Feb. 11, 1893.] 



FOREST AND STREAM. 



188 



The regatta committee of the New York Y. 0. has voluntarily 

 taken up a very troublesome task in discussing as fully as it has done 

 the nature of a mark. While they have handled the question ably, 

 [t is to be regretted that they have regarded it mainly from a second- 

 ary point of view, and that the vital point of the dispute at Tuxedo 

 over a year ago, as well as of the Volunteer -Grade foul, is subordi- 

 nated to a different issue. It is evident that the remarks of the com- 

 inii tee were called forth mainly by the two unfortunate circum- 

 stances attending the Gracie's part of the collision; in the first place, 

 the hail from her for A r olunteer to lack, and in the second place, the 

 calling into question in her behalf of Section 16, relating to piers, 

 rocks, shoals and similar obstructions other than marks of the 

 course. 



It is conceded by those who have from the first taken the side o 

 rho yacht in the assumed position of the Gracie — just able to clea. 

 the mark by a "pilot's luff," but without filling away on the other 

 tack-that the Gracie had no right to hail Volunteer to tack, but only 

 a right, under these supposed conditions, to hail for room to execute 

 the maneuver which she believed would be possible. So far as we 

 have heard, in both cases, the contention that the inner yacht has a 

 right to cause another to tack in order to give her room at the mark, 

 is confined to the protest of the Gracie. On this point, the rule and 

 the custom are so clear that the question should never have arisen 

 and the elaborate opinion of the regatta committee should not have 

 been necessary . 



The vital point of the matter may be staled thus: Supposing, in 

 this case, that the Gracie had reason to believe that she could weather 

 the mark boat without filling away on the other tack, was she not 

 entitled to all necessary room to perform this maneuver, and, if she 

 hailed in ciue season, should not the Volunteer have given her that 

 room, and fading to give it, was not Volunteer in the wrong? As in 

 most cases, the evidence is very conflicting, and it would require a 

 close inquiry into the position of each yacht before a fair decision 

 could be made; but the claims of the Gracie, made immediately after 

 the race, serve as an excellent illustration. The case is exactly the 

 Bjwtiig as the very trivial one at Tuxedo over which so much discus- 

 sion arose some months previously. Important as iti«, this point has 

 received but little attention from the regatta committee, and though, 

 from the mention of it under the head of '-Hailing and Fouling," the 

 committee is apparently of the opinion that a yacht has the right to 

 iufC as far as she possibly can in order to clear, there is still lacking a 

 plain and authoritative statement of the rights of the inner yacht and 

 the obligations of the outer one. 



THE.question of adopting a rule to cover the case of two yachts on 

 parallel courses converging, similar to that adopted by the Seawan- 

 haka C. Y C. in 3887, has lately been agitated in England, and the 

 objection is made that the proposed rule, if adopted, will conflict 

 with the rule relating to passing and rounding marks. We had occa- 

 sion nearly a year ago to point out that the rules of racing may be 

 divided into two classes, those relating to yachts sailing in the open 

 and those relating to the vieiuitv of marks of the course. The con- 

 verging rule is of the former class and, like some existing rules, may 

 be superseded entirely by anather rule as soon as the yachts come 

 within such distance of the mark that they are obliged to take 

 immediate consideration of it. The objection that a dispute might 

 pcssibly arise over the jurisdiction of the two rules is one that might 

 be made over other rules that are necessary and have proved satis- 

 factory tn practice. The rule was adopted here only after a very 

 careful discussion and thus far, after five seasons, has given no 

 trouble. 



