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German Frers

Naval Architecture & Engineering

24,41m (1997)

J One, German Frers design, exhibits a perfect fusion of elegance and performance. The yacht features a teak deck, providing a luxurious and timeless aesthetic, while the carbon fiber hull and superstructure contribute to its strength, lightweight construction, and enhanced sailing capabilities. The use of carbon fiber ensures optimal performance, agility, and responsiveness on the water, making J ONE a true pleasure to sail.

J ONE, previously known as Magic Carpet, is a remarkable 24.24-meter sail yacht that was built in Italy by Wally and delivered in 1997. This particular yacht is the only model of the 77 series, adding to its exclusivity and uniqueness.

With its sleek lines and exceptional design, J ONE stands as a testament to the craftsmanship and innovation of Wally, Italy renowned for pushing the boundaries of yacht construction.

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J One Specifications

• Model Custom
• Hull Colour -
• Naval Architect German Frers
• Exterior Designer Wally
• Interior Designer Wally
• Length Overall 24.6m
• Length at Waterline -
• Draft (min) 4.1m
• Draft (max) -
• Gross Tonnage 33
• Cabins Total 3
• Hull Configuration -
• Hull Material -
• Superstructure -
• Deck Material -
• Fuel Type -
• Manufacturer -
• Total Power -
• Propulsion -
• Max Speed -
• Cruising Speed -
• Fuel Capacity -
• Water Capacity -
• Generator -
• Stabilizers -
• Thrusters -
• Amenities -
• Yacht Builder Wally View profile
• Naval Architect German Frers No profile available
• Exterior Designer Wally View profile
• Interior Designer Wally View profile

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The ultimate J Class yachtspotter’s guide

The J Class is undoubtedly one of the most beautiful and powerful classes of sailing yacht in the world. An original fleet of 10 was constructed in the 1930s for the purpose of competing in the America’s Cup, but in a sad twist of fate, only a few were able to survive the cull for metal during World War II. Some were later salvaged from the scrapheap and rebuilt as modern-day racers while others were constructed as replicas by owners who admired their classic lines and racing credentials. Nine J Class sailing yachts race today but could you tell an original from a replica? Could you identify which J Class yacht is which by its sail number? Here's an essential guide to the J Class fleet... 

Sail number : JK3 Length : 36.5m Year of build : 1929

With more than 80 years under her keel, Shamrock V is one of the most historic sailing yachts still afloat today having been built by Camper & Nicholsons in 1929. Her current owner bought Shamrock V in March 2016 and in the process inherited a legacy. This 36.58 metre is the original J Class yacht and the only one with a wooden hull to have survived to the present day. Her original owner Sir Thomas Lipton is remembered as the lovable loser of the America’s Cup , having unsuccessfully challenged on five separate occasions between 1899 and 1930, taking each defeat with characteristic good grace.

Sail number : JK4 Length : 39.56m Year of build : 1934

Endeavour was launched by Camper & Nicholsons in 1934 and is hailed as one of the most iconic sailing yachts in the world . Commissioned by Sir Thomas Sopwith, this 39.56 metre design was a highly rated contender heading into the 16th America’s Cup, but ended up losing 4-2 to Harold S. Vanderbilt's Rainbow . However, this is widely acknowledged to have been more down to tactics than design or performance. After spending the better part of 50 years languishing in obscurity, she was meticulously restored by Dutch yard Royal Huisman in 1989 and was most recently refitted in 2011 by New Zealand yard Yachting Developments . 

Sail number : JK7 Length : 38.5m Year of build : 1933/2016

Velsheda was built in steel in 1933 for WL Stephenson, the chairman of Woolworths in Britain, and named after his three daughters Velma, Sheila and Daphne. This 38.5 metre yacht is the only original J Class not to have been built for the America's Cup . Between 1937 and 1984 she languished in a mud berth on the Hamble River before scrap-metal merchant Terry Brabant rescued her and chartered her on a shoestring budget with no engine, mostly in the Solent but also in the Caribbean. In 1996 she was purchased by Dutch fashion entrepreneur Ronald de Waal who commissioned Southampton Yacht Services to rebuild her. Since then de Waal has raced her extensively .

Sail number : J5 Length : 41.55m Year of build : 2003

Ranger is a 41.55 metre replica of the J Class yacht of the same name, which was built for the 1937 America’s Cup by a syndicate led by railroad heir Harold Vanderbilt. Starling Burgess and Olin Stephens had been asked to produce eight sets of lines and the one selected as most suitable for the conditions expected off Newport, Rhode Island — design number 77C — was one of Burgess', although Stephens later helped with some refinements. Known as 'The Super J', the original  Ranger comprehensively beat Endeavour II in the Cup and won all but two of the other 33 races in which she competed that year. She never sailed after that and was broken up in 1941. With the design optimised by Reichel-Pugh , the new Ranger was built in steel — true to the original but unlike the subsequent modern Js — by Danish Yachts in 2003 for an American owner. 

