender. Sail America immediately rejects the proposal for a rematch, followed by MBBC.

Nov. 30, 1988

MBBC asks the Court to disqualify SDYC’s 1988 catamaran defender on the grounds that it was not qualified in terms of the Deed of Gift and MBBC’s notice of challenge. Mercury Bay argues that the whole sense of America’s Cup competition is in a match between comparable vessels. The use of the catamarans are not specifically prohibited by the Deed, they are permitted. Mercury Bay interprets the same phrase to mean any one yacht or vessels, carrying the sense of no fleet defenses, please.

Jan. 9, 1989

Twenty-five international challengers meet in San Diego and reach agreement on a new America’s Cup class design inspired by the Big Boat Challenge and by new-found challenger’s rights revealed by Mercury Bay’s challenge.

Jan. 10, 1989

Eight American yachting groups meet in Los Angeles with MBBC and Royal Perth Yacht Club representatives to discuss terms of a defense to be held in Auckland, New Zealand, should the court rule in favor of Mercury Bay.

March 28, 1989

In the first disqualification in the Cup’s 138-year history, Judge Ciparick ruled that the San Diego Yacht Club flouted rules in the two-race sweep last September by sailing a catamaran while the New Zealanders used a traditional monohulled craft. Pending possible appeals, SDYC was ordered to forfeit the Cup to the MBBC.

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America’s Cup to ditch catamarans in favor of monohulls

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SAN DIEGO (AP) — Fast, foiling catamarans are out of the America’s Cup and monohulls are back in.

America’s Cup champion Emirates Team New Zealand confirmed Monday that it is working on designs for a “high-performance” single-hulled boat to be used in the 36th edition of sailing’s marquee regatta in Auckland in early 2021.

The Kiwis did not say whether the boats will have foils or canting keels. More details were promised at the end of the month.

Team New Zealand released a statement after Italian billionaire Patrizio Bertelli, boss of the Italian Challenger of Record Luna Rossa and CEO of Prada, told La Stampa that the next regatta will be sailed in monohulls as a condition of his group helping the cash-strapped Kiwis in the 35th America’s Cup.

The Kiwis said a team of designers, led by design coordinator Dan Bernasconi, is “working on various exciting monohull concepts which will eventually help shape the AC36 Class Rule.”

The Kiwis added that they have been consulting with a number of potential challengers “and there is an overall desire to have a spectacular monohull yacht that will be exciting to match race, but also one that the public and sailors can relate to as a sail boat that really challenges a full crew of professional yachtsmen around the race track.”

Foiling is all the rage in sailing. It made its America’s Cup debut on San Francisco Bay in 2013, when the Kiwis blew an 8-1 lead to Oracle Team USA in a showdown of 72-foot catamarans. The boats were reduced to 50 feet for the 2017 America’s Cup. Team New Zealand hit on a remarkable design package and wrested the oldest trophy in international sports from the American-backed team in June on Bermuda’s Great Sound.

When the cats hit a certain speed, they’d rise up on foils on the leeward daggerboard and both rudders, lifting the hulls completely out of the water to reduce drag and increase speed. In Bermuda, they hit speeds approaching 50 mph. In a few races, crews made it all the way around the course without the hulls touching down.

While the catamarans aided Cup organizers’ quest to make it a more TV-friendly sport, there was grumbling from traditionalists that the competition was a drag race that eliminated most match-racing tactics. There also were complaints that only a few crewmen actually sailed the boats while the majority of the crew turned the winches that powered the hydraulic systems used to trim the wingsails and raise and lower the daggerboards. Crews were reduced from 11 in 2013 to six this year.

There was the thought that returning to monohulls would be a step backward, especially since the Kiwis have the world’s best apparent wind sailor, helmsman Peter Burling, and had hit on innovative design elements that would have given them a strong advantage in the next regatta.

But the return to monohulls could increase the number of challengers. Some had stepped away because of disagreements over the boats and other rules, and because tech billionaire Larry Ellison, owner of Oracle Team USA, had such a strong grip on the event.

With Oracle no longer holding the trophy, it’s expected that multiple American syndicates will emerge, as well as former America’s Cup mainstays like Australia. It’s unclear whether Ellison will continue on. He helped back teams from Japan and France in the 2017 regatta.

Two of Team New Zealand’s brightest stars, Burling and wing trimmer Blair Tuke, will sail in the Volvo Ocean Race beginning Oct. 22. The round-the-world classic will be sailed in 65-foot monohulls. The VOR will shift to foil-assisted boats for the 2019-20 race.

The last time monohulls were used in the America’s Cup was 2007. They were plodding compared to the catamarans.

In 2010, after a bitter court case between Ellison and Swiss billionaire Ernesto Bertarelli led to a one-off showdown, Oracle Team USA sailed a massive trimaran to victory over Alinghi’s equally huge catamaran. Ellison and his top sailing lieutenant, Russell Coutts, then forged on with their vision to contest the Cup in catamarans.

Bertelli told La Stampa that the monohulls for 2021 “will be very powerful boats.”

He also said there will be some form of a nationality rule.

After an Australian syndicate dropped out as Challenger of Record for the 35th America’s Cup, most of the remaining challengers agreed to an unprecedented midcourse downsize in the boats. Luna Rossa angrily withdrew. Team New Zealand also was angry about the change, but stayed in and received manpower and badly needed cash from the Italians.

Follow Bernie Wilson on Twitter at http://twitter.com/berniewilson

Cup measurers admit to mistake

Associated Press

The latest controversy in the America's Cup took an interesting turn when the measurement committee admitted that one of the three prototype boats owned by defending champion Oracle Team USA was not illegally modified during warm-up regattas last year.

In a statement released Friday, the measurement committee cited "miscommunication and-or a misunderstanding" on its part in dealing with a boatbuilder who was preparing the 45-foot catamarans for the Red Bull Youth America's Cup in early September.

It previously had been announced that three Oracle boats had been modified without the permission of the measurement committee.

Oracle Team USA has been branded as cheaters by the two remaining challengers, Emirates Team New Zealand and Italy's Luna Rossa, who will meet in the Louis Vuitton Cup final starting Saturday on San Francisco Bay. The winner of that best-of-13 series advances to face Oracle Team USA in the 34th America's Cup starting Sept. 7.

It's not known whether the admission by the measurement committee will sway an international jury's investigation into the illegal modification of the boats by adding about five pounds of ballast. The 45-footers were prototypes of the high-performance, 72-foot catamarans that are being used in this summer's competition.

The jury could decide to punish individual employees or the syndicate itself. If the jury punishes the team, the sanction could be a fine, forfeiture of races in the best-of-17 America's Cup match or disqualification.

