^14 
FOREST AND StREAM. 
[MAJtCH Ig, 1891 
the challenge classes of pointers and settei-s showed a great 
falling oif at the New York show. If managers will give 
three prizes instead of one they will see the challenge dogs 
appear again at the exhihitions. I don't believe any other 
plan will bring out the good dogs that inevitably, after being 
so unfortunate as to win four lir.'t prizes, are buried in that 
tomb — the challenge classes. But getlers-up of dog !-hows 
seem to think novices and puppies better entitled to encour- 
agement. 
Can nothing be done to make the exhibition less slippery? 
As it is now, a dog of free movement often sbps on his 
side, while the stiff, ungainly and slow animals appear to 
better advantage. What a farce it is to start one's good dog 
on a run by the judges' order and have him slip and slide 
and actually appear inferior in action to a poorer specimen. 
James B. Blossom. 
Irish Terrier Club of America. 
Boston.— Kindly mention that at the recent meeting of 
the Irish Terrier Club of America a rule was passed that no 
cropped Irish terriers born.after March 1, 1897, can compete 
for any prizes offered by the club. 
O. W. DoNNEB, Sec'y, 
POINTS AND FLUSHES. 
"the sectetary of the Baltimore Kennel Aasooiation writes 
us that, notwithstanding that the date of closing the entries 
has been changed to March 20, several entries already have 
been made, A number of new classes have been made and 
valuable specials also have been added. 
We are informed by Mr. W. B. Wells, the honorary sec- 
retary of the International Field Trial Ckib, that his club'd 
trials will commence on Nov. 16. 
Communications for this department are requested. Anything on 
the bicycle in its relation to tlie sportsman is particularly desirable. 
WHEELING ON THE ICE. 
New Yobk, March 4. — Editor Forest and Stream: Upon 
investigation I found out that there are very few wheelmen 
who iiuow anything about cycling on the ice. Some old 
riders said that a bicycle wouldn't stand up on the ice; others 
that it was an impossibility to mount while on the ice. 
Some offered the suggestion that a little snow would help, as 
it neutralized the treacherous slipperiness of the ice; but 
others, who knew something of the combination, said that 
snow was the worst possible adjunct, and that the rider who 
trusted to it would land on his ear before he knew what had 
happened. 
iEach one of these advisers spoke positively, and presum* 
ably from persona^ experience, and it seemed a diiiicult matter 
to reconcile their statements with each other and with my 
own experience, for I had seen wheelmen riding over glare 
ice with apparent ease, and I bad found a light snow give 
good holding to the tire. 
Nevertheless they were all true — you can't ride or mount a 
bicycle on ice, and you can; you can't ride en snow covered 
ice, and you can. 
It is possible or impossible, according to circumstances, 
and the conditions are very similar to those governing riding 
on asphalt. Every wheelman knows that when asphalt is 
wet and covered with slime it becomes treacherous, and the 
same is true of ice. If ice is wet, it is slipperier than slimy 
asphalt, while if it is dry it affords almost equally good hold- 
ing with dry asphalt. A slight dust of new fallen snow has 
the same effect as water upon ice, but if the snow is several 
inches deep, or if it has become a little "set" to the ice, it 
gives secure tire bold and admirable riding. A parallel 
might here again be drawn between ice and asphalt, for 
a foreign substance like sand makes asphalt slippery, as 
those who have tried turning a corner where a sprinkling of 
sand covered the surface know. There is plenty of friction 
between the tire and sand, but altogether ton little between 
sand and asphalt, or between the individual grains of sand 
themselves. 
These statements regarding riding on ice are made as the 
result of practical experience gained on a trip up the Hud- 
hon River the last day of February. C. M D and myself 
left New York on a morning train over the W( st Shore 
R, R bound for the nearest point on the rivf r where the ice 
Would hold. Two weeks before I had seen men skating 
near shore at Havtratraw and horses on the ice at Peekskill, 
forty -two miles from New York, but there had been almost 
coniinuous warm weather since then, and we were therefore 
not unprepared to find the Hudson open water for more 
tban sixty miles from its mouth. 
