2B8 
FOREST AND STREAM. 
[March 26, 1904. 
wreck of the British tramp, when suddenly we felt a 
jar and the engines began to double their speed and we 
were not moving. Only a moment was necessary to, 
decide what caused the accident; a large piece of heavy 
timber floated by and our wheel had struck it and 
loosened it, and there was no further resistance in the 
water, and hence our little engines were putting up a 
merry pace. 
The pilot advised us that he could adjust the wheel in 
no time, and with a large wrench, made his way to the 
stern and started in. Mr. Norledge and I agreed to use 
a pair of oars and keep the head up to the wind, thus 
giving the pilot a better chance. The pilot gave up in 
despair, after working in the water for nearly an hour, 
and informed us that we could do nothing but try and 
paddle our way through the Inlet. He also encouraged 
us by telling us that the weather was getting heavier 
every minute and we would have to try and get through 
the Inlet at once, and in the hope that we would find 
the waters of Great South Bay more calm, we com- 
menced to paddle, with every thing on board which 
could be used for the purpose. 
After about half an hour of this sort of thing, I con- 
cluded to try my hand with the wrench, and while 
Norledge and the pilot paddled I worked to set the 
jam nuts on the shaft, which would make fast the wheel 
again. A number of heavy swells broke over the stern 
and drenched me, but I stuck to' the thing,_ and after a 
half hour of hard work and with the assistance of a 
leather washer I cut from the top of my shoe, I managed 
to set the wheel, and ofif we started again. 
We could now see that the sea was breaking heavily 
on this point of land off the life saving station, and 
that the Inlet seemed a seething mass of foam and 
spray, and to tell you truly, I did not think the outlook 
very inviting. 
We had planned to go through the Inlet, and through 
it we were going. Norledge and the pilot took the 
wheel, and with a life buoy by the side of each, were 
ready for the task. I unlaced my boots and placed a 
life buoy close beside me, and notified them that the 
"Engineer" was ready. The Americus seemed eager 
for the task, and we did not have long to wait. The 
pilot explained to us that every fourth comber was 
usually light, and that he proposed to ride in on the 
crest of every favorable one. I agreed, and we soon 
found our little craft on the very top of a crested 
breaker, and I would increase the speed on every such 
occasion, and the pilot would put the bow directly into 
the mountain of foam, and we would land some hundred 
or more feet nearer the more calm waters of the Great 
South Bay. 
Again and again we repeated the same operation and 
the Americus really seemed to enjoy each new danger, 
and I can assure you the sport was exhilarating. We 
shipped several barrels of water, and Norledge kept the 
pump going, and in half an hour we had passed this inlet 
and had put in at Egg Island, where we refreshed and 
washed up for luncheon. 
During the excitement, we had not forgotten to 
make our soundings and found that we had 4ft. of 
water, directly ofi the point, and by keeping in close 
to the inside shore of Short Beach, we found about 
8ft. of water on an average. The pilot here took the 
upper channel leaving Deep Creek Meadows and Snipe 
Island on our port side, and we found that the lowest 
amount of water we had was 3ft., and from that amount 
to 17ft. 
This was not the best course, as we afterward found, 
for there is a good channel with an 8-foot average of 
water, which is easily reached by steering a course due 
N. of the point on Short Beach, and leaving Deep Creek 
Meadows to starboard. After a repast of several 
kinds of sea fish and a big plate of clam chowder, and 
a good cigar, we were all eager to be on our way, and 
the Americus seemed as eager. 
We hurriedly set out, and steering a course between 
Green and Low Islands, were soon in South Oyster 
Bay. The channels are very difficult to find all through 
the Great South Bay, and we had much difficulty from 
grass, which continually fouled our propeller and caused 
us no end of delays, for we were obliged to stop and 
clean the wheel many times. The channels lay close 
to the shore and directly off of Strong's Point, Fleet's 
Point, Conklin's Point, etc., and in the order named. 
The water at low tide is about 3ft. on an average all 
the way along this coast, and power boating is not as 
delightful as it might be in Great South Bay. 
Next we passed Nicholls' Point, where we found a 
good, hard bottom, and about loft. of water in the 
channel. We steered a course due E. from this point 
and found that we had plenty of water and as much 
grass, but not nearly so difficult to navigate. Our log 
registered 8 miles from Nicholls' Point to Blue Point, 
and we then headed into the channel for Patchogue. 