"It doesn't change the fact that we had some lead in the wrong place in the other boats and made some mistakes," Russell Coutts, the CEO of Oracle Team USA, told The Associated Press. "But it does help show that it wasn't a team-wide issue and this helps us to move forward, as well. I've always said management and the skippers were not involved."

Oracle Team USA is owned by software billionaire Larry Ellison, the CEO of Oracle Corp.

Coincidentally, the boat that was cleared was Oracle Coutts 5, which was skippered by Coutts in some of the regattas in question. The boats that were illegally modified were ones sailed by Jimmy Spithill, Team Oracle USA's skipper, and Ben Ainslie, an Olympic star who's sailing with Oracle this summer in hopes of launching a British challenge for the 35th America's Cup.

Last week, Oracle said it was forfeiting its two season championships in the ACWS as well as individual regatta championships.

Coutts said the team plans to apply for reinstatement of the results obtained by Oracle Coutts 5. He said that boat was used by a Red Bull Youth America's Cup team in the regatta at Naples, Italy, last spring, and that that team had to forfeit its results, as well.

Oracle Team USA said last week that extra ballast had been put into struts near the front of the gennaker poles in the 45-footers.

He called it a "ridiculous mistake because it really didn't affect the performance."

A report from the measurement committee to the jury was released Friday.

It stated in part: "Perhaps due to confusion in nomenclature, miscommunication, and/or a misunderstanding on our part, previous statements made by ACRM boatbuilder Glyn Davies to the Measurement Committee were interpreted by us as implying that forward kingposts had been modified on multiple boats. Our understanding of those statements was contained in our original report to the Regatta Director. This report is intended to correct any misinformation in our original report in this regard."

The kingpost is a strut.

The measurement committee's mistake apparently was discovered on Tuesday when Oracle Team USA officials, who were conducting their own investigation, asked to see the boats. It was then that they were told that the measurement committee never looked at the boats.

Regatta director Iain Murray seemed non-plussed.

"Obviously communications between Oracle and the measurement committee and Davies, and what was written, was probably generalized," Murray said. "At the end of the day, I don't think it changes facts. There were illegal parts found. Whether they were on two or three boats, it wouldn't change the problem."

Meanwhile, powerhouse Emirates Team New Zealand will take on former training partner Luna Rossa for the right to face Oracle Team USA for the oldest trophy in international sports.

The Kiwis had the best record after the round-robins and advanced straight to the challenger final. Since their last race on July 28, they put their 72-foot catamaran in the shed for modifications, practiced for a few days and then returned to the shed for more refinements.

"We set a new top speed record the other day at the end of practice," skipper Dean Barker said this week. "I can't say what it is, but almost every day the boat's going faster and faster and becoming more efficient. There are pretty good smiles coming off the boat."

The fastest known speed by an AC72 was set by the Kiwis on July 18 when they hit 44.15 knots, or 50.8 mph.

Luna Rossa swept Artemis Racing in four races in the semifinals.

Luna Rossa, backed by the Prada fashion house, bought a first-generation design package from Emirates Team New Zealand to jump-start its program after entering the 2013 America's Cup late.

"Our boat is a first generation and the boats aesthetically look similar, but there are quite a few differences," Luna Rossa helmsman Chris Draper said. "If we had the opportunity to redesign things, then there are things we would've designed differently, which I imagine are the things they've done differently with their second boat. At the same time, there's not another design package we would've chosen to share."

The Kiwis went 5-0 against the Italians in the round-robins, including the opener that Luna Rossa boycotted because of a rules dispute. The Kiwis twice beat the Italians by more than 5 minutes, and the closest margin was 2:19.

At the very least, the Italians certainly stand out. Their boat's twin hulls are chrome and their silver sailing gear, including crash helmets and life vests, make them look a bit like spacemen.

Two, five-leg races are planned each day. Each race will last approximately 25 minutes, with a break of about 30 minutes between races.

The same format will be used in the America's Cup match next month.

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America’s Cup: 166 Years in Photos

By Ben Meyers
Updated: February 1, 2017

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

For the 35th America's Cup in Bermuda, teams agreed to cut costs and improve safety and accessibility by reducing the size of the boats to just 50 feet. Training vessels were allowed, and the AC45F, a smaller, lighter foiling catamaran was selected as the platform for the America's Cup World Series during 2016-2017. Emirates Team New Zealand dominated through Challenger Trials, facing off against Artemis in the finals for the right to challenge Oracle Team USA for the Cup.

During the Cup Finals, New Zealand proved the strength of their unique cycle-grinders, losing just one race to the Defenders in the first to seven series. The America's Cup was taken back by the Kiwis for the first time since 2000, when the Cup was challenged in Auckland.

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Catamaran vs. Monohull | The controversy of the 1988 Americas Cup

Catamaran vs. monohull.

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What damage can an orca “attack” cause, ingrid abery sailing calendar 2022, southern ocean, the fifth ocean..

THE TECHNOLOGY

Although foiling feels like a recent revolution to take the world of watersports by storm, it has been at the heart of America’s Cup racing for 10 years. It was August 2012 when the sailing world was turned upside down by a 72- foot catamaran flying in the Hauraki Gulf. Emirates Team New Zealand had brought foils to the America's Cup, changing the face of top-level yacht racing forever. Six years later, in 2018, the publication of the AC75 Class Rule marked the beginning of a new sailing era. The engineering and sailing techniques needed to get the AC75 to fly were completely different from anything seen before. During the 36th America's Cup in 2021 the AC75 proved themselves to be unique and kept millions of fans worldwide glued to their screens.

Therefore On the 15th of November 2021, eight months after Emirates Team New Zealand successfully defended the America's Cup, an updated 'Version 2' of the AC75 Class Rule was released. The foiling monohulls to be used in Barcelona in 2024, will be slightly different, with rules being tweaked partly to improve light wind performance and reduce crew numbers from 11 to 8. The move to reduce the crew means cycle power is again legalised, and the cyclors, introduced by Team New Zealand in 2017, might return in the game. But what's the technology behind the AC75? To start with, the AC75 is big - 75-feet long and 16-feet wide - but, it's also light, which is crucial, because the AC75 is designed to fly. It's also different - rather than a keel, a brand new concept keeps it standing. Foil Cant Arms move under, or outside, the boat to provide the leverage it needs to stay upright. Some parts of the boat are supplied - the mast, rigging, foil-cant arms and their hydraulics are all stock components. But, there are still plenty of areas that designers can experiment with to find a race-winning edge. The double-sail skin Mainsail combines with the D shaped mast to form a wing, generating the power the AC75 needs to foil. Underwater is where things get really interesting, the foil cant system is a battery-driven, hydraulic power-unit that supplies the energy to lift and lower the immensely strong - and heavy - foil cant arms. As the boat swaps tacks, the cant system is activated, placing one hydrofoil in the water, and lifting the other one out, where its weight becomes ballast. At the end of the arms lie the teams' secret weapons - the foil wings. Apart from basic rules governing dimensions and weight, these are open territory for designers. With the teams allowed to build only one AC75, will a lot change from what we have seen during the last Cup, or will the new monohulls resemble the winning Kiwi boat?

