1964 January CYC Magazine

Chricago Yacht

Cllub Mtagaztxr.e January 1964 Price: 50( - $5 Annuolly

Fred Neimann photo

Carl Gorr's New Pacemaker the "New Davrn"

CHICAGO YACHT CLUB ORGANTZED 1875

Chicago Harbor Clubhouse and Anchorage:-Foot of-M-onroe St -WH 4-7575

and Anchoragi: Foot of Belmont Ave'-GR 7-7575

eJr;i,"1-H;boi-cirutor".

Commodore.

GEORGE B. WENDT Vice Commodore

.

RICHARD S, LATHAM CHARLES F. SHORT, JR. Rear Commodore

Charles A. Geib

LOUIS J. CROSS Treasurer

SecretarY

DIRECTORS Lyman F. Bergbom Mark A. Brown Dr. c. Wm. Christoph Clifford B. Cox Philo H. Dan1y

Lewis W. Gilbert Robert S. Halperin Eugene M. Kinney Wm. Bricen Miller Donald R. Rice

Edwartl H. schultz, Jr. Edmund J. Sheehan Sumner S. Sollitt Henry J. Spanjer. Jr. Herman T. Van MeIl Howard L. Willett, Jr"

chicago Yacht Club Publicity Chicago Yacht -,ii Club Magazine is published by rr1a"n, ryfok c. Heves'.Raoul M' iyman Ff e"iid.fi. H;6"ii i:-. -the Eiiiliiltt." gaxter, Caselli, F' Ronald CaparTerry E. Bro€ckl, Th-omas M*i rt.

All.il; -n"jul"t iii, -.i-""ii-il w. brr-a"iii,'charles w. Hess, Penn tt'arqv' Artictes and material

i"6-iii"a ui' ttt. 15th of the month to: Editor, Chicago Yacht Club Maguine, Foot of Monioe Street, Chicago 3' Illinois.

The Cover

Fred Neimann took the cover pic' ture of Carl Gorr's new Pacemaker Yacht the'New Dawn.' With dual controls and Flying Bridge, on a 36 foot length, 12 foot beam and 212 floot

draft, the two 220 H.P. Pacemaker engines develop a cruising speed of 20 M.P.H. and a top speed of 27 M.P.H. There are accommodations for

New Applicants REGULAR Gerard E. A. Holland Regional Manager Metropolitan Li{e Insurance Co. 35 E. Wacker Drive Res.: 3300 Lake Shore Drive Sponsor: Charles W. Bidwill Endorsed: Joseph J. Rink, Patrick H. Hume. .Iack Thiers.

William H. Calloway.

6, a 3,000 watt Onan generator, electric refrigeration, electric stove and oven, shower and pressure hot and

Kenneth Kortzenborn Is purchasing a power boat,

Dawn" has Phillipine Mahogany Car-

5050 Broadway Res.: 2540 Marian Lane, Wilmette Sponsor: Ernest Heinemann

cold water system. Of conventional construction the Pacemaker "New vel planking and Fiberglass covered decks. She was delivered by Larsen

Marine of Waukegan.

Elected to Membership REGULAR Laurance H. Armour, Jr, Graham J. Ross William C. West, Jr.

JUNIOR James Glenn Brown

William A. Field LADIES SPECIAL Mrs. Leroy M. E. Clausing

nn flflpurnrtuut Leroy M. E. Clausing Frank J. Noelle Transfers REGULAR TO NON-RESIDENT W. Edward Fahey John E. Rodi Frederick L. Spencer Harold E. Stafiord ASSOCIATE TO REGULAR Dr. Alfred R. Wenzel ASSOCIATE TO NON.RESIDENT James K. Sachs

JUNIOR TO ASSOCIATE Robert C. Conklin John F. Reiland

Chicago Yacht Club Magazine January 1964

Chicago Harbor Clubhouse

Fri., Jan. 3-Buffet Luncheon

7964 Officers and Directors DONALD F. BUCKINGHAM

January Calendar Wed., Jan l-Clubhouse Closed Thurs., Jan. 2-Family Buffet Dinner

Earle L. Kneifel Ass't. Sec'y.

Combined Insurance Co. of America

Endorsed: Manuel J. Bamond, Robert B. Miehle, Horace M. Moderwell,

Edwin A. Reinholtzen, D.D.S., Richard I. Stearns Owns "Sea Fever" 24'sloop.

Raymond H. Snyder Pres., Cummins, Illinois Sales Corp.

5555 S. Kilpatrick Ave. Res.: 4136 Johnson Ave., Western Spgs.

Sponsor: Robert M. Vallette Endors"d: Penn Hardy.

Nicholas C. Giovan, Donald W. Bowden, Sr., William E. Memmel, Terry Caselli, Louis L. Gamache Owns "Reina II" 42' roamer.

Chicago Harbor Clubhouse Sun., Jan. S-Sunday Brunch Chicago Harbor Clubhouse Mon., Jan. 5-Cold Bufiet Luncheon Chicago Harbor Clubhouse Tues., Jan. 7-Bufret Luncheon Chicago Harbor Clubhouse Thurs., Jan. 9-Family Buffet Dinner Chicago Harbor Clubhouse Fri., Jan. lG-Bufief Luncheon Chicago Harbor Clubhouse Sun., Jan. l2-Sunday Brunch

Chicago Harbor Clubhouse Mon., Jin. l3-Cold Bufiet Luncheon Chicago Harbor Clubhouse Tues., Jan. l4-Buffet Luncheon Chicago Harbor Clubhouse Thurs., Jan. l6-Family Bufret Dinner Chicago Harbor Clubhouse Fri., Jan. l7-Bufiet Luncheon

Chicago Harbor Clubhouse Sat., Jan. l8-Ladies Bridge Party

I p.m. Steak Night-5:30

Chicago Harbor Clubhouse Sun., Jan. l9-Sunday Brunch Chicago Harbor Clubhouse - Mon., Jan. 20-Cold Bufiet Luncheon Chicago Harbor Clubhouse Tues., Jan. 2 l-Buffef Luncheon Chicago Harbor Clubhouse Thurs., Jan. 23-Family Bu#et Dinner Chicago Harbor Clubhouse Fri., Jan. 2LBufret Luncheon Chicago Harbor Clubhouse Sun., Jan. 26-Sunday Brunch

Chicago Harbor Clubhouse

Mon. Jan. 274old Bufiet Luncheon

Chicago Harbor Clubhouse Tues., Jan. 28-Buffet Luncheon

Chicago Harbor Clubhouse Thurs., Jan. 30-Gourmet Special Swedish Smorgasbord Chicago Harbor Clubhouse Fri., Jan. 3l-Buffet Luncheon Chicago Harbor Clubhouse Thurs., Feb. l3-Gourmet Special Sea Food Bu#et Dinner Chicago Harbor Clubhouse Thurs., Feb. 27-Gourmet Special French Buffet Dinner Chicago Harbor Clubhouse

JUNIOR A. Knight Coolidge . NON-RESIDENT Student, University of Chicago Bruce Lourie Tuft's House, 5514 University Vice President, Deere & Co. Res.: 5755 S. Dorchester Ave. Moline, Ill. Sponsor: Wallace J. Stenhouse, Jr. Res.: 2601 - 29th St., Moline Endorsed: Dr. Henry T. Ricketts, Sponsor: Franz Wagner Lynn A. Williams, Endorsed: Robert A. Carr, Donald A. Buckingham, Clarence A. Hubert, N. Hartman Atkins, Robert G. John Fred I. Peterson, Rudolph Koenig, Crews on "Aura II" John R. Murray Owns a Lehman dinghy.