The clever skit which we reproduce from the Kudder has a certain 

 foundation of fact in the extreme care now exercised by designers 

 over their new productions; and soaped windows and caulked key- 

 holes are not entirely unknown, even on this side of the Atlantic, 

 though as a rule admission is readily obtained to the leading shops 

 and yards. Lawley's, Piepgrass' and Wintringham's yards are open 

 at all times to any visitor, and though the new yachts at Herreshoffs 

 were lately pictured in a New York paper as guarded by machine 

 guns and mantraps, yachtsmen are always courteously received at 

 the works, In our own experience in the quest of news, the most 

 carefully gnarded yard is not on the dark and barbarous Clyde, but 

 close to free and enlightened New York, the gate being guarded by a 

 descendant of the kings of Ireland, armed with something much re- 

 sembling the tradi ional weapon of his country, and gruffly refusing 

 either to admit a visitor or to send a card to the office within the 

 gates. 



THE CHARACTER OF A MARK. 



Ab supplement to their decision in the case of the notable colli- 

 sion between Volunteer and Gracie in the Goelet Cup race last 

 summer, the Regatta Committee of the New York Y. O. in its annual 

 report included the follow ing elaborate and comprehensive review of 

 the subject of marks in yacht racing: 



''It has been made evident to us by questions about a mark that 

 some regard it as t-n 'obstruction to sea. room.' In our opinion it 

 cannot be so regarded. The point is of great importance, and we 

 therefore establish the. character of a marir according to the rules, 

 as we construe them, We then discuss the conditions unier which a 

 yacht's obligations to a maik vary, and answer other questions 

 asked in connection u ith the general subject of 'Passing- and Round- 

 ing.' In this way the principles which we think should govern will 

 be laid before the club for approval or correction, and thus in either 

 case a guide will be furnished for our successors. 



an obstruction. 



"An obstruction in a course is an object which has sea room on 

 one side only. An isolated rock, for instance, or a vessel* at anchor, 

 is not an obstruction, for it offers a choice of sides far passing. And 

 so a moving vessel cannot establish an obstruction, for her approach 

 can be calculated and allowed for. Ou the other hand, a pier — or a 

 reef or shoal or shore stretching away from a point thai must be 

 cleared, and too close to admit a free and safe passage bet* een— is 

 an obstruction, for there is no choice of sides existing. But a rock, 

 vessel or any other formidable object becomes an obstruction when 

 the question of safety enters. For danger confers the right of way 

 over any other vessel not in similar peril. 



A SIAB.lt IS NOT AN OBSTRUCTION. 



'•The subject of Section 34, in Rule 17, is 'Passing 1 and Rounding 

 Marks.' Section 15 defines a mark as -any vessel, boat or ouoy. or 

 any other object used to indicate the course.' and adds that it -does 

 not in the preceding section iu vol vo any question of sea room and 

 this is equivalent to saying that "in the preceding section sea room is 

 not to be considered as obstructed.' These two sections, then, which 

 must be construed together, mean that a mark, when being -passed 

 or rounded,' is not to be regarded as an obstruction to sea room. It 

 is not an obstruction, tor it can be passed on either side. Indeed, it 

 is somewatin the nature of a point, with position, but without mag- 

 nitude. Aud, to reduce its character to an idiom, a mark is not n 

 lee shore. 



RECOGNITION OF DISTINCTION. 



•'The rules recognize this distinction by giving widely different in- 

 structions in regard to the contrasted objects. A mark is not an 

 obstruction. Therefore 'passing or rounding' is considered a man- 

 euver lacking the element of danger. For this reason Section 1 4 cabs 

 on an outside yacht to give an inside yacht room to 'piss clear' with 

 a luff, but without tacking; and then "the rules pass to Section 16 and 

 cousider conditions into which the element of d auger enters. And 

 here a yacht, hindered by another yacht from clearing on one side, is 

 in 'danger 1 of -touching a rock, pier, or other obstruction.' or of "run- 

 wing ashore' if forced on the other side where there is no sea room 

 existing. Having no choice of sides her safety is endangered. And 

 therefore to enable her to clear, an outside yacht is called on nor only 

 to luff, but also to 'tack or bear away' if necessary 



*So held by the comnhlte in i?50 hi a, fpul between the Tltra and 

 Maria, 



REASON FOR DISTINCTION. 