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What is the AC45? Meet the America’s Cup World Series foiling catamaran

Elaine Bunting
July 22, 2016

What is the AC45 foiling catamaran raced in the Louis Vuitton America's Cup World Series and how is it sailed? We find out

The boat being raced in the Louis Vuitton America’s Cup World Series is the AC45 – sometimes also called the AC45f. It is a one-design 44ft foiling catamaran (that’s what the ‘f’ in AC45 stands for).

The design was developed after the 72ft AC72 design that was raced for the 34th America’s Cup in San Francisco in 2013 and conceived as a scaled back, less expensive and more easily transportable version.

Once up on foils, these boats are very fast, reaching peak speeds of 37-38 knots.

They have two large L-foils and two spade rudders with T-foils.

They are crewed by five people: a helmsman, wing trimmer, floater, jib/gennaker trimmer and bowman. There is also space behind the aft beam for a guest racer/observer.

Oracle Team USA AC45

The floater is called different things on different teams. On Land Rover BAR, the floater is Freddie Carr and the nature of this job makes it one one the fastest paced and most energetic on board.

This crew runs around the boat and does different jobs, including controlling the running backstays. They are often operating at max heart rate.

The helmsman and wing trimmer sit next to each other and feedback to one another constantly throughout the racing. The tactician on board may be the wing trimmer or another crew. On Land Rover BAR, the tactician, usually Giles Scott, is the headsail trimmer.

The two foils have winglets that produce vertical lift, with rake controlled by elevators, while the T-foils on the rudders control horizontal stability.

The AC45 race boats can only be sailed as part of the World Series and practice days, so America’s Cup teams have their own training boats on which to try different control systems, perfect manoeuvres and make technical developments.

To race in the America’s Cup teams must take part in the eight events that make up the Louis Vuitton World Series events. They AC45 costs costs €675,000.

Hull construction: Carbon composite

LOA: 13.45 m (44.1 ft)

Beam: 6.90 m (22.6 ft)

Weight: 1,290–1,320 kg (2,840–2,910 lb)

Maximum draught : 2.7 m (8 ft 10 in)

Air draught : 21.5 m (71 ft) without extension, 25.5 m (84 ft) with extension

Wing: 20 m (66 ft) 83.5 m 2 (899 sq ft) wing element with three slotted flaps.

It also includes a 4m wing extension: 4 m (13 ft)

Jib: 48 m 2 (520 sq ft),

Gennaker area: 125 m 2 (1,350 sq ft).

Matthew Sheahan sailed on the AC45 at last year’s Bermuda World Series events and explains his impressions of these super-powerful boats.

Watch CBS News

Measurers Admit Mistake In America's Cup Scandal

August 16, 2013 / 8:09 PM PDT / CBS San Francisco

SAN FRANCISCO (CBS/AP) -- The latest controversy in the America's Cup took an interesting turn when the measurement committee admitted that one of the three prototype boats owned by defending champion Oracle Team USA was not illegally modified during warm-up regattas last year.

It previously had been announced that three Oracle boats had been modified without the permission of the measurement committee.

Oracle Team USA is owned by software billionaire Larry Ellison, the CEO of Oracle Corp.

Last week, Oracle said it was forfeiting its two season championships in the ACWS as well as individual regatta championships.

Oracle Team USA said last week that extra ballast had been put into struts near the front of the gennaker poles in the 45-footers.

He called it a "ridiculous mistake because it really didn't affect the performance."

A report from the measurement committee to the jury was released Friday.

The kingpost is a strut.

Regatta director Iain Murray seemed non-plussed.

Meanwhile, powerhouse Emirates Team New Zealand will take on former training partner Luna Rossa for the right to face Oracle Team USA for the oldest trophy in international sports.

The fastest known speed by an AC72 was set by the Kiwis on July 18 when they hit 44.15 knots, or 50.8 mph.

Luna Rossa swept Artemis Racing in four races in the semifinals.

Luna Rossa, backed by the Prada fashion house, bought a first-generation design package from Emirates Team New Zealand to jump-start its program after entering the 2013 America's Cup late.

At the very least, the Italians certainly stand out. Their boat's twin hulls are chrome and their silver sailing gear, including crash helmets and life vests, make them look a bit like spacemen.

Two, five-leg races are planned each day. Each race will last approximately 25 minutes, with a break of about 30 minutes between races.

The same format will be used in the America's Cup match next month.

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A.I. Made These Movies Sharper. Critics Say It Ruined Them.

Machine-learning technologies are being used in film restoration for new home video releases. But some viewers strongly dislike the results.

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Two images stacked on top of each other show the same still, a close-up of Arnold Schwarzenegger. More light is reflected off his face in the top version, while the lines on his face are crisper in the bottom version.

By Calum Marsh

In 1998, Geoff Burdick, an executive at James Cameron’s Lightstorm Entertainment, was hunched in front of a 12-inch monitor at a postproduction house, carefully preparing “Titanic” for release on LaserDisc and VHS. A state-of-the-art computer process had made it possible for Burdick and his team to scour the film frame by frame, removing tiny imperfections embedded in the original negative: little scratches, flakes of dirt, even water stains that smeared the image. The computer could erase these blemishes using a kind of copy-paste tool, concealing the defects with information from another frame.

Burdick, now a senior vice president at the company, told me that this process “seemed like freaking magic at the time.” And yet the results were not entirely well-received. “There were a lot of people who said that this was the most beautiful VHS they’d ever seen in their life, because we’d gotten rid of all that gobbledygook,” he recalled. “But there were a lot of folks who said, ‘This is not right! You’ve removed all of this stuff! If the negative is scratched, then we should see that scratch.’ People were really hard-core about it.”

In the decades since, home video formats have reached higher and higher resolutions, with VHS and LaserDisc giving way to DVD and Blu-ray, and eventually to ultra high-definition 4K discs, known as Ultra HD Blu-rays. As the picture quality has improved, restoration tools have evolved with them, making it easier than ever for filmmakers to fine-tune their work using computers. Several of Cameron’s films, including “The Abyss,” “True Lies” and “Aliens,” were recently released on Ultra HD Blu-ray in newly restored versions that are clearer and sharper than ever before — the product of painstaking attention from Lightstorm and Cameron himself. “I think they look the best they’ve ever looked,” Burdick said.

