282 
FOREST AND STREAM. 
[April 4, 1886. 
coming in at a rapid rate, although the premium lists have 
been out but a few days. A list of patronesses is being 
made, which will include many of the most prominent 
society people of Philadelphia. The first night of the 
show will be exceptionally brilliant. 
From Mr. J. B. Stoddard, Palo Alto, Miss., under date 
of March 25, we learn that there is action in the dog 
world as follows: "We have sold Tick Boy to Mr. Geo. 
Crocker for $1,000, and also a puppy by Tick, 11 months 
old, for a long price. The latter is a very good one indeed, 
and worth what we got for him. In fact, I do not think 
we got a cent more than the brace is worth. Only the 
fact tbat we did not feel able to keep so much money in 
two dogs induced us to sell at all. Tick is good property 
and would have paid us well. We are just finishing up 
the season. All our dogs are doing well," 
KENNEL NOTES. 
Kennel Notes are Inserted without charge ; and blanks 
( furnished free) will be sent to any address. Prepared 
Blanks sent free on application. 
NAMES CLAIMED. 
Lawn Gordon Setter Kennels claim the name 
Lawn Raward tor Gordon setter dog, whelped March 3, 1896, by 
champion Bexmont— Lawn Pretty Belle. 
Lawn Rustic for Gordon setter dog, same litter. 
Lawn Ripple for Gordon setter dog, same litter. 
Lawn Rex II. for Gordon setter dog, same litter. 
Lawn Bonnie Belle for Gordon setter hitch, same litter. 
Lawn Black Bess for Gordon setter bitch, same litter. 
Lawn Bud tor Gordon setter bitcb, same litter. 
Lawn Brownie for Gordon setter bitch, same Utter. 
Lawn Babe for Gordon setter bitch, same litter. 
Lawn Beauty for Gordon setter bitch, same litter. 
Lawn Beebe II. for Gordon setter bitch, same litter. 
BRED. 
Mr. M. J. Flaherty's Flaherty's Florence, English setter bitch, Feb. 
16, to Montell. 
Mr. Harold B. Wallaek's Lady Gay, English setter bitch, Dec. 10, to 
Blizzard. 
Lawn Gordon Setter Kennels' 
Hilda, Gordon setter bitch, Feb. 15, to Pilot of Lorain. 
Lawn Pretty Belle, Gordon setter bitch, Jan. 3, to Rexmont. 
Dr. Jas. E. Hair's 
Devonshire Fan, imported pointer bitch, Jan. 11, to Trinket's 
Naso. 
Nellie Llewellyn, English setter bitch, Feb. 27, to Sheldon. 
Mr. W. Knott's Nellie Bondhu, English setter bitch, Jan. 15, to im- 
ported Albert's Ranger. 
Mr. F. E. Conlin's Conlin's Baby, English setter bitch, Jan. 23, to 
Sheldon. 
Mr. W. J. Davis's Nia Llewellyn, English setter bitch, Feb. 20, to 
Sheldon. 
Mr. R. E. Eldert's Duchess, English setter bitch, Feb. 23, to Shel- 
don. 
Mr E. E. Beach's Jessie, English setter bitch, Feb. 28, to Sheldon. 
Lawn Gordon Setter Kennels' Hilda, Gordon setter bitch, Feb. 15, to 
Pilot of Lorain. 
Rochdale Kennels' Marten H., fox terrier bitch, March 5, to Stipen- 
diary II. 
WHELPS. 
Mr. J. Danforth Bush's Careless, bull bitch, whelped Dec. 15, three 
(two dogs), by Leonidas. 
Mr. Harold B. Wallaek's Lady Gay, English setter bitch, whelped 
Feb. 10, nine (five dogs), by Blizzard. 
Mr. Fred Wilkey's Topsey W., fox terrier bitch, whelped, March 9, 
six (two djgs), by Rochdale Sportsman. 
Lawn Gordon Setter Kennels' Lawn Pretty Belle, Gordon setter 
bitch, whelped, March 3, twelve (four dogs), by champion Rexmont. 
SALES. 
Mr. Edw. Wilshire has sold Pilot of Lorain, Gordon setter dog, to 
Mr. W. H. Worth. 
Lawn Gordon Setter Kennels have sold 
Lawn Coleus, Gordon setter bitch, to Mr. John Hatch. 
Lawn Hazel, Gordon setter bitch, to Mr. O. W. Ward. 
Lawn Nanc G jrdon setter bitch, to Mr. E. L. Dunn. 