Sail number : JK6 Length : 42.1m Year of build : 2009

The reincarnation of the 1937 launch Endeavour II , Hanuman was launched in 2009 by Dutch shipyard Royal Huisman . This 42.1 metre yacht features her predecessor’s original Charles E. Nicholson design, while the underwater geometry is courtesy of Dykstra Naval Architects . After completing the rebuilds of Endeavour , Shamrock V and Velsheda , Hanuman was Dykstra's first J Class new build project. Commissioned by serial yacht owner Jim Clark , Hanuman is named after the son of the Hindu wind god, which it flies on its spinnaker, and her regatta performances have backed up this name. She took first place at the 2017 St Barths Bucket , which saw six J Class yachts battling it out on the high seas.

Sail number : JH1 Length : 43.4m Year of build : 2010

Lionheart is based on Burgess and Stephens design number 77F, which was one of those rejected in favour of 77C for the 1937 America’s Cup. However, after extensive research by Hoek Design Naval Architects , 77F was considered to be the best set of lines for the variety of racing conditions likely to be encountered at regattas around the world today. Lionheart was built in aluminium by Bloemsma and Claasen Jachtbouw in Holland, and was launched in the summer of 2010. Her first owner's business commitments forced him to sell her and she was purchased in mid-2011 by Dutchman Harold Goddijn, the founder of Tom Tom. At 43.4 metres overall and with a stunning 17 metre overhang, she is the second longest J afloat. Lionheart became the first Hoek-designed J to hit the race course and made its debut at the Superyacht Cup in Palma.

Sail number : JH2 Length : 39.96m Year of build : 2012

The original Rainbow was launched in 1934 at the Herreshoff yard in New England after a mere 100 days under construction and went on to win the America’s Cup in the same year. However, she was requisitioned during World War II and eventually scrapped. The modern Rainbow  is an altogether more high-tech affair — built at Holland Jachtbouw in 2012 as the fourth of the new generation Js. She was built for an experienced sailing yacht owner to a design by Dykstra Naval Architects and is the first J to be fitted with a hybrid propulsion and power system. Rainbow is currently listed for sale . When heeled over, its red underside is a dead giveaway for yachtspotters out there.

Sail number: J8 Length : 42.62m Year of build : 2015

Topaz is based on an unbuilt 1938 design by Frank C Paine, the son of the three-time America’s Cup winner General Charles J Paine. Her modern aluminium incarnation measures 42.62 metres and was launched by Dutch yard Holland Jachtbouw  in 2015. Hoek Design Naval Architects, who styled Topaz inside and out, describe her as “a good all-round performer”. She was the longest J by waterline length at the time of her launch but was later dethroned by Svea .

Sail number : JS1 Length : 43.6m Year of build : 2017

The newest and longest member of the J Class fleet, Svea was launched by Dutch yard Vitters in February 2017 measuring 43.6 metres. Her design by Hoek Design Naval Architects incorporates an integrated traditional long keel from the original 1937 drawings by Swedish designer Thore Holm, which were unearthed by yachting historian John Lammerts van Beuren. However, the designers have brought the 75-year-old design right up-to-date with an aluminium hull and 53.75 metre carbon fibre main mast. As a result, Svea displaces just 182 tonnes — two tonnes less than Hanuman and six tonnes less than Ranger .

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J Class: the enduring appeal of the world’s most majestic yachts

• October 9, 2023

Only ten J Class yachts were built before the Second World War stopped the movement in its tracks, but in the last 20 years these magnificent sloops have made an incredible comeback. Why has the J Class remained irresistable? David Glenn explains.

One of the most awe-inspiring sights in modern yachting is the Spirit of Tradition fleet blasting off the start line at the Antigua Classic Yacht Regatta. It happens every year at the end of April. Chances are it will include at least two J Class yachts, hitting the line on the gun at full tilt, exploding through the cobalt blue Caribbean rollers at anything up to 12 knots as they charge upwind.

Watching Velsheda , Ranger , Shamrock V and Endeavour will bring a lump to your throat, such is the emotion generated by these beautifully proportioned 130ft racing machines with their carbon rigs driving 170 tonnes of steel, aluminium and teak towards the weather mark. It’s heady stuff.

Watching them is one thing; racing quite another matter. In 1999 I was aboard the rebuilt Velsheda , taking part in the Antigua Classic Regatta. I had a single task as part of a four-man team – to tend the forward starboard runner. Nothing else. “Let that go once we’ve tacked and the whole rig comes down,” warned skipper Simon Bolt, as another wall of water thundered down the leeward deck and tried to rip me from the winch.

Dressed in authentic off-white, one-piece cotton boiler-suits, which had to be worn with a stout belt “so there’s something to grab if you go overboard”, they were tough, adrenaline-filled days out. God knows what it was like up forward as massive spinnakers were peeled and headsails weighing a quarter of a tonne were wrestled to the  needle-sharp foredeck as the bow buried itself into the back of yet another wave. Sometimes you daren’t look.

But with the race won or lost, back on the dock the feeling of elation, fuelled by being part of the 36-strong crew aboard one of these extraordinary yachts, triggered a high like no other. You knew you were playing a role, no matter how small, in a legendary story that began in 1930, was halted by World War II and then defied the pundits by opening another chapter 20 years ago. Today with five Js in commission, all in racing trim, and at least two more new examples about to be launched, the J Class phenomenon is back.