-'When an inside yacht, then, finds that she cannot luff around a 

 mark, she must wear or pass to leeward ; and either may be hazard- 

 ous off a crowded turn. But she must calculate such chances, and if 

 the turn be crowded should wear at a safe distance from it. For it 

 must be remembered on the other hand that the preambles to the 

 rules slate that 'all attempts to win a race by other means than fail- 

 sailing and superior speed aud skill are to be discouraged.' It must 

 also be remembered that the proper time to tack in order to wind a 

 mark of ten involves the nicest calculation. And if, between two 

 yachts, one stands on long enough to clear on a required side, and 

 one tacks short aDd having to tack again could force the other round, 

 then 'superior skill' would be penalized. And it is to avoid the im- 

 position of such a penalty that, the rules thus broadly distinguish a 

 mark from an obstruction. 



EXCEPTION. 



"The general rule, then, governing 'passing and rounding marks' 

 is established by Sections 14 and 15. But there is one exception. It 

 is made when the mark is a vessel or other formidable object and a 

 yacht is in peril of fouling it under dangerous conditions. Here the 

 mark is treated as an obstruction through the crisis, or, m other 

 words, when and" while the question of danger enters. It is true that 

 being a mark there must be sea room on both sides. And therefore 

 a yacht is responsible for the damage if, erring in judging her ability 

 to clear on one side, she has blundered on so far that she can no 

 longer pass on the other. From this responsibility a shift of wind, or 

 a rise or fall or faint of wind, or an unexpected trend or force of tide, 

 would not relieve her. But no matter -what the cause— or whether 

 she was within the rules or not— the fact exists that there is danger 

 of wrecking. And therefore Section 16 comes to her relief, and gives 

 her the right of way, as would the Federal sailing rules and regula- 

 tions by which, of necessity, all club rules would be superseded. 

 But if, in taking her right of way, she interferes with an outside 

 yacht, she may be disqualified, and if, for auy reasou, the committee 

 should order the race resailed, it would be competent for them to 

 refuse her entry. * 



ACCIDENT TO MARK. 



"A mark may drift or be destroyed or forced from its position, 

 But no matter what the nature of the accident, the fact of its occur- 

 rence does not make resailing mandatory. The question is left with 

 the committee; but a race should not be sailed again unless the 

 chances of a yacht not responsible for the accident have been 

 affected adversely. 



"In the race for the Goelet cups, for illustration. Gloriana was the 

 leading yacht and turned the mark in its proper position. Gracie 

 and "Volunteer came next, and in consequence of their getting into 

 difficulties the mark veered over eight tathoms of cable. Gloriana 

 was an easy winner, but if she had lost to any other sloop she might 

 have raised successfully the points that the shift of the mark was to 

 leeward. The course, was not altered enough to affect time allowance 

 perceptibly, aud as all other yachts were advantaged in the leeward 

 drift they have nothing to complain of. 



HAILING AND FOULING. 



"If two yachts on the starboard tack are nearing a mark with the 

 intention of turning it. and the inside yacht bails for room to tack, 

 or calls on the outside yacht to tack, she should be ref used ; and a fail- 

 inference from the hail would be her inability to clear according to 

 the rules. She is entitled to a luff, and iu this she should be accom- 

 modated, whether she calls for room or not. But a luff without 

 warning, resulting in a foul, might afford ground for disqualification. 

 When a yacht alters her course in answer to a hail, the hailing yacht 

 must follow her as soon as she can do so safely. This applies not 

 only in avoiding an obstruction (Section 16), but on all occasions. For 

 a yacht must be held responsible for her hail. Otherwise a hail to 

 tack might be made a cover for a luff, which, with all other forms of 

 jockeying, the rules discourage in their preambles. If a yacht fails 

 in an attempt to clear and fouls another yacht or fouls the'raark, the 

 possibilities are not left to her own estimate. It is for the committee 

 to decide, shou'd any question rise under Section 14. as to her ability 

 to have cleared it unhindered. And so, too, if a mark veers cable and 

 a yacht turns it in its new position, they must decide, if the point 

 eomes up, whether or not she could have cleared had. ' the mark re- 

 mained stationary. 