Mr. B S. Horne has sold 
Miss Forrest, fox terrier bitch, to Mr. F. H. Lindsay. 
Faustina, fox terrier bitch, to Mr. J. C. Wasson. 
, fox terrier bitch, to Miss L. K. Clarkson. 
fachtittg. 
A syndicate of the Royal Canadian Y. C. has been formed and an 
order has been placed with Will Fife, Jr., for a yacht to meet the 
Chicago challenger. The new yacht will be framed at Fairlie and sent 
out in pieces, to be set up and planked at Toronto, as was done in the 
cases of Zelma and Vedette. Com. ^milius Jones, of the R. C. Y. C., 
will have entire charge of the yacht. 
Both the Yachtsman and the Yachting World are still gravely ex- 
ercised over Ethelwynn's violation of rules in placing four pigs of 
ballast on the beach when turned over for scrubbing and replacing 
them in the same position a short time later when the yacht was 
righted. We learn that Mr. Brand has lately followed the example of 
a certain noble lord and issued a printed statement of the wrongs he 
was subjected to while racing in America. As we have not been 
favored with a copy, we have no exact knowledge of the details. 
The racing in the Mediterranean is particularly dull and inconclu- 
sive, Satanita, Britannia and Ailsa have divided the rather empty 
honors of the fluky races, and the new Samphire has been several 
times defeated by the old 20-rater Stephanie. The weather has 
brought either strong winds or flat calms. 
The rules which we publish this week are the result of a great deal 
of careful work: on the part of the committee which framed them. On 
the one hand the aim has been to provide a thoroughly satisfactory 
code of racing rules, and on the other the committee realized the 
necessity of departing as little as possible from the familiar rules of 
the clubs. The new rules are based directly on those of the leading 
clubs, but have been carefully rearranged and in some places added 
to in order to meet the conditions of modern racing In the small as 
well as large classes. 
The Corinthian Fleet. 
The Corinthian Fleet at a recent meeting decided to establish a 
class of small craft which would be suitable not only for racin- after 
noon sailing and general use but at the same time be inexpensive- and 
after giving the subject careful consideration have adopted a type of 
fofaU-^undwo^ 11 ^ At,aDtie ° lty ' N " J " aS ™»8 *»*t adapted 
Com. W W. HoUingsworth, of the Corinthian Y. C, of Atlantic 
City, and also a member of the hom« club, started the fleet by pre° 
senting to the New Rochelle Corinthians his last year's crack:, Norse- 
man, and m addition to boats which will be owned by members the 
club will purchase one or two more for general use »> i«e 
, Their general dimensions are as follows: Length over all 15ft • 
l.w .1 IMC. ; beam (about) 4ft. 6in.; draft, between 6 and 12in ' They 
cost to build complete, with sails and spars, about $125 y 
A number of members of the club at Atlantic City have accents 
an invitation to visit the Corinthians at New R uC helle in July, sending 
their boats up on the deck of a large vessel, and as three prizes have 
been offered by the officers of the club, the races between the littll 
boats promise to be very interesting. 
Full particulars in regard to the boats, rig and transportation from 
Broadway^ ^ obtamed from Mr - J- Sparkman, Sec'y, 80 
YACHT DESIGNING.-VII. 
BY W. P. STEPHENS. 
^Continued from page 182.] 
As we shall have frequent occasion to deal with the 
forces that act upon the hull and sails of a vessel, it is 
necessary that we should have some knowledge of the 
conventional methods of representing and estimating the 
effects of forces; and we may well stop now to borrow a 
few definitions from analytical mechanics. 
Those who have the opportunity will be well repaid by 
the study of at least the more elementary treatises on 
both analytical mechanics and descriptive geometry. 
The former, which treats of equilibrium and motion, con- 
sidered as the effects of forces, includes many principles 
that are employed in designing; while the latter, which 
treats of projection and the principles of mechanical 
drafting, is the basis of marine drafting. Apart from the 
importance of the various principles of descriptive geom- 
i ^ — . — -12° \ 
etry, which we shall refer to again at length when we 
come to the actual making of the design on paper, a 
thorough study of this science is of the greatest value to 
the designer in training the eye and mind to picture the 
complicated curves of the surface of the solid vessel from 
the mere confused lines on the flat surface of the paper. 