Here we found a refreshing "snack" and some good 
cigars. We rested for half an hour, and then decided 
to set out again, and as every soul on board the Ameri- 
cus was an officer, we all smoked on duty and enjoyed 
our fragrant Havanas to the fullest extent. 
The weather was very rough; and by this time the 
sky was cloudy and overcast, but we paid no attention 
to the weather, except to note that the barometer fell 
several degrees. The wind now and again would dash 
the foam from some breaking wave into our little craft, 
but we would only laugh and relight our cigars and 
cnjov the exhilarating situation. 
We were soon off Howell's Point, and found about 
7ft. of water in the channel, and thence we laid our 
course across Bellport Bay, which is grassy and very 
difficult to navigate. We were able to follow the chan- 
nel here, for the life saving station, situated at Smith's 
Point, had rharked the channel, so that they could be 
able to get supplies bv boat from Patchogue. 
From this point through Moriches Bay, we had to 
overcome innumerable difficulties, grass in particular, 
and very little water. The latter, at low tide, has only 
an average of about 3ft., and the extremely soft bottom 
makes poling slow and tedious. We persevered, how- 
ever, and after traveling 9^ miles in this sort of water 
and mud, we arrived at Petunk Point. 
There is an alleged canal or waterway connecting 
Moriches Bay at this point with Shinnecock Bay; we 
jnanaged to get through this canal, and under an old 
|te|i4one4 bridge wliieh GrQ§§gs it, and ence more- iQimi 
ourselves in full view of a lighthouse and a short space 
of clear water. The channel here lies off the shore 
from Phillips' Point, and we steered a course due E. 
from this point to the Shinnecock Lighthouse, on 
Penquogue Point. 
One of the life saving crew from the lighthouse at 
this point became very much interested in our craft and 
our trip and begged to go with us a part of our journey, 
offering to pilot us and aid us through Shinnecock, 
which we accepted, for our pilot had never been through 
the Great South Bay, nor had he ever sailed through 
Shinnecock. 
We soon had our new pilot aboard, and after initiat- 
ing him to a high ball and a good Havana, we set out 
again, and on the last stage of our cruise. Our new 
pilot had no difficulty in taking us around Cormorant 
Point, and to the hotel at Canoe Place, where we sent 
him to the railroad depot, and gave him a ticket back. 
He was delighted with the little craft and expressed 
himself in regard to her again and again, and wondered 
at her performance and the ease with which she could 
be handled in rough waters. 
We were doomed to another disappointment. For 
after leaving the hotel at Canoe Place, we entered the 
new canal, connecting Shinnecock Bay with the Great 
Peconic Bay. In the canal we found a tide gate and a 
large sloop on the other side of the gate, and we learned 
from her captain that he had been waiting for two days 
for the water to open those gates. We were now 
doomed to spend some time, unless we could pry open, 
or in some way find means of getting around or through 
the gate. The captain of the sloop was in a bad temper 
and only laughed at our predicament, and evidently 
seemed happy in the thought that misery loves company. 
It was now getting well along toward evening, and 
the sun's last rays were tipping the housetops in a quiet 
little village about a mile away. I had visions of spend- 
ing the night there and not making the goal which we 
hat set out to make and for which we had worked so 
hard. It seemed a shame, and I managed to get an 
ax and we were going to try and cut the gates loose 
and stand the damage in order to make our record 
good. 
This we soon found v/as impracticable, so we set 
about to plan some way to get the Americus over the 
gates. She was not so heavy, and, with help enough, I 
was satisfied that we could pull her over the gates. I 
took out a bottle of Scotch and proceeded to get the 
captain of the sloop in proper form to help us, and to 
remove a look which was plainly evident came from 
disgust and an attack of that tired feeling. You would 
be surprised to know how quick a good cigar and a 
high-ball will put you right after a long, hard day's 
work — and the tired sportsman has generally had his 
share of the work. 
Soon my disgruntled friend was in a better humor, 
and I proposed to him that we bring the sloop along- 
side, and that he put his boom over on my side of the 
gate as a sort of derrick; and that I would make 
slings of rope and we would hoist the Americus clear 
and put her on his side of the gate. He finally assented, 
and we set about making slings in which to hoist the 
little skimming dish, as she has been* affectionately 
called ever since. 
