19^ 
FOREST AND STREAM, 
[Sept. 4, 1897. 
Btiinswick Tiir OluVs trials (to week of Oct. 17), Mr. Turpin 
8*ys: "Your readers who attended the early beagle trials of 
the A. B. C. will be interested to hear of the death of my 
Belle Ross, winner of first prizes in '90 and '91. She was a 
charming companion both at home and in the field, and her 
sweet voice will be sadly missed in the fall hunting," 
tlommunicationg for ihie department are requested. Anything on 
the bicycle in its relation to the sportsman is particularly detirable 
THE BOON OF THE WHEEL. 
Bicycle riding is considered mostly as being a pleasure, 
exhilarating and wholesome, it is true, but nevertheless a 
pleasure which serves only to while away the present mo- 
ment. Not a few people look upon it as a capricious fad, 
one which holds its devotees by the force of novelty or 
spectacular display or ill-regulated taste for the uncon- 
ventional. 
Those who ride the wheel know that, besides the immedi- 
ate pleasure of the moment, it imparts beneficent healthful 
effects which are permanent. The office man, whose brain 
is a-weary from rqental toiling with words and figures, finds 
an immediate relief in the wholesome change which the 
wheel afllords in new and fresh scenes of changing land- 
scapes; and pure air is an added benefit. The man whose 
sedentary life in office or home brings on a thousand little bod- 
ily ills, and a few great ones, the commonest of which is that 
degeneration of the organism politely termed "getting stout," 
but in reality a fatty degeneration of the organism— though 
many people believe that the accumulation of fat is a sign 
of vigorous health— owes a lifelong gratitude to the bicycle. 
The fat person is always thick of wind, easily fatigued, dis- 
inclined to exertion and lacking in stamina. A.11 the symp- 
toms indicate that physical exercise is necessary. There is 
no medical treatment which is a cure for it. Anti-fat nos- 
trums are a delusion and a fraud, A special diet may afford 
partial relief, but, the cause still remaining, the fatty habit 
continues. 
To fat people the brcycle is a friend whose loyalty never 
falters. By regular riding the fat is quickly worked off, all 
the muscles of the body are hardened and strengthened, all 
the organs are made healthy and vigorous, the appetite be- 
comes regular and keen, and sweet, wholesome sleep takes 
the place of the wearisome restlessness of . the night, or of the 
insomnia which is so laden with disaster if permitted long to 
hold sway. 
The fat man, short of wind and heavy of foot, finds after 
a short period of regular riding that he has recovered his 
elasticity and lightness of movement; his wind is equal to 
any reasonably active exertion, and with the absence of fat 
many bodily discomforts disappear. With a sound and ac- 
tive body come a clear, normal mind. 
A sedentary life may not produce fatty degeneration in all 
men, but it is ceitain to have its ill etfects nevertheless. 
There may be a general constitutional degeneration, though 
nothing may be distinctly specific. Irritableness, peevish- 
ness, pessimistic standards or unhappy- apprehensiveness are 
common traits of the man who has an active brain in an idle 
body. He cannot ride a wheel and have dyspepsia or blues 
if he lead an otherwise sensible life. Setting forth on his 
wheel, he is independent of all other forms of transportation, 
whether it be of horse, steam or f lectricity. He can, in a 
short time, shift the scene from brick walls and city streets 
to the most secluded scenes of hill and valley bedecked with 
nature's verdure. 
But to gain the benefits of bicycling, it must be conducted 
with reasonable regularity as to time, and good -judgment as 
to its practice. To ride once a week, or every day of one 
week and none of the next two or three weeks, cannot be of 
much pnysical benefit. It may eive some pleasure, but the 
bodily training and invigoration are not thereby attained. 
Women, in particular, ride with bad judgment until such 
times as they have had several unpleasant experiences from 
over-exertion. On an all-day ride, they rush in the begin- 
ning and become greatly wearied long before the end of the 
run, orithey rush a long hill and arrive at its top blown and 
tired where, if they had taken it with sensible deliberation 
and steadiness, they would reach its top without distress or 
' weariness. The wheel is one of the greatest benefactors if 
used aright; its abuse may result in harm, as may the abuse 
of every other good thing in life. 
Care of a Wheel. 
