4^4 
FORESt AN£> StRfeAMe 
[t)Ep. 6, 1^. 
and outclassing her opponent. It showed the error of 
giying a dog a prize on a little good point work, instead 
of giving it on the class of his work in general. Pin- 
money found and pointed two bevies, and made four 
points on singles. Kid pointed one bevy, made two 
stanch points to which nothing was found; made three 
flushes and one point on a single, and showed indecision 
in locating his birds and pottered on false scents. His 
range was narrow, and he needed much urging to keep 
out at work. The setter ran in excellent form. Down 
1 hour. Pinmoney won. 
The All-Age Absolute. 
Maeib's Sport and Jingo were started at 9:47. Jingo 
flushed a bevy, and on the scattered birds he made a 
crawling point. Sport made two good points on singles. 
Sent on, Sport pointed a bevy, and Jingo pointed the 
same bird or backed him. Sent on. Jingo made a good 
point on a bevy. Sent on, Sport pointed a single bird, 
and next pointed a bevy. Down 2 hours. It was simply 
a good working heat, there being nothing brilliant in this 
competition. Marie's Sport won. 
This ended the trials. B. Watebs. 
Mr. Arthur Froembling, secretary of the American 
Dachshund Club, writes us that the club will hold a meet- 
ing on Thursday, Dec. 10, at 8 P. M., 131 South Clark 
street, Chicago. Besides the regular business, arrange- 
ments will be made for the special prizes at the coming 
shows. 
I vnsT say that your paper is the best advertising medium of any of 
the sporting papers, as before I advertised in them and all my replies 
mentioned the Forest and Stekam. I sold some of the litter in Cal- 
ifornia, one in Maine, one in New York State and one in Tennessee. 
My money was well invested in that adv. ; the others I did not get a 
reply from. Hoping I will meet with same success this time, I am 
Bespeotfully, Robt. J. Oaeey, Agt, 
TIRES. 
Six years ago Arthur Du Cros was barred from racing 
at the autumn wheeling meeting in London because his 
bicycle was fitted with pneumatic tires. He had come 
over from Dublin to give the Englishmen a taste of Dun- 
lop's new invention, but the wily Britons, after due con- 
sultation, refused his entry at the eleventh hour. 
To-day all this is a matter of ancient history, and the 
pneumatic tire is as much an institution as the bicycle 
itself; but it must not be forgotten that next to the trans- 
mission of power by gear and the use of ball bearings the 
bicycle has seen no greater improvement. 
Its use has made possible the great reduction In weight 
of the modem bicycle by putting life into it to refeist jolts 
and jars and sudden strains, and it has increased its scope 
and consequently its utility. It is possible now to ride 
with pleasure on roads that were practically impossible 
with me old style tire, and the effort required to propel 
the bicycle has been greatly lessened. 
In this respect the ^ect has been similar to that result- 
ing from placing springs imder a wagon. With springs 
horses can draw over average roads the same load and 
wagon that they could not draw without springs, and 
aided by the air cushion afforded by pneumatic tires the 
bicycle rider similarly finds his power and pleasure 
greatly increased. 
And here it is worth noting that in the craze for light 
wheels, which culminated last year, tire weights and sizes 
were reduced beyond the modicum required for comfort. 
Tires measuring li and If in. are undoubtedly lighter and 
more speedy on hard roads than those of larger diameter, 
but they are more likely to puncture, and as they must 
be kept pumped hard, are much less springy. Such tires 
are suitable for scorchers, but for the average rider on 
average roads they are utterly unsuited. 
There is already a noticeable changa of sentiment in 
this regard, and many riders are demanding tires of If or 
2in. in diameter. Such tires can be ridden with safety 
considerably softer than the small tires, and on sandy or 
rough roads the difference in their favor is very appar- 
ent. 
A knowledge of the nature of tires is always of value 
to wheelmen. 
From a structural point of view there is very little dif- 
ference between the single and double tube types, except 
that in one the inner tube is removable, while in the other 
it forms an integral part of the tire. In either case this 
inner tube is made of pure rubber, and its duty is to re- 
tain the air with which the tire is filled. The outer layers 
are to take the wear and tear and give strength to the 
tire, and they will not hold air under pressure. This is 
the reason why patches must always be put on the inside 
of single tube tires to insure permanent repairs in case of 
puncture, for otherwise the air will ooze out between the 
different layers. 
Aside from this inner tube to hold the air there is no 
pure rubber worth mentioning iabout a bicycle tire. 
The outer layers are made of vulcanized rubber com- 
pounded with various mineral substances to give strength 
and elasticity, built up upon canvas casings made from 
long fibered cotton woven in various ingenious ways. 