Why is the J Class so popular?

Why does a yacht with an arguably unexciting performance – they go upwind at 12 knots and downwind at 12 knots – costing £20 million to build and demanding eye-watering running costs, seem to be burgeoning during the worst recession since the class was born?

There is no single answer, but you only have to look back to the 1930s and the characters that owned and raced the Js on both sides of the Atlantic, sometimes for the America’s Cup , to understand why the class occupies a special place in yachting history. Underlying everything is the look of the J Class. It seems to transcend any change in yachting vogue, displaying a timeless line with outrageous overhangs and a proportion of hull to rig that is hard to better.

They possess true elegance. There is no doubt that captains of industry who want to flex their sporting muscle have been drawn to a class which only the very rich can afford and there are distinct parallels between J owners in the 1930s and those of the past 20 years. The difference is that in the 1930s owners liked to shout about their achievements and hogged the pages of national newspapers. Today, they are as quiet as mice.

Origins of the J Class

The J Class emerged in 1930 and marked a quantum leap in yachting technology, but comprised a hotchpotch of design altered over many years.

The J Class – so named because it was the letter allocated to its particular size by the Universal Rule to which the yachts were built (K and M Class yachts were, for example, shorter on the waterline) – emerged in 1930 and marked a quantum leap in yachting technology.

The so-called Big Class, which flourished in the UK in the 1920s, was impressive, but comprised a hotchpotch of design altered over many years. Yachts like King George V’s Britannia , built in 1893 as a gaff-rigged cutter but converted in the 1920s to Bermudan rig to rate as a J, Candida , Cambria , White Heather and schooners like Westward were even larger and more expensive to run. But as the greater efficiency of the Marconi or Bermudan rig became apparent their days were numbered.

One catalyst for the J Class itself was legendary grocer Sir Thomas Lipton’s final crack at challenging for the America’s Cup in 1931. He did so under the Universal Rule with the composite, wooden-planked, Charles E. Nicholson-design Shamrock V .

It was the 14th challenge since 1851 and the Americans, despite the withering effects of the Great Depression, reacted in dramatic fashion, organising their defence with four syndicates, each bulging with millionaires, putting forward separate Js: Enterprise , Whirlwind , Weetamoe and Yankee , which apart from Enterprise had already been launched.

Key to the American effort was the remarkable Harold Vanderbilt of the New York Yacht Club, who had inherited fabulous wealth from the family’s railroad companies, making him one of the country’s richest men.

Brought up on the family’s Idle Hour estate on Long Island Sound, he was a keen and accomplished sailor, and he used American technology and teamwork to build a far superior J in Enterprise. The defence completely overwhelmed Lipton’s effort. The British press castigated Lipton’s lack of preparedness and old-fashioned attitude. Vanderbilt, who among other things is credited with inventing contract bridge, left no stone unturned. “Mr. Harold Vanderbilt does not exactly go boat-sailing because summer is the closed season for fox-hunting,” stated an acerbic critic in the British yachting press.

Later when Shamrock was owned by aircraft builder Sir Richard Fairey and was being used to train crew for another Cup challenge, Beecher Moore, a skilful dinghy sailor who was draughted aboard the J to try to sort her out, reported in Yachts and Yachting many years later: “We found that when we got on board it was very much like a well-run country house, in that the gentleman does not go into the kitchen and on a well-run J Class the owner does not go forward of the mast.”

J Class tactics: Britain vs USA

A look at the huge gap between the British and American J Class tactics and designs in the early years of the America’s Cup.

In the early days there was a yawning gap between the way the Americans and British approached the Cup and, for that matter, how they ran a yacht. Revolutionary metal masts, Park Avenue booms to improve sail shape (the British copied this American design with their ‘North Circular’ version), bronze hulls that needed no painting, superior sails, and campaigns that cost £100,000 even in those days, blew away the Brits. Lipton had spent just £30,000 to build and equip Shamrock .

In the second Cup challenge in Js, in 1934, Sir T. O. M. Sopwith’s first Endeavour , also designed by Nicholson and equipped with wind instruments designed by her aircraft industrialist owner, nearly won the Cup, snatching defeat from the jaws of victory after leading the series 0-2. Sopwith was also up against Vanderbilt, who this time sailed Rainbow , which many considered to be the slower boat. But the British campaign was hobbled by a pay dispute – Endeavour ’s crew got £5 a week but they wanted a raise for ‘going foreign’ – and the campaign approach was again brought into question when the first thing to be stripped off the yacht when they won a dispute over reducing weight was the bath!

Back in Britain, the 1935 season proved to be the zenith of J Class and Big Class racing, although by the end of it the Js were under the cosh for their tendency to lose masts. Five went over the side that year and Endeavour II , launched with en eye on the next Cup challenge, lost hers twice.