The conductor told us that at Marlboro, a station eight 
miles above Newburgh, we would find the first solid ice. VVe 
had checked our wheels for a shorter distance, but we had 
no difficulty in arranging to have them left on the train till 
we wanted them. The train men were very obliging, and 
though running the first part of its course through New Jer- 
sey, the railroad made no charge for carrying our wheels. 
Four miles above Newburgh we came in sight of the first 
promising looking ice. Below that point we had seen noth- 
ing but small fields of floe ice, or occasionally a narrow strip 
fringing the shore of some protected bay. But here the 
river was spanned from shore to shore, with only occasional 
disjointed pools of open water. The presence of these open 
places, however, and a certain patchy appearance of the ice 
itself, took away a good deal from our pleasure, for they in- 
dicated that the ice was rotten and hardly safe to ride upon. 
We were prepared for emergency, for C. M. D. had provided 
himself with thirty feet of -Jin. rope, which he carried in his 
pocket, and it was understood that in any ticklish places the 
two of us should ride a good long distance apart to obviate 
as far as possible the danger of both going through at ihe 
same time. We were not bent on any foolhardy feat, but 
we were determined to be prepared in case of emergency. 
At Marlboro stands the first of the Hudson River ice 
houses. The season had been disastrous for it, as far as the 
ice crop is concerned, and if I am not mistaken not a s.ngle 
cake of ice had been cut. 
On leaving the train we were met by the pleasing informEt- 
tion that the ice was not safe and that a man had been 
drowned the day before while attempting to cross the river. 
Despite this chilling information we determined to give it a 
trial, and shouldering our wheels we picked our way across 
the barricade of great rocks tliat protect tue tracks at thia 
point from the river, and a moment later were standing on 
the frozen surface of the stream A few inches below our 
feet ran the powerful current of one of the world's great 
rivers, cruel and ncercilesg as only inanimate nature can be. 
All that upheld us from its frigid" embrace was a thin shell of 
honeycombed ice, at no point thicker than 4in., and in 
many places worn to its last extremity. Here and there 
were open pools around whose edges the gently lapping 
waves, driven by a south wind, were constantly at work en- 
larging their domain, sapping little channels back into the 
field here and there, and undermining everywhere. 
In the early winter water looks black as ink in contrast 
with snow ice. Now ice and water were so nearly assimi- 
lated that there was no conirast. A day or two would see 
boats sailing and ducks feeding where we were standing. 
We mounted our wheels without the slightest difficulty 
and rode up the river before the wind, keeping as near the 
shore us the condition of the ice would allow. 
A spin of a few hundred yards sufficed to show us that in 
ice we had found the finest riding surface that either of us 
had ever tried. Absolutely level and with a surface so 
smooth as to offer no jarring resistance whatever, the work 
of pedaling was reduced to a mifiimum, and one felt as if 
there was uo limit to the speed he could attain. 
Ice has a quality all its own. Asphalt is always disap^ 
pointing as a riding surface, for its relative smoothness is 
offset by a ceitain deadness and drag. Ice, on the other 
hand, setms to possess life, and the longer one rides (judg- 
ing from a limited experience) the lighter his wheel seems 
and the 1- ss the eff it to propel it. 
It struck me tha^t ice more nearly resembled a board floor 
as a riding surface than anything I had ever tried. 
Quart' r of a mile above Marlboro a little stream came 
tumbling down the side of a hill, and thinking that the ice 
further out would be safer than where it entered the river 
we steertO well out from shore. An ominous cracking of 
the ice, however, warned us that we were trying a danger- 
ous exptriment, so at the first oppoiiunity we swung in- 
shore again. Everywhere the ice showed short radiating 
clusters of cracks that betokened its early break-up. 
We rede on up the river till we were in plain sight of the 
Poughkeepsie bridge and no great distance froih it. Then 
we turned about, though the ice looked good ahead, and we 
might have ridden to Albany or the Adirondacks as well as 
not, and riding leisurely along ate the lunches with which 
we were proviced. It was no great feat to ride hands oft' 
on the ice, as we found it up near Poughkeepsie. 
Passing Marlboro again, we came to a long wooded point 
terminating in a little rocfey wart upon which was perched 
a lighthcufce. The river was open outside the point, but we 
rode from the ice up on the shore, and could have crossed 
the point without dismounting had it not been for some un- 
dergrowth that barred our way. Below this point we found 
occasionally a little water on top of the ice, and in such 
places it n quired the most careful riding to prevent a fall. 