Owns "Slip-Away III" 53' power.

2

E1

Possible Effects of Recent Cruising Rule Changes

by Dr. Robert M. Potter I have been asked to speculate on what efiects the adoption of the Lake Michigan Yachting Association Inclining Rule (Cruising Club of America) would have and to suggest what changes in boats the rule might favor.

Inseparable and intimately related to this is some evaluation o{ the weighting of the various charges or credits under the rule. This whole proposition presents a difficult problem and there has not been sufficient experience to clearly indicate trends. Cer-

tain g,eneralizations might be ventured. I am quite sure that many of the statements included below are controversial and some may not be valid. These are personal opinions and are subject to revision. Thoughtful reading of this article will require some knowledge of the rule.

It should be stated at the outset that if the rule changes are correct, the weighting of the charges and credits proper, and the bases for the

factors properly placed, no particular hull or rig should be {avored and no

changes or revisions would be required on existing boats. AII would be rated equitably. However the millenium has not been reached and in the meantime it might pay to examine the problem. Bear in mind, also that no rule can make a poorly designed boat win races and no rule a poorly sailed boat win

::;J"U"

Hull Considera+ions The main changes in the area o{ hull measurement include reduction in credits {or Beam and Freeboard, change in draft measurement for centerboard boats, elimination of anv direct measurement of ballast and the use of the inclining test as a meas-

ure o{ stability.

The reduction of beam credit would appear to encourage narrower boats.

The introduction of direct measurement of stability by the inclining test l

would suggest that weighting of beam as a separate factor should be based on wetted surface drag and efiect on

wavemaking alone and not on any

stability effect. Stability is "taken care of" in the inclining test and the weighting o{ beam as credit or penalty should not include consideration of stability. A wide boat has greater wetted surface and greater form drag than a narrower one and should be

so credited-how much, is the question.

The weighting of freeboard is also

a difficult problcm. High freeboard is not much of a handicap ofi the

wind, although the windage is detrimental to on-the-wind performance.

High freeboard tends to raise the cen-

ter of gravity and to adversely afiect stability but the efiect is "taken care of" in the inclining test. Stability at high angles of heel is helped by high freeboard because the deck does not go into the water as readily with the consequent loss of stability. Higher freeboard certainly helps cabin accommodations in small cruising boats and should be encouraged by adequate credit.

Whereas the old rule measured actual depth of the centerboard in draft measurement o{ centerboard boats, the rule change now includes the

depth of the hull and the exposed area of the board. This feature defi-

nitely encourages long thin boards with as high aspect ratios as can be carried without stalling out. This opens the way for weighted boards as long and as heavy as can be made structurally sound and permits stability gains with less ballast because of the longer righting arm. This permits reduction of displacernent.

The introduction of the inclining

test for stability, the elimination of the iron credit and the elimination of ballast as a measured {actor rvould appear to encourage certain trends.

Some statement about weighting of stability in the rule is in order as a background for discussion of possible changes to existing boats.

The problem o{ charging or weight-

ing charges or credits for stability

introduces interesting ideas. I[hile the advantages of stability or good sail carrying ability are well known, the disadvantage of stability are little considered.

Stability or good sail carrying abil-

ity is really not necessary except

when in increasing wind the boat be'

gins to heel to the point that it be-

comes desirable to reduce sail area or driving power to correct or prevent

excessive heeling. This point will be

difierent in various types of hulls.

The advantages of stability include

ability to maintain good driving

power in the sail plan and the avoidince of some of the disadvantages of excessive heel. Among the disadvan-

tages of excessive heel one finds: ( I ) Alteration o{ hull form in some wide boats so that the lee bow curve

contributes a larger vector driving the bow of the boat to windward, increasing helm. (.2) Excessive heeling also shifts the center of efiort to leeward result-

ing in a longer arm ({rom midline

! !.X

l.:.1

.!

k t\ u k

:ri

1

l( 't+

,:

:!

r.i:

r!

x+r

]! .!!

ltt tr, !-1

RODI G*-o*Cd/"Americo's Lorgesf Deoler" 2550 S. ASHLAND AVENUE Chicoso, MO 6-6670

lll. o

o Chris.Croft o Cwolier o Thompson

o Roomer o 5oo Skill o Evinrude

Fort Louderdole -- Miomi Beqch Pompono

Model"tested at Stevens lnstitute,

a a a

NEW

Pr-54 LIGHT DISPLACEMENT ALUMINUM MOTOR SAILER

a

a a

a a

a a a a a a a

this 54 root aluminum motor sailer establishes a new mood in yachting.

Lively sailing characteristics will please the best skipper. Modern accommodations will delisht the most fastidious. Light displacement aluminum construction assures strength,

security, and long life. GM diesel power gives sustained cruising of

better than 8 knots. Excellent accommodations lor six and room for a hand torward. An added feature, she can be shipped anywhere in the

country. Full delails upon request.

Craltsmen in aluminum yacht construction.

Your inquiry is invited.

PALMER ,()HNSON BOATS, Inc.

STURGEON BAY, WISCONSIN Phone 414-743.4414

Chicago Yacht Club Magazine January 1964 3

a

laterally) in the application of the driving force of the sail plan, thus furthei increasing weather helm and the necessary ofisetting rudder drag.

(3) Greater heeling angle slightly reduces exposed area of sail plan to the horizontal force of the wind, but more importantly also alters unfavorably thJ angle of attack of the sail plan - to the horizontal wind force.

(4) Greater angle of heel also will

result in further reduction o{ stability as the rail goes into the water and increases drag because o{ rigging, etc.

(5) Greater angle of heel reduces the efficiency o{ centerboard or keel appendage as use{ul lateral plane both in efiective area and in angle of attack.

The above noted features are well known and appreciated, but stability may be good only under conditions where the disadvantages of excessive heeling are present. At all other times it may be a disadvantage.