But as with the old “Titanic” home video, these restorations have proved controversial, with many viewers objecting strenuously to their pristine new look. What has caught the particular ire of critics is the fact that these versions have been restored, in part, using artificial intelligence. Park Road Post Production, the New Zealand company owned by the filmmaker Peter Jackson, helped clean up Cameron’s films using some of the same proprietary machine-learning software used on Jackson’s documentaries “The Beatles: Get Back” and “They Shall Not Grow Old.” The images in Cameron’s classic blockbusters were refined in a way that many felt looked strange and unnatural.

The level of detail is eye-popping. Water looks crystalline; colors are bright and vivid, while blacks are deep and inky. Some surfaces, however, do look a little glossy, with a buffed sheen that appears almost lacquered. It can be hard to pinpoint what is changed. But there does seem to be a difference, and depending on the viewer, it can feel slightly uncanny.

“It just looks weird, in ways that I have difficulty describing,” the journalist Chris Person said of these releases. “It’s plasticine, smooth, embossed at the edges. Skin texture doesn’t look correct. It all looks a little unreal.”

Person is among a number of viewers who are skeptical of the need to use A.I. to “enhance” the appearance of films that seemed to look fine to begin with. Although he said that there were “legitimate use cases” for A.I. in restoration, such as when a film’s original negative has been lost or badly damaged, he suspected that with something like “True Lies,” they were “using it just because they can.”

The recent Cameron releases, and particularly “True Lies,” have become the subject of intense scrutiny and fervent debate online. Home video reviewers have described it as an overly sanitized presentation, with one faulting its “ routinely odd-looking images ” and another arguing that it appears “ almost artificial .” Web forums are teeming with complaints , often vicious, while social media posts criticizing it have spread widely.

Dan Best, the general manager at Park Road Post, acknowledged the debate around remastering movies. “The thing is, technology is changing,” he added. “People are viewing things at a lot higher resolutions at the moment. Therefore, a lot of recent films are being enhanced for these new viewing platforms.” Traditional home video releases were adequate for the days of tube TVs and 1080p video, in other words. But in the era of OLED screens and 4K smart TVs, restorations need a little more to meet increasingly high standards.

Burdick, who has been dealing with this kind of criticism since the “Titanic” days, seemed resigned to the fact that “you can’t please everybody at the end of the day,” though he accepted that the response to these Ultra HD Blu-rays was especially heated. The dissenters, he argued, were mainly just disappointed that “Aliens,” “True Lies” and “The Abyss” no longer look like they did in the VHS or DVD eras.

“People love these movies, which I think is great,” he said. “And they take that love to heart. So when the movie suddenly doesn’t look like they remember it looking, or the way they think they remember it looking, or it just doesn’t look the way they think it should, they get upset. What can you do?”

It doesn’t help that there is a stigma around the technology: Dissenters not only bristle at the appearance of these restorations — they are also unhappy that it is A.I. being used to make them appear that way.

But, Burdick said, that disapproval is based partly on misconception: “People hear, ‘Oh, they’re using A.I.,’ and they’re thinking about pirate ships and the cup of coffee,” — a reference to a recent viral video of a miniature ship sailing in a coffee mug, all generated with A.I. — “and they’re like, ‘What are you doing to it?’ But nobody is doing that to these movies,” he explained. “It’s not the same A.I., conceptually. It’s more like, this piece of negative looks kind of cruddy, and we can use some software to improve it, carefully.”

Best, at Park Road, said that this kind of A.I. upscaling was “definitely not the same” as the kind of generative A.I. used in apps like Midjourney or ChatGPT. Generative A.I. is a type of machine learning model that creates information, including images and videos, from users’ prompts. A.I. upscaling is subtler and less intrusive, using machine learning to refine an image without inventing new material from scratch. Generative A.I. could, say, add more aliens to “Aliens.” A.I. upscaling just adds more pixels, polishing the pre-existing images.

Eric Yang, the founder of the A.I. upscaling company Topaz Labs, said that one of the main differences between A.I. upscaling and generative A.I. was fidelity to the original source: With upscaling, “the enhancement that you get does not measurably change the meaning or the content of the image.” Nevertheless, he said that misunderstandings about the technology have given the whole enterprise a certain ignominy.

“People try not to talk about it,” he said. “Nobody likes to say that their film was A.I. upscaled or that a certain release had A.I. applied to it.”

The reluctance to admit to using A.I. is understandable given some recent controversies. In 2021, the filmmaker Morgan Neville came under fire when it was revealed that his documentary “Roadrunner” used A.I. software to create a deepfaked version of Anthony Bourdain’s voice for narration ; last month, the horror film “Late Night with the Devil” was criticized for using A.I.-generated imagery , with some critics going so far as to call for the film’s boycott .

Although “Get Back” and “We Shall Not Grow Old,” which involved footage from World War I, made extensive use of the same A.I. processes, they did not receive as much criticism. That’s partly because of the condition of the source material: Both films took damaged archival images and appeared to reverse the deterioration, and in one case, to also colorize it. By contrast, the recent Cameron restorations were based on new 4K scans of the original negative, none of which needed extensive repair of that kind.

“It’s not a question of the negative being damaged,” Burdick conceded. “But back on the set, maybe you picked the shot that had the most spectacular performance, but the focus puller was a bit off, so it’s a bit soft. There could be a million reasons why it’s not perfect. So now there’s an opportunity to just go in and improve it.” The A.I. can artificially refocus an out-of-focus image, as well as make other creative tweaks. “You don’t want to crank the knob all the way because then it’ll look like garbage,” Burdick said. “But if we can make it look a little better, we might as well.”

For viewers like Person, the problem is what those minor enhancements entail: That uncanny smoothness, though perhaps more in focus, can look oddly fake. “I don’t want to sound anal, but it really is egregious,” Person said. “It’s the same thing as TV motion smoothing — they say it’s better, so you feel like you’re the one person cursed with vision who can see that it looks bad.”

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America’s Cup: A History in Photos

By Ben Meyers
Updated: March 20, 2017

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

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

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

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

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

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

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

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

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The complications, controversy and delicate balance of covering O.J. Simpson’s legacy

INDICTMENT OF O J SIMPSON (Photo by Ted Soqui/Sygma via Getty Images)

The Pro Football Hall of Fame lowered its flag to half-staff Thursday to solemnify O.J. Simpson’s death .

Three hundred miles northeast in Orchard Park, N.Y., where Simpson’s finest football exploits transpired, no such gesture was made. No gesture was made at all. The Buffalo Bills didn’t release a statement about perhaps the greatest player in club history. They didn’t dignify him after his death on their website or social media accounts.

Such is the dichotomy of O.J. Simpson, majestic tailback, incandescent celebrity, convicted kidnapper and armed robber, and man found liable for double murder.