Despite our precautions, both of us went off on different 
occasions in places where we would not otherwise have 
chosen to dismount 
Once 1 tried a pedal mount wbere the ice was wet, which 
resulted m an inglorious failure, though previously I had 
hnd no difficulty in so mounting. 
Und' r the influence of a warm sun the ice gradually be- 
came slipperier, and at the fame time the head wind we 
were breasting increased in force. Under these conditions 
it became difficult to mount at all, as one could hardly keep 
his footing while starting the wheel. Eventually we found 
a way out of the difficulty, heading with the wind while 
mounting and afterward turning to our desired course. We 
could turn all right, and if we went slow enough the short- 
est turns were negotiable. 
Near an old brickyard C. M. D, picked up a cast horse- 
shoe, which he carried with him for luck. Once when we 
had dismounted on some bad ice for the reason that we had 
gotten into a sort of cut de sac, without room to turn, he took 
this and with one blow drove it through the ice. We felt 
the need of something lucky then, as we gingerly made our 
way to the shore. 
We rode down the river till open water from shore to shore 
was witbin fight, only a few hundred yards away, before 
leaving the ice. Then we took to the railroad embankment, 
and as a contrast to the unexcelled riding afforded by the ice 
had a taste of about the worst postible. Between the tracks 
it was sott enough in places to nearly cover our tires, and at 
such times riding over the ties was only a case of Hobson's 
choice. 
Despite the poor track, however, we made fairly good 
time, covering tne distance between some of the mile-posts 
in SIX minuies .«nd eventually we made Newburgh just in 
time to catch the train we were anxious to get. It had 
s art! d to pull cut of the station as we rode up to the bag- 
gage car, L)Ut the baggageman signaled and stopped it, and 
we got. our wheels aboard. 
C. M. D. wrenched a crank loose while riding on the ties 
across an open culvert, but otherwise our wheels stood the 
ordeal nobly 
Riding on the ice is a success from our standpoint, and 
next winter we hope to make up for sport lost through 
ignorance by long ice rides whenever possible. J. B B. 
As the yachting journal of America, the Forest akd Stream is the 
recognized medium of communication between the mal'er of yachts- 
men's supplies and the yaohling public. Its value for advertising 
has been demonstrated by patrons who have employed its columns 
continuously for years. 
FIXTURES. 
31. Harlem. 
5. Knickterhosker. 
12. UoufilasCiiD. 
19. Larchmcni, sprirp rrgatta. 
26. Seawanli jka-CoriDtbian. 
■iS. Stamford, special. 
29. Iniiian H r'.or, spec'ul. 
30 Corinthian Fleet, i-pecial. 
1. Horseshoe Harbor, special, 
g, hea Cliff, special. 
3. New Rocbelle, annnal. 
4. Larch mout, annual. _ 
6 American, annual. 
10. Riverside. 
17-a4. Larchmont, race week, 
28. Btamford 
ai. Sea vm. 
MAY. 
JUNE 
JULY. 
YACHT DESIGNING.— XVI. 
BY W, P. STEPHENS. 
Wontinned from page 774 ] 
A?r inspection of a thoroughly equipped drafting roona, 
even of small size, with its assortment of revolving and lift- 
ing tables, drawing boards of different sizes, cases of instru- 
ments, splines, spline weights, blueprint frames and cabinets 
for paper and drawings, is calculated to discourage the be- 
ginner and amateur, who is apt to consider that all of this 
complicated and expensive paraphernalia is necessary to the 
production of a design of a yacht. Such, however, is by no 
means the case; an outfit of this kind simply means that 
time is money, and where much work is to be done it pays 
well to have the best possible tools and appliances, and 
plenty of them. So far as the quality of the work is con- 
'cerned, the very best may be attained with a comparatively 
simple and inexpensive outfit, and with this, as we shall de- 
scribe it later on, the average amateur will be well content. 
A great many of our readers will not care to cumber them 
selves with any more elaborate a "plant" than can be con- 
veniently stowed away in a desk or drawer when not in use 
Hind handled within the limits of an ordinary table. 
