282 
FOREST 'AND ^ BTREA 
[Sept. 26, 1896. 
POINTS AND FLUSHES. 
Frcm dispatches in the daily press we learn that, on 
Sept. 19, Mr. John S. Wise had a narrow escape from in- 
jury in Richmond, Va. While leaying his summer cot- 
tage on the eastern shore, about fourteen miles from Cape 
Charles, his horse became frightened, kicked furiously, 
finishing by running away and demolishing the carriage; 
Mr. Wise fortunately escaping with nothing worse than 
several bad bruises. After his hurts were dressed he 
secured another horse and continued his journey. 
The Collie Chib Chronicle, a monthly issued only to 
Collie Club members, is the latest additon to the litera- 
ture of the dog. It is intended to fill the needs of com- 
munication officially among the members, and the Sep- 
tember number, No. 1, sets forth very fully its mission, 
its aspirations, and the good it can accomplish for the 
collie cause. James Watson, secretary, 203 Broadway, 
New York. 
The Poodle Club of America has preparpd a pamphlet 
for distribution containing the list of oificers, extracts 
from the constitution, classifications, colors, weight limits, 
standard, judging point?, and list of judges. Z. T. Baker, 
13 William street. New York. 
A meeting of the executive committee of the Canadian 
Kennel Club will be held at the Queen's Hotel, Toronto, 
on Sept. 25, at 8 P. M. 
The win of secon'^ prize by Mr. H. H. Hunnewell, Jr.'s, 
Hill Hurat Pearl at Providence show was canceled by the 
A, K, C. on the ground of transfer from one class to 
another, and of the penalty for such transfers many 
warnings have been given. 
Vol. XV. (1896) of the Greyhound Stud Book (England) 
covers fully every detail of public interest in respect to 
greyhoimds. It is an excellent work of reference. 
Communications for this department are requested. Anything on 
the bicycle in its relation to the sportsman is particularly desirable. 
IMPROVEMENT IN CYCLE CON- 
STRUCTION. 
As the time draws near for the appearance of next 
year's bicycle, riders are beginning to speculate on the 
improvements that are likely to appear in the new mod- 
els. In 1896 the changes in bicycle construction over the 
previous year's models were sufficiently striking to ena- 
ble anyone to tell at a glance the new wheels from the 
old. The principal change was embodied in an increased 
size tubing, adopted by manufacturers with remarkable 
unanimity, which not only improved the appearance of 
the new model, but also added to its strength and rig- 
idity. 
In several minor points relating to hubs, tread, gear, 
etc., changed standards were adopted which tended to 
.distinguish the new wheel from previous models, and all 
this had the effect of putting an enhanced premium on 
ithe 1896 bicycle as compared with new wheels left over 
ifrom the manufactured stock of the previous year. 
A-t this date it hardly seems probable that 1897 will see 
a repetition of this condition, though from the manufac- 
iturer's standpoint such a repetition would be highly de- 
.•sirable. Bicycle manufacture along the lines that have 
ibeen followed in this country has apparently almost 
Teached the limit of perfection. In lightness the mini- 
mum was reached two years ago, and in strength the 
maximum has been approximated during the present 
year. In symmetry of construction and beauty of finish 
there is little left to be desired. 
It is asserted that wood, aluminum bronze and other 
materials, aside from those now in common use, will 
enter more largely into the construction of next year's 
models than heretofore, and there is undoubtedly truth 
in the statement. But from what can ba gathered re- 
garding the situation it would appear that innovations in 
this respect are more likely to come from manufacturers 
who take up a new thing, hoping to profit by its novelty 
rather than from the old standbys whose names are 
household words. 
We repeat that along the lines of bicycle construction 
as at present followed by the great majority of our manu- 
facturers there does not seem opporDunity for marked 
improvement in next year's models, and that nothing as 
radical as the increased size of tubing which character- 
ized this year's bicycles is likely to appear. By this, how- 
.ever, we do not mean to ^ay that there is no room for 
ibicycle improvement. Far from it; we believe that one 
(Of the most important possibilities for improvement has 
not yet received due attention. The bicycle has been 
logically developed along the lines of strength, speed and 
beauty, but in tbe direction of solid, easy-going comfort 
much has been overlooked. 