The principles of analytical geometry with which the 
designer is more directly concerned may be briefly stated 
as follows: 
Force is that which produces or tends to produce motion 
or change of motion, its effects being visible in the pro- 
duction of motion or rest. The effect of a force depends 
on. first, its intensity; second, its direction; and third, its 
point of application. The intensity of a force is measured 
in two ways: First, statically, by the weight required to 
balance it; and second, dynamically, by the quantity of 
motion which it will produce. Forces are represented, 
both in intensity and direction,,. by lines; the lengths of 
these lines being proportional to the weights which would 
balance the respective forces. The resultant of two or 
more forces is a single force which will produce the same 
mechanical effect as the forces themselves jointly. The 
moment of a force about any point is the product of that 
force into a perpendicular let fall from the point on the 
direction of the force; this moment measuring the ten- 
dency of the force to produce rotary motion about the 
point. This line, from the point to the force, is called the 
arm. Two equal forces acting on equal arms, but in op- 
posite directions, constitute a statical couple. 
The simplest and most practical illustration of these 
principles and definitions is the sail plan of a sloop, with 
mainsail and jib, Fig. 4. We will assume that the wind 
pressure is lib. per square foot and that the area of the 
mainsail is 400sq. ft. and that of the jib is lOOsq. ft. The 
forces then will be represented by 4001bs. and lOOlbs.; the 
former acting horizontally through the center of the 
mainsail, A; and the latter, also horizontally and in the 
same direction from us, through the center of the jib, B. 
4oo 
500. 
There is a point on the straight line joining A and B 
where, if a third force of 5001bs. (400+100) were applied, 
it would hold the two sails in perfect balance; and this 
force is the resultant of the other two. The point through 
which it acts, C, is called the center of effort, which we 
will denote in the future by the letters C. E. Its position 
is easily determined, as it must be such that the moments 
of the two sails are in equilibrium; otherwise it would not 
meet the requirements of the problem and we should have 
to seek a new point. The moment of the mainsail is the 
force, 400, multiplied by the arm, AO, while the moment 
of the jib is 100 multiplied by CB. As a matter of con- 
venience we may consider either one of the three points, 
A, B, C, as fixed, and the line, AB, tending to revolve 
about it under the influence of two of the forces. We 
will assume that the point, B, the center of effort of the 
jib, is fixed, and that the force of the mainsail is tending 
to push that sail to leeward. This force now acts on the 
arm, AB, which is 10ft. long, the moment thus being 
4,000 (400X10). Opposed to it is the force 500, acting in the 
other direction on 0; and as the moments must be equal 
we have: 
400+10 X— 500 XCB. 
-5M=CB.=S[t. 
The proof of this is evident; the moment of the main- 
sail about the C, E, is 400x2, while that of the jib about 
the same point is 100x8, the two being equal. The case 
becomes apparently more complicated wiaen we take a 
cutter with topsail and jibtopsail set, Fig. 5; or a schooner 
but it is m reality quite as simple; the six forces repre- 
senting the sails having one resultant which keeps them 
in equilibrium. 
The forces in the first instance may be represented 
graphically as in Fig. 6; M. being the mainsail, repre- 
sented by a line 4 units in length; J. the jib, 1 unit; and 
S. A. the total sail area, 5 unita; the distance, AB, being 
10, and AO, 2 units. It makes no difference how many 
separate forces there may be, nor how they are located, 
one common resultant may be found for all. 
Such a union of innumerable forces is the buoyancy of 
a floating body. The body is supported by the buoyancy 
of innumerable small particles of water, each acting up- 
ward against its own special spot on the bottom of the 
body. The resultant is a single force equivalent to the 
total weight of the vessel, and acting through one partic- 
ular point, the center of buoyancy (0. B.), which may be 
determined by calculation. The center of gravity of a 
vessel (O. G.) is the common center of all the weights, and 
its location is entirely independent of the form of the ves- 
sel, changing with alterations of spars, crew or ballast. 
The center of buoyancy, on the contrary, depends for its 
position solely on the form of the vessel and is independent 
of the positions of the various weights. As a matter of 
course, the vessel can only be at rest when the C. G-. is 
directly over or under the C. B., and it is the office of the 
designer to so adjust the two that this occurs when she is 
at her designed waterline; though this is by no means the 
invariable rule. The correct definition of the C. B. is the 
center of gravity of the displaced water, and it is some- 
times called the "center of gravity of displacement." 