On returning from a ride the wheel should always be 
cleaned. If mud has collected on the frame or wheels, it 
should be wiped off with a moist sponge and thoroughly 
dried with a soft piece of cloth. It is well to keep a woolen 
cloth or a partly worn soft towel for this purpose only. 
The bright parts should be frequently rubbed off with a 
. piece of chamois skin, and occasionally, when needed, with 
putz-pomade. The sprocket wheels and chain should be 
• kept free from dirt and grit by frequent cleaning with a stiff 
brush and then wiped off with a dry cloth. Oil the chain 
■ with any good lubricant — "3-in-l" is excellent — and see that 
it works into all the joints of the chain; revolve the rear 
wheel rapidly for a few seconds, and wipe all the superfiaous 
oil from the surface of the chain, and finally apply stick 
graphite lightly to inside of chain, spreading it by revolving 
the rear wheel. 
The bearings and hubs should be oiled once a week, or at 
the end of every 100 miles of riding. The oiling should be 
thoroughly done, and the wheels revolved in order to prop- 
erly spread the oil, and all the superfiuous oil should be 
rubbed off the exposed parts. After oiling, the oil caps on 
wheel hubs should be carefully closed, to prevent dust from 
forcing its way into the bearing. If, when lubricating your 
wheel, any oil should happen to drop on your rubber tires, 
wipe it off at once to prevent tbeir being injured by its action. 
Ketp your tires properly inflated. The most satisfactory 
results will be secured from lires that when pinched with 
. thumb and fingers yields just enough to give the idea of 
- slight elasticity. After inflating tires do not screw on caps 
or valves too tight ; turn them to the full extent of the thread, 
but no further; extreme lightening will wear the rubber and 
cause a leak. As to punctures of the tires, they can be best 
cared for by the professional repaii; man, by whom, when it 
- is possible, they should be trpated. 
Before starting out for a ride, carefully examine the nuts 
on the axles, seat post, saddle and handlebars, to see that 
they are all in place and tight. If through carelessness you 
r 
un into a stone wall or fence, or tumble into a ditch, and 
do damage to your wheel, do not blame the manufacturer 
or make cursory remarks about the mechanism of your 
cycle. 
Don't lend your wheel. 
27ie racing and measurement rules of the Yach Racing Union of 
Long Island Somid (the Seaioanhaka rule, ivith alloivance tables) 
can be had of Thompson <& Co , 55 Dey street^ Netv York; price 10 
cents per copy. 
The handbook of "-Yacht Flag Etiquette'" can be had of Relvm & 
Co., 157 Fulton street, New York; price 10 cents jser copy. 
YACHT RACING FIXTURES 1897. 
The following list of fixtures has been compiled from many different 
sources, some of them not official, and it may contain some errors. 
We shall be glad to have notice of corrections and additions. 
Races of the Sound Y. R. U. are marked with the letter S; those of 
the Massachusetts Y. R. A. with the letter M: 
SEPTEMBER, 
1. Royal Nova Scotia, open, handicap, Halifax. 
M 2-8-4. Duxbury, Davenport cup, special race? for second class, 
Plymouth Bay 
4-5-6. Buffa-Jo, cruise, Lake Erie. 
S 4. Seawanhaka Oor., fall race, schooners and 43, 86, 25, 20 and 15ft,. 
cla-sses. 
M 4. Savin Hill, Savin Hill, Boston Harbor. 
. Burgess, club, Marblehead, Massachusetts Bay, 
4. Boy. Canadian, 1st and 87ft. classes, Toronto, Lake Ontario. 
4. American, M club, Newburyport. 
4. Beverly, 4th open sweeps, Wenaumet, Buzzard's Bay. 
4. Cohasset, club, 15-footers, 14th cham., Oohasset. 
"4-5. Cor. San Francisco, outside cruise, i)rake's Bay, San Francisco 
4. Larchmont, 51f c. and smaller classes, Larchmont, Long Island 
Sound. 
4. Royal Nova Scotia, knockabout class, Halifax. 
6. Larchmont, fall regatta, all classes, Larchmont, Long Island 
Sound. 
6. New York, Y. R, A. annual, New York Bay. 
6. Fall River, club. Mount Hope Bay. 
6. Cor. Marblehead, crm"se, Massachusetts Bay. 
6. Gravesend Bay, special, Nevr York Bay. 
6. Pacific, annual, San Francisco Bay. 
M 6. Lynn, Lynn Bay. 