"PRECEDING-." 



: 'The word 'preceding' in Section 15 demands attention, for some 

 maintain that in consequence of its use marks are included in Section 

 10 by the words, 'or other obstruction.' The point is not well taken. 

 Undoubtedly, as has been said, marks are treated as obstructions 

 when and while the question of danger enters. This is the exception 

 to the rule. But if this claim for 'preceding' was allowed, a mark 

 would be an obstruction even if it were a small float or keg resting on 

 a placid sea, and the whole question of sea room, as applied to marks 

 would be obliterated from the rules, for Section 15, apart from the 

 definition, would be deprived of all possible force and meaning. The 

 rules do not intend such an dlogical contradiction, but as stress has 

 been laid upon this point, we show, "somewhat in detail, that the in- 

 fluence of -preceding' has been overrated. 



' It is evident that the only period in a race wheu a yacht takes 

 any iuterest in a mark is when she is passing or rounding it. There- 

 fore, to no other portion of the rules than Section 14 is Section 15 

 material. Again, sea room has nothing whatever to do with either 

 of the other rules where marks are mentioned; one (Rule 14) autuor- 

 izing the resailing of a race when they are moved; the other (Rule 18) 

 imposing penalties for the infraction of rules already stated. Thus 

 the limitation to Section 14, of the question of sea room as treated in 

 Section 15, is established without any aid from 'preceding.' and 

 therefore, its use in Section 15 is superfluous. 



'"Again, the rules take up, in order, the essential points of racing, 

 and having finished one turn to the consideration of another. Thus, 

 in due time Sections 14 and 15 consider 'Passing and Rounding 

 Marks' and 'Definition of a Mark' under their respective titles, and 

 inform us, as has been stated, that when a mark is being passed or 

 rounded sea room is not to be considered as obstructed. And with 

 this the entire subject of sea room as applied to marks is exhausted. 

 The next point in logical sequence would be sea room when it is ob 

 structed— or Obstruction to nea room'— and this we find is the title of 

 the following section. From this section (16) all mention of a mark 

 is omitted. Wow, we are not entitled to assume, in a matter of such 

 importance, that the omission was accidental, and when we look for 

 the reason we find it in the distinction the rules draw between an 

 obstruction and a mark. An obstruction involves the question of 

 sea room; a mark does not involve it. Each, therefore, demands a 

 separate treatment aud each receives it. Tne omission, then, was 

 intentional, and this claim for 'preceding' is not tenable, 



"And indeed, quite apart from ah other reasons a mark has just 

 been mentioned in Section 15, in connection with sea room for the 

 first and only time; and it is there mentioned in connection with sea 

 room when it is not obstructed. Clearly, it" would be illogical to as- 

 sume its anonymous inclusion iu a succeeding section, of which 'ob- 

 struction to sea room' is the title. 



"Other clubs here, at home, using the parenthesis as explanatory, 

 have inserted (not a mark) after tne words 'or other obsn-uction' in 

 sections closely following the phraseologhy of our Section 16. And 

 the rule of the British Yacht Racing Association reads: "If two 

 yachts are standing toward a shore or shoal, or toward any buoy, 

 boat, or vessel, and the yacht to leeward is likely to run aground or 

 foul of such buoy, boat, or vessel (a mark vessel excepted), then;' etc 

 Therp are other ways of declaring that marks are not obstructions. 

 And, in addition, they recognize the exception to wdiich we have 

 called attention, for otherwise a yacht could have no relief from the 

 rules, no matter how formidable the mark or how dangerous a 

 yacht's stress in turning it. Under our rules, which cannot, in our 

 opinion, bear any other construction than the one which we have given, 

 the character of a mark appears obscure to some, and it would be 

 well to make it clear to all. If, therefore, a mark is not to be con- 

 sidered as an 'obstruction to sea rooom,' we advise the insertion of 

 'not a mark' after -or. other obstruction' in Section 16. If . on the 

 other hand, a mark is to be so regarded, then Section 15 should state 

 it clearly. And in either case "precedine' should disappear as being 

 in both superfluous and misleading. 