The danger of puncture is lessened by these cotton webs, 
and also by the hardness of the rubber compound on the 
tread or wearing surface. Elasticity and strength, how- 
ever, are more or less opposed by the nature of things in 
tire construction, and something of one or the other must 
be sacrificed to suit the special purpose for which the tire 
is intended. 
The tires are always the first thing to give way about a 
good bicycle, and they are bound to wear out sooner or 
later though the wheel itself lasts forever. Their life may 
be lengthened by care, and there are a few points that 
should be borne in mind to get even ordinary service 
from them. 
One of these is that the mineral oils, such as kerosene, 
gasoline, etc., are destructive to the rubber, and that 
if a drop falls on a tire it should instantly be wiped off. 
Vegetable oils, such as castor oil, linseed, etc., are not 
hurtful, as their solvent effect is comparatively slight. 
Heat also is bad for tires; and the bicycle should not be 
iett in the sun more than can be helped, or near a stove 
or furnace. Sometimes heat from the friction of a brake 
on a long coast will destroy the outer surface. And this 
brings us to the general proposition that the brake should 
never be used except in case of emergency. This applies 
particularly to the common method of braking with one 
foot, because this is much more apt to injure the tire than 
a well-fitted brake of metal or rubber. Even with the 
best types of brakes that act on the tire pieces of stone or 
sand are apt to collect at the point of friction and cause 
disaster. 
It is also a fact that f ubber cuts much more easily wet 
than dry, and the tiires should be especially humored in 
wet weather. 
Oiled his Ivheel. 
Hte strode into the second-hand bicycle dealer's with a 
look of rage upon his face. 
"Say, this is a pretty deal you have given me. Why, 
it would take a steam engine to furnish power enough to 
run this machine." 
"Why, what is the matter with it?" asked the dealer, 
alarmed at the growing rage of the customer of the day 
before. 
"Matter! matter enough. You told me this was an 
easy-running machine, and you can't make it budge. I 
oiled it freshly this morning, just before going out, and 
in five minutes, sir, it was like drawing a load of stone." 
"Sure you used pure oil?" 
' 'Used the stuff you gave me in the bottle. Bad enough, 
probably." 
"In the bottle? Why, man, I didn't give you any bottle 
of oil. It is in a can." 
"Can, eh? Well, what do you call that?" said the irate 
man, as he took the bottle out of the leather case. "I 
put it in the bearings, just as you told me." 
"My dear fellow, that is the liquid cement for tires." — 
Australian Cyclist. 
The general features of the agreement between the Koyal 
St. Lawrence Y. C. and the Seawanhaka Corinthian Y. C. 
as to the class for the next international contest was settled 
some time since, both parties agreeing to the limits of 
oOOsq. ft. of sail and 5ft. extreme draft for a 20-footer. 
When it came to the question of details, however, many dif- 
ficulties cropped up, and no satisfactory conclusion has yet 
been reached. The holder of the cup is at liberty to accept 
any limitations, but the challenging club is hampered by the 
obvious necessity of adopting no limits which will materially 
conflict with the rules of the Sound Y. K. U. So far as the 
sail is concerned, while the Y. R. U. ruli s place no absolute 
limitation on sail, there would probably be no serious objec- 
tion to a tacit recognition of a limit of SOOsq. ft., as it is 
very doubtful whether any one would care to take more pro- 
vided the majority were within the limit. In practice, should 
the Seawanhaka C; Y. C. adopt the limit, the Union of 
course not doing so, the result would be that all or nearly 
all of the class on the Sound would be within the limit. It 
is just possible that one or more yachts of greater sail area 
might be built and raced in the class, and it would of course 
be highly undesirable that one of these should prove herself 
faster than any yacht within the limit, so that the challenger 
sent to Montreal would be slower than another of the same 
class left at home. The limit, however, is so liberal that 
such a contingency is a remote one. As t© building with no 
limit to the sail, permitting an area of over 600sq. ft , any 
one familiar with Montreal racing and the local conditions of 
Lake St. Louis will recognize that the advantage would be 
greatly on the side of the defender. A minor difficulty in 
connection with the sail has been that of the details of meas- 
uring, regulation of spinaker, etc., simple enough at first 
view, but by no means easy when all points are considered. 