S 6. Norwalk, annual, all classes of catboats. 
6. Cohasset, club, IS footers, 15th cham., Cohasset. 
6. Taunton, ad cham., Taunton. Mass. 
6. Beverly, 3d open, Wenaumet, Buzzard's Bay. 
6. American, sweepstakes, skiffs, Hewhuryporc. 
7. Roy. Canadian, Prince of Wales' cup, aU classes, Toronto, Lake 
Ontario. 
7. Absequan, Cricket and 15ft. classes, Atlantic City, Absecon Bay. 
9. Miramichi, Watt cup, Newcastle, N. B. 
9. Cor. San Francisco, interclnb regatta, San Francisco, 
10. Taunton, ladies' day, Taunton, Mass.- 
M 11. Chelsea, Bo.ston Harbor. 
M n. Y. R A. rendezvous, Hull, Boston Harbor. 
S 11. Riverside, fall race, 43, 36, 30 and 25ft. classes, and 30 and 2Df t. 
classes of cabin catboats. 
11. Winthrop, club, Winthrop, Boston Harbor. 
11. Roy. Canadian, skiff class, Toronto, Lake Ontario. 
11. Beverly, 5th cham., Wenaumet, Buzzard's Bay. 
11. Burgoss_, cham,, sail-off, Marblehead. .Ylass. Bay. 
11. Columbia, annual, open, Chicagro, Lake Michigan. 
11. Larchmont, sfhooners (Larchmont cup) and smaller classes, 
Larchmont. Long Island Sound. 
11-13. Cor. San Francisco, cruise, 3Iarin Islands, San Francisco. 
S 18. American, fall regatta for ail classes, 
18 Queen City, 32ft. class, Toronto, Lake Ontario. 
21. Absequan, open, Atlantic City. 
25-96. Cor. San Francisco, crvdse, Dillon's Point, San Francisco. 
25. Buffalo, closing cruise, Lake Frie. 
86. American, closing race, Newburyport. 
OCTOBER. 
9. Miramichi, Gould cup, Chatham, N. B. 
9-10. Oor. San Francisco, cruise, Corinthian Cove, San Francisco. 
16. Cor. San Francisco, closing day, San Francisco. 
17. Cor. San Francisco squadron, cruise, San Franc sco. 
As THE conditions now stand, all yacht clubs, in the United 
States or abroad, are at liberty to file challenge.s with the 
Royal St. Lawrence Y. C. up to Sept. 18. On that date the 
club may select any one of the challenges which may best 
suit its wishes, If no challenges are received by that time, 
the first one received later takes priority of all others. There 
is little doubt that the Seawanhaka C. Y. C. will challenge 
again, but we should prefer to see some new club in the 
fight next year, in order to make the contest more interest- 
ing. A challenge from a British club would, in this respect, 
be preferable to one from this .side of the St. Lawrence. It is 
reported this week that C. F. Adams, 2d, who has just sold 
his fast Rooster to Melbourne McDowell, will build next 
year, and that a challenge will be sent from the Quincy Y. C. 
"Mr. Adams, now Mayor of Quincy, Mass., is a member of 
the Quincy Y. C. 
The International Races. 
As matters now are in yachting, the up-to-date racing 
machine, whether of 90ft l.w.l. or 20ft. racing length must 
be accepted for just what she is, and judged accordingly. If 
she serves the one definite end of providing sport for the 
moment under existing conditions and of keeping alive to a 
certain extent the interest in yacht i-acing; it matters little 
what else she is or is not; whether she demonstrates a new 
and useful principle in naval architecture, or whether she 
only proves over again the familiar fact that extreme speed 
alone under "plain and simple rules" always produces an 
extreme type of craft of limited usefulness. To the great 
body of intelligent and progressive yachtsmen it would be 
gratifying in the extreme to feel that the construction of a 
new and successful yacht, such as Vigilant, Defender, 
Meteor II., Niagara, and downward to the little fellows, 
Ethelwynn, El Heirie and the two Glencairns, meant a sub- 
stantial gain to the whole sport of yachting, and beyond that 
to the noble science of naval architecture; that a material 
step had been made in naval science. That this is far from 
being the case is only too plain; speaking generally, the in- 
crease of speed that has undeniably been attained within the 
past five years is due in part to the discovery of a new 
method of evading the measurement of the loadwaterline 
and in part to the mechanical tricks of hanging a bigger lump 
of lead lower down than ever before, or of carrying a bigger 
ballast crew further out to windward. The improvement of 
form in this time has been very slight, and accompanied by 
serious drawbacks in the lessening of internal room; the im- 
provements in construction may in the main be classed as 
quite as small, the very great reduction of weight operating 
to seriously shorten the life of the vessel. 