We think that every thoughtful rider wiU acknowledge 
the truth of this assertion, and the reason is not far to 
seek. The first impetus to cycling came from racing, 
and even to-day the largest class of riders are those who 
receive their animus from the cinder path, and with 
whom the first consideration is always speed. This class 
is much more in evidence than the easy-going riders, 
who know nothing about records and care less for mile- 
age, and their ideas have naturally had most weight with 
the manufacturers. 
The pace has been set by these men, and the bicycle 
9ia0 been conformed to their requirements, till to-day it is 
a perfect machine for speeding over good roads at a rate 
of twelve or fifteen miles per hour, and for such riding it 
ia above criticism. But ride slower on the standard 
wheel, try to sit erect, take it over poor roads or through 
a mountainous country, or ride in the rain, and you will 
find abundant opportunity for criticism. To-day riders 
can secure as options or extras a great many things that 
improve their wheels in the direction of comfort, but the 
road wheel still has too many points in common with the 
track wheel. The solid comfort man ia no longer obliged 
to ride a saddle that supports his weight as a fence rail 
does, and he is not obliged to use handle bars that neces- 
sitate carrying a part of his weight on his arms. He can 
also have a brake put upon his wheel, though for econo- 
my's sake he refrains from using it except in case of 
emergency; and if he has backbone enough to carry the 
day against the agent's arguments and pocket, he can 
have large size tires that make up a thousand times in 
comfort what they lack in speed as measured by fractions 
of a second on the track. 
In many cases, however, he will get none of these 
things unless he insists upon them, and eveu then he may 
be obliged to wait until his order can be filled from the 
factory. 
We believe, however, that the solid comfort rider's 
time is coming, and from present indications it is not 
very far off. There are hundreds of new inventions on the 
market intended to make riding easier or safer: new sad- 
dles, new brakes, devices to reduce the jar from riding over 
rough roads, and minor devices all designed for the same 
ends. Straws indicate the way the wind blows, and these 
things taken collectively indicate the growing demand 
for improvement along these lines. 
A standard wheel for sportsmen's use and easy-going 
people would embody the following specifications: Frame, 
the strongest that can be made within reasonable weight 
limits, and preferably of the older style with high crank 
bracket, which saves the pedals unnecessaiy banging on 
rocks or obstructions in the woods or on rough roads. 
Gear, 63 to 70, sufficiently low to take hills easily and ride 
leisurely on the road. Cranks, 6i to 7in., according to 
the length of leg and muscular power of the rider; the 
longer the crank, the higher the gear. Handle bars, up 
curve or adjustable. Tires, 2 or 2iin. in diameter; of course, 
the rims and forks must be adapted to the increased size. 
Saddle, one that supports the rider's weight on the bones 
of the pelvis. Brake, some strong and simple device that 
will stop the wheel when desired or act as a drag on a 
down grade. The common spoon brake applied to the 
front wheel is perhaps the best now in general use. The 
ideal brake, however, is one that acts on the wheel or 
crank axles, and not on the tire. When such a brake 
comes into general use, riders will be spared tbe fatigue 
of back pedaling on down grades. A gear case, which 
protects the chain from dust and mud and which very 
rnuch lessens the labor of cleaning, should also be includ- 
ed in the specifications. 
In addition to these points, some kind of a spring or 
cushion frame would prove very desirable for country 
riding or riding over the stone pavements in the city. 
Such a device should not add greatly to the weight of the 
bicycle, and should not cut away or weaken any part of 
the frame. Lacking it, large tires, which may be ridden 
comparatively soft, will go a long way towerd smoothing 
rough roads. Hills may be climbed with them with less 
effort, because jars from stones or ruts, which kill the 
momentum, are minimized. The old illustration of put- 
ting springs on the farm wagon applies here; without 
them the horses could not budge the load which, when 
once the springs were added, they pulled easily enough. 