In order to achieve stability, cer. tain sacrifices to speed are made in design. Stability is achieved mainly in two ways, by stability of fotmi.e., increased beam and, stability of weight or ballast which may require greater draft to achieve a longer arm for the ballast keel. Both of these factors result in increased drag because of increased wetted surface and

in case of increased beam, greater drag from wavemaking action.

It is apparent that from the point of view o{ speed, stability in excess of that required for the sailing con' dition-i.e., the wind velocity, may be detrirnental instead of advantageous.

It is rather easy to set upon a reasonable basis charges for stability for conditions which approach the stability limits; that is, for velocities which bring boats to or beyond heel angles of detrimental character. But in many areas, the predominant conditions are such that a vigorous charge for sta-

hilitv is mani{estlv unfair for boats of gtod stability and in like manner it ii unfair to credit a relatively unstable boat for instability when sta' bility is not advantageous. To put it uroth"r way, if conditions are Predominantly of light air, it is not reasonable to charge for stability where it is not advantageous and, in

tered in the sailing area.

There is sort of a precedent for

this attitude in the time allowance table base. Here the allowances are based on the relationship of the reciprocals of the square root of the

witer line lengths; but the factors are reduced to 60% on the basis that summer breezes do not permit the larger boats to sail at their potential speeds as compared with the smaller ones. Here is recognition that lighter

air conditions must be dealt with

difierently.

These considerations would suggest several things-boats should not be more stable than they need be for the average sailing conditions. For general light air conditions as on Lake Michigan, there is a tendency to sail the boats "light," that is, to eliminate all unnecessary gear and weight on

the boat. This might be carried further by perhaps reducing ballast and using more eflectjve ballast i.e. lead keels and weighted centerboards. b1 reducing fuel and water tanks to a minimum and substituting part of this weight as keel ballast and by reducing unnecessarily heavy structural members and again substituting

part of this weight in more efficient keel ballast.

While the ratings of boats with near base or overbase displacement do not vary much when theY are "lightened" because of the tendency

{oithe factors to "balance out," some reduction in Stability Factor might help the rating. Lighter displacement boits appear to be helped somewhat

by the iiduction in displacement and a reduction in Stability Factor. i{ the performance can "stand it," should further help the rating.

It would appear then that measures to reduce displacement, to reduce and render ballast more effective, and generally lighten hull and rig, within the

limits of the rule, might help rating and improve light air performance.

No discussion of the inclining test and stability factor is complete without some reference to Flare Factor.

The rule includes a correction for flare of hull, relating beam at 4% waterline (B,XWL) and beam at waterline (BWL). Our collected data on stability curves--that is, righting moment or righting arm plotted against angle-o{ heel, indicate no acceleration

fact. deleterious to perforrrrnce.

This {orce{ully points uP the fact that charges for siability should not be based-upon maximal conditions, but on some cot p.omise, based, Perhaps, on average conditions encoun-

to 35'. All of these curves are long parabolas and approximate straight line relationships up to 30'-35".

Chicago Yacht Club Magazine January 1964

4

or increase in stability comparing

flared and slabsided hulls heeled up

These data indicate little or no efiect of flare on static stability. In

wide hulls particularly, some stability is lost in motion as in sailing

hieled as compared to that measured as a static measurement in the inclining test. This phenomenon of reduction in stability in motion is probably attributable to the wave form created

by the beamy hull in motion which

tends to pull water awaY amidshiPs and to lei the hull "{all in the hole made by its wave form." It wou]d appear that flare amidships could oft"i tlttt" increased stability under

I

I

these conditions.

These considerations indicate that

the Flare Factor is an unnecessarY nenaltv and tha[ hulls should be delign"d'without flare to avoid this penThe proposition of whether in "ltrr. bout. the amidshiPs hull existing f.,rm at the waterline and above should be modified by addition of "{alsies," that is, additional construction faired into the hull to reduce the flare factor penalty is oPen to some question. This t1 pe of modification is

expensive and further the question hai been raised as to whether this is in the "spirit of the Rule." The May-

1963 revision of the calculation of the Stability Factor has reduced the weighting of the flare factor penalty, but did not remove it.

In view of the above information, the flare {actor penalty at least for

wide hulls should be eliminated. Other

methods of limiting freak designs, aimed at giving low stability readings at low angles of heel as in the static

measurement of stability in the in' clining test and higher stability under sail, are available. For example, if a design appeared in which, because of unusual flare, it was evident that the inclining test at low heel angles would

not properly measure stability, the hull could be inclined further, say, to l0' or the stability at 10" of heel could be calculated from the body plans and the Righting Moment for 1' be interpolated {or purposes of calculating the Stability Factor.

Sail Considerations Changes in the hull and ballast of existing boats may be difficult and expensive to carry out. Fuel and water

tanks are perhaps the easiest to mod' ify. However changes in rig and sails, although expensive, ofier wider opportunity for modification. The major difficulty here lies in determining

what and how much.

There is one important generaliza-

!

tion which is true under any of the current cruising rating niles: In light

air c6nditions, such as predominate on Lake Michigan, a given boat must have a certain minimum sail area for good performance. If one were to visualize a graph plotting performance (speed) against sail area, there would be a rather sharp rise in speed I

when a certain minimum sail area was reached. This point would vary with the wind velocity and type of boat and may be relited to wetted surface. In any event, if you don't have this minimum amount of sail for the given conditions, you are

upper limit. Observation would suggest that higher aspect ratio spinnakers might set well in light air and smooth seas but tend to swing and cause trouble in sloppy seas. Again there is opportunity to push the compromise to the side of the predominant weather condition.

If adequate drive can be obtained without going beyond the minimum

overlap (LP: f.582), there would

be temptation to develop flatter reaching spinnakers in order to use the

greater size and overlap of the spin' naker closer to the wind. The various

limitations of width and luff length, including the midgirth limit must be remembered in such a plan, however.

One important problem in taking extra charge {or a large overlapping genoa is the fact this sail may be helpful only on the wind and close reaching in light air (which might be less than 25% of the time and maybe as Iittle as 15% counting long distance racing as well as course racing.) At other wind velocities and on other points of sailing, you would be pay-

ing for something that you are not using. If you would be willing to take

"dead" and no sail area credit can be

given to make up for it. Any sail area penalty you have to pay in rating rvill certainly be worth it.

The above generalization does not

mffiwr.. the famous Forest E. Johnson custom Prowler Cruiser

have the support of multiple controlled scientific experiments, as far as I know, but appears to be true from simple observation and experi-

may be obtained through Star Yacht Soles, Ine,

ence.

With this in mind. how does sail

plan fit into the rule changes? Under

the present LMYA Inclining Rule

(CCA) mainsail area and aspect ratio charges are reduced. This indicates a

good-sized and a full-sized mainsail.

