Nov. 4 , I9 11 -] 
FOREST AND STREAM. 
685 
Ticks From the Ship’s Clock. 
The Chicago Y. C. Bulletin looms up like a 
brick church in a fog in its front cover, deco¬ 
rated with anchors, life buoys and wheel, inter¬ 
twined with inch cable, setting off with much 
effect a full of action picture of Mavourneen, 
winner of the long distance cruising race from 
Chicago to Mackinac. Prosperity in a publica¬ 
tion appears last always, and in the Bulletin 
much prosperity is evidenced by the eleven pages 
of advertising between text and cover. 
But to get away from sordid commercialism 
and into sparkling editorial light air. We find 
no less a literary light than George Ade contr.but- 
ing “The Story of a Deckhand” or how the 
sales of a book and the sails of a yacht both 
are affected by the wind. Mr. Ade’s descrip¬ 
tion of Polares’ fight with the storm is just 
foaming with stage effect. It is, in fact, almost 
as vivid as the rain storm in “Sweet Kitty Bel- 
lairs.” 
Sheldon Clark’s story of Amorita’s record run 
for the course of 3ih. 14m. 30s. is decidedly in¬ 
teresting and atmospheric. How Mavourneen 
won the race is happily handled by the editor. 
The paper runs twenty-eight pages and cover, 
and every page is devoted to club interests. 
Binoculars are not used in the Chicago Y. C. 
as trouble hunters, if the voice of the entire club 
is interpreted in the following lines: 
“Why worry? Suppose that this here vessel,” 
said the skipper with a groan, “should lose ’er 
bearin’s, run away and bump upon a stone; sup¬ 
pose she’d shiver and go down, when save our¬ 
selves we couldn’t—” The mate replies, “Oh, 
blow me eyes.” “Suppose, again, she shouldn’t.” 
The fifth meeting of the Seawanhaka Corin¬ 
thian Y. C. for the year will be held at the City 
Club, 55 West Forty-fourth street, on Tuesday, 
Nov. 19, at 9 o’clock in the evening. 
At the fall meeting of the Yacht Racing As¬ 
sociation of Massachusetts, held in the town 
house of the Boston Y. C. on Oct. 19, the pro¬ 
posed amendment to the by-laws providing for 
an official judge to attend all races held under 
the rules of the association, was not adopted. 
A proposed amendment, making allowance for 
greater sail area in centerboard boats, was also 
■not considered favorably by the delegates. This 
amendment was offered particularly for the bene¬ 
fit of the Hingham Y. C. members, who have 
been agitating a one-design class for class S, 
and who desired also to race on the open circuit, 
but with some allowance, which was claimed 
would give the centerboard boats an equal chance 
with the keel boats. Commodore W. L. Bar¬ 
nard, of the Hingham Y. C., said after the meet¬ 
ing he did not think that the members of his 
club would build to the c’ass unless provision 
should be made. 
The San Francisco Chronicle says: 
“An American cup race on the Pacific wou’d 
be another capital drawing card for the exposi¬ 
tion year. If the New York Y. C. could be in¬ 
duced to transfer the scene of the race to this 
coast—and why not?—and sail its defender down 
the Atlantic coast, pass it through the Panama 
canal and sail up to San Francisco Bay, British 
yachtsmen would not be able to complain, as 
they have done in the past, that they were handi¬ 
capped by having to sail their challengers across 
the ocean to met a yacht that never had to under¬ 
go any deep-sea strains.” 
After a varied career, Pilgrim, built for cup 
defence honors, is now a fisherman and is to be 
used off the coast of Maine. Pilgrim was built 
in 1883, when Vigilant, Jubilee and Colonia were 
also built. Pilgrim apd Jubilee represented Bos¬ 
ton in the trials and Vigilant and Colonia, both 
Herreshoff boats, represented New York. Vigi¬ 
lant proved the most reliable and fastest of the 
four and she successfully defended the cup 
against Valkyrie. Pilgrim was a keel boat, the 
first large one of her type, and under certain 
conditions she was very fast. She was built by 
the Pusey & Jones Company at Wilmington from 
designs by Stewart & Binney. In 1894, a year 
after she was built, she was purchased by L. G. 