There was added spice in the competition off the shores of the UK with the arrival of the American J Yankee , now owned by millionaire and Listerine businessman Gerard Lambert, who enjoyed sparring with the Brits. But even Yankee lost her mast and the press rounded on the class for being dangerous and wasteful! That wasn’t enough to stop Sopwith, whose tail had been extracted from between his legs following the last defeat in Newport: Endeavour II was towed across the Atlantic in a veritable armada that included  the first Endeavour. The British yachts found themselves up against the most advanced sailing machine the world had ever seen – Ranger , dubbed ‘the Super J’.

Vanderbilt was the man to beat again. Not only had he bankrolled the entire defence as American business remained beset by a struggling economy, but he used highly scientific means to perfect design. The brilliant naval architect Starling Burgess, who had designed for Vanderbilt throughout the 1930s, was now aided by the equally brilliant but considerably more youthful Olin Stephens. Between them they finally selected ‘model 77-C’ from six tank tested.

The yacht was considered ugly by some and not a natural to look at, but Vanderbilt’s team trusted the science (still the difference between the Americans and the Brits) and Ranger with her bluff or barrel bow and ‘low slung’ counter was the result. She proved to be dynamite on the race course and Endeavour II didn’t stand a chance. She was beaten in five straight races by large margins. The Americans and Vanderbilt had done it again. War then brought an end to an extraordinary era in yachting.

Only ten J Class yachts were built to the Universal rule and not a single American yacht survived. Most were scrapped for the war effort. In any case, the American way was to discard the machine once it has served its purpose. In Britain they faired a little better, and some Js were mud-berthed on the East and South Coasts. Two survived in the UK: Velsheda , originally built by the businessman who ran Woolworths in the UK (W. L. Stevenson named her after his daughters Velma, Sheila and Daphne), but which never challenged for the America’s Cup; and Endeavour , saved by becoming a houseboat on the Hamble. Shamrock ended up in Italy and survived the war hidden in a hay barn.

J Class resurgence

Seemingly resigned to the history books, the J Class made a triumphant return in the 1980s.

In his seminal book about the J Class, Enterprise to Endeavour, yachting historian Ian Dear predicted in the first edition in 1977 that the likes of the Js would never be seen again. By the time the fourth edition was published in 1999 he was quite happily eating his words!

The American Elizabeth Meyer was, without doubt, instrumental in bringing the class back to life when in the 1980s she extracted what was left of Endeavour from a  amble mud-berth, began rebuilding her in Calshot, and then moved her to Royal Huisman in Holland, who completed the restoration superbly. With the transom of the original Ranger mounted on a bulkhead in her saloon, Endeavour is still regarded as one of the best-looking and potentially fastest Js.

She was owned briefly by Dennis Kozlowski, the disgraced tycoon who ran Tyco, who famously said: “No one really owns Endeavour, she’s part of yachting history. I’m delighted to be the current caretaker.” Unfortunately he ended up in prison and the State of New York became Endeavour’s ‘caretaker’ before they sold her to her current owner, who has kept the yacht in the Pacific. She’s currently being refitted in New Zealand.

Ronald de Waal is a Dutchman who until recently was chairman of the Saks Group in the USA and has made a fortune in clothing. He has dedicated a lot of time to improving Velsheda over the years since he had her rebuilt by Southampton Yacht Services to a reconfigured design by Dutch naval architect Gerry Dykstra. Ronald de Waal steers the yacht himself to great effect and has had some legendary tussles with Ranger, the new Super J built in Denmark for American realestate magnate John Williams.

The rivalry between the two is fierce and even led to a collision between the yachts in Antigua last year. But Velsheda would have been lost had it not been for British scrap-metal merchant Terry Brabant who saved her from a muddy grave on  the Hamble and famously sold his Rolls-Royce to cast a new lead keel for the yacht. With very little modern equipment he sailed her hard in the Solent, chartering her and crossing the Atlantic for a Caribbean season, all without an engine! Without Brabant’s initiative Ronald de Waal wouldn’t have what he has today.

Shamrock V is owned by a Brazilian telecommunications businessman Marcos de Moraes who had the yacht rebuilt at Pendennis Shipyard in Falmouth in 2001. He tends to keep away from the race course but with a number of events being planned in the run-up to the 2012 London Olympics he might be tempted back. The latest new J to launch, Hanuman, a modern interpretation of Endeavour II, has recently entered the racing fray. She was commissioned by serial yacht owner Jim Clark (Hyperion and Athena), the American who brought us Netscape and Silicon Graphics, and who remains a colossus in Silicon Valley.

Hanuman, named after a Hindu deity, built by Royal Huisman and designed by Gerry Dykstra, has had no expense spared when it comes to rig and sail wardrobe. Last year she beat Ranger in the Newport Bucket but in March this year she lost out 2-1 to the same boat at the St Barths Bucket. They were due to meet again with Velsheda at the Antigua Classic Yacht Regatta in April. Another Dutchman, property developer Chris Gongriep, who has owned a number of yachts including Sapphire and Windrose of Amsterdam, has given the go-ahead for a new  version of Rainbow, which is well advanced in Holland at Freddie Bloesma’s aluminium hull fabrication yard. The yacht, reconfigured by Gerry Dykstra, will be in the water in 2011 with a full-on race programme.

