Photo Credit: FRIED ELLIOTT /

1950 World Championship - Chicago, Illinois

1950 World Championship - Chicago, Illinois

The following results are from George Elder's book "Forty Years Among The Stars". In common with the early Logs it is interesting to note that in his results Elder does not give the yacht numbers of the boats which participated in the World's, but only just their names. It was not until the 1950 Log that yacht numbers were included in the results. From 1950 through 1976 both yacht numbers and names were given, but starting with 1977 frequently only yacht numbers were given. The last time both yacht numbers and yacht names were given was 1989.

In later years sometimes fleet designations were omitted. In these cases some of the more obvious fleet designations were supplied. Also from time to time only last names were supplied. First names, where known, were added.

Abbreviations etc: Dsa - Disabled. Dsq - Disqualified. Dns - Did Not Start. Wdr - Withdrew.


Yacht#	Yacht name	Skipper		Crew		Fleet			Daily Finish             Pts.

3002	Sea Robin	R. Lippincott	Robert Levin	West Jersey		 1   9   2   2   7	189

2916	Twin Star	L. Pirie	C. Tuttle	Wilmette Harbor		 6   2   5   5   8	184

2125	Shillalah	Skip Etchells	Mary Etchells	C. Long Island Sound	14   5   3   1   6	181

2915	Luisa III	Tito Nordio	L. de Manincor	Trieste			 5  12  10   6   1	176

2958	Merope		A. Straulino	Nicolo Rode	Se-Ve-Taranto		 2   3   1  29   2	173

2570	Hilarius	Hilary Smart	Paul Smart	Milwaukee		 3   4  11   9  10	173

1793	Scout II	Richard Miller	G. Voss		Central Lake Erie	12   6   8  12   3	169

2460	Golfinho	J. Tito		M. Bramao	Cascais			 8   8  14  14   4	162

2856	Santa Cristina	C. de Cardenas	Narciso Gelats	Habana			11  13   6  10  15	155

2700	Flame		Stan Ogilvy	James Stephens 	W. Long Island Sound	 4   7   4  Dsa  9	144

3032	Gem III		Durward Knowles	Basil Kelly	Nassau			Dsa  1   7   8  11	141

2742	Finagle		William Nagle	Alec Nagle Jr	Moriches Bay		13  16  13  18  13	137

3005	Kathleen	Herbert WilliamsDonald Sherwood	*S. Lake Michigan	17  10  Dsa  7   5	129

2920	North Star	Lowell North	Brian Hanzal	San Diego Bay		 9  Dsa 12   3  17	127

2965	Comanche	Jack Price	John Reid	Biscayne Bay		18  Dsa  9   4  12	121

2553	Jet		Florus Black	Nicholas KershawMichigan City		10  11  20  13  33	121

2810	Gull		Harry Havemeyer	J. Hermus	Great South Bay		20  15  22  11  21	121

3026	Stampede	George Dewar	J. Forrington	Oakmont-Allegheny	19  14  18  16  24	119

3030	Shooting Star	Stan Lippincott	A. Seither	Barnegat Bay		29  19  15  21  14	112

2828	Fracas		Edward Fraker	L. Smithline	Raritan Bay		28  17  26  11  19	105

2127	Hell's Angel	August Stoemer	R. Stoefller	East River		21  22  23  17  22	105

2613	Bu II		T. dePaula	Othon Dias	Rio de Janeiro		23  21  28  19  34	 85

2067	Chaser II	Bill Ficker	Bergen Hess	Newport Harbor		Dsq 23  16  26  20	 83

2995	Oregon Star	J. Cram		W. Cram		Puget Sound		31  29  30  20  18	 82

1992	Urchin		J. Killeen Jr	Harvey Killeen	New Orleans G.		21  21  27  23  31	 79

2363	Spitfire	George Parsons	George Forbes	English Bay		37  18  24  21  29	 77

3044	Tulla		Jul Hansen	Larry Sobstad	Sheepshead Bay		34  20  17  24  Dsq	 73

2366	Desira		D. Birks	Harold Lankton	Illinois River		35  24  31  22  28	 70

1945	Lodestar	D. Dunigan Jr	Robert Jones	Chesapeake Bay		15  Dsa 19  Wdr 23	 69

2355	Finesse		Robert Ferguson	William Bennett	Gull Lake		16  Dsa 21  Dsa 21	 64

1343	Ariel		A. Fairhead	D. Higgins	L. Ontario Canadian	26  Dns Dsq 28  26	 46

1789	Duchess		Paul Bishop	Thomas Murray	Boston Harbor		32  28  32  27  Wdr	 43

3038	Mohawk		Meryl Amo	Ronald Sutton	Detroit River		27  Dsa Wdr Dns 16	 41

2484	Seagull II	H. Day II	Thomas Nowlen	St. Joseph-Paw Paw Lake	38  Dsa 29  31  30	 40

2064	Ecstasy		Sterling Potter	William Kelly	Los Angeles Harbor	33  Dsa 33  32  32	 38

2106	Idol		W. Leirheimer	Alvin LeirheimerS. Long Island Sound	22  Dsq 25  Dsa Dns	 36

2790	Para I		R. Richmiller	F. Runnells	Belle Isle		Dsq 26  Dns 30  35	 35

