16 
FOREST AND STREAM. 
[Jan. 4, 18?6. 
A Fox Hunt in Connecticut. 
Editor Forest and Stream: 
Last week my friend George and I planned for a fox 
hunt on Red Mountain, if the weather was favorable. 
On Thursday night we saw that the weather would prob- 
ably be good for a hunt the next morning. So Friday 
morning saw me up bright and early. It was just the 
day for a hunt. The atmosphere was damp; no wind. 
Our dogs were fairly eager to go, barbing with delight. 
I called for friend George and his Nero, and off we 
started. Fifteen minutes' walk brought us to the place 
where we would be likely to strike a track. And off the 
dogs went through brush and brier. 
They had not gone long before old Leo, an old-timer, 
got on to a track, and barking and yelping all three 
rushed after him, making the finest music for a hunter's 
ear. 
They had run the fox for about an hour, always in 
hearing. Both of us, full of excitement, were always 
ready with our Parker guns. 
I stood in an old wood road and was just thinking of 
changing my stand, when I heard the hounds, seemingly 
driving the fox on the road I was on, and sure enough, 
there was the old fox coming down the road toward me. 
My Parker went to my shoulder, and bang! bangl went 
the old gun, and to my surprise it stopped my fox. 
When the dogs came up they were as proud as myself, it 
being my first fox. A Sierees. 
The Boston Terrier Club. 
Boston, Dec. 26.— Editor Forest and Stream: The Bos- 
ton Terrier Club have offered the following trophies, open 
to members only, to be competed for twice annually, 
viz. : at the Westminster Kennel Club and the New Eng- 
land Kennel Club shows. Each trophy to be won five 
times before becoming the absolute property of the win- 
ner. The winner at each show will receive a silver 
medal in commemoration of the award. 
First, the Boston Terrier Club breeders' trophy, value 
flOO, for the best dog or bitch bred and owned by the 
exhibitor. 
Second, the Boston Terrier Club challenge trophy, value 
$100, for the best dog or bitch owned by exhibitor six 
months prior to close of entries. 
Entries to be made with the secretary of the Boston 
Terrier Club on or before Feb. 4 and April 1 each year, 
accompanied by an entrance fee of $3. The winner to. 
receive 50 per cent, of stake, 30 per cent, to go to the sec- 
ond, and 20 per cent, to the third winner. 
F. G. Davis, Sec'y. 
Under the Wagon. 
Harrisbukg, Pa. — Editor Forest and Stream: In a 
recent issue of the Harrisburg Daily Patriot there ap- 
peared a local, written by a Sfceelton correspondent, as fol- 
lows: 
"Dr. C. R, Miller and E. Alleman lost a valuable dog 
while on a hunting trip on last Tuesday. On their return 
home they tied the dog by a rope around his neck beneath 
the wagon. In some way the rope tightened and the un- 
fortunate animal was strangled to death. The worst part 
of the matter is that the dog was borrowed." 
I send you this so that sportsmen and lovers of the dog 
will know that two men reside in Steelton, Pa., who after 
a day's enjoyment by the work of a faithful dog will tie 
him under the wagon. I can in fancy see the tears in 
Wanda's eyes when she reads this. A Doo*s Friend. 
IT. S. F. T. C.'s Trials Postponed. 
United States trials postponed to the date of the 
Southern, Feb. 3, on account of champion trials. 
W. B. Staffoed, Sec'y. 
KENNEL NOTES. 
Kennel Notes are inserted without charge ; and blank s 
(furnished free) -will be sent to any address. Prepared 
Blanks sent free on application. 
NAMES CLAIMED. 
Mr, M. J. Flaherty claims the name Fred Taral for setter do?, 
whelped July 11, 1895, by Snapper Garrison— Nellie L. 
BRED. 
Mr. J. Danforth Bush's Careless, bull bitch, Oct. 16, to Leonidas. 
Lfinster Kennnfls 1 
Leinster Sing, fox-terrier bitch, April 6, to Driftwood Rambler. 
Wilton Leab, fox-terrier bitch, May 3, to Poker Brown. 
Leinster VI , fox-terrier bitch, April 5, to Poker Brown. 
WHELPS. 
Dr. H. T. Foote's 
Champion Meersbrook Maiden, black and tan terrier bitch, whelped 
Oct. 19, three (one dog), by champion Broomfleld Sultan. 