Let us conceive of the vessel as caught and frozen fast 
in the ice and then lifted bodily out, leaving a cavity 
exactly the counterpart of the exterior surface of the por- 
tion of the hull below water. Neglecting all possible ex- 
pansion or shrinkage in freezing, let us now conceive this 
cavity as filled with water, which in turn freezes and 
may be lifted out; forming a solid counterpart of the im- 
mersed portion of the hull. The center of gravity of this 
solid, the point within it from which if suspended by 
a cord it would rest with the upper surface level, is the 
center of buoyancy. It has nothing to do with the center 
of the entire hollow hull of the yacht, but is the center of 
the cavity made by the yacht when floating at her 
normal waterline. 
While the center of gravity, apart from the small move- 
ments of crew and swinging off of sails, remains in the 
same position at all times, it is evident that when under 
way, especially in disturbed water, the center of buoyancy 
is constantly shifting as the vessel heels, scends and 
pitches, immersing different portions of her hull. The 
normal position of the center of buoyancy maybe readily 
calculated, by a method which will be given in its appro- 
priate place, from the lines of the vessel; in fact 
the position of the C. B. is usually- determined 
at a very early stage of the work and the lines drawn 
so as to bring it in this required position. Since 1845-6, 
as nearly as any exact date can be fixed, it has been" the 
custom of builders and designers to locate the C. B. abaft 
the center of length of the waterline, and this is univer- 
sally the case at the present day. Prior to the date given 
the C. B. was located in nearly all vessels decidedly for- 
ward of the center of length, the belief being prevalent 
that the vessel would lift more readily in a sea. In har- 
mony with this idea was the predilection for a full bow 
and long, clean run, the "cod's head and mackerel tail" 
model, in which of necessity the C. B. was located well 
forward. In the yachts of George Steers prior to 1846 
these two features are very prominent, but a decided 
change is noticeable in the pilot boat Mary Taylor, mod- 
eled by him in 1847 or '48; while three years later he pro- 
duced the celebrated America, with her long, hollow bow, 
a complete reversing of his old ideas. The same change 
was taking place in England about the same time, the 
famous old Musquito, built in 1848, being the first noted 
yacht with a very hollow bow. 
Yacht Racing on Sunday. 
The Yachting World of March 13, in its leading article, comes out 
rather strongly— for an English journal— in favor of yacht racing on 
Sunday, as follows: 
With the opening of picture galleries and the growing movement in 
favor of allowing the general public to view our national museums on 
Sundays, it must be admitted that on this side of the channel we are 
rapidly approaching within measurable distance of the Continental 
Sunday, when, as our readers are perfectly well aware, the biggest 
day's programme of the turf and the chief event in a regatta are gen- 
erally down for decision. If the owners of Ailsa, Britannia, Satanita, 
Anglia, Samphire, Dusky Queen and other British boats now in the 
Mediterranean are williDg and content that their craft shall race on 
the day of the week when the most enjoyment can be given to the 
most people, why should they not also give the British working classes 
an opportunity of seeing the cracks race In home waters on the same 
day ot the week? 
Just imagine the opening of the Thames season taking place on a 
Sunday. What a brilliant scene it would be, and what enjoyment it 
would give to thousands who have never seen, and probably under 
present conditions will Dever have an opportunity of witnessing a 
first-class yacht racel With a fine, bright, sunny day and the noble 
fleet of Thames pleasure steamers, Rnyal Sovereign, La Marguerite, 
Clacton Belle, Oriole and others, crowded with enthusiasts bent upon 
enjoying themselves to the utmost, the scene would be one totally un- 
precedented in the annals of British yacht racing, and a magnificent 
subject for the brush of an artist who, like Mr. W. L. Wylie or Mr, 
John Eraser, would have his whole heart in the work. 
Such a scene as we have tried to depict is well within measurable 
distance at the present time. Here in London we have cricket, tennis 
and foot-ball matches on Sundays, to say nothing of polo and other 
such sports. Of course, we can cruise about to our heart's content, 
but racing is strictly tabooed. For the alteration of such a state or 
affairs it only wants one to lead the way, and we are in a position to 
inform our readers that a leading club of the cruising description, 
having its headquarters on the Lower Thames, has just decided to 
try the experiment, having placed at least a couple of events down on 
its programme for decision on Sundays. We will watch the result of 
this innovation with a good deal of interest. 
William H. Starbuck, of the American Y. C, died at his home in 
New York on March 29 of heart disease. Mr. Starbuck, who was a 
shipowner and railroad man, owned the steam yacht Tilliel., and 
later purchased the Palynia of James Gordon Bennett, lengthening 
her and renaming her Tiilie II 