It is too late now for vain regrets that timely steps were not 
taken six years ago to protect the comparatively good and 
useful yachts of the day from the invasion of the fin-keel, 
and for the present, at least, there is nothing but to recog- 
nize that the racing of machines, even in limited numbers, is 
better than no racing at all, In keeping alive a general and 
popular interest in yachting as a national sport. That much 
should, and might be, done for the correction of existing 
evils, is becoming more and more apparent every year, and 
we hope that some positive step may be |made this season. 
For the presfent, however, we have but the racing machine, 
and that in the very smallest class but one; and it may be 
worth while to look at the latest and fastest examples of the 
type, the competitors in the late series of international races. 
Now that the destiny of the cup for the present year is de- 
cided, the excitement over, and the yachts practically set 
aside on the shelves of yachting history, most yachtsmen are 
ready to forget them and to turn to "some new sensation; 
but it would be a great pity if the infinite labor of the de- 
signers and the liberal expenditure of money on both sides 
served no better purpose than the mere four days of racing. 
However distant the results may be from the abstract 
standard of an ideal yacht, it is not to be supposed that so 
much skill and intelligence as the designers of Glencairn 
and Momo have displayed are to be entirly lost to yachting. 
Before considering the present challenger and defender, it 
will be interesting to look back at their predecessors of 1895 
and 1896. The first challenger, Spruce IIII. , was an excellent 
representative of a type long established in England. While, 
perhaps, not the fastest of the home class in that year, she 
was fully qualified as a fair representative, an up to-date 
craft, built for the American challenge by one of the success- 
ful designers and builders of the class, and for a yachtsman 
who had grown up in the half -rater class, and who had sailed 
in it persistently year after year with consdderable success. 
The first defender, Ethelwynn, was produced in a hurry to 
meet the exigencies of the case, an experiment in that the 
class was entirely unknown here, and she was sailed by a 
crew unused to the size and type. In length and sail area 
the two were close together, both being of low power, the 
ratio of the square root of the sail area to the L.W.L. being 
about 1.00. Spruce was of greater displacement, a.nd con- 
siderably heavier in construction; but Ethelwynn was very 
strongly and heavily built as compared with the winner of 
this year, though so much smaller She had a strong keel, 
her planking was thicker and her frames larger than those 
of Glencairn II , and her hollow mast was nf the same diam- 
eter, though intended for less than one-half of the sail area 
Though light as compared with existing small boats, her rig 
and fittings were nearly as heavy as those of Glencairn IT. 
Spruce IIII. was of heavy construction, with an outside oak 
keel, heavy oak tabernacle, and an abundance of wood 
throughout; her rig also, in spite of the bamboo spars, was 
heavy. The two had somewhat similar sail plans, both jib- 
headers; but while Spruce had the so-called English lug rig, 
with a long yard, Ethelwynn had the simple leg-o'-mutton 
rig, with pole mast. Spruce had a reefing batten and hand 
gear, while Ethelwynn had not. Neither boat was designed 
for a ballast crew, Mr. Brand, though a very tall man, was 
not particularly heaA'y, and his paid hand was stoutly built, 
but ot moderate weight. One of Ethelwynn's crew, the 
helmsman, was well under the asssumed weight. Her best 
work was done in strong breezes with a crew of two very 
light men, if we remember, under MOlbs. each; and from this 
performance in the last two races, we have no hesitation in 
saying that with the same handling in the whole series, she 
was capable of winning three straight races. 