Whittle, fox-terrier bitch, whelped Oct. 26, three (one dog), by 
Brittle. 
Leinster Kennels' 
Leinster Sing, fox-terrier bitch, whelped June 5, four (two dogs), 
by Driftwood Rambler. 
Leinster VI , fox-terrier bitch, whelped June 16, four (one dog), by 
Poker Brown. 
Wilton Leah, fox-terrier bi'ch. whelped July 5, six (one dog), by 
Poker Brown. 
SALES. 
Mr. M. J. Flaherty has sold Fred Taral, English setter dog, to Mr. 
James Kenyon. 
Mr. R. V. Ohl has sold 
Boy Gladstone, English setter dog, to Mr. W. A. Poland. 
Spmtena Gladstone, English setter dog, to Mr. W. A. Poland. 
Mr. E M. Little has sold 
Queen Bess, pointer bitch puppy, to Mr. Arthur D. Murpby. 
( English setter puppy, to Mr. Paul Rauton. 
, English setter puppy, to Mr. Frank Aldrich. 
> , EDg.ish setter puppy, to Mr. James Johnson. 
! , English setter puppy, to Mr. A, M. Henk. 
* A Stray Shinplaster 
Comes to us once in a while for a copy 
^ of "Game Laws in, Brief;" but shin= 
plasters nowadays are scarcer than Moose 
an New York; and 25 cents in postage ^ 
stamps will do just as well. 
Lord Dunhavkn has not only come, but gone, after a visit of some- 
thing over fifty hours to New York, having arrived by the Teutonic 
on Dec. 26 and sailed by the Umbria on Dec. 28. The former vessel 
was due on Christmas Day, but outside of Sandy Hook she was inter- 
fered with by a dense American fog, only reaching Quarantine at day- 
light on Thursday. Lord Dunraven and Mr. Arthur Glennie were 
taken off by the tug E. C. Evarts and landed at the foot of West 
Twenty-fourth street, proceeding to Mr. Kersey's home at 40 East 
Twenty-fifth street. When the steamer reached her dock in the 
course of the morning, there landed Lord Dunraven's solicitor, G. R. 
Asrquith; his secretary, J. A. G. Hamilton, and his valet. 
The hearing began, as announced, on Friday morning, there being 
present the special committee, J. Pierpont Morgan, William C. Whit- 
ney, George L. Rives, E. J. Phelps and Capt. A. T. Mahan, TJ, S. N., 
Mr. Morgan being chairman and Mr. Rives secretary. The model 
room of the New York Y. C. house was arranged with tables for the 
committee and the two parties and was closely guarded; several de- 
tectives being present downstairs and accompanying Lord Dunraven 
to and from his rooms. While members of the club were admitted to 
the first floor, only those directly connected with the investigation 
were allowed upstairs, and all strangers, especially the newspaper 
men, were rigidly excluded. Fortunately the weather was clear and 
warm, and these whose duty took them in quest of news were able to 
keep reasonably comfortable in the street outside, where they 
gathered in full force and laid in wait for all who entered or left the 
club house, endeavoring, but with no success, to interview them. The 
committee was in session until 6 P. M. on Friday and again all day on 
Saturday, Mr. Iselin being present with his counsel, Mr. Choate, also 
Mr. Herreshoff, Mr. W. Butler Duncan and others of Defender's party, 
and Capt. Haff with a dozen of her crew. Billman, the rigger, was 
also present with the Captains of the Hattie Palmer and the tug Wal- 
lace B. Flint. 
The hearing will probably be concluded on Monday, but up to the 
time of going to press nothing official or reliable is known; nor will it 
be until announced by the committee. The lengthy and detailed 
accounts published by some of the daily papers differ so from each 
other as to show that they have no particular connection with the 
truth. The one fact that is positively known is that Lord Dunraven 
haa failed to make out any case, the able efforts of Mr. AEquith, in 
behalf of his client, failing for lack of substantial facts. Lord Dunra- 
ven was before the committee on Friday and again on Saturday morn- 
ing, Mr. Glennie also being examined; but at noon on Saturday both 
left the elub house and at 1 P. M. boarded the Cunarder Umbria, leav- 
ing Mr. Asquith to represent the Earl in the concluding proceedings. 
During the first session some excitement was occasioned by the dis- 
covery of a reporter listening at the big skylight on the roof of the 
club house, he having engaged a room in the adjoining house and 
made his way to the roof. He was driven off and watch set to pre- 
vent his return. 