Various limits and charges are present in the rule to discourage "cut-

down" mainsails.

In the foretriangle the problem is more difficult. Keeping in mind the

above statement about minimum sail area requirement, the combination of

foretriangle area and mainsail area must be adequate. Although there are increasing charges for overlap in the

{oretriangle rating beyond the minimum (LP: 1.582) it may be neces-

sary to accept additional overlap

charges beyond the minimum in oider to obtain good performance. Be-

cause the aspect ratio charges are reduoed, there are good arguments

for increasing mast height, if increase in area is needed for performance.

Both foretriangle and mainsail area

j

can thus be increased and increased area can be obtained at a cheaper rate in the mainsail area and without taking extra overlap charges in the foretriangle area. Such a line of reasoning would probably include masthead rig.

A limiting factor in increasing the aspect ratio of the foretriangle is spinnaker slrape. In the last few years

effective spinnakers have been constructed for foretriangle aspect ratios well above 3-1 ; it might be that a ratio of 3.5-1 would be pushing the

The Forest E..fohnson Prowler Cruiser custom built and appotnted from 77' to 54' As you probably know, you own the ultimate in boats when you own a Prowler. These magnificent boats are unsurpassed for sheer beauty of design, painstaking workmanship and durability.

A Prowler is the ultimate blend of exhilarating speed with the safety, comfort and convenience you want in your personal craft. If you refuse to settle for less than the finest, contact:

Star Yacht Sales, Inc. Exclusiae dealers for the world's best-built boats 116 S. Michigan Ave Chicago 3, lll.

Tefephone: 782-9772 Mr. Wm, Richards

206 Alhambra Circle Coral Gables 34, Fla. Telephone:443-1685 Mr. R. Kipple

Chicago Yacht Club Magazine January 1964 5

I

The 20th Annual Children's Party Bob Mann pholos

&

\

;d& tw ;

'ffi

Chicago Yacht Club Magazine January 1964

6

I t

I

t

7

Chicago Yacht Club Magazine January 1964

the risk of reduced Performance on the wind in light air. you could a,ccept the ratingieductionand use onl-y the minimum overlap. This is an additional bet on the weather. I{ there are more heavy weather races or more races ofi ihe wind, You might be ahead. I{ there is lots oi light

sails tends to throw slight advantage to the sloop rig, while under the old sail area rule yawls had a slight ad-

The- introduction of the overlaP charse also requires further evalua-

distance races with plenty of tnizzen staysail weather. Here is another example of a'limited-use-sail and a bet on the weather conditions. .

Depending upon the relative sizes of the main and foretriangle area and the aspect ratios, the new rule with

beating, you may be "dead."

"of foretriangle utilization. Certainly. be{ore the overlap charge'

tion

senoa iibs rvere the almost universal Ehoi.""for headsails. Now with the overlap charge, more area can be packed into the foretriangle limits by

using a double headsail rig. A large lighi "Yankee" jib topsail can be made with almost as much area as a senoa iib with minimum LP and a i"r,ou .tur."il can be carried inside i;th p"rhupr one-half of the area of a conventional genoa, thus giving almost one and a hall times the area with a greater area higher uP as

an added advantage for light air.

Whether this will prove to be more

effective than a standard low-cut minimum genoa remains to be seen.

The British who have a stringent overlap charge in the R. O. C. Rule

appear to favor double headsail rig {oi their sailing conditions. (This may not be for the same reasons su-g-

gesied above.) It appears also that the iut and trim of these headsails are

very critical. fhe question of yawl and ketch rigs comes up in anY discussion of

.rll olun.. The "vawl lovcrs" cer-

tainly have strong ieelings about that

miz.zen star sail.- Under the rule change, actual area of mizzen staYsails ls rated. I do not have personal information, but I am told that some of the yacht designers feel that the greater charge for larger mizzen stay'

vantage. This viewpoint must be tem-

pered by the predominant conditions

of the sailing area. On Lake Michigan, we tend to have light southerlY winds and should theoretically have more reaching and running in our

greater charge for foretriangle area ind lesser charge for the mainsail area rates the sail area of a rig with minimum overlap o{ headsail about the same as the old rule. There remains a group of people who believes that there should be further increase in foretriangle charges. There is some

boat {eatures are lost with narrow beam, narrow decks and reduced accommodations, but they will be high performance boats. High narrow sail plans will be in order-slightly in-

hated eight meters with masthead "i-"?

Another interesting direction is indicated by recently elected Cruising Club of America Commodore Robert Hall's new boat described in the November 1963 YACHTING. Here is an attempt to go to extremes in light displacement, (9900 lb. on a 25 ft.

LWL and 38 ft. LOA), made possible by aluminum construction and reduc-

tion of displacement by reduction of ballast. Stability appears to be maintained by a generous beam (11.5 ft.) but more importantly by a massive (2400 lb.) centerboard which can be Iowered to a draft of B ft. (and inci-

dentally providing a long righting arm for this ballast mass). There is

point in increase of foretriangle great reduction of wetted surface where cat ketches and cat drag by almost eliminating the keel "h.rses scholrers will appear. With these rigs appendage, but maintaining the longiand no foretriangle charges, sail tudinal stability by a clever centerplans can be laid out with great ex- board-rudder'hung on the overhang, panses of reaching canvas at rela- well beyond the after end of the iively low total sail area charges. The

absence of spinnakers makes these poor running rigs, but adequate performance might be obtained by tacking downwind.

waterline.

In spite of speculation about fitting

the boat and rig to the rule and the weather conditions, there will be no substitute for good design, a smooth

What kind of boats will be produced as further experience with the

bottom, well-cut and well-trimmed sails, an easily worked rig, and an experienced and energetic crew, plenty of good helmsmen and sound

trend to narrower deeper hulls with favorable wetted surface and form drag. These boats gain stability from ballast rather than from form. They tend to be just below or near base displacement, but with light construction and high ballast to displacement

thing is to sail {ast in the right direction. Any small advantage that might be gained in rating by "adjustment" of the boat and rig is incidental to the primary aim of getting through

Other Considerations

rule accumulates? There is some

course selection. The most important

the water as fast as possible.

ratios. Some of the desirable cruising NG VENT HEAO

VENl

O

h

O

-

O

Ii

///,4,/ ---_l 1

PrvoTEO, rtilN6

iUDDEi 2400 Lb.

Chicago Yach+ Club Magazine January 1964 8

e

1f"-1 _L

!