1946	White Shadow	William Myers	Paul Cox	Eastern Shore		 7  Dsa Wdr Dns Dns	 35

2291	Fiammetta	A. Cosentino	Carlo Rolandi	Naples			24  Dsa Wdr Dsa 27	 33

1949	Starduster	William Stout	Pennewitt	Lake Springfield		36  27  Wdr Dsa Dns	 21

1910	Flame		R. SchluederbergThomas Bundy	Southern Lake Erie	30  Dsa Dns Dns Dns	 12

Winning yacht No. 3002. B - Lippincott Boat Works, 1950.
Ch Meeting - C. de Cardenas. Ch. I.R.C. - G. W. Elder.

Regatta Report

The 1950 meeting was orderly. Charlie de Cardenas presided, while Paul Smart acted as secretary. A roped-off section was reserved for delegates and proxies. They stood, when voting, so there could be no mistake in the count. I was again chairman of the I.R.C. We were all quartered at an hotel, two long blocks away from the club.

Bob Lippincott, of West Jersey, put on the most spectacular performance. He broke his mast a couple of hundred yards from the finish and drifted across the line, under a jury rig, for a ninth. Then he won the series, being the first to have ever done so with a broken mast in one race; nor was Bob protested for not displaying his racing number. Believe it or not that happened to a yacht finishing in a squall under jib only - but not in the Star class. Nevertheless, the rules state that the racing number must be displayed. Now there is a kink for the sea lawyer to mull over.

If anyone thinks that Lake Michigan is a mild little pond, they have another think coming. It blew hard in every race and there was actually a surf pounding on the shore. There was only one exception, the Saturday morning race, held then to avoid conflict with the club's regular regatta. A club is perhaps favored with an international event once in a lifetime, but nothing must interfere with that regular weekend regatta, no sir! The fact that those early morning light airs might completely disrupt the results of a series was not considered, yet it almost happened.

Twin Star put so many boats between it and Sea Robin, at the end of the first circuit, that it seemed as if Woodie would again wear the crown, if they finished. Then something happened, which even the contestants do not know about. The haze lifted and we saw stakeboat number two. It did not bear correctly, making the leeward leg about half a mile too long. We phoned its mark officials, who could see number one, to move it the required distance.

No Star had as yet rounded. The course was exactly the same, but the right length. It was perfectly legal, the same as replacing a mark gone adrift. Had it not been done, the race would never have been finished. That would have spelled trouble. The Coast Guard had other commitments for the morrow.

Tito Nordio, of Trieste, won within the stipulated three and one-half hours. Lippincott, coming from nowhere, beat Pirie, who became runner-up. Skip Etchells had the third highest point score. A different skipper won every race, against that field of forty-one, beating the previous year's record by a single entry.

Bob took the opener and Durward won the second race, but the Bahaman's jubilation was short. Returning to the club, he discovered that his locker had been purloined. All his valuables were gone, including his return ticket to Nassau. We learned later that there had been other locker pilferings that year.

After winning the third race, Agostino ran into his usual bad luck Friday. It was one of those cold gray days; half a gale with intermittent rain and big seas. Starting that race with a substantial lead, he broke a shroud. Lowering the jib, the Italian used its halyard to keep the mast in Merope. It worked, but with mainsail only, he fell back and finished twenty-ninth. It was the only race in which Straulino did not finish third or better. Except for that one mishap, he would have won the series easily. Etchells won. North, whom they feared in light air, strangely enough made his best showing, getting a daily third.