"As to the relative merits of the two propositions, it is evident that 

 it would greatly simplify passing and rounding- to treat a mark as 

 an obstruction. But it would descroy, as we have shown, a valuable 

 and important test of nautical skill and judgment." 



S. Nicholson Kane, i 

 Irving Grinnell, [-Regatta Committee. 

 Chester Griswold, ( 



The aunual meeting of the Quiney Y. C. was held on Feb 6, the 

 following officers being elected : Com.. John Shaw; Vice-Corn., Wm. 

 H. Shaw; Sec'y and Treas., Henry F. Faxon; Meas., Wm. E. Water- 

 house: Regatta Com., Ed.vard L. Davis, George E. Pfaffman H. L 

 Rice, W. P. Whitmarsh; House Com., Hem-y Dean, Jonn S. Murray, 

 W. I. Dewson, Walter B. Wilson, Arthur J. Shaw. Chas. A, Price 

 Henry L. Edwards. 



The annual meeting of the Corinthian Mosquito Fleet was held on 

 Feb. 8, the following officers being elected: Com., Harold S For- 

 wood, sloop Apache, Vice Com,, A. Bryan Alley, sloop Cruiser; 

 bee y, F. P. Sherwood; Treas., -J a. Stow; Executive Com ., Messrs. 

 Oswald Sanderson, Thornton Smith and W P, Stephens, Tbe annual 

 dues were raised from $3 to §5. 



Capt. G. H. Clark, of the Boston Yacht Agency, will continue the 

 business of tbe firm, of Qlark & Borden, recently dissolved, 



NEW YORK YACHT RACING ASSOCIATION. 



THE third annual meeting of the New York Racing Association 

 was held inNew York on Feb. 3, with the president, A.J. Prime, 

 presiding. Delegates from the following fifteen clubs were present : 

 Brooklyn, Canarsie, Columbia, Harlem, Hudson River, Indian Har- 

 bor, Jersey City, Kill von Kull, New Jersey, Pavonia, Sing Sing, 

 Staten Island Athletic. Tappan Zee, Williamsburgh and Yonkers 

 Corinthian yacht clhbs. 



The reports of tbe various officers were read: that of the Secre- 

 tary, Mr, Parlkhill, told what the association bad done iu the pre- 

 ceding year, and how it had increased in membership from seven- 

 teen clubs at the beginning to a membership of twenty at the present 

 time. 



The treasurer, Com. R. K. McMurray, submitted his report that 

 contained an itemized account of the receipts and disbursements for 

 the year just passed, setting forth the amount the club started the 

 year with and the amount now in the club treasury, which showed a 

 nattering increase. 



The regatta committee, through Mr. Gartland, their chairman, 

 submitted their final report of the distribution of prizes. On the 

 acceptance of the report the committee was discharged with the 

 thanks of the association. 



Tuesday. March 1. 1892, was fixed as the date of the annual dinner, 

 and the preliminary arrangements were left to a committee com- 

 posed of Com, Benson of the Jersey City, Vice-President Gartland of 

 the New Jersey and Mr. Griffiths of the' Harlem yacht clubs. In the 

 discussion that occurred preceding the fixing of the date of the din- 

 ner, ex-Congressman Darnel O'Reilly of the delegates from the 

 Brooklyn Y. C, spoke at length of bis club, as to his being one of the 

 delegates when the association was formed, and of the mistake they 

 made in resigning from such an organization as this association and 

 of the great pleasure it was to them all to be again back in the fold. 

 Mr. O'Reilly also' spoke of the great success of the recent dinner of 

 the Brooklyn Y. C. held at the Montauk club house in Brooklyn, and 

 thougbtit a wise move on the port of the association to give this an- 

 nual dinner, affording, as it did, a chance for the members of the va- 

 rious clubs to meet socially and advance their different views. Mr. 