Alexander Bell Finds Trouble in Paradise This is a beautiful September after-

noon in James Bay, San Salvador Island, one o{ the most beautiful anchorages in Galapagos. The sun is bright but not hot. The wind is howl-

ing in the rigging at 18-20 knots but the sea is not rough as it is an ofi shore breeze. ALSANAL is riding to her anchor like a duck with only the slightest motion. She looks clean, bright and solid, and as I sit comfortably at the table in the stern cabin it seems unbelievable that she is

actually a derelict: yes, a derelict

without a rudder. The rudder is

somewhere on the bottom of this bay

and we are lucky we are at anchor instead of on the beach or on the rocks.

It all happened last night just around midnight. We came h,ere two

days ago after a delightful week's cruise from San Cristobal. There I

finally signed on another crewman,

a 20 year old fisherman, a clean boy and a good sailor, and we were ofi on the final round of the islands in-

cluding Isobella.

At James Bay, which is quite large

(about 3 miles), the water is quite deep and we anchored in over 4

As planned, we all turned in early

last night so as to get all the sleep possible before setting out on our overnight sail. At 2345 I woke up and

turned out the crew. It was still {airly bright as the moon was still in the sky and the clouds were broken. Pepe started the engine and we let it run a while to warm up while we got things ready to sail. Then at 00:15 I ordered "Let's go boys." The boys went forward to handle the anchor and I put the engine in gear at just above idling speed to push the boat forward. We have developed this procedure to a point where no one had to say a word or work very hard. The boat would keep going slowly forward while the boys kept taking up the 3/n" nylon rope until it 'n as up and down. Then they would make it fast on the bitts

kept tension on the anchor rope. Then the anchor was out and I reversed the engine and turned the wheel hard left to get the bow away from the beach. She responded slowly and

eventually the boat was parallel to the beach. Then I changed to forward speed and turned the rudder hard

over. I also accelerated the throttle; we were ready to go. But instead of

turning right, the boat kept going Ieft and toward the beach. I kept working the wheel and watching the beach and the fathorneter. Something was wrong-the rudder did not work.

Suddenly we were in 15 then 14 feet of water. I reversed the engine and

gunned it hard. At the same time the boys started yelling "La Plya"-

both would haul it up quickly. At that moment I would put the engine in reverse, turn the wheel in the

the beach.

I knew we were in trouble with the rudder but this was no time to speculate as to what it was. We had to get a'n,ay from the beach. As long as the reverse was working and pulling us away I let her run and rvatched the fathometer show the water getting doeper. But the boat was not going

right or left and I would turn the

was gradually turning and as soon as the bow pointed away from the beach I put the engine in forward gear and

and let the boat trip the anchor. Then

proper direction and turn up the accelerator. We were under way. As the' boat would be coming up to the anchor and start bearing away, the boys would signal with their hands

fathoms pretty close to the North end of the beautiful beach running almost a mile North from there. South of us

wheel accordingly.

were pretty ugly looking lava rocks.

The best landing place on the beach is just there where the beach meets

going without response. But she was moving up on the anchor as the boys

This time Pepe signaled left and I put the wheel over. The boat kept

straight away from the beach. She

gunned it again. The boat was now moving alvay from the beach but slowly turning again in spite of the

rudder being hard over on the oppo-

the rocks and the surge is not too bad.

When we first came to James Bay we anchored a little farther out and South. Then decided to change anchorages the next morning so as to be closer to the landing place. We changed anchorage under power which required the use of the rudder and had no difficulty at all.

PROTECTION Corporole ond Personol lnsuroncc Counscl

COMMODORE SPECIAL A hiohlv --orlddecorolive timepiece thot ony skip-

p". be proud to own. Here is your opportunity to purchose Jefferson's fomous

"GoLDEN HELM" nouticol motif clock for yourself or o fiiend. See-thru diol, finely detoiled hands...on onchor ond bool hook

oppeor to "floot" in cleor crystol. Wheel spokes ore individuolly mochine turned. Bose ond outer ring 24 kt. gold ploted..' inner ring brushed sotin chrome with novy blue numerols. Operores on I l0-125 volt, 60 cycle AC currenl... fully guorontced. Dimensions: 7(" high,'lV" diometer, net wcight 3 lbs.

IHE T,AWSON AGENCY 100 W. Monroe, Chicogo 3, lll.

Phona 322-3379

Chicago Yacht Club Magazine January 1964

Rcaulor

$29.95 speciol offer

n effe J

{17,?J.,

s3,o Jl et-ecrRtc coMPANY

El.llwood, lllinoi!

Phonc: Miss Kuhlc ... HA 6-7161

I

site tack. Pretty soon she was parallel

to the beach again but this time in 30 feet o{ water. I told the boys to let go the anchor. we With the anchor down and fast, .We were safe for the time being. were in deep water and away from the beach. The wind was frisky but not hard-I2 knots. The sea was calm-the wind being ofi shore as usual. But by this time, about 0030,

the moon was gone and it was quite

distance by water and brought an

invitation for me to come to the camp. They would do whatever was possible to help. It was getting late by then so I asked the fisherman to return at 0800 the next morning to pick me up.

At about I A.M. the fisherman was here as he promised and things look

a little brighter today than they looked yesterday. We have hopes now. I did not have then. There is

dark. With my flashlight on I checked the steering gear sprocket. It was in

also a soothing efiect in human kindness and interest, and I had a lot of

the lazaret-the quadrant was work-

company's cove was the lobster boat VILLARUIL which stopped here to have their radio transmitter repaired

good shape. I went back and opened

ing fine-no broken cables. I poked around in the water under the stern

with the boat hook. Oh, oh ! The

stopper cha-in connecting the top of the rudder with the stern post was broken. It was too dark to poke beyond that. I knew something was

wrong rvith the rudder-for all I knew it wasn't even there. I'll knorv in the morning when we can see.

Much to my surprise I did fall

asleep about 0200 and did not wake up until 060G-all o{ us got up at

once-it was light. And all of us

went aft to see what had happened.

There was no rudder-that was clear.

We could see the propeller but there was no rudder around it. The boys dived dolvn and it was still cold-and confirmed the {act. "Nada" they said

from the rudder stock down. Pepe

who is also a welder explained when I showed him the rudder blue print that the welds on the hinges holding the rudder to the rudder stock broke clean off.

Three miles South of our anchor-

age is a small new settlement at the head of a cove where a salt works was

recently established. There are 65

people living there, all employees of the salt company. To feed them, the company chartered a small fishing boat at San Cristobal whose job it is to fish daily. This fisherman visited with us the first day we got here and gave us some bait. We saw him norv

fishing in the distance but too far away to see our frantic signals.