Simpson’s name still hangs inside Highmark Stadium on the Bills Wall of Fame, just as his bronze bust still rests within the hallowed Pro Football Hall of Fame gallery, just as USC’s version of his Heisman Trophy remains on display in Heritage Hall’s lobby.

Some people embrace Simpson; others will stiff-arm him into eternity.

Over the past seven years, I’ve interviewed Simpson several times. In 2018 while writing for the Buffalo News, I landed the first Simpson interview in over a decade. He recently had served nine years in a Nevada prison for felonies stemming from a hotel room raid to steal back what he claimed was his own memorabilia.

The exclusive received considerable backlash, as expected. Critics felt I had given Simpson an unnecessary platform to bask in the glow of his celebrity once more. It didn’t seem to matter that the story covered all the ugliness that made Simpson a pariah. He was found not guilty of murdering his ex-wife, Nicole Brown Simpson, and her friend Ron Goldman, but he was found criminally liable in civil court and was ordered to pay the families $33.5 million.

The mere fact that I would sit down with him was controversial, and I understood the condemnation of my work. Few wanted to consider the value of learning as much as possible about one of the more infamous people on the globe, and that’s understandable.

But that interview in Las Vegas started a journalistic relationship that lasted until Simpson died Wednesday of prostate cancer. Was I his friend? Absolutely not. I didn’t call him “Juice.” We didn’t yuk it up. On the few occasions when his associates invited me to attend a Simpson gathering, I kept my distance. I was there to observe how friends and strangers reacted to being in his presence.

“How many Americans, even today, wouldn’t like to live my life?” Simpson said in the sit-down interview for The Athletic ’s NFL 100 story that considered his legacy . “I don’t work. I play golf four or five days a week. I go out to dinner a couple of nights with friends. People want to buy me drinks. I’m always taking pictures with people. Ladies hug me.

“People truly care for me. You don’t know who truly cares about you until you’ve gone through some serious stuff, and I’ve gone through serious stuff. The media won’t say it, but that is my life. I’m living a good life now.”

Almost to a person, the star-struck crowd glowed and fawned around him, although I suspect many who gushed while asking for pictures and autographs later showed them to friends as a macabre gag.

As with any person, organization or team I’ve covered over the decades, what mattered to me in my relationship with Simpson — and I acknowledge what I’m about to write will be considered controversial in itself — is that he thought I treated him fairly throughout all the pointed questions and delicate topics. Even when I used quotes like this, from fellow Pro Football Hall of Famer and USC teammate Ron Yary:

“The thought of taking a knife and plunging it into another person that you love and care about — or even that you’re angry with — takes a hell of a lot. Even in war, to kill a person with a knife is intimate. I don’t know if there’s a harder way to kill someone. You have to be out of your mind to commit a crime like that.”

Simpson called into my old radio show once. Audio clips made it onto the “Howard Stern Show.” I could feel the color drain from my face and pulled my car over to the side of Delaware Avenue the moment I realized what was happening. Convinced the longtime Simpson antagonist was about to eviscerate me for engaging, Stern eventually said, “I like this Tim Graham.”

That was the crux of my O.J. relationship: I never was going to please everyone by interviewing him, but if I handled it honestly and presented all the information, then I could sleep well at night.

Simpson’s life is more complicated than most. Separating the art from the artist, as with Bill Cosby, Woody Allen or Michael Jackson, is difficult. Such was the reason for the Bills’ silence Thursday.

Simpson’s NFL team doesn’t welcome the association anymore.

Bills founder Ralph Wilson was so fond of Simpson throughout the trials and controversies, welcoming him back to the stadium for home games whenever Simpson wished. No one else was allowed to wear No. 32. The name wasn’t coming down, either.

Tolerance shifted when Wilson died in 2014 and Terry and Kim Pegula bought the team. Within five years, Simpson’s jersey was back in circulation. The Bills weren’t going to retire his number — as they did with quarterback Jim Kelly, tailback Thurman Thomas and defensive end Bruce Smith — so they let it be worn for the first time in 42 years .

An added insult to Simpson’s pride was that the Bills gave his No. 32 first to Senorise Perry, a journeyman running back and special-teamer who didn’t make the roster out of training camp. Now it’s worn by practice-squad cornerback Kyron Brown.

Once Simpson’s parole allowed it, he attended Bills games at his old ballpark in each of the past two seasons. The front office didn’t give him a field pass or any special access, for that matter. Friends invited him into a suite. Security had to shoo away a stream of gawkers and selfie-seekers from the window.

Over the years, countless folks asked what I thought of Simpson from my time with him.

I would gird myself and say I’m unsure I’ve ever met a more charming guy. Reactions were categorical, either way.

But that was only the first part of my answer.

If you were convinced O.J. didn’t kill anybody, then you would walk away assured there was no way that charismatic fellow could have committed such a heinous crime.

And if you thought O.J. was guilty, then you would’ve understood how somebody so beguiling could get away with murder.

(Photo: Ted Soqui / Sygma via Getty Images)

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Tim Graham is a senior writer for The Athletic, covering Buffalo sports. He had been the Buffalo News' enterprise reporter and previously covered the AFC East at ESPN and the Miami Dolphins at the Palm Beach Post. Follow Tim on Twitter @ ByTimGraham

OXFORD PERM ASSOCIATION

PAST NEWSLETTERS

October 2023.

Congratulations to Perm on its 300th anniversary - photos System thinking Classes at Perm State University, anonymous Improving the lives of the elderly in Perm region, Irina Serova Book review: Epics of Everyday Life by Susan Richards, Jonathan Saunders Book review: Western correspondents and Stalin’s wartime disinformation strategy by Alan Philps, Marcus Ferrar Book review: The inside story of Putin’s war against Ukraine by Owen Matthews, Sally Richards Fifty years of Russian Connections, David Roulston Annual OPA garden party, Oxford - photos

Voices from Russia, edited by Karen Hewitt Wonderful surprise, anonymous Life in Perm Universities since the beginning of the war, Galina Grigorieva Lewis Carroll’s Adventures in Russia, Mark Davies Teaching Russian in England, Heather Haslett Learning Russian is not for sissies, Marianne Talbot Book review: Father Sergius by Leo Tolstoy, Catherine Cooper Film review: 972 Breakdowns by John Hind How Perm lives between Victory Day and the anniversary of the city, A citizen of Perm Nina Kruglikova’s Russian walking tour of Oxford, Jessica Vlasova

January 2023

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September 2021

Perm Krai seen from Space, Chris Cowley and Pavel Sannikov My Year in Russia, Jessica Vlasova Perm Archives - Tribute to WW11, Natalia Nefodova Perm twin cities newsletter summary, Jessica Vlasova Book review: Between Two Fires by Joshua Yaffa, Bob Price Book review: Russian Hide and Seek by Kingsley Amis, Jonathan Saunders