 O'Reilly's remarks met with much applause. 



Mr. A, F. Rowe, of the Jersey City Y. C., gave notice that he woidd 

 move as an amendment to Rule 1 of the racing rules relating to class- 

 ification, the addition bet ween Classes C and I of Class H, yawl-rigged 

 cabin yachts. 



The date of the fourth annual regatta was fixed for Labor Day, 

 Monday, Sept. 5, and the secretary was instructed to procure a 

 steamer. 



After some other miscellaneous businef-s had been transacted, an 

 election of officers for the current year was had with the following 

 result: President, Alanson J. Prime,* Yonkers Y C; Vice-President, 

 George E. Gartland, New Jersey Y. C. ; Secretary, George Parkhdl, 

 Columbia Y. C; Treasurer, R. K, McMurray, Staten Island Athletic 

 Club. Executive Committee: C. H. Benson, Jersey City "V. 0.; 

 Daniel O'Reilly, Brooklyn Y, C. ; W. A. Smith, Pavonia Y. C; A. M. 

 Bacon, Harlem i', C„ and I. F. Fisher, Canarsie Y. C. 



In accepting the office of president for the fourth time Com. Prime 

 said that he had made up his mind to accept all the honors offered 

 him now, as tbe greatest honors came unsought, and that by wishing 

 the office was the only way by which he would eventually cease to be 

 able to obtain it. His remarks caused much amusement. 



ICE YACHTING. 



AFTER long waiting the patience of the ice yachtsmen has been at 

 length rewarded, and on Feb. 5 a fine race was sailed for the 

 challenge pennant of America, the course being between two flags $x* 

 miles apart, off Roosevelt Point, on the Hudson River, five rounds. 25 

 miles. The wind was strong from the north throughout the race, but 

 all the yachts carried full sail. 



The starters were: Icicle, John A. Roosevelt, Capt. Wm. Smith 

 sailing master: Blitzen. A. Rogers, sailed by owner: Dragon, N. L. 

 Wright, sailed by owner: Scud, Capt. Weaver, of the Shrewsbury 

 Club, the challenger for the pennant, sailed by owner, and Haze, R. 

 L. Knight, also of the Shrewsbury Club, and sailed by owner. 



Each carried one man besides the helmsman. The start was made 

 at 3:57 P. M., thefi ve being ranged in line, head to wind, with skipper 

 standing on the ice beside the helm. Icicle had the best start, but Blit- 

 zen overtook and passed her on the first leg. Haze carried too much 

 sail and was forced to withdraw on the second leg. On the third leg, 

 while still in the lead, Blitzen parted her peak halliards and with- 

 drew. By means of a peak purchase Icicle was able to lower her 

 peak at each jibe, and she steadily increased her lead, finally winning 

 easily. The full times are as follows: 



first turn. 



Blitzen 4 05 SO Scud , 4 07 50 



Icicle 4 05 33 Haze Withdrew. 



Dragon 4 05 S9 



second torn. 



Icicle 4 14 34 Scud 4 18 37 



Dragon.... 4 16 55 Blitzen Withdrew. 



third turn. 



Icicle 4 i3 45 Scud... 4 29 04 



Dragon 4 26 46 



fourth turn. 



Icicle 4 33 22 Scud 4 40 20 



Dragon 4 36 22 



Time of race— Icicle 40m. 19s., Dragon 48m. 55s. 

 The race was managed by Mr. Guy C. Bayley and Tins. Ransom. 

 On the same day two of the series of five races of the. Orange Lake 

 I. Y. C, of Newburg, were sailed in a good breeze over a 10 mile 

 course. The first race, for the Jackson punch bowl, to be won three 

 times, was won by Cold Wave, Com. Higglnson, with Take Care, G. 