The chief difficulty, however, lies in the proposed limit of 
draft, according to the original idea, 5ft. for the ordmary 
fin-keel boat. When it comes to phrasing this limitation, 
however, the centerboard and the Union at once come to the 
front. A limitation of 5ft. to the draft of the fin-keel must 
be accompanied by some corresponding limitation of the 
centerboard type. If it be said that the extreme draft of fin 
©r centerboard shall not exceed 5ft., the result is the prohi- 
bition of the Linton Hope board, one of the most useful de- 
vices yet introduced in small racing craft ; and the develop- 
ment of a long and shallow centerboard, a very undesirable 
form. If the crude limitation of the Larchmont Y. C. — 5ft. 
draft with no restriction on the centerboard— be adopted, 
the result will be that a centerboard will be dropped 
through the fin. The moat reasonable solution of the matter 
would seem to be something in this form: In all keel 
yachts the extreme draft shall not exceed 5ft., and in cen- 
terboard yachts the draft to the lower side of the keel shall 
, not exceed 3ft., with no limit to the drop of board. This 
will bar the use of the bulb as ballast in a centerboard boat 
and will leave the present racing types, such as Glencairn 
and El Heirie, entirely unrestricted. Such a regulation as 
this could hardly conflict with the Yacht Racing Union 
unless it follows the lead of the Larchmont and New York 
clubs in the dehberate encouragement of the fin-keel type 
above all others.^ 
THE YACHT RACING UNION OF THE 
GREAT LAKES. 
The work of union, organization and systematization, 
which first began in this country on Lake Ontario in the 
formation of the Lake Y. R. A. in 1884, and has recently 
advanced so rapidly on salt water through the formation of 
the Yacht Racing Union of Long Island Sound and the 
Yacht Racing Association of Massachusetts, has now spread 
further westward in the formation of still another associa- 
tion, as recently reported in our columns, to be known as 
the Yacht Racing Union of the Great Lakes. Such a union 
as this is by no means a novelty; many attempts have been 
made to unite the Lake Y. R. A, and the various local asso- 
ciations which have existed at times on the other lakes, but 
without success. Owing to a number of changes within a 
few years in the direction of more modern and less violently 
conflicting rules, the conditions are far more favorable than 
ever in the past, and we have little doubt that this attempt 
will prove a permanent success. 
The method followed is precisely the same as that which 
accomplished such good results in the case of the Sound Y. 
R. U ; the initiative was taken by the representatives of two 
associations: the Interlake Y. R. A. of Lake Erie and the 
Lake Y. R. A. of Lake Ontario, who recently met in Buffalo 
and formally organized the new Association, adopting the 
necessary rules. Invitations to join the Union have been 
sent to all the assoeiasions and clubs on the Great Lakes, and 
will probably be accepted. It was found impossible to 
secure a conference of representatives of all interested bodiesj 
and the means taken was the only practicable one. 
The rules adopted are as follows ; 
General Rules. 
Adopted Nov. 7, 13&6. 
I.— NAME. 
the name of this organization shall be the Yacht ttacing Union of 
the dreat Lakes. 
n.— OBiffiCTS. 
I'he objects of the tjnlon shall be to encourage and promote yacht 
racing on the Great Lakes and to unify rules, but it is not intended 
that the Union shall act in any other than an advisory capacity. 
lil.— OKQAMIZATIOlf. 
All associations of four or more yacht clubs on the lakes In good 
standing shall be eligible for membership in the Union. 
IV.— MANAGEMBSJT. 
The affairs of the Union shall)be managed by a Council consisting of 
three representatives from each aBsocIation. These shall be ap» 
pointed annually not later than one month before the annual meeting 
and shall hold office for one year, or until their suqcessors are ap- 
pointed. Repreiientatives shall be chosen as far as m&y be practica* 
ble from the active yachtsmen of the Association. 
v.— DUTIES OP THK OOnfifOIL. 
It shall be the duty of the Council to consider and i^ct upon appU' 
cations for membership in the Union; to appoint special ofQcers and 
committees; to frame racing rules and arrange dates for racing 
events, and to determine and settle all questions and disputes relatins 
to yacht racing which may be referred to them for decision. And 
further, to take such steps as they may consider necessary and expe- 
dient to carry into effect the objects of the Union. 
The Council shall elect a chahrman and a secretary. 
VI.— HEKTlNaS. 
The annual meeting of the Union shall be held at such place as the 
chairman of the Council shall determine on the flrst Saturday in No- 
vember In each year. The business of the Council shall be carried on 
as far as ix>BSible by correspondence, but the chairman may call 
special meetings of the Union whenever necessary, and shaU do so 
upon the requisition in writing of three representatives. Two weeks' 
notice of every meeting shall be given to each representative. 
Three representatives from not less than two associations shall COB- 
Btitute a quorum at any meeting of the Union. 
VII. —SUBSCRIPTION. 
The expenses of the Union shall bCjapportioned equally among the 
associations. 
Vni.— VOTINO. 
The chairman, in addition to his vote as a representative, shall, is 
case of a tie, be entitled to a casting vote. 
Voting' by proxy shall not be allowed except In the case of a proxy 
given by one representative to another representative of the same 
association. 
IX.— AMJsroMBsrrs. 
Amendments to these rules or the racing rules may be adopted at 
any meeting of the Union by a two-thirds vote of those present, pro- 
vided that the notice of the meeting shall have contained any such 
proposed amendment in full. 
Raclnsr Rules. 