Those who have the space at hand, and who propose to 
make something bf a permanent occupation or hobby of de- 
signing, will find it advantageous to establish themselves in 
some special corner, whi re they can keep a good-sized draw^ 
ing board permahently in position, with shelves, cupboards 
and drawers handily disposed for instruments, etc., and if 
possible several large s^hoal drawers in which the drawings 
may be preserved without rolling. The plea of convenience 
and easy stowage is no excuse at all for the practice of roll- 
ing drawings, even blue prints and tracings If it is in any 
way possible, every drawing should be kept perfectly flat 
and smooth, never being rolled at all. When it is necessary 
to roll for carrying or mailing, the drawing on its return 
should be can fully rolled the reverse way and laid in the 
bottom of a drawer, with other drawings or a thin board on 
top to restore it to its original flat condition. The best 
drawer for this purpose is one not over 2iin. deep, otherwise 
the pile of drawings will be so heavy that it is difficult to 
withdraw the lower ones. Across the back of the drawer at 
the top is a light b(. ard about lOin. wide, to prevent the cor- 
ners and backs of the drawings from turning up and thus 
being torn; on the front is a strip of wood 3 or 4in. wide, 
and hinged to the front, its weight serving to keep the front 
edges of the drawings down. A loose piece may be used in 
place of the hinged flap if preferred (Fig, 24). It is custom- 
PIG. 24. 
A— Drawer, With board across back. 
B— Section of Drawer at Front, showing hinged strap. 
ary to roll a drawing with the face inward, but it is often 
better to roll it the reverse way, with back inward, the face 
protected from dirt by an extra piece of paper. When un- 
1 oiled the drawing will then tend to lie flat through its own 
weight, when if rolled the usual way the ends will curl up, 
and weights or pins will be required to keep it even partially 
flat. 
A drawing represents a permanent record of some im- 
portant fact, and is obtained only by the expenditure of con- 
siderable skill and labor. It is, then, worthy of careful 
handling when in use and careful preservation when out of 
use. However simple and plain it may be, it should be 
made neatly and carefully on a clean, flat piece of paper, 
with edges squared ; even in the simplest and most hurried 
work there is no excuse for drawing in a slovenly way on 
odd scraps of paper of so poor a quality that it will not 
stand ordinary handling. The beginner is earnestly advised 
to make every drawing in .such a way that he will not be 
ashamed to show it for inspection, and from the first to pre- 
serve all of his work. The habit of hasty and slovenly 
drafting is much more easily acquired than cured, and the 
amateur in particular is very likely to fall a victim to it, aa 
he reasons that when once his yacht is finished the drawings 
will be of no further use to him. Even if this is the case 
(and if he continues the pursu't it is not likely to be) he will 
learn more rapidly and be a better draftsman in the end by 
practicing care and neatness from the first and doing every- 
thing in the best manner that he is capable of. 
Eor professional designing, or for the amateur who has the 
opportunity and desire to make a permanent study of de- 
signing, the average size of paper for a design such, as 
that in Plate II. will be about 4ft. long and 2tt. wide. A 
common scale of sizes established by yacht clubs for their 
drawings and models is as follows: For yachts of over 70ft. 
l.w.l. length, |in. to the foot; over 46ft, and not over 70ft., 
iin. to the foot; 46ft. and under, fin. to the foot. 
A steam yacht of 200ft. length over all will measure about 
48in. when drawn to a scale of Jin. to the foot; a 90ft. l.w.l. 
cutter to a fin. scale will also measure about 48in. over all, 
as will a 70ft. cutter to a im. scale, or a 46ft, cutter to a fin. 
scale. Going down to the smaller sizes, a yacht of 30ft. 
l.w.l. will measure about 48ft. over all, and a scale of lin. is 
a convenient one for this size ; a racing 20-footer of over 301t. 
over all length will be nearly 48in. long to a scale of l|in., 
and a 15 footer of about 23ft. over all will make the same 
length when drawn to a 2ia, scale. 
These are very convenient scales for the various sizes of 
yachts, and a draicing board and set of splines fitted to them 
Will ibe ample for all ordinary practice. Tie lengths gives 