 C. Trumble, second; time 41.7. The second race, for the champion- 

 shin pennant, was won by Windward, with Cold Wave second; time, 

 38.2. On Feb. 4 at Low Point, the lateen-rigged Ranger ran away 

 with no one on board and collided with the North Star, -both being 

 wrecked. 



NEW YORK Y. C. 



THE annual meeting of the New York Y. C. was held on Feb. 4, 

 with Com. Gerry presiding. The regular nominees for vice and 

 rear commodore, Messrs. St urgis and Rogers, requested the with- 

 drawal of their names, and the entire board of officers was re-elected, 

 as follows: 



Com., Elbridge T. Gerry: Vice-Com.. Edwin D. Morgan; Rear Com.. 

 W. Butler Duncan; Sec'y, J. V. S. Oddie; Treas., F. W r . J. Hurst; 

 Meas., John Hyslop; Fleet Surgeon. Morris J. Asch, M. D. 



The committees elected were as follows: Regatta Committee— S. 

 Nicholson Kane. Chester Griswold and Irving Grinnell. Committee on 

 Admissions— Edward M. Brown, W. L. Brooks, James C. Bergen, 

 Frank T. Robinson and D. T, Worden. House Committee— R. P. 

 Lounsbery, John M. Wilson. Robert S. Browne and Edmund C. 

 Stanton. Library Committee— J. M. Woodbury. Sandford B. Pomerov 

 and J. Schuyler Crosby. 



The following new members were elected: William A. Harper. H. 

 R. Harper, E, R. Coleman, E. C. Lainard, F. L. Anthony, W. R. Garri- 

 son, John H. Adams, James Arden HarrimaD, S. T. Cushing, New- 

 berry D. Thome, Robert Dunlap, W. S. Hutchins, Heury F. Lippitt. 

 R. Lincoln Lippitt, Henry M. Anthony, Ballard Smith, Richard W. 

 Comstcck, Robert B. Roosevelt, J. W. Mackay.Jr., Albei t G. McDonald, 

 Jefferson flogan, David Dows. Edward Dudley, Henry D. Polhemos, 

 John T. Lord, George P. Butler, Charles R. Mfiler, W. H. Coombs and 

 George L Tyson. 



A suggestion was made that a suitable piece of silver be presented 

 to the new United States cruiser New York, and Messrs. Adrian Iselin, 

 Frank Robinson and Nicholson Kane were appointed a committee to 

 select the gift. 



The annual regatta will be held on June 9. 



PHILADELPHIA Y. C. 



Editor Forest and Stream: 



The aunual meeting of the Philadelphia Y. C. was held in the new 

 rooms of the club, No. 1,715 Chestnut street, on Feb. 3, There was a 

 large and enthusiastic attendance. 



The club was never in a more prosperous condition and the pros- 

 pects for 1892 could not be better. The new steam yacht Gretcheu 

 of Hon. John E. Reyburn, the club's Vice-Commodore, was enrolled. 

 Several yachts are in process of construction, notably a Gardner 35- 

 footer for Mr. Thomas S. Manning. The following officers were 

 elected: Com., Francis S. Brown; "Vice-Cam,, Hon. John E. Rey- 

 burn; Rear-Corn., M. Richards Muckle; Trustees, George D. Gideon, 

 Thomas S. Manning, Samuel B. S. Barth, John S. Muckle; Secretary, 

 George T. GwiUiam; Harbor Master, Charles L. Wilson; Measurer, 

 Samuel A. Word; Regatta Committee, T Carpenter Smith, John A. 

 Lehman, Robert C. Clarkson. 



Many improvements will be made in the club's river house and 

 anchorage at Tiuicum, The annual regatta will be held June 4. 



George T. Gwilliam, Sec'y. 



Messrs, Stewart & Binney have received an order for a three- 

 masted schooner similar to the ccaster John A. Buttrick, designed by 

 Mr. Burgess, a very successful vessel. Wintringham is at work on n 

 24ft. 6in, l.w.l. catboat of handsome model for % member o£the Afei 

 lantio C-» from designs by H. J, Gielow, 