I knew that at the salt camp the1. had a short wave transmitter and could call for help. So, since we could not get the fisherman's attention, I sent Pepe and Hugo ashore in the dinghy to walk over from there to the camp. It was a 6 mile hike over a broken lava bed and took almost two hours. They returned in the afternoon aboard the fishing boat which took only 30 minutes to cover the

it today. Also at anchor in the salt

and to contact the owner in Guayaquil. This is the mother ship of a small fleet o{ lobster boats owned by

Mr. Miguel Seminario in Guayaquil

who also has a cold storage plant in Santa Cruz. I knew about him and knew more of his executives in Galapagos, managers, Iocal captains, etc.

He is the largest lobsterman in Ecuador and ships his lobster tarls as far as the U. S. and France. The salt com-

pany which was started a year and a half ago is quite a large operation and has already built up an extensive installation including welding equipment, two trucks, nice roads on the property, etc. It is a 2 family business and the two men running it are members of the two families. They have a fine radio transmitter and one of the owners who is an old radio ham operates it. He is in touch with his

office in Guayaquil daily.

These men were kindness itself and

ofiered to do whatever they possibly could to help. Together with the cap-

tain of VILLARUIL, we discussed

ways and means to get ALSANAL in

sailing condition. Here is what came out.

First rce must make an efiort to find the lost rudder. We know the general area where it was lost-a couple of scuba divers no doubt could

bearing on the probable area where we lost our rudder. Then if the rudder is found she'll haul it up and tow us to the salt company cove where we will face our next problem-haul out for welding.

Second, if we fail to find our rudder-the salt company will weld up a

new one. They have the necessary

t12 inch steel plate and. lla inch rods and I have on board the rudder blue-

prints.

Third is the haul out-that is the $64.00 question. The tide here is

about 6 feet-at full moon maybe 7 feet. ALSANAL drarvs ( or 6'3".

The water up to the beach is quite deep and drops quickly. I figure we could beach her without dropping if we are lucky so that the stern is out at least 4 feet above low water. The salt company's balsa loading raft, loaded with the rudder and welding equipment could then be floated up to the stern, rudder fitted and welded and we could be floated back at the next tide. If we recover our lost rudder that much the better-it will take less time as there will be no fittingjust welding back on.

The haul out keeps me thinking and worrying. As of this time I visualize running her up on the beach with a stern anchor out quite a way and bow line to shore on a truck hauled until she hits the beach. Then several divers would roll several oil drums filled with water alongside her keel on both sides backed up by large boulders to hold them from rolling arvay. Then we would wedge large timbers between the boat and the drums and hope her orvn weight will hold her down until the tide is out.

Vamos aver_u/erll see.

The salt company also sent a cable

for me to Chicago.

In the meantime, I am settling dorvn to a deluxe derelict existence.

FOT YOUT

find it if it can be found at all. Un{ortunately, the scuba diving equipment owned by Seminario was just transferred to another boat, FLOREANA, once VILLARUIL was nor{ loaded and was going to Guayaquil and had not need of it. So we called Seminario in Guayaquil and I talked to him (he speaks fine English). He

tEsr DtAl 0N...

James Bay but cannot be there be{ore

at4}R9"t'-t

said FLOREANA will be ordered to

Monday (today is Friday). So we'll stay put rvhere we are at anchor until she gets here so as not to lose our

t0

o Ford Automobilcr o Thundcrbirdr r Llncolnr o Ford Truckr Contact RON CAPARR0S Saginaw 1-2832

4800 lndionooolis 8lvd.

Eort Chicigo, lnd.

Chicago Ybcht Club Magazine January 1964

Tomorrow the two owner managers and their chief engineer are coming. aboard for cocktails and dinner. This is a spartan outpost camp-no lvomen and no liquor, not even for the man-

agers. But aboard ALSANAL the liquor rule does not hold. So I know they will enjoy a couple of drinks.

They have no ice either-another little thing they will enjoy I am sure.

I stayed for lunch and it was quite good. I'll try to feed them tomorrow my best culinary masterpieces.

I still maintain it's a great life if you don't weaken.

ALSANAL is at sea again. No, she

still does not have a rudder, at least not one attached to her. Her rudder

is on the deck of the 85 foot lobsterman VILLARUIL and ALSANAL is trailing her at the end of a tow cable.

This probably is the first time that a boat is trailing her rudder. Another first is probably that even though without rudder and at the end of a tow cable ALSANAL is sailing; the stavsail and the mizzen are set and

drJwing. We have now made 200 miles ai the end o{ a tow cable and have about 500 more miles to go to

Guayaquil. The sea, which was rather sloppy last night, has calm,ed down somewhat and it has gotten warmer the last fe'rv hours as we left the Humboldt Current and entered warmer waters.

A lot of things happened since I wrote about our latest misadventure.

It paid ofi being stubborn this time.

My crew hinted, the salt mine people

kept suggesting, and a part of me kept wishing that we would move away from the distant and rather exposed and {airly rough spot where we anchored in James Bay after we lost our rudder. A couple of days it was quite unpleasant when the wind piped up to 20 and 25 knots. But I stuck to my guns-I wasn't going to move until the lobsterman came with the Scuba diving gear and searched for our rudder. This way I had a bearing from where I was, on the spot where I thought I might have lost the

rudder. Once gone-good bye. So there we stayed. The small fishing boat from the salt mine came a few times with messages received over the short wave radio from Guayaquil and San Cristobal. I went over twice

to talk things over with Mr. Seminario in Guayaquil, who was trying to find some way to help us. We finally agreed that it would be impossible to beach her anywhere in

Galapagos without a grave risk o{ losing her altogether and that the only thing to do was to tow her to Guayaquil. also a risky thing. but much sa{er and more {easible. In the meantime, I settled down to wait for FLOREANA with her Scuba diving gear.

- FLOREANA did not show uP when

scheduled and again when resched-

uled by Mr. Seminario-theY were too busy lobstering or something.

Then, a{ter the last talk over short wave with Seminario in which he related the bids he obtained for towing, on Thursday, October 3rd, at about 0900, here comes VILLARUIL rvhich I thought was on the way back to Guayaquil to deliver her cargo o{ frozen iock lobster tails. She dropped anchor about 200 feet away and sent

a boat for me. The captain told me when I came aboard that last night Mr. Seminario talked to him just as he rvas about to leave San Cristobal for Guayaquil and order him to go back at once to James Bay, take me in tow and take me to Guayaquil.

After talking to me, Mr. Seminario apparently decided that he might as well make the few dollars towing would cost, reduced the bid appre' ciably and got going. VILLARUIL was late as it was and had no time to waste.

This part was all right with me, but I wasn't going anywhere without first making a real efiort to find the lost rudder. VILLARUIL had no div' ing equipment on board but had three good skin divers if I wanted them.

"frt's get going," was my answer.

I got aboard the little fish boat from the salt camp which sighted the

VILLARUIL and came to find out what was going on, and ofi we went.