I. — MANAGKMKNT. 
1. All races and all yachts sailing therein shall be under the direc- 
tion of the regatta committee of the association or club under whose 
auspices the races are being sailed. All matters shall be subject to ap- 
proval and control, and all doubts, qunstions and disputes wnioh their 
shall arise shall be subject to their decision. Their decision shall be 
based upon these rules as far as they apply, but as no rules can be de- 
vised capable of meeting every incident and accident of sailing, the 
regatta committee should keep in view the ordinary customs of the 
sea and discourage all attempts to win a race by other means than 
fair sailing and superior skill and speed. The decision of the regatta 
committee shall be final, unless they think fit on the application of 
the parties interested, or for other reasons, to refer the questions at 
issue for the decision of the Council of this Union, whose decisioa 
shall be final. No member of the regatta committee or Council shall 
take part in the discussion or decision upon any disputed question in 
which he is interested. 
'a. A member of a regatta committee who is the owner of a yacht 
Bailing in a race shall not act upon the committee in the management 
of such race. 
II. — APPLICATION. 
1. The rules shall apply to all yachts, whether sailing In the same or 
different races. 
3. Yachts shall be amenable to the rules from the time the prepara- 
tory signal is given until the finish of the race. 
ni.— MBASUBEMKHT. 
1. Yachts shall be rated for classification and time allowance by 
racing length, which shall be determined by adding to the load water- 
line length the square root of the sail area, and dividing the sum 
by 2. 
Formula: _ 
L. W. L. + Vsail Area „ ^ 
3 
2. The load waterline length shall be the distance In a straight line 
between the points furthest forward and furthest aft, where the hull, 
exclusive of the rudder stock, is Intersected by the surface of the 
water, when the yacht is afloat in racing trim in smooth water, with 
all persons aboard when the measurement is being taken stationed 
amidships. 
All yachts shall be measured for load waterline length with the same 
number of persons on board as are allowed for crew in the yacht's 
class, and whose average weight Bhall nut be less than l&Olbs. each, or 
a dead weight placed on board equivalent thereto. 
If any part of the stem, sternpost or other part of the yacht below the 
load waterline projects beyond the length thus measured, such pro- 
jection shall be added to tne measured length, and a form resulting 
from the cutting away of the fair line of the stem, sternpost or the 
ridge of the counter for the apparent purpose of shortening the load 
waterline shall be measured between fair lines. 
The measurer at the time of taking his measurements shall a£9x a 
distinctive permanent mark at each end of the load waterline. 
3. Under Section 3 the methods of measuring the sails by trlangula- 
tion are given in detail, by the British Y. B. A. method. 
« * ♦ * * * * * % if 
UODE OT MEASUBINQ. 
In cases of disputed measurements, or if the necessary measure- 
ments cannot be obtained from the sailmaker, the sails can be meas- 
ured in the manner following: Take the length of boom from mast to 
end and length of gaff from mast to end (any extension of gaff or 
boom to be considered part of gaff or boom, and to be extended when 
measured to its full limit), then hoist the sail with the tack fast and 
set the peak and luff up taut, and let |go the topping lifts aoithat the 
weight of the boom eomes on the leach of the sail. With a line and 
tape measure the leach and luff and the diagonal C. For the head 
sail measure the height land the distance J, as provided for in the 
section dealing with headsail. For topsail the sail would be hoisted 
and marked In a line with the gaff, then lowered and the other di- 
mensions taken. From the measurements so taken a sail plan would 
be made and the areas calculated as described. 
SAILS OF UNUSUAL FOBU. 
If the various methods of measuring sails as herein shown do not, 
in the opinion of the measurer, cover the case, he is to divide the sails 
into such triangles or figures as will get at accurate results, and a 
sail plan showing the manner in which the yacht has been measured, 
giving the different measurements and the points from which they 
have been taken, shall be furnished by the measurer to the owner of 
every yacht measured by him. 
4. If any yacht by alteration of trim or immersion by dead weight 
shall Increase her load waterline length, or shall in any way increase 
her spar or sail measurements as officially taken, she must obtain a 
remeasurement. 
IV.— RESTRICTION ON AREA OF UIDSBIP SECTION. 
The area of the midship section or largest vertical cross section of 
any yacht launched after Nov. 7, 1896, when in racing trim, shall not 
be 'ess than 35 per cent, of the beam (at l.w.l.), multiplied by the ex- 
treme draft wherever found exclusive of centerboard if it be not a 
board weighted for ballast. 
v.— CLASSIFICATION. 
1. All yachts shall be classified by racing length and shaU be dirldfld 
Into classes as follows: 
First Class— A— All over 60ft. 
52ft. Class— B— Not over 50ft, and over 42ft. 
42ft. Class— C— Not over 42ft. and over 37ft. 
87ft. Class— D— Not over 37ft. and over 83ft. 