Soon all v/as in readiness and a dozen or more 
farmers and townspeople from the little village crowded 
around to watch. When all was in readiness, I took 
out our last box or cigars, and after supplying my 
curious friends, I invited each one of them to give us 
a hand, and soon we had about twenty sturdy men 
on to the ropes, and the tackle began to tighten and 
lo! the Americus left the water. It was but the work of a 
few minutes to swing her over on the other side of the 
gates, and after a division of the cigars remaining 
among my newly made friends, we again got aboard 
and soon the big sloop passed from view, in the distance 
and in the mantle of night which now was fast settling 
upon us. 
We lit our port and starboard lights and settled down 
for a run of about 7 miles down Great Peconic Bay, 
the finest body of land-locked water in America, and the 
yachtsmen's paradise. I had telegraphed my man in 
charge of Craterdale to go to Red Cedar Point and 
hang a lantern on the point, so that I could find the 
way up the channel and to the front of the old farm- 
house, where both the Americus and her tired crew 
would find shelter, food, and rest. 
As if realizing that she had made a record day, -the 
Americus eagerly plunged ahead and found little dif- 
ficulty in making good speed on the less turbulent 
waters of Peconic. We had soon passed the 7 miles, so 
our taffrail log indicated, and I looked in vain for the 
light but to no avail; and on we went, until we were 
getting close to the town of Riverhead, the lights of 
which were nov^r plainly visible and which meant that 
we had passed Craterdale some 9 miles. 
A quick turn and soon we were on our way back, and 
when the log again registered the proper mileage, we 
used the whistle, and to our satisfaction, far over in the 
direction of Craterdale we could see a faint glow of 
a lantern and could see that it was being swung for 
our benefit, and in less time than it takes to tell you, 
v.'e were alongside of the light and my man had ar- 
ranged that he would fire three shots in rapid succes- 
sion, which was to be taken at the house that we had 
been sighted and were coming in the channel and would 
be ready for a good supper. 
The three shots were given, and we took our man 
aboard and started up the channel at half speed, for the 
hospitable old country house, where we, tired and 
hungry sportsmen, were to be well dined. Soon the 
little Americus drew alongside of the dock, and _ in a 
moment every tired seaman Vv^as at the table with a 
fine broiled spring chicken before him and a good 
bottle of claret, and I can assure you we did not stop 
eating except to discuss the trip. Next followed a 
big, home-made, blueberry pie and a cup of good coffee 
for each officer — and we were all officers, as I have 
before related — and then we drew around our chairs 
and each had a pipe and a good smoke. 
An hour later a crew of tired sportsmen were slum- 
bering on an equal number of feather beds, happy, 
content, and far away from the noise of a busy city, 
convinced that yachting was the king of outdoor sport 
The little AraeriGUi remaine^l \n Uer b^rtli d>t tlif 4ock? 
the wonder and admiration of all who knew of her 
extraordinary cruise; and I can truly say that I would 
rather be a sportsman for a day, than the king of an 
empire forever! 
Y, R. A. of L. I. Sound. 
The March general meeting of the Yacht Racing Asso- 
ciation of Long Island Sound was held at the Arena, 
No. 41 West 31st Street, New York City, on Monday, 
March 21, 1903. The following amendments to the racing 
rules were voted upon favorably : 
Rule II. To strike out Section i and substitute the 
following: "Yachts shall be rated for classification and 
time allowance by racing measurement, which shall be 
determined by multiplying the length by the square root 
of the sail area, and dividing the product by 5.5 times the 
cube root of the displacement." 
L X V s 
= R M 
5.5 V D 
Section 2. To strike out first line and substitute : 
"Length shall be ascertained by measuring the load water 
line length in a — " 
To add a fourth paragraph to read as follows : "The 
load water line beam shall be measured at points one- 
eighth of the length of the load water line from its for- 
ward end and from its after end, and these measurements 
added. If this sum exceeds the maximum load water 
Jine beam, such excess is to be added to the load water 
line length. The result so obtained shall be the measure- 
ment of length." 
To strike out Section 4. 