YACHT DESIGNING.-I. 
BY W. P. STEPHENS. 
Introduction. 
IN the minds of many yachtsmen, even the better in- 
formed, yacht designing is considered to be the "scienti- 
fic" process of "drawing the lines," or making such draw- 
ings as frequently appear in the pages of the Forest and 
Stream, as opposed to the "rule o' thumb" process of 
"whittling" a model from a block of pine, as a basis for 
building. If this were indeed the case, our task would be 
an easy one; as the mere prcduction on paper of the lines 
of a vessel, especially where there are no cant frames, as 
in all yachts, or where the construction is of metal, in- 
volves only the simpler problems of descriptive geometry, 
and is a branch of mecHanical drawing which may be 
readily mastered by the novice, even through self-instruc- 
tion. A smaller number take a broader view of the sub- 
ject and cherish the belief that in addition to the "lines" 
there s re "calculations," formulas more or less abstruse, 
but positive, and by means of which the expert can con- 
jure up with infallible certainty a successful yacht. If 
the former of these opinions falls short, the other goes too 
far; there is no general formula or collection of formulas 
to make yacht designing a certainty, even to the initiated; 
and, so far from being the sum and substance of design- 
ing, the drawing of the lines is merely one, and by no 
means the most difficult and important one, of the many 
processes, mental, mathematical and mechanical, by which 
a vessel is produced. 
In its broadest sense, yacht designing may be defined as 
the study of vessels with a view to the determination of 
their governing principles; and the application of these 
principles to the creation of yachts. This study, which is 
not necessarily limited to yachts alone, but may with 
profit be extended to include many allied types of fishing 
vessels, pilot boats and other commercial craft, deals with 
the vessel in every stage of h< r existence; in the first form 
of the crude dimensions and elements of the design, the 
completed drawing and its calculations, the enlarged de- 
sign on the mould loft floor, the vessel herself in frame on 
the stocks, on the launching ways, afloat and in service, 
down to the final breaking up, in which faults of design 
or construction previously unknown or unidentified are 
disclosed in the form of undue straining or premature de- 
cay. 
Of the many distinct processes which make up the sum 
total of yacht designing, some, such as the actual drafting 
and many of the calculations, are governed by principles 
which are clearly understood and definitely formulated ; 
but there are many other processes whose principles are 
still involved in mystery and uncertainty, and over which 
even the most expert are in doubt or opposed to each 
other. 
The basis of yacht designing is, naturally, the science of 
naval architecture, in itself a codification and exposition 
of the laws which govern floating bodies; but, indispensa- 
ble as it is, naval architecture alone falls far short of being 
the whole or even the greater part of yacht designing. 
The most complete familiarity with such standard works 
as Sir W. H. White's "Manual of Naval Architecture" and 
Sir E. J. Reed's "Stability of Ships" will still leave the 
student in complete ignorance of the best dimensions for 
a cruising 30-footer, or the proper sail plan for a racing 
15 -footer. The history of yacht racing shows that, from 
the time of the schooner Titania, designed in 1851 by the 
late John Scott Russell, down to the present, the efforts at 
yacht designing of the leading naval architects and the 
most expert investigators of naval science have been fail- 
ures; and, on the other hand, successful yachts without 
number have during the same -period been turned out by 
men of the most limited education. By some these two 
facts have been considered a final argument against all 
systems of designing on paper, and for the wooden model 
and the condensed methods of the shipyards; but they 
by no means prove that scientific yacht designing is all 
wrong, or even useless, but only that the principles on 
which it is based are as yet not so fully understood as to 
be infallible guides. So far from abandoning all study 
and investigation in favor of what are termed "practical 
methods," there is every inducement to continue them 
earnestly and to increase our store of valuable knowl- 
edge. 
It can hardly be denied that the more a man knows 
about a vessel, especially as concerns those features less 
in outward evidence, or disclosed to the eye in the model 
or the actual vessel, the better he is qualified to design 
new ones: and the risk of failure through too close an 
adherence to some new and possibly extreme theory is 
much less than that which accompanies an ignorance of 
the simpler principles of flotation and stability. Many 
successful yachts have been produced by builders who 
were. ignorant of all knowledge of the elementary prin- 
ciple that the total weight of a vessel is exactly equal to 
that of the water displaced by her — much less of the fact 
that this weight can be calculated, and that before she is 
built. It needs no demonstration to prove that a builder 
who is possessed of these two facts is better qualified for 
his work than one who is ignorant of them; and that the 
former would be still better equipped if he possessed the 
ability to calculate the displacement from the design. 