Large tires also make soft or sandy roads ridable, on 
account of their increased bearing surface, and by their 
springiness they save the machine considerably in wear 
and tear. 
The If in. tires in general use pumped hard, as the 
manufacturers direct, in order to save cutting by the 
rims, are no great improvement ovfer the old cushion 
tires, according to tbe testimony of men who have rid- 
den both. 
Let us hope that before the end of the century we shall 
have a perfect bicycle from this standpoint — one that 
can be ridden with comfort alike over poor roads and 
good, and that can be stopped or run at a uniform rate of 
speed within the bounds of safety on the steepest down 
grades and rockiest hills. 
Meanwhile we shall await with interest the disclosures 
which 1897 has to make. 
HE STOOPS TO CONQUER. 
There' is generally truth on both sides of an argument. 
The writer to the L. A, W. Bulletin whose letter is quoted 
preeents the argument of the riders who assume the 
scorching position, and what he says is strictly to the 
point. For a certain class of riders this position undoubt- 
edly offers certain advantages in point of speed and 
power: 
"So many, through the columns of the Bulletin, have 
inveighed against the bicycle stoop, generally caused by 
riding with the ram's horn or racing style of handle bars, 
that I (being one of those who do not sit up straight 
when riding) take this occasion to literally explain my 
position. 
"I am a graduate from the ranks of 'the sit bolt up- 
rights,' and changed my position and handle bars not out 
of deference to the prevailing style, but in response to a 
conviction that such a position and handle bars are im- 
practicable. 
"Don't misunderstand me. I am not in sympathy with 
the scorching element, but careful and long observation 
(I have ridden the bicycle in its various stages during the 
last fifteen years) convinces me that those gentlemen — 
for there are such — who adopt what may be called a 
semi-BCorching attitude are in the main better riders, if 
not more graceful in appearance, than the perpendicular- 
backed individuals who look as though they had not re-" 
covered from their first lessons in riding. 
"No sane person wiH question the fact that the greater 
the surface presented to the wind, the greater the resist- 
ance, This applies not only to track riding, but to road 
riding; and when he of the upturned handle bar persua- 
sion returns from a road run (not necessarily a century 
ft -JVVt « A -ft ^% ft A -* ^ * ^ 
i REPORT YOUR LUCK | 
t With Rod or Gun I 
To FOREST AND STREAM, ^ 
New York City. 
run), and encounters a stiff head wind, he is like the 
Pharisees of old if he cannot see that his brother of the 
ram's horn handle bars has altogether the best of the ar- 
gument, and finishes the fresher. 
"Again, watch a group of wheelmen climb a hill. You 
will notice that almost invariably those having tho low- 
turned bars are in the van as tlae top is reached. In my 
humble judgment thig" demonstrates something besides 
scorching proclivities; it shows that the man with the 
ram's horn bars gets a better 'purchase' and is enabled to 
apply more power to his pedals — a strong argument that 
he has better control of his 'wheel.' 
"My favorite position, when I do not have to contend 
with head winds or hills, is with my hands (generally 
palms up) about 6 in. apart on the steel bars, my body 
at an angle of about 50 degrees with the ground. This 
I find my most comfortable position, and admits of get- 
ting down to work in case occasion demands it. In short, 
I think anyone who undertakes to establish a 'proper' 
manner of riding the bicycle is undertaking too much, 
Providence having happily decreed that no two shall be 
constituted alike." 
FIXTURES. 
S Indicates races sailed by the Yacht Racing Union of L. I. Sound. 
M indicates races sailed by the Yacht Racing Asa'n of Massachusetts. 
SBPTBMBEB. 
26. Hull, club, Hull, Boston Harbor. 
S 26. Riverside, special, Riverside, L. I. Sound. 
26. Squantum, Burkhardt cup, Squantum, Mass. 
OCTOBER. 
Cor. Atlantic City, mosquito class, Atlantic City. 
The V« B. A. Rule. 
At tbe annual meelirg of the council of the British Yacht 
R^iciug Association, held at Hyde, Isle of "Wight, ou Aug. 