To add the following to be numbered Section 4 : "Dis- 
placement shall be ascertained by multiplying the area of 
the immersed midship section in square feet by 55 per 
cent, of the load water line length, the result being the 
measurement of the displacement in cubic feet." 
To amend Section 6 by inserting the words "or remove" 
between the word "board" and "any" in the second line. 
To strike out the second paragraph of Section 8. 
Rule III. To reletter certain classes. — Referred to 
Executive Committee with power. 
Section 2. To amend the first line to read "The, 
restricted classes shall include only such yachts." 
To strike out Section 3. 
To add a new section to read as follows : "A yacht in 
a restricted class appearing alone in her class, may enter 
and compete in the relative sloop classes, provided that 
notice is given as specified in Section 3." 
Add new section to Rule III : "A yacht availing her- 
self of the privilege provided in Sec. 3, 4 and 5, must 
display on both sides of her mainsail, in addition to her 
regular racing number, the letter of the class in which 
she starts." 
To strike out Section 6. 
Rule XV. Section i. To insert the words "in red" 
between the words "anchor" and "and." 
To amend Section 2 by providing a starting signal for 
the knockabout class. ' 
Rule XVIII. To amend the d sentence of Section 
2 to read "The Committee boat at the finish line shall 
show a red ball, and after sundov/n shall show two red 
lights and at intervals the club's night signal." 
Section 3. To' substitute the words "flag N of the 
code" for the words "a mark ball" in the third and fourth 
lines. 
Rule XIX. Section i. To strike out the words "a 
red ball hoisted under flag B" in the second line and 
substitute "flag Y." 
Section 2. Substitute flag "Q" for flgg "B." 
Restricted Classes : To change the litle of the 18-foot 
restricted class to the 18-foot knockabout class. 
Table of Scantlings : To strike out the columns apply- 
ing to the 2S-foot and 21-foot classes and change the 
headings of the remaining columns to apply to the 32- 
foct, 27-foot and 15-foot restricted classes. 
Code Signals left with Executive Committee with 
power. Voted that code cignals in colors be printed in 
book of rules, 1904. 
The following officers were unanimously elected : 
Thos. H. Macdonald, President; Chas. E. Tower, Secre- 
tary; E. M. MacLellan, Treasurer. 
Executive Committee — Frank B. Jones, Robt C. 
Mitchell, Chas. T. Pierce, Clinton H. Crane. 
Requested that Regatta Committees advise all owners 
of racing yachts to send their measurement certificates 
to their club measurer, for the purpose of having same 
corrected, so as to show the meas'irement under the new 
rule and thus avoid confusion which otherwise will result 
from delay in doing this. 
The racing schedule for 1904 is as follows : 
Saturday, May 28 — New Rochelle Special. 
Monday, May 30— Harlem Annual, Bridgeport Special; 
Indian Harbor Special. 
Saturday, June 4 — Knickerbocker Annual. 
Saturday, June 11 — Manhasset Bay Annual. 
Saturday, June 25 — Seawanhaka Annual, New York; 
Athletic Special. 
Friday, July i — American Annual. 
Saturday, July 2 — New Rochelle Annual. 
Monday, July 4 — Hartford Annual. 
Saturday, July 9 — Riverside Annual. 
Monday, July 11 — Manhasset Bay Cup Race. 
Tuesday, July 12 — Manhasset Bay Cup Race. 
Wednesday, July 13 — Manhasset Bay Cup Race. 
Saturday, July 23 — Hartford Special. 
Saturday, July 30 — Indian Harbor Annual. 
Saturday, Aug. 6 — Hempstead Harbor Annual Shelter 
Island Annual. 
Saturday, Aug. 13— Horseshoe Harbor Annual, Bridge- 
port Annual. 
Saturday, Aug. 20— Huguenot Annual; Northport 
Annual; Hartford Special. 
Saturday, Aug. 27 — Huntington Annual; Corinthian 
Stamford Annual. 
Saturday, Sept. 3— Indian Harbor Fall; Hartford 
Special. 
Monday, Sept. S — Norwalk Annual, Sachem's Head 
Annual. 
Saturday, Sept. 10 — Seawanhaka Fall. 
Saturday, Sept. 17— Manhasset Bay Fall x . , 
Saturdays Sept, 34— Riverside Fall, _ >^ H 