About to be launched is Lionheart, the biggest J so far, redesigned by Andre Hoek and built in Holland by Claasen Jachtbouw, after an extensive research programme.  Unfortunately, her owner’s business commitments mean that he won’t be able to enjoy the fruits of this project – she’s for sale with Yachting Partners International and Hoek Brokerage. What an opportunity to join a class with such a remarkable history and one which looks destined to run and run!

First published on SuperYachtWorld.com on Aug 4, 2010

The J Class

J Class yachts were originally built to the specifications of the Universal Rule. The J Class really represents the golden age of racing for the America’s Cup in the 1930s when this Universal Rule was used as the determining measurement system.

About the Class

Designers had to produce a J Class yacht which had a rating of between 65 and 76 feet. That was not the length of the boats but a product of the limiting factors of the rule’s equation. Any of the determining factors such as length, displacement or sail area could be changed but such changes required proportionate change in other factors to compensate. This allowed them to be raced on a level basis. Stability was not taken into account. Limits were set on measurements for waterline length, draft, freeboard and so on.

The three original surviving Js - Velsheda, Shamrock and Endeavour - have been refitted for worldwide cruising and racing. Their displacements have increased and the yachts no longer rate as a J under the Universal Rule definition, with the exception of Shamrock V, which was the smallest of the Js.  

In total nine J Class yachts are active now with six replicas having been built since 2003; Ranger, Rainbow, Hanuman, Lionheart, Topaz and Svea.

The J Class Association

The J Class Association (JCA) was founded to protect the interests of the Class, present and future. Among its responsibilities it monitors and agrees the veracity of designs to which new replica boats can be built to, the build materials and specifications, which since Hanuman and Lionheart have included aluminium alloy.

It’s objective is to keep the J Class fleet and races alive and to encourage new build yachts (replica builds from original plans) to join the Class. The intent is to race the surviving Js, new existing Js, and potential new replica Js together in such a manner that has a fair handicap, to ensure that.

The Rules are kept as short and simple as possible, in order to meet the objectives.  The Rules are written in the proper gentleman’s spirit, not to be bypassed to gain advantage, which is not in the spirit of the Class.

The original late 20th Century refits of the three surviving Js were used to help respect the tradition and guide the structure of these rules.

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• Taking a Bow: How Yacht Makers Are Rethinking the Rear End

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“It was created as the conduit for a thrilling experience—watching whales around the boat, dolphins surfing bow waves or passing glaciers in icy waters,” says Enrique Tintore, design manager for the Dutch line of expedition yachts , ranging from 197 to 345 feet. “The idea is to maximize the connection with nature, to look down over the front of the bow and feel an unusual connection. That’s something you can’t do on any other yacht.”

The open bows of Ferretti Yachts’ Infynito 90 , and recently announced Infynito 80, are less concerned with off-grid travel, but more about social possibilities. More cruiser than explorer, the 90 has an “All Season Terrace” that connects directly with yacht’s outer passageways all the way back to the aft cockpit. The 90’s bow area is designed to be private, but still open, configured with lounges, a forward sunpad and Jacuzzi. Owners can even opt for a cocktail bar with stools. Like the Damen Xplorer, it has open sides and an open front, but the overhead offers protection with slats that can open if the owner and guests want direct sunlight. “We created it as an oasis to put the people living on board front and center,” says Ferretti’s Filippo Salvetti.

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By Graciela Mochkofsky

Ms. Mochkofsky is the dean at CUNY’s Craig Newmark Graduate School of Journalism.

Many uncertainties haunt the field of journalism today — among them, how we can reach our audience, build public trust in our work, and who is going to pay for it all. But one thing is certain: as complicated and dark as the world looks today, it would be much worse if journalists were not there to report on it.

Research shows that towns that have lost sources of local news tend to suffer from lower voter turnout, less civic engagement and more government corruption. Journalists are essential just as nurses and firefighters and doctors are essential.

And to continue to have journalists, we need to make their journalism education free.

This might sound counterintuitive given the state of the industry. Shrinking revenue and decreasing subscription figures have led to a record number of newsroom jobs lost. Much of the local news industry has fallen into the hands of hedge funds focused on squeezing the last drops of revenue out of operations by decimating them. Billionaires who appeared as saviors just a few years ago have grown tired of losing money on the media organizations they bought. Public trust in the value of news is at historical lows, while a growing percentage of people are avoiding the news altogether.

Generative artificial intelligence, which is on the verge of reshaping almost everything around us, is bringing yet another technological disruption to the industry. Against this grim backdrop, authoritarian leaders are increasingly targeting journalists as political enemies both at home and abroad.

And yet there are still tens of thousands of jobs in news media in America, with exceptional journalism being produced every day. Some major organizations have even found ways to thrive in the digital age. Prominent foundation leaders have started an effort to pour hundreds of millions of philanthropic dollars into local journalism, and a movement has formed to push for federal and local legislation to direct public funding to news. An initiative to replant local news has founded dozens of nonprofit newsrooms in cities around the country. And a small but growing number of organizations are redefining the way news agendas are set, focusing on rebuilding public trust within small communities.