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Art and icons in Perm, Joanna Tulloch Fantastic Plastic - An exhibition at Perm Museum of Modern Art, Liz Wheater & John Hind A Journey to the North of Perm Krai, Carole Richardson Magnificent Minsk and Mogilyov, Catherine Cooper Book Review of Mark B Smith’s ‘The Russia Anxiety - and how history can resolve it’, David Roulston News from Perm-Oxford, Galina Gusarova

October 2019

Perm 2019, Jill Hind A Balalaika Lesson, John Hind Georgia on my mind, Catherine Cooper Perm Again!, Susan Clarkson Volunteering and Youth in Russia, Elena Polyakova News from Perm-Oxford, Galina Gusarova Visit to a Tatar Village, Chris Cowley

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May 2019

Perm’s Most Famous Schoolboy, Martin Spence Vodka Tasting Evening - May 2019, May Wylie Book Review of Tony Wood’s ‘Russia without Putin’, David Roulston An Update on the Anton Chekhov garden, Jessica Vlasova Oxford International Links, Sue Gregory Social services for young people in Russia, Anna Balina A guide to a Russian banya, Jessica Vlasova Extract from Perm Oxford news, Galina Gusorova

January 2019

Life of Rivers/Rivers of Life, Alison Watt Poems, Jane Spiro On Drinking in Russia, Karen Hewitt Journalists without Borders, Vadim Skvorodin What we discovered in Oxford by visiting scholars from PSU

October 2018

Chekhov’s Gardens, Rosamund Bartlett Civil Society in Perm, Janice Giffen Learning Russian, Jessica Vlasova Book Review of ‘Russian Against the Rest’ by Richard Sakwa, David Roulston Perm Oxford News Perm: A Fascinating Feast of Opera and Ballet, Marcus Ferrar

February 2018

The things that bring us closer: A joint project in clinical psychology, Julia B. Grantham Why did 'we' learn Russian, Nigel Robertson Are we really so similar? or UNITY IN DIFFERENCES , Perm State University teachers: Ekaterina Isaeva, Elena Mikhailovna, Lev Pleshkov, Evgenia Kharebova, Mikhail Grabevnik and Alexandra Osmolovskaya Perm Oxford news items Galina Gusarova Book Review of A.J.P. Taylor's autobiography, a Personal History, Jonathan Saunders Friends' House Moscow, Susan Clarkson 1week, 7 sunrises, and many cups of tea in Perm, Louise Hall

October 2017

My Perm - A Sentimental Journey - An Honourable Citizen of Perm: Professor Tsymmerman, Julia B. Grantham Crimea - the crisis in 2014 and what has happened since, Karen Hewitt Book Review: Alan Sillitoe's working-class novels, and the Russian connection, Jonathan Saunders Book Review: Peter Conradi, 'Who Lost Russia - How the World Entered a New Cold War', Oneworld Publications, 2017, David Roulston Dividing my time between Knyazhevo and Oxford, Jessica Vlasova

January 2017

Cherdyn, Alison Watt Beata's Christmas wish, Ksenia Hewitt The floating sign, Ekaterina Zueva, Perm State University How to enjoy a big birthday party, Karen Hewitt A day detour to Yasnaya Polyana, David Roulston

October 2016

Karavai in Liverpool - a positive extension of the Oxford connection, May Wylie One day in the life of a PSU student, Tatyana Chudinova A First Trip to Russia, Helen Pighills Cruising down the Kama to Kazan (and back), Alison Watt

My Perm - A Sentimental Journey An Honourable Citizen of Perm: Evgeny Shirokov, Julia Budnik - Grantham Vsevolodo-Vilva - a celebration, Karen Hewitt Hogwarts in Perm, Daria Shemiakina Andreyevna Modern Art in Perm, Alison Wat

January 2016

Oxford Goes To Perm, Bob Price Provincial and Backward? The distinctive cultural life of Perm, Alexander Mercouris Noye's Fludde Twinning Event - October 2015 , Voirrey Carr Our new Project - Oxford Journalists and Perm Journalism, Karen Hewitt Climbing to the top of Magdalen Tower as one of the brightest impressions of Oxford tour, Olga Putina

October 2015

Visit to Oxford by Karavai Balalaika Quartet, May Wylie Extreme Climate, Harriet Buckley Visiting Perm for the 70th anniversary of the victory over fascism and the end of the Great Patriotic War, Derek Summers Seeing With The Heart - Visually Impaired Children In Perm, Susan Clarkson Anniversary celebration talksPerm-36 Museum and Gulag History, talk by Dan Healey What is going on in Russia? The views and values of ordinary Russians, talk by Karen Hewitt The Paintings of Leonid Pasternak, talk by Ann Pasternak-Slater, report by Dana Wentworth

Oxford Perm Association: 20th anniversary celebrations: the visit of Yarmarka, Sue Gregory The 70th Aniversary of Victory Day in Perm, Tim Sadler OXFORD PERM 2015 Our Twentieth Anniversary Year, Committee A story from Ukraine, Karen Hewitt People's diplomacy: from Perm with love, Ksenia Hewitt

January 2015

Perm City Council, inter-ethnic issues and community: learning from Oxford, Tatiana Grigorieva V.I.P.in Russia, Susan Clarkson Russia and Development: Capitalism, Civil Society and the State by Charles Buxton, David Roulston Modern Russian Writing and the Russian Booker Prize, Karen Hewitt My Perm - A Sentimental Journey: Permyak - Salty Ears, Julia Budnik-Grantham

October 2014

MESH 2014 –Pegasus Festival of International Youth Companies. July 24th – August 1st 2014, Robin Carr Kungur: the Tea Capital of the Russian Empire, Susan Purcell Do the Russians still like us and do we like the Russians? Karen Herwitt A Urals Tale - the Metal Craftsman, Carole Richardson Mining Experiences in Russia, Sarah Payne and Bethan Gregory

Visiting the past in Krasnokamsk, Celia Dixie Oxford Perm Association AGM 13th February 2014, Chair’s Report, Karen Hewitt From the Oxford International Links Representative, Robin Carr MESH, Yasmin Sidhwa A girlfriend for Boris! Rosalyn Roulston Amsterdam exhibition of Perm Prison photos, Extracts from letters of appreciation of Karen Hewitt’s achievements submitted for her MBE award, Cynthia Watson Russian citizens on the annexation of Crimea, Lyuda K, Ekaterina K, Natalia B A visit to Perm and Chusovoy April 2014, Susan Gregory

February 2014

My experiences in Perm, Rosie Lawrence Perm-Oxford: new experience and opportunities, Irina Petrova Going North, Anatoly Melentev Visit to Anatoly’s home, Rosemary Page 2014 UK-Russia Year of Culture A response to the Foreign Office statement on the UK-Russia Year of Culture, Karen Hewitt The Russian Pavilion at the 2013 Venice Art Biennale , Mari Prichard My Perm – A Sentimental Journey: The Art Gallery, Julia Budnik-Grantham