That same day some well-meaning person lowered the red cylinder, to save it from further punishment. It had remained up throughout over one hundred international races and was in sad need of repair. In fact it should have been replaced. Lowering it had never been an official signal to contestants and it was not mentioned in the race circular. It simply meant that course and mark officials could go home.

There were seasoned officers handling those jobs. Suppose the weather mark had been picked up and towed in, what then? The race would have been called and the I.R.C. accused of trying to give those down in the ruck another chance. It was unnoticed, except by a few on the committee boat, but that seemingly harmless act might have caused a lot of criticism.

Another minor blunder occurred at the start of the final race. Because of the way it lay, the line flag was placed on the stern of the committee boat. Our recall officer could not see it from inside the pilothouse and stood on the bridge. The bosun was inside with instructions to sound the whistle if told. It was close, but no one was over ahead of the gun and I so signaled from deck. Our officer said O.K. and walked away. The bosun thought he meant that it was O.K. to pull the whistle cord and did so. A few skippers looked back, but none tried to return. If one had, he would have lost many places in that light air.

Incidentally Nye did not qualify that year and Bert Williams was the defender. Some people thought a start was postponed to give him time to reach the line, but they were mistaken. Kathleen had already been accounted for, but Bert had lowered his mainsail to adjust something. Some locals began to yell, "Wait for Williams." The I.R.C., however, was watching the wind, which had hauled. It postponed the start in order to shift the stakeboats. Otherwise there would not have been a windward leg.

The only criticism that reached my ears was that starts were delayed too long and they were. Let me state here and now that it was no fault of the I.R.C. Even had the courses been in that harbor, there would have been unavoidable delays. Why? Because the I.R.C. seldom was able to get away from the float before the time the first signal should have been given. People simply do not realize that a race cannot be started until, at least, the weather mark is anchored, and placing it takes time. Delays were caused by conflicting shore arrangements.

The I.R.C. had to dispose of all pending cases before the day's race. It did not get to the mess hall until a few minutes after noon. There was always a long line at the buffet lunch table and three or four rows waiting for the bar to open. Yes, some wanted a drink, after a long morning's work, before boarding an arid Coast Guard committee boat. The help, having been kept up late the night before, would not start earlier, nor could you blame them. The I.R.C. had no priority. It does not seek special favors, but it's absurd for spectators to rush out to the line and wait for the officials who start the race to get there.

After the first day, I suggested postponing all signals one hour, but the majority did not wish to interfere with local arrangements. Another solution would have been to bring sandwiches, ice and glasses to the committee room. There probably always will be a certain amount of conflict between race management and shore activities. It usually starts at the annual meeting.

Some commodore decides to throw a cocktail party the same day. His emissary drifts in late in the afternoon. He takes a seat, bites his nails and squirms. When he can stand it no longer, he gets up and says, "Gentlemen, you must break this up or you will offend your host. The commodore and his friends have already been kept waiting nearly an hour."

That does it. Chairs are pushed back and people begin to leave. Some delegate, anxious to submit his motion, shouts it at the chairman. Only a few hear it, due to the confusion. Everyone yells, "Yes. Now let's adjourn."

How can such hasty action be curbed? Do not schedule any parties on the day of the annual meeting. It's the only day in the year that Star fleets meet, through their accredited representatives and they have lots of business to transact. It is useless to warn the one throwing the party, as he soon forgets that warning. Just do not have a party. A second session is legal, but no longer practical. Most delegates and proxies are also contestants. They treasure their day of rest and do not wish to spend it at a meeting.

The foregoing is not said in the light of criticism. Entertainments are necessary to make a World's Championship a success. Naturally the hosts feel their responsibility and wish to do a good job. A little forethought, however, will avoid a lot of quite unnecessary trouble. This statement is made simply to explain those delayed starts. Except for these few little things, which the average person probably never noticed, the 1950 Chicago jamboree was grand.

The waters of Bob Lippincott's West Jersey fleet were not suitable for a standard course. Hence the 1951 championship was held at Gibson Island. (complete results) It is a beautiful spot. Like Havana, however, the focal points are a little too far apart. The writer expected to chairman the I.R.C., but a broken leg and the purchase of a house in the country prevented. Dave Dunigan, international vice president elect of North America, did the honors and made a fine job of it.

These happenings are so recent that they are known to most sailing fans. It is, therefore, only necessary to skim the surface and perhaps mention a couple of incidents not generally known to the yachting public.