15, the following petition was presented, signed by thirty- 
four Solent yacht owners: 
"We, the underiigned, being owners, or otherwise inter ■ 
ested in the Solent classes, regret that the new rule has not 
produced the tjpe of boat that we were led to expect. It 
would be a great boon to owners if the council of the Y. R. 
A. would ofBcially notify the owners of racing boats at an 
early date whether they intend to alter any of the coeifi- 
cients iu the existing rule, and, if possible, which coefficient, 
We wish to point out that owners of small boats are the 
chief sufferers under any change of rule. The primary cost 
of boats has been much increased under this new rule, and 
also cost of keeping them going. Owners are desirous of 
.seeing a type of boat introduced that will give more oppor- 
lunity for keeping its money together, even if unsuccessful 
as a racing boat. They wish to support class racing if this 
type of boat can be produced by a suitable rule. It 
has been proposed to introduce a type of boat built under 
certain restrictions. A boat thus built will be forced 
to have a certain amount of body under water ana 
yet leave latitude to designers. As this is the 
time of year when owners are most in touch, it is the 
most convenient season for them to discuss the various 
restrictions proposed. It would therefore be a great con- 
venience if the council of the Y. R. A. would be good 
enough to give us an opinion at an early date. We are also 
of opinion that, however competent and careful an official 
measurer may be, he has great difficulties to contend with. 
An answer through the yachting editor of the Field would 
he considered an official notice to owners." 
After discussion the council appointed a committee, 
Messrs. A. Manninff, 0. Newton Robinson, W. Baden 
Powell, G. F, Plemich, H. Crossley, Peter Donaldson and 
G B, Thompson, to consider the question of time scale and 
coefficients, and to report on Oct. 5 
While the petitioners have not been over successful in 
setting forth their desires in clear and intelligible English, 
they have left no doubt as to their dissatisfaction with the 
present rule, or of the general natui-e of the desired improve- 
ment, the production of a yacht of less first cost and cost of 
lunning, of added accommodation, longer racing life and 
higher sale value after that racing life is over. These are 
precisely the same essentials as are needed on this side of 
the water in the larger classes. 
1 
Americans and Canadians. 
At the civic reception tendered to Mr. Jarvis and the crew 
of Canada by the city of Toronto, on Sept 1, Mr. Jarvis 
spoke as follows of the reception accorded to the Cana- 
dians at Toledo: 
"The little ship was called Canada for a national reason. 
They bad tried to man her with the best men they could find 
in Canada, and that was why the crew were not all Toronto 
men. They had endeavored to get Mr. Duggan, but it was 
quite impossible. Regarding the treatment they received at 
Toledo, he was glad to state that no crew could have been 
better treated. In fact, he believed tney treated them better 
than the gentlemen from Chicago. Everything was placed 
at their disposal, no one thing was denied them. During the 
whole contest strict neutrality was observed by the yachts- 
men of Toledo, so much so that he would be perfectly will- 
ing 10 go back to Toledo and race there again for the cup. 
The crew of Vencedor were as anxious as men could possibly 
he to do everything to bring about a harmonious contest. A 
little stir was created once on account of a doubt as to some 
of the rules. It was referred to a committee of three gentle- 
men, who had been appointed to decide on such matters. In 
about ten minutes they had given their decision on the mat- 
ter. It was at once accepted as final, and not another word 
was heard on the matter. It just showed that where sports- 
men wished to get together on fair terms it was quite possi- 
ble. In that respect they- had taught their salt-water friends 
a lesson'. At the inception of the contest a little cold water 
had been thrown upon it for the reason that the memory of 
last year's America Cup contest still lingered, and many 
thought that the late contest would result in the same way. 
They knew that it had not. He was sure that if the race was 
contested again next year the same true sporting spirit would 
prevail. Concluding, he asked for three hearty cheers for 
the vanquished Vencedor and her crew. They were given 
with vim." 
The referee of the model yacht races reported last week was Mr 
Frank Mitchell, of the Philadelphia M. Y. U , and not Mr. Nichols, aa 
tated. 