No matter how the news industry evolves, we will continue to need journalists. Successful business models for media are necessary, but the most crucial element for strong, independent journalism is the people who make it. Given the present stakes in the industry, our society and the world, we need mission-driven, imaginative news leaders who are not bound by the models of the past, who have the motivation and freedom to reimagine the field, and the empathy and commitment to serve the public interest, undaunted by attacks and threats.

We must also move beyond the lack of economic and demographic diversity that has long been a problem in the industry. News has too often been reported by predominantly middle-class, white, male journalists, resulting in coverage that has repeatedly missed the issues that are most important to the people receiving the news, contributing to the public’s lack of trust in the media.

In a resource-starved industry, few newsrooms can offer the type of mentoring, guidance and time that it takes to shape a great journalist. This is now primarily the responsibility of journalism schools. It is the civic duty of these schools to find and train reporters and news leaders, instill in them an ethical foundation, help develop their critical thinking skills, allow them to try and fail in a safe environment, open doors and provide a support network. (Journalism schools should also contribute research in a variety of areas, from the impact of A.I. to new business models to identifying and responding to emerging threats.)

But the cost of a journalism education has become an insurmountable barrier for exactly the kind of people we need the most. And those who, with great effort, manage to overcome that barrier, carry a weight that could limit their professional options.

Reporters burdened with debt are less likely to take professional risks and more likely to abandon the field. According to the Bureau of Labor Statistics, the median reporter salary in America is less than $56,000 a year, or about $27 per hour. In low-income areas, where news deserts are more prevalent, annual salaries can be as low as $20,000. A Wall Street Journal report about the debt-to-income ratio of alumni of 16 journalism masters programs found that many graduates leave with debts that exceed their postgraduate income.

As the dean of the Craig Newmark Graduate School of Journalism at the City University of New York, I can tell you that half measures won’t solve this quandary. My school was founded in 2006 as a public alternative to elite journalism schools in the city and it remains one of the most affordable in the nation.

Our in-state students pay about a quarter of the cost of an equivalent degree from top-tier schools with which we successfully compete. This year alone, 90 percent of our students are on scholarships, and a record 25 percent are attending tuition-free. We also waived the $75 application fee this admission cycle and saw an increase of more than 40 percent in our applicant pool.

Thanks to these policies, we have succeeded where the media industry keeps failing. Over 50 percent of our students are people of color and from underserved communities. Many couldn’t have attended our school if we hadn’t offered significant scholarship support. But that’s not enough. Though we rank as one of the journalism schools with higher-medium-income and lower-median-debt alumni, our students still don’t graduate fully debt-free.

This is why this year, we began a campaign to go fully tuition-free by 2027. While other schools might face different financial challenges, we hope that many more will follow us.

We need journalists whose only obligations are to the facts and the society they serve, not to lenders; who are concerned with the public interest, not with interest rates; who can make risky decisions and take the difficult path if that’s what the mission requires, free of financial burden. Journalism schools can help achieve that. In tough times, it is natural to mourn the past or lament the present, but what we really need is bold action.

Graciela Mochkofsky is the dean at CUNY’s Craig Newmark Graduate School of Journalism. She is the author, most recently, of “ The Prophet of the Andes: An Unlikely Journey to the Promised Land .”

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Ask Amy: No one wants grandma’s ‘stuff’

• Published: Mar. 24, 2024, 2:00 p.m.

Amy Dickinson, known as Ask Amy, answers a question about what to do when no one wants family heirlooms. Canva

• Amy Dickinson

DEAR AMY: I have a dilemma which is common for my fellow baby boomers.

My mother married young and had five children.

Mom is now almost 90, the “kids” are senior citizens, and even the grandkids are mostly in their 30s.

Nobody wants the “stuff,” like Grandma’s china, that ended up in my garage with Mom’s move to assisted living.

I want my garage back!

I try talking to Mom about donating the unwanted stuff, but her response is that if I want to get rid of anything I should give it back to her, which is impossible.

She is in the early stages of dementia, and can’t really think practically anymore. Can I just go ahead and donate, without talking to her about it?

If I had the space, I could just keep it in boxes until she passes, but I don’t.

What’s the “right” way to handle this? The five of us “kids” have a hard enough time navigating her decline as a team, without this added tension around Nana’s china.

– Tired Boomer

DEAR TIRED: Many people who might have used family things to furnish their own homes (if they had inherited in their 20′s or 30′s), are trying to cope with heirlooms when they are currently trying to downsize.

You are faced with an ethical dilemma because you’d like to start the process against your mother’s stated wishes (an understandable choice on your part). I think you’d ultimately feel best if you adhered to her wishes, despite her dementia.

This is where a storage unit comes in.

It would be a good idea for you to get “the team” together to go through and transfer things to a nearby storage unit. Devote a weekend to this task.

The process of doing this as a group before your mother’s death would be very different than after her passing – when you will be stressed and grieving.

Doing this now will revive a lot of memories (which you can share with your mother – and each other).

During the transfer you can as a group organize and label things, and perhaps start the dispersal process (with siblings taking some things home) and store the rest until after your mother’s passing.