Three skin divers, a dinghy with two

men and my water bucket, and mY

Iittle 21 foot fisherman to locate the area. We powered over where I thought we lost the rudder and anchored. The divers scattered and the

dinghy started making slow passes up and do'n n looking through the water bucket. We were in 4 fathoms of water and the bottom was quite clear through the masks and the water bucket. At 1030 we had the rudder: it was lying on the bottom I00 feet away from lvhere I was anchored in the fish boat, covered with sand and only a faint outline of its shape gave it away. The skin divers probably went over it several times-the boy with the water bucket spotted it.

The rudder was roped by the skin divers, hauled aboard our little fish

boat, almost capsizing it, taken over to the VILLARUIL and hauled aboard by the cargo boom. As I fig-

ured, two long welds gave way but the real cause will have to wait further examination. If the rudder had

fallen off 10 minutes later I would have been down rvind with a 2 knot current in deep water and would by now be somewhere half way across

the Pacific sailing West without a rudder instead oI East at the end of

a tow line.

SDBYI]VG INDUSTRY IN

*'*:t***'**********

n,lJiliIEDsfili$ **************** FOR 60 YEARS

ffiffiffifi$p STEEL CO]UIPANY The Big Name in Specialty Steels PUXTS AXD SERVICE CEilTERS CHICAGO, ILLINOIS WASHINGTON, PENNSYLVANIA . LOS ANGELES, CALIFORNIA . DETROII, MICHIGAN . OWENS' BORO, KENTUCKY. WALLACEAURG. ONTARIO

Chicago Yacht Club Magazine January 1954

As soon as the rudder was aboard, the boat towing dead aft or even to we got to work getting ALSANAL port of VILLARUIL so that the tow ready to be towed. My reserve storm bridle chafed on the bowsprit stay. anchor cable (400 feet of I" diameter I decided to try hoisting the mizzen nylon rope) was broken out for the too. It worked marvelously. We are first time. (We were anchored in not rolling and the boat is towing to James Bay with my storm kedge of starboard of VILLARUIL so our tow I25 pounds at the end of 24 fathoms line is clear of all chafe. About 3 of chain.) This nylon rope was rround more days of it-three days of holdaround the hull 3 times just below ing my fingers crossed.

At Santa Cruz we signed on andeck line and stretched out as far as a hand billy would permit. It was other crew rnsrn[g1-tr'6rrest Nelson. suspended at frequent intervals by He is an American from Los Angeles 3/a inch lines tied or belayed on deck. originally and is the owner of the It rvas then tied together forward with hotel in Academy Bay. He is an old "N" number of knots. Then one of salt who has sailed the Seven Seas in the remaining ends was doubled over his ketch the NELLIE BRACH before into a loop around the three ropes to he swallorved the anchor in Santa make a bridle to shackle in the tow Cruz about a year ago. He planned to cable. All was wrapped in all kinds sail with us to Panama but since we of rags, sacks or what have you and were going there via tow cable and seized well. The three of us, Pepe, Guayaquil, he figured there was no Hugo and I worked until we were reason to miss the run. There is no ready to drop in our tracks. But at accounting for what a real salt will 1600 VILLARUIL sent over a light do for fun. But it sure is nice to have line to drag over the 3/+" steel tow Forrest aboard. He is a real nice guy.

Well, we made it all right. Going cable. Hugo shackled and wired it in to our rig, we weighed anchor and up the Guayas River. By midnight we were ofi. The captain of the VILLA- should be tied up in Guayaquil. Not RUIL, a salty old duck, knew what bad, over 600 miles from San Cristohe was doing. He first took us for a bal in 4 days flat. The weather was spin around the bay at 8 knots. When quite favorable: a light SE breeze I was ready to jump overboard he and not too much sea, It was cold 3 apparently decided the ALSANAL out of the 4 days and it was drizzling would tow satisfactorily and slowed every night and every morning. We dorvn, took us over to the salt com- took it easy, slept, ate, read books, pany cove and dropped his anchor to watched the cable around the boat give me a chance to go ashore and and replaced a few support lines say good bye to our friends at the which chafed t[rough. The staysail camp. At 0100 he pulled out and in and mizzen were up and drawing all the morning we were in Santa Cruz, the way and occasionally it looked 54 miles away. As long as he had to waste time coming after me he figured (or maybe Mr. Seminario) that he might as well pick up some more cargo of frozen lobsters accumulated in the meantime. We stayed in Santa Cru.z 24 hours waiting for Mr. Semi-

as though all the tow cable was doing was "rudder work." The VILLARUIL

which does not have any sails of course, rolled abominably at timeswe were quite comfortable-the same as if we were sailing.

Tomorrow to work-repair the nario to fly in, but the flight was rudder and then get ready for sea postponed and so we left the next agarn. morning for San Cristobal where every boat must stop to get clearance.

We arrived there at 1600 yesterday and left at 2300.

It is interesting to watch the 3 one inch nylon "rubber bands" around the ALSANAL stretch and

The Chicogo Yocht Club Mogozine recently inouguroted o new

policy. Spoce is now ovoiloble

to odvertisers whose products or services ore of interest to

contract. As the cable jerks the bridle moves up about 3 feet then sags back

yochtsmen.

acting quite well and we are just

write for o rote cord. Moil Your

holding our fingers crossed. Also that the weather stays good; not too rough

c/o Chicogo Yocht Club

as the tension eases. So {ar she is

so far and winds only I0-I2 knots.

To ease the roll I decided to set the staysail. It was perfect but started

Chicago Yach+ Club Magazine January 1964

lf you ore interesled in Plocing on odvertisement, Pleose

requesl to3

PENN HARDY Foot ol l{onroe .Sf reef Chicogo 3, lllinois

t2

Wanted- L.M.Y.A. Members The Lake Michigan Yachting Asso-

ciation is dependent primarily upon dues of sustaining members, i.e. individual members for its many services. Of its total annual revenue, only

approximately 2O% is realized from

member squadron dues, while approximately 75% is received from

sustaining members with miscellaneous income accounting for the other 5% ol total income. ln the association there is a constant turnover in individual memberships. 300 new members are needed each year to compensate for average annual drop out. With boating boom-

ing, there are more than 300 new

yachtsmen and club melhbers each

year and experience shows that the majority of them are not introduced

to the services and benefits of the

L M Y A for several years. It is hoped that all new members are immediately advised that, they too, may become a part of a really worthwhile

organization serving Lake Michigan yachtsmen.

Many officers and delegates of member clubs have not themselves become sustaining members because they felt that annual squadron dues supported the L M Y A, which is not the case.