January 2013

Those were the days - By the long road, Heather Haslett Study visit from Perm, September 30 - October 03, Natalia Nefedova Book Review: Just Send Me Word: A True Story of Love and Survival in the Gulag Orlando Figes, Susan Gregory Book Review: Last Tsar Emperor Michael II, Donald Crawford, David Roulston December celebrations in Perm of Tsar Michael II, David Roulston A Brief History of a Russian Publishing Adventure, Karen Hewitt ‘Searching for a Face’ The Old Fire Station Gallery September 2012; An exhibition by Inna Rogova & Natalya Korchemkina from Perm, Diana Bell and Marie Darkins Autumn Exhibition in Oxford, Inna Rogova

January 2012

Professional Exchange of Lawyers, Ksenia Hewitt Book Review The Russian Dreambook of Colour and Flight ,by Gina Ochsner,Susan Gregory Russian Prison Theatre, David Roulston Two Russian Portraits, Sveta’s Box of Words , Derek Summers Travelling to Perm, Andrew Reekie Political Demonstrations in Perm, Elizaveta Troitskaya, Darya Vershinina

September 2011

Mesh Dancers in Oxford, May Wylie Exploring civil society and local government issues in Perm, Charles Buxton The Dead Hand: Regan, Gorbachev and the untold story of the cold war arms race, Book Review, Daniel Scharf Boris Pasternak: Family Correspondence 1921-1960. Translated by Nicolas Pasternak Slater, Book Review, Susan Gregory Multi-lingual Russia – and a tale of two languages , Mari Prichard

Re-tracing the steps of the Royal Navy on the Kama River, Alastair Grant

The AGM at Pegasus and Pegasus at the AGM, Rosalyn Roulston

Salt, Karen Hewitt

The meeting that changed our life…, Petrova Irina, Petrova Ekaterina

Beadwork – and the Oxford Perm Association, Karen Hewitt

Balalaikas in Bletchingdon, Andrew Adams

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February 2011

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November 2010

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June 2010

Diaghilev - Perm’s unlikely cultural hero - a new biography and a major exhibition, Geoffrey Findlay A Russian child’s view of Oxford, Masha Hewitt Cook’s tour, Colin Cook

January 2010

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October 2009

Karavai in Oxford, Richard Sills

Karavai in London, Rosalyn Roulston

Oxford Russia Fund ‘Perm seminar on contemporary English literature’, Karen Hewitt

Carmen, Maggie Black

A child’s view of Perm, Jennifer Clapham

Kerchevo - the town that once logged, Geoffrey Findlay

Developing Tourism in the Ural Mountains, Igor Volkhin, Olga Votinova Leonid Pasternak, David Roulston Upper Heyford, Daniel Scharf

January 2009

Restoration of young physicists’ school in Perm state University, I L Volkhin, L G Kychova The Trans-Siberian railway: a traveller’s anthology, Deborah Manley The conflict in Georgia - viewed from Perm, Karen Hewitt Russian experiences of an English children’s author - Arthur Ransome, David Roulston

October 2008

Celebrating the 285th anniversary of the city of Perm, Robin Carr Karavei in Oxford, anon Understanding Britain in 6 and a half months, Ksenia Trosheva Perm welcomes Donald Crawford on the 90th anniversary of Michael Romanov’s death, W George Krasnov

University exchange, anon Klub Privyet, Gerald Findlay How to become a tourist guide, Karen Hewitt

January 2008

My impressions about trips to Great Britain, Igor Volkhin Golden hands, Jennifer Newman A Perm village, Harold Burnett

October 2007

Carmina Burana, Richard Sills Putin and the restoration of Russia, Karen Hewitt A Russian year, Philip Clayton Perm people, Jay Miller Holy Places, Victoria Arnold

The Perm disabled society, Karen Hewitt

Black Earth City: A year in the heart of Russia, Charlotte Hobson

What’s wrong with Putin?, Karen Hewitt

A Victorian evening, Ann Davis

A Permian Botanist in Oxford, Larissa Novoselova

January 2007

The Russian economy and climate change - a view from the front line, Adrian Hewitt Non-profit partnership “Perm Oxford” - two years of activities, Galina Gusarova Putin through the eyes of ordinary Russians, Karen Hewitt Yarmarka, Christmas Parade and international Christmas fair, David Roulston Perm in a (mild) winter (and a couple of caveats), Ken Cugnoni

October 2006

Street children in Perm, Hannah-Louise Mobbs Perm International Youth Drama Festival, Kerry Norman Doyle Academy of Irish Dance, Anne-Marie Gallacher

On the trail of Dr Zhivago, Karen Hewitt The seminar for the Perm Hospice charity trust, Rosalyn Roulston Some changes in the last ten years, Philip Clayton Perm in winter, Richard Sills

January 2006

The Perm Association’s first film night, Mari Prichard Russian New Year, Olga Kirianova Would you take a child, Karen Hewitt A Permian in the Perm Association, Julia Budnik-Grantham

October 2005

Northern Moslems, Olga Kirianova With Permians to the Altai mountains, Karen Hewitt Perm Autistic Society, Beryl Knotts

Perm International Festival of snow and ice, Catherine Boyd Working together with Perm, Deborah Manley Maslennitsa, Olga Kirianova

January 2005

The Royal Navy - in Perm!, David Roulston Dancing in Perm, Sam Coren Humphrey Carpenter, Karen Hewitt A day in the life of a Perm head teacher, Irina Petrova Oxford memories, Tanya Gulyaeva Making waves - in Perm and beyond, Rosalyn Roulston Entertaining a Russian visitor, Gilia Slocock The rough cut diamond that is Perm - a midwife’s view, Ann Davis Perm shields and flag, anon

October 2004

Planning, design and conservation in Perm, Robert Parkinson A Perm visit with a difference, Ken Cugnoni A first-timer’s visit to Perm, Robin Carr

Winter fishing adventures, Olga Kirianova The Hospice Seminar in Perm, 8th-10th June 2004, Rosalyn Roulston, Kathy Warburton Folk dance group, David and Rosalyn Roulston Oxford’s twin city in Russia, Perm, will be a site of a dangerous and illegal experiment, Roman Yushkov

January 2004

First Class “fair” returns, anon (Yarmarka) Russian students and the elections, Olga Kirianova Perm Victorian centre, Karen Hewitt

October 2003

Perm Youth Theatre, May Wylie National ‘camp’ for student journalists, Olga Kirianova Across Europe by bike, Ilya Levchenko