(You can email Amy Dickinson at [email protected] or send a letter to Ask Amy, P.O. Box 194, Freeville, NY 13068. You can also follow her on Twitter @askingamy or Facebook .)

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J.D. Martinez finalizes $12 million, 1-year contract with the New York Mets

PORT ST. LUCIE, Fla. — J.D. Martinez and the New York Mets finalized a $12 million, one-year contract on Saturday.

The 36-year-old designated hitter gets a $2.5 million signing bonus, $2 million this year and $7.5 million in deferred money, payable in $1.5 million installments each Jan. 15 from 2034-38.

“Fortunately enough, I found a place here with New York and one of those last-second-type things and it worked out,” Martinez told reporters in Port St. Lucie, Florida. “I’m excited to be here. I know the guys are super excited to have me, and I’m super excited to just be in the clubhouse with them and I’m ready for the journey ahead of us.”

Martinez hit .271 with 33 homers and 103 RBIs in just 113 games last year for the Los Angeles Dodgers, providing solid value on the one-year, $10 million contract he signed before the season. Back and groin problems limited his availability, but he added a National League All-Star selection to the five times he made it in the AL with Detroit and Boston.

He slots into the middle of the Mets’ lineup and gives them another power hitter to pair with Pete Alonso. Both can become free agents after this season.

Martinez said Alonso was a strong advocate to bring him on board.

After waiting all spring to land a job, Martinez said he’ll probably need at least 15 days to get ready for the season. So he won’t break camp with the Mets in time for opening day Thursday against Milwaukee.

“It kind of sucks. Obviously, I want to break with the team. I want to be there. I want to be there for opening day. That’s a special thing to be a part of,” Martinez said. “But I’ve got to get my body ready. I’ve got to have my spring training now and I’ve got to get ready for the season. The last thing I want to do is kind of just rush through it and get hurt. So I want to make sure I take it slow and build my body up to get back out there.”

To open a roster spot for Martinez, the Mets designated right-hander Phil Bickford for assignment.

New President of Baseball Operations David Stearns had insisted the Mets wanted to give youngsters Mark Vientos and Brett Baty plenty of at-bats this season rather than bring in a veteran at DH or third base. But now Martinez becomes the primary DH instead of Vientos, who could still share playing time at third with Baty, getting chances against left-handed pitching in particular.

Martinez said he and Vientos have a relationship that goes “way back” because they train at the same place. The veteran slugger said he encouraged Vientos not to get discouraged by the apparent loss of playing time because big league opportunities can always arise for talented players — whether with the Mets or elsewhere.

“I understand his frustration,” Martinez said.

Martinez has played the corner outfield spots only sparingly the past two seasons, but he has given every indication he can be a productive DH. Last season was the first time in Dodgers history the team had four players with 100 RBIs, with Martinez joining Mookie Betts, Freddie Freeman and Max Muncy.

The 33 home runs for Martinez were his most since 2019, and his OPS of .893 represented his highest since that year.

Martinez began his career with Houston but blossomed after being released by the Astros and picked up by the Tigers in 2014. He hit a career-high 45 homers for Detroit and Arizona in 2017, then joined the Red Sox and hit 43 the following year, when Boston won its most recent World Series title.

Martinez was one of the top free agents left on the market. Left-hander Jordan Montgomery — another Scott Boras client — is still looking for a new team in the final days of spring training.

“Offseason was kind of a roller coaster,” Martinez said. “There’s a lot of really good players out there that are in the same situation.”

AP MLB: https://apnews.com/hub/MLB

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J.D. Martinez agrees to $12 million, 1-year contract with the New York Mets, AP source says

FILE - Los Angeles Dodgers’ J.D. Martinez watches his two-run home run off Colorado Rockies starting pitcher Chris Flexen during the first inning of a baseball game Sept. 28, 2023, in Denver. Martinez has a new home, agreeing to a $12 million, one-year contract with the New York Mets on Thursday, March 21, according to a person familiar with the deal. The person spoke to The Associated Press on condition of anonymity because the agreement was pending a physical. (AP Photo/David Zalubowski, File)

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NEW YORK (AP) — J.D. Martinez has a new home, agreeing to a $12 million, one-year contract with the New York Mets on Thursday, according to a person familiar with the deal.

The person spoke to The Associated Press on condition of anonymity because the agreement was pending a physical. The New York Post was the first to report the move.

Martinez gets a $2.5 million signing bonus, $2 million this year and $7.5 million in deferred money, payable in $1.5 million installments each Jan. 15 from 2034-38.

Martinez hit .271 with 33 homers and 103 RBIs in just 113 games last year for the Los Angeles Dodgers, providing solid value on the one-year, $10 million contract he signed before the season. Back and groin problems limited his availability but he added a National League All-Star selection to the five times he made it in the AL with Detroit and Boston.

The 36-year-old slugger was one of the top free agents left on the market. Left-hander Jordan Montgomery — another Scott Boras client — is still looking for a new team in the final days of spring training.

Martinez slots into the middle of the Mets’ lineup and gives them another power hitter to pair with Pete Alonso. Both can become free agents after this season.