Burnham, of Boston, taken to Quincy Point, 
where she was altered into a steam yacht. She 
looked odd with her long overhangs, but she was 
a fairly comfortable boat. After the death of 
Mr. Burnham she was presented to the Boston 
Floating Hospital by Mrs. Burnham. This was 
in April, 1907. That spring her engines and 
boilers were taken out of the hull and installed 
in the Floating Hospital. The hull for two sea¬ 
sons remained idle, but in 1910 the old sloop was 
fitted out as a gasolene supply boat and anchored 
at the mouth of Marblehead Harbor. This year 
the hull was moored to a wharf at Beverly until 
late in the summer, when it was towed to Booth- 
bay Harbor, Me., where she has again been al¬ 
tered. The gasolene and oil tanks have been re¬ 
moved and the interior thoroughly cleaned. Two 
25 horsepower motors have been installed, and 
with two pole masts the old yacht is ready for 
fishing. As she stands to-day she is a steel power 
fishing vessel of 98.58 gross tonnage, 59.9S net 
tonnage, 122 feet over-all, 23 feet beam and 5 
feet 6 inches draft. When she was first changed 
to a steam vessel the steel fin, with its lead bulb, 
was removed and an iron kedge and bilge keels 
were fitted to the hull, so that she should be a 
stanch craft. 
In Jacob’s ship yard, City Island, Corona, origi¬ 
nally Colonia, built to defend the America’s cup. 
is being reconverted into a keel boat. Corona is 
owned by Cleveland H. Dodge. 
Robert P. Doremus, one time commodore of 
the Atlantic Y. C., has purchased Visitor II., a 
three-masted auxiliary schooner. Mr. Doremus 
already owns the motor boat Ailsa Craig, in which 
he has twice won the Bermuda race, and the 
schooner Lasca in which he has won many races 
and twice crossed the Atlantic. Visitor II., for¬ 
merly owned by Col. Goethals, was the first yacht 
to enter the Panama canal, her owner taking her 
up as far as Gatun Lock last season. 
Visitor II. was built in 1908 by Lawley from 
designs by Swazey, Raymond & Page. She is 
197 feet 6 inches over-all, 150 feet on the water¬ 
line, 32 feet 6 inches beam, 17 feet draft. She 
is fitted with triple expansion engines with cylin¬ 
ders 14F2, 24 and 38 inches in diameter by 22 
inches stroke. She is a very attractive looking 
vessel, particularly when under sail, and will 
doubtless take part in the long distance races 
which are being planned for next season. Com¬ 
modore Doremus at one time was an enthusiastic 
racing man, but ill health the last few seasons 
has kept him out of the sport. His friends are 
pleased that he is regaining his health, and hope 
to see him take part in many hard fought con¬ 
tests. 
Y. R. A. of Long Island Sound. 
More than a little interest developed at the 
meeting of the Yacht Racing Association of Long 
sland Sound, held on Oct. 27, at the Hotel Astor, 
New York city. 
A nominating committee, consisting of Ward 
Dickson, Harry Stephenson, Charles P. Tower, 
George P. Granbery and C. Sherman Floyt, was 
appointed to nominate officers for election at 
the annual meeting. 
On suggestions from Messrs. Boucher and 
Jones a motion was carried recommending that 
the executive committee adopt a rule limiting 
the size of numbers for racing yachts. The sec¬ 
retary was directed at the suggestion of Mr. 
Jones to prepare a list of all yachts that com¬ 
peted on the Sound last year, together with the 
racing numbers, owners, classes and owners’ ad¬ 
dresses for use by the regatta committees during 
next season. 
The delegates present included Horace E. 
Boucher, Larchmont; James W. Alker and 
Charles M. Gould, Manhasset Bay; W. H. Mc¬ 
Gregor, Bayside; Charles P. Tower, Riverside; 
Oscar Schelborg and Harry Stephenson, Knicker¬ 
bocker; W. S. Pardee, New Haven; G. E. Roose¬ 
velt and C. Sherman Hoyt, Seawanhaka Corin¬ 
thian ; George P. Granbery, New Rochelle; Frank 
Bowne Jones, Indian Harbor; Ward Dickson, 
Hempstead Harbor, and Harry A. Jackson, Jr., 
New York Athletic Club. 
In the absence of the president, Mr. Tower 
acted as chairman, assisted by Mr. Alker, the 
secretary. 
The protest of J. G. Kingan, against a ruling 
of the regatta committee of the Stamford Y. C, 
may cause a change in the rules regarding the 
power and scope of a regatta committee. The 
New York Times covers the case aptly: 
Hasty action of the regatta committee of a 
yacht club of secondary importance on Long 
Island Sound, on a protest filed at the end of a 
race held on Decoration Day, has set in motion 
the machinery which may bring about a radical 
change in the general scheme of managing 
yacht races. Heretofore, from the beginning 
of things the decision of a regatta committee 
in all matters concerning a race has been final, 
and there has been no possibility of appeal on 
the part of a racing man who has thought that 
he has been unjustly treated. The constitution 
of the Yacht Racing Association of Long Island 
Sound allows a regatta committee to refer to 
the executive committee of the association any 
question involving the interpretation of the 
rules, but does not allow a racing man to 
appeal. 
This matter of the finality of the decisions of 
regatta committees is one concerning which the 
committees, and the clubs as well, have been 
very jealous. The language in which it is ex¬ 
pressed in club books is very explicit and 