Oxford and Perm - twin towns, Tatiana Grigorieva

Women’s projects, anon

Oxford-Perm-Aviagorodok, anon

Allotments and dachas exchange, Anna Eden

January 2003

One hour nearer to Europe?, Karen Hewitt A fairy tale, Ken Cugnoni

October 2002

Folk Dance festival, anon (Yarmarka) Medical services in Perm, Hugh Nisbet Two dogs, a lift and a thunderstorm, Peter Barker Jenny Lewis, anon A poet in Perm, Jenny Lewis

Folk dance festival, anon Perm Olympiads, Karen Hewitt Oxfordshire/Perm voluntary action link, anon

January 2002

Perm Youth Ballet, anon A tale of two cities, May Wylie Perm State University visit, Karen Hewitt Sounds Russian to me, Edward McKeon Sounding the Enigma: Russian music and the West, Edward McKeon Allotments and dachas exchange, Valentina Vereshchagina

October 2001

AN ABCD of horticulture (Apples, Bees, Cheese, Dachas), Richard Sills Oxford Youth Council trip to Perm, Maryam Okole

An introduction, Richard Sills

News from Permian friends, Karen Hewitt

Voluntary Action, anon

Sacha and Igor in winter, Karen Hewitt

Housing in Perm, Carold Roberts, Aletta Bruin

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Ritch vs. Davis Ritch vs. Davis

Shannon Ritch vs. Garett Davis

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Fight Details

Event: KOTC: Combustion
Date: Friday 05.28.2010 at 01:00 AM ET
Venue: Palace Banquet Hall
Enclosure: Cage
Location: Edmonton, Canada
Bout Billing: Main Event (fight 9 of 9)
Pro/Am: Professional
Weight: 170 lbs (77.0 kg)
Ritch Total Disclosed Pay: Ritch Disclosed Pay: None Disclosed
Davis Total Disclosed Pay: Davis Disclosed Pay: None Disclosed

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Perm: Europe's easternmost city

The city of Perm, located in the Urals foothills, is, geographically speaking, the most easterly city in Europe. Yekaterinburg, which is situated further to the east, beyond the Urals ridge, is located in Asia. Yet, while the whole world thinks that Europe ends at Perm, its citizens are convinced that it begins there.

Perm owes its birth to the mountains that separate Europe from Asia. One of the first copper-smelting works in the Urals was built there in the early 18 th century. As production developed, the settlement grew and Empress Catherine II (the great) soon signed a decree creating the city of Perm around the plant. For centuries, the city developed as an industrial center, so it is not surprising that the working people in Perm welcomed the October Revolution of 1917. In 1940, the city was renamed Molotov, but not for long, as its former name was restored in the late 1950s. Today Perm is a leader of Russian heavy industry.

In recent years, however, the city has been striving to rid itself of its image as Russia’s industrial capital and be recognized as a cultural capital. Can a mighty industrial city, studded with factories, turn overnight into a capital of fashion shows, music and modern arts? The local people are confident that they can do it; the local museum features ancient local artifacts such as wooden idols and bronze animal medallions alongside modern art. Artists and musicians come to Perm to lecture and give master classes and, once every two years, the city hosts the Diaghilev Seasons, a classical festival in memory of the famous ballet impresario Sergei Diaghilev. This is not accidental – the guiding spirit of the famous Russian Seasons in Paris lived in Perm with his family for a long time and graduated from the local school. This year, the city had its first ever White Nights multicultural festival, which lasted a whole month. The authorities hoped the festival would attract hundreds of thousands of tourists but in reality there were fewer. This was partly due to poor promotion of the festival events and partly to the lack of a convenient tourist infrastructure, including information centers, cheap hotels, bicycle rentals and even toilets.

Even so, Perm is persevering. Like other major Russian cities, last June Perm opened a pedestrian street, its answer to Moscow’s Arbat. At present, it looks somewhat wild and provincial: a patchy asphalt surface, street vendors with nothing to do, a couple of artisans and a children’s playground. Yet the pedestrian street is already included in the standard sightseeing tour that winds around the center. The tour, called The Green Line, links key historical sights of old Perm such as merchants’ houses, churches and monuments. Not surprisingly, it also includes museums, such as the Perm Museum of Local Lore housed in a sumptuous villa that used to belong to the arts patron Nikolai Meshkov. This imposing building, with its columns and stucco moldings, overlooks the Kama River. Its storerooms and exhibition halls contain all the treasures of the city’s many centuries of history. A little back from the riverbank, the Museum of Perm Antiquities features a vast paleontology collection: skeletons of the ancient lizards that gave their name to one of the Palaeozoic periods and the legendary Perm mammoth. An alternative tourist route, called The Red Line, was inaugurated more recently. The places of the greatest romantic dramas played out in the city are marked in red on the city map.

Works of art and stone monuments are not the city’s only attractions. Because of its unusual history and geographical position, Perm has produced many remarkable personalities, some of whom became legends in their own lifetime.

Take Alexei Bessonov, a well-known local communist, an active blogger and an irrepressible public campaigner. He jogs in the morning and, thanks to his robust health, is ever ready to fight for the ideals of the Communist Party. He has come up with some startling initiatives. For example, he proposed turning the city hall into a pretrial detention centre and he tried to organize guerilla units to oppose the cultural reforms. Bessonov’s activities are hailed by the local media, and he has long been a living legend in the city. You can see him all over the place: In the morning he often jogs through the city’s main streets and, at noon, he can be seen leading a demonstration and carrying a banner in front of government buildings. Another local celebrity is Alexander Zhunev, a street artist who holds degrees in economics and geology. When he painted his first graffiti in 2008, he realized this was what he had been born to do. Now people come from afar to look at his works. If you see a portrait of the poet Sergei Yesenin that is as tall as 10-storey building, or Spongebob Squarepants atop an electrical transformer box, or public phones in the shape of a fish or a cat’s head, you can be sure Alexander Zhunev has been here with his spray paint. And it is a good idea to visit the places that he has visited.

In contrast, Mikhail Shmakov has disliked Perm from the time he was a child. He thought the city was drab and gloomy. To escape the drabness, Shmakov and his wife set out on a voyage around the world. They have already crossed Africa and South America. Having seen half the world, Shmakov now admits that he does not want to leave his home city for good.

“Paradoxically, after visiting thousands of cities, it was brought home to me that I was lucky to have been born in Perm,” Shmakov said. “I have hated Perm all my life but have recently come to like its cozy provincial style and atmosphere of a wilderness.”

The “wilderness” surrounds the city in the shape of thick forests and the deep, dark waters of the Kama, a major river that slashes right through the middle of Perm. Today, though, the city is divided not only by water. One part dreams of turning it into a cultural capital and the other part wants it to be an industrial city, as of old. How to keep both camps happy? Perm is in the midst of stormy processes that will certainly be interesting to watch.

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