New President of Baseball Operations David Stearns had insisted the Mets wanted to give youngsters Mark Vientos and Brett Baty plenty of at-bats this season rather than bring in a veteran at DH or third base. But now Martinez becomes the primary DH instead of Vientos, who could still share playing time at third with Baty, getting chances against left-handed pitching in particular.

Martinez has played the corner outfield spots only sparingly the past two seasons, but he has given every indication he can be a productive DH. Last season was the first time in Dodgers history the team had four players with 100 RBIs, with Martinez joining Mookie Betts, Freddie Freeman and Max Muncy.

The 33 home runs for Martinez were his most since 2019, and his OPS of .893 also represented his highest since that year.

Martinez began his career with Houston but blossomed after being released by the Astros and picked up by the Tigers in 2014. He hit a career-high 45 homers for Detroit and Arizona in 2017, then joined the Red Sox and hit 43 the following year, when Boston won its most recent World Series title.

AP Baseball Writer Mike Fitzpatrick in New York contributed to this report.

AP MLB: https://apnews.com/hub/MLB

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The 24m/78'9" sail yacht 'J One' (ex. Magic Carpet) was built by CNB in France. Her interior is styled by Argentinian designer design house German Frers and she was completed in 1997. This luxury vessel's exterior design is the work of German Frers.

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Strange Glow Over Moscow Skies Triggers Panic as Explosions Reported

B right flashes lit up the night sky in southern Moscow in the early hours of Thursday morning, new footage appears to show, following reports of an explosion at an electrical substation on the outskirts of the city.

Video snippets circulating on Russian-language Telegram channels show a series of flashes on the horizon of a cloudy night sky, momentarily turning the sky a number of different colors. In a clip shared by Russian outlet MSK1.ru, smoke can be seen rising from a building during the flashes lighting up the scene.

Newsweek was unable to independently verify the details of the video clips, including when and where it was filmed. The Russian Ministry of Emergency situations has been contacted via email.

Several Russian Telegram accounts said early on Thursday that residents of southern Moscow reported an explosion and a fire breaking out at an electrical substation in the Leninsky district, southeast of central Moscow.

Local authorities in the Leninsky district told Russian outlet RBC that the explosion had happened in the village of Molokovo. "All vital facilities are operating as normal," Leninsky district officials told the outlet.

The incident at the substation in Molokovo took place just before 2 a.m. local time, MSK1.ru reported.

Messages published by the ASTRA Telegram account, run by independent Russian journalists, appear to show residents close to the substation panicking as they question the bright flashes in the sky. One local resident describes seeing the bright light before losing access to electricity, with another calling the incident a "nightmare."

More than 10 villages and towns in the southeast of Moscow lost access to electricity, the ASTRA Telegram account also reported. The town of Lytkarino to the southeast of Moscow, lost electricity, wrote the eastern European-based independent outlet, Meduza.

Outages were reported in the southern Domodedovo area of the city, according to another Russian outlet, as well as power failures in western Moscow. Electricity was then restored to the areas, the Strana.ua outlet reported.

The cause of the reported explosion is not known. A Telegram account aggregating news for the Lytkarino area described the incident as "an ordinary accident at a substation."

The MSK1.ru outlet quoted a local resident who speculated that a drone may have been responsible for the explosion, but no other Russian source reported this as a possible cause.

Ukraine has repeatedly targeted Moscow with long-range aerial drones in recent months, including a dramatic wave of strikes in late May.

On Sunday, Moscow Mayor Sergei Sobyanin said the region's air defense systems had intercepted an aerial drone over the city of Elektrostal, to the east of Moscow. No damage or casualties were reported, he said.

The previous day, Russian air defenses detected and shot down another drone flying over the Bogorodsky district, northeast of central Moscow, Sobyanin said.

There is currently no evidence that an aerial drone was responsible for the reported overnight explosion at the electrical substation in southern Moscow.

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Mets send mark vientos to minors, off opening day roster after j.d. martinez signing.

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PORT ST. LUCIE — Mark Vientos was squeezed from his DH role in recent days, and Sunday he lost his roster spot.

The Mets optioned Vientos to Triple-A Syracuse to begin the season, three days after reaching agreement with J.D. Martinez on a one-year contract worth $12 million.

Martinez will spend at least the first 10 days of the season in the minor leagues building up , but Vientos still wasn’t deemed the right fit for the roster.

“As we looked at the roster construction, some of the matchups early in the season, we just thought this made the right sense both for [Vientos] from a playing time perspective and our team at the major league level,” president of baseball operations David Stearns said.

Ji Man Choi was also informed he won’t be on the roster, according to Stearns, and the veteran first baseman/DH has to decide whether he will accept a minor league assignment or become a free agent.

Zack Short, a versatile infielder, has been told he’s on the team.

DJ Stewart will head north with the club, but isn’t officially on the roster — the Mets are still monitoring who might become available from other camps before Thursday’s opener at Citi Field.

As for the bullpen, the Mets still have three relievers — Michael Tonkin, Sean Reid-Foley and Yohan Ramirez — for two spots.

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