The support of member clubs, officers and delegates is urgently solicited, to help by their example in enlisting their fellow members as sustaining members of the L M Y A. With boating becoming a major recreational activity of rapidly increasing importance, the LMYA services rnust be materially expanded. Make this a banner year by actively soliciting new members. The Year Book is well worth the $5.00 annual dues.

why not eall

CABL fiORR printin$ eo. * WE KNOW PRINTING * THE PRICE IS RIGHT * SERVICE IS OUR FORTE * THE COMPLETE PRINTING SERVTCE SINCE t9t8

BITTERSWEET 8.I33I ISOI WEST BYRON STREET

CHIGAGO 13. ILLINOIS

I

L,I

To Complete the Record Reserve These Dates

January 18

Saturday

Ladies

Luncheon and-Card Party- at I:00 P.M.

Prizes-

$2.75 per person Table - tables.

Make up your own

- Reservations. And have your Call for

husband join you after the Card Party for a Charcoal Broiled Deluxe Steak Dinner followed with Dancing. $5.95 per person, including cocktails.

January 3G-Thursday-Gourmet Swedish Bufiet at the Chicago Harbor Clubhouse.

February I 3-Thursday-Gourmet Sea-Food Bufiet at the Chicago Har-

bor Clubhouse.

February 27-Thursday-Gourmet French Bufiet at the Chicago Harbor Clubhouse.

Santa Claus in person came to the children's party Sunday, December

15th. Rotund, jolly and generous he

sat on his throne genially moeting our

well behaved, but anxious juniors.

The show preceding Santa's visit was good quality entertainment, Bozo

the clown was clever and never at a loss to keep the children interested.

He received a generous applause.

The puppets, well manipulated by the Bakers, staged sketches worthy of praise. And th,e Toy Poodles amused

all showing what well trained dogs can do. They per{ormed like old

troopers. We feel that our young people and their parents had a wonderful time, and our own Santa deserves a

vote of thanks.

The French Bufiet on Thursday,

December 5th, received a generous response. Tom the Chef concocted an excellent Coq Au Vin which was all it implies. It had wine and it was tasty.

Other appropriate dishes were also featured but the flaming Crepes Suzette made in a holocost of Brandy and Grand Marnier definitelv stole the show. Chilled Champagne and Bur-

Dels, Fish Pufie, Stollen Kugelhoph and the traditional Springerle. The Hazenpfefier was vetoed for sentimental reasons. Grant Park has a rabbit, our bunny who has become a pet visitor.. We just wanted to avoid any suspicion in case our pet Bunny should disappear.

Mr. and Mrs. Grant Meyers entertained a group of friends and guests at an exclusive Cocktail and Dinner Party-a truly fine affair . . . Mr. A. J. Riva was host to a large number of friends for Cocktails and Dinner . . .

Mrs. Walter Devereux entertained

for Luncheon . . . Dr. F. Roos entertained for Lunch Mr. Wm. J. Stanley rvas host to a large number of friends and guests for Cocktails and Dinner . . . Percy Wilson entertained {or Dinner . . . Mr. Edward Lawson entertained for Dinner on several occasions . . . Mr. Charles Hess entertained on several occasions for Luncheon and Dinner Mr. Randv Clair entertained a large group oi friends and guests for Cocktails and Dancing at the Belmont Harbor Clubhouse . . . Mr. William F. Landes was host at a Christmas Cocktail and Din-

ner Party

Mrs. Hugh Driscoll

Harbor Clubhouse Mr. George Martin entertained on several occasions for Cocktails and Special Bufiet Luncheons . . . Mr. Rudy Koenig rvas host to a large number of friends and guests for Cocktails and a Special Christmas Bufiet Dinner . a very merry party . . . Mr. William S. Faurot was host for Cocktails and Dinner

.

Mr. Rod Kahr was host at a

Cocktail and Hors d'oeuvres Wedding Reception in honor of his brother-inIaw . Mr. M. S. Dix entertained

for Dinner . . . Mr. Carl Hilton was

host to a large number of friends and guests for Cocktails and Dinner in the Captain's Cabin . . . Mr. Larry Warnock entertained for a Buffet Luncheon . . . Mr. Paul Verd was host at a Buffet Luncheon . . . Mr. Paul Mereness entertained on several occasions for Luncheon . . . Mr. Hubert Gotzes entertained on several occasions large

number of friends and guests for Luncheon. . . Mr. Robert Guelich was host for Cocktails and Dinner . . . Mr. Lynn Williams entertained for Lunch . . . Mr. Charles Allison, Jr. was host at a Luncheon . . . Mr. Paul Kleihege entertained for Dinner Mr.

Howard Willett, Jr. entertained a large number of friends and guests

entertair.ed for Cocktails and Dinner . . . Mr. William B. Miller entertained a large number of friends and guests at a Steak Luncheon Mr. Lawrence Masters was host to a group of friends and guests at a Cocktail and

for Cocktails, Dinner and Dancing celebrating the Holiday season . . .

Ed Paglee entertained {or Lunch . . .

Mr. G. Wallace Roth celebrated the occasion of his wedding at an Hors

J. E. Fuller entertained for Dinner

d'ouevres and Cocktail Reception at the Chicago Yacht Club. Congratulations to the new bride and groom . . .

Bufiet Dinner Afiair Mr. Sam Goss entertained for Lunch . . . Mr.

. . . Mr. Walter Dalev was in charge

of the Annual Mackinac Sociiy

Christmas Dinner-a truly fine afiair

. . . Mr. George Jensen was host to a large group of friends and guests for Cocktails and Dinner at the Belmont

Mr. Ray L. Smith entertained for a Bufiet Luncheon Mr. Donald Spencer entertained for Lunch

Mrs. Sumner S. Sollitt entertained for Dinner . . . Mr. Robert Wade entertained {or a Buffet Luncheon.

for C adillacs ne\fl and used SCE GILBERT VEZINA

1650 East 71st St., Chicago, Illinois

gundy complimented the feast adding the spirit so essential to a good party.

The Schwitzer Deutsch Bufiet Dinner on the l9th brought many compliments which were transmitted to the kitchen. For this Bufiet party the

PL 2-6600

MoroR C,A.R DrvrsroN

galley crew had gone native, rvith Sauerbrauten, Spaetzels, Heber Knoe

Chicago Yacht Club Magazine January 1954

t3

-ffiwE

t

tr,tfiBtt{

{a>.

-

5 I

at the Chicago Yacht Club Chicago Harbor Cluhhouse

ffi

JANUARY SOTh Swedish lrullet >

i,['; $i'

, ,^&', I .-,6z18,t6ll ',.:-ii,:{ti

FEBRUARY ISTh Secl-Food trrrllel

ts

ll t ill -

FEBRUARY 271}1

French bullel

I

1

t

I

ir

From 6:00 P.M' $3.95 per person - including Vr'ine or Chompogne HOUSE COMMITTEE Chicogo Horbor Clubhouse

wHiteholl 47575

!

-

-