It is hardly necessary here, however, to plead the cause 
of systematic designing, as the very fact that a man is 
sufficiently interested to read these articles is proof that 
he is looking for something more certain and definite than 
the old method of cutting a model. 
The task of designing a yacht is by no means an easy 
one, nor is it invariably attended with success, even in the 
hands of the most famous designers. It is, however, far 
easier than the task of writing acceptably on designing, as 
in the case of the doubts which invariably attend many 
important points of a design the designer may at least 
keep them to himself and risk the chance of failure on 
this one point against those of success through lighter 
construction, better dimensions, or superior handling; 
while the writer on the same subject is expected to give a 
positive and specific answer to every question. Such ques- 
tions as those published in the Forest and Stream two 
weeks since occur constantly in designing, and many of 
them cannot be answered positively and definitely. A 
great many will come up in the course of this series of 
articles to which we have little hope of giving full and 
satisfactory replies; the best that we can do is to teach 
our readers to seek out and consider carefully every pos- 
sible condition affecting the question, to compare cause 
and effect in any similar cases, and to avoid generalizing 
too quickly and from too few facts. Assuming an equal 
amount of knowledge of naval architecture, the most suc- 
cessful designer will be the one who in each case takes 
cognizance of the greatest number of conditions and 
comes the nearest to giving each its true relative value; 
in doing which he must go far outside of all that can be 
taught by text-books or professors, and fall back finally on 
good judgment, experience and common sense. 
A yacht is a vessel used exclusively for purposes of 
pleasure, as distinguished from war or commerce; usually 
but not necessarily fitted by design and furnishing for 
this end. She may be of any size; the smallest yacht 
recognized by the elub3 is the half-rater or 15-footer, and 
the largest sailing yachts run but little over 100ft. in 
waterline length. She may be propelled by sail, steam, 
electricity or other power. The essential principles of 
design take no cognizance whatever of size. 
The many processes through which a yacht is produced 
are as follows: 
1. The determination of general type, class and rig. 
2. The selection of dimensions, such as length, breadth, 
draft, freeboard, and the leading elements, such as dis- 
placement, ballast, area of midship section and area of sail. 
3. The general location of the center of buoyancy, 
center of lateral resistance, center of effort, center of 
gravity of ballast, etc. 
4. The drafting of the lines on paper, to conform to 
the dimensions, elements and positions of centers aleady 
determined, including the sail plan. 
5. The final calculations of all areas, centers, etc., with 
possible readjustment of the centers and accompanying 
changes in the lines. 
6. The determination of the scantling, or s'zfs of all 
parts, and of the general details of construction. 
7. The making of the construction drawing, showing 
all parts, and methods of joining and fastening. 
8. Making the interior plans, showing general arrange- 
ment and details of joiner and cabinet work. 
9. Making the drawings of spars, iron work and similar 
details. 
10. Drawing up the specifications. 
11. Taking off from the lines the Table of Offsets, 
for the builder. 
12. The superintendence of the yasht under construc- 
tion. 
This completes the work of the designer, but we may 
well follow the vessel to her final completion at the hands 
of the builder, the additional processes being: 
13. The "laying off," on the floor of the mould loft, of 
the full-size design. 
14. The making of moulds of thin wood, from which 
the frames, stem and various parts — whether of wood or 
metal — are shaped. 
15. The preparation of the building ways and the lay- 
ing of the keel blocks. 
16. The moulding and casting of the metal keel. 
17. The getting out in the yard of all members, 
such as frames, stem, sternpost, deck beams, etc. 
18. The laying of the keel on the keel blocks. 
19. The erection and regulation of the frames, clamps, 
deck beams and other members. 
20. Planking and decking. 
21. Caulking and paying seams of hull and deck. 
22. Finishing the hull, squaring and planing. 
23. Fitting attachments, rudder, such as centerboard, 
bulwarks, rail, etc. 
24. Painting outside of hull. 
25. Laying launching ways and launching. 
26. Putting in interior work, floor, bulkheads, furni- 
ture, plumbing, etc. 
27. Masting, shipping spars and setting up rigging. 
28. Planing decks, final painting and varnishing. 
29. Reeving off running rigging and bending saiK 
30. Trial trip. 