Both of the contestants in 1895, in spite of some difference 
in 'beam, were of much the same type, with moderately full 
lines forward, but still with -V-sections and a V-waterline 
forward. The two competitors of 1896 were of a very differ- 
ent type. Though they differed materially from each other, 
they both showed plainly their relationship and common 
origin in the scow type as developed in the general racing of 
the class in the previous season. The common point of resem- 
blance lay in the use of a very full waterline and level lines, 
especially forward, thus materially increasing the length of 
useful waterline when the boat was heeled to an extreme 
angle; this degree of heel being reached deliberately by plac- 
ing the crew to leeward in light winds. 
Apart from this basic principle, the starting point of Mr. 
Crane in El Heirie and Mr. Duggan in Glencairn I,, and 
marking the two as distinct from all previous boats of the 
class, there were material points of difference. In El Heirie, 
Mr. Crane, with but the one boat to experiment with, wi.sely 
enough adhered to the accepted elements of the preceding 
year— about equal L.W.L. and square root of sail area. In 
Glencairn I., however, Mr, Duggan was able to profit by a 
series of experiments begun early in the fall and pushed as 
soon as the boats could be launched in the spring, the result 
being that he abandoned the V-seetion of the old boats, con- 
densing his l.w.l. to 12ft. 6in.; and at the same time he proved 
that he could succeasf ully carry the extra area of sail, a total 
of nearly 300sq. ft., to which he was entitled. As compared 
with El Heirie, Glencairn I, was about 1ft. 9in. shorter on 
the measured l.w.l., with 9in. more extreme beam, and some 
SOaq. ft. more of sail. While both were of good construction 
and quite strong, Glencairn, though much larger in body, 
was the lighter, with a single skin and no keel; she was also 
lighter in spars and rigging. The displacements were not 
widely apart, neither carried any ballast other than a mod- 
erately heavy plate board. 
Next to the disparity in L.W.L. and sail area, the great 
point of difference lay in the depth and contents of the hulls. 
El Heirie showed her relationship to the scow type in her 
low freeboard and absolutely straight sheer line, with par- 
allel deck line«, square transom and shovel nose. Glencairn 
I., on the other hand, disguised her scow features by a good 
freeboard and lively sheer, a conventional deck line sweep- 
ing in from the point of greatest breadth to the stem and 
transom, the latter being fairly near to the usual shape; her 
bow was very full, but the appearance when afloat was not 
materially different from other modern small craft. Neither 
yacht had a bowsprit, and each had a shoal watertight cock- 
pit draining into the well. El Heirie had the ordinary gaff 
mainsail and a jib set on a club; Glencairn I. had a gunter 
mainsail, jib headed and set on a long yard, the same rig as 
Spruce IIII., but with diff'erent details. While each was 
heeled to her working angle by the crew to leeward in light 
weather, and each carried sail in a breeze by the hard hiking 
of the crew, neither was designed specially to profit by a 
heavy crew. Mr. Crane and his brother, who together sailed 
El Heirie, are both of no more than the average weight, and 
Mr. Duggan and Mr. Shearwood, of Glencairn I., are also 
about the average; each crew came about to the assumed 
limit of SOOlbs. 
This time there were three straight races, Glencairn I. 
winning each day and taking the cup to Canada. This con 
test was very interesting from the fact that Mr. Crane and 
Mr. Duggan was each working independently on the same 
idea, and that a new one in designing; the success of El 
Heirie in the trial races, out of a fleet of twenty-nine yachts, 
showed how cleverly her designer had handled the question; 
but he had not attempted at the same time to experiment in 
the direction ef greatly increased power. Mr. Duggan, on 
the other hand, instead of designing but one yacht, began 
practically with the form and power of Ethelwynn early in 
the winter, and after studying the whole subject in the 
course of a number of designs, came to the conclusion quite 
early in the season, that with a certain new form of hull the . 
measured L.W.L. might be materially shortened with no 
loss of power or fine lines; and also that this nominally 
shorter bull might be made to carry the larger sail area to 
which its decrease of L.W.L. entitled it. 
The very early date at which Mr. Duggan began his de- 
signing, the completion of the boats during the winter and 
tbeir readiness by the time the weather was fit for racing, 
and the thorough preliminary trials, beginning on May 9; 
and continuing through a series of sixteen races, in which 
he was represented .by no less than seven yachts fighting 
against those of other designers, altogether resulted in a 
course of evolution probably unprecedented in yachting; it 
not only left Spruce IIII. and Ethelwynn very far behind,, 
but in the important factor of power, at least, placed th© 
