Jan. 11, 1898. 
FOREST AND STREAM. 
83 
The pace that a strong, well-made, high-couraged dog 
can sustain for four or five hours is, I believe, fast enough 
to satisfy any experienced sportsman. 
The four-hour heats of the late Central Field Trial Club 
were good tests of pace, as well as other qualities, and 
demonstrated the fact that fast, nervous weeds do not 
amount to much as shooting dogs. Some men make a 
point of never hunting their dogs for more than an hour 
or so at a time on purpose, to get them into the habit of 
going at great speed, because they expect (and are often 
correct in thinking) that great credit will be given them 
for it; but one would suppose that experience ought to 
have taught most field trial men by this time that exces- 
sive speed is a downright fault. 
I have known of dogs that after having hunted for 
hours at a good hand gallop could, late in the evening, 
put on a tremendous sprint when they had an object in 
view, such as cutting off a determined runner, or locating 
a covey that a rival was also working on. 
These are the occasions where great speed ought to be 
appreciated. C. B. McMurdo. 
Treatment for Warts. 
Editor Forest and Stream: 
I have a cure for warts in a dog's mouth. I would like 
to give it to Forest and Stream readers. About two 
months ago my puppy's mouth was full of large seed 
warts; in fact, the inside was literally covered. I com- 
menced to cut them off with sharp scissors and touch the 
roots with nitrate of silver. I cut off five in this way, 
and to stop the flow of blood I used a strong solution of 
alum water. I sponged the mouth out about five times 
and waited several days for the cut places to get well. To 
my surprise, I found them nearly gone in a few days. I 
applied alum water several times more and they disap- 
peared entirely. I am convinced this remedy did it, and 
as it is a simple one it may benefit some one. 
Hampden. 
POINTS AND FLUSHES. 
In a letter dated Dec. 29 Mr. "W. W. Titus, Waverly, 
Miss., writes as follows: 
"Mr. W. H. Hammond and Mr. T. Sfcurgis are located 
at Palo Alto, Miss., and Mr. J. Tredwell Richards, of New 
York, is staying at the Bame farm, shooting. Mr. Ham- 
mond at first located near West Point, but owing to the 
land posted by the field trial clubs, the tide of shooters 
(local) went over his way, and it was a constant bang 
from morning until night. Where he is at present is too 
far from town for the disturbing element to reach him. 
He is well pleased with his location, and finds birds 
abundant. 
"When J. B. Stoddard and Mr. Kid well arrived I sent 
them to Tibbee, which was represented as a birdy place, 
but they failed to find the number of birds there they ex- 
pected and moved west of West Point to a place called 
Siloarn, where the prospects seemed to be good for birds, 
and the country is open. 
"That efficient secretary- treasurer of the United States 
and Champion Club, W. B. Stafford, was in West Point 
recently, completing the details of holding the trials. He 
secured a guide and completed other arrangements. 
"George Gray writes from Appleton, Minn., that he 
will start for Mississippi on Dec. 28, and that Frank 
Richards will come down with him. 
"I was at Vinton on Sunday to see George Richards, and 
found him fat and smiling because everything is going his 
way. Lots of birds, he says, and many of the farmers 
have posted their land and given him exclusive hunting 
rights thereon." 
The many friends of the late J. Shelley Hudson will be 
grieved on learning of his death. He died at his home 
in Covington, Ky., on the evening of Dec 24, of Bright's 
disease. No man was better known than he to the sports- 
men of America. He owned many noted dogs and at one 
time took an active interest in field trials. 
Major W. H, Key died in South Florence, Ala., on Dec. 
7. He was a celebrated sportsman of his section and an 
active promoter of field trials a few years ago and par- 
ticipator in them. He acted many times as judge in the 
field trials. 
Under date of Jan. 2 Mr. John Brett writes us as follows: 
"I shipped to Col. H. Piatt, Bangor, N. Wales, on Dec. 
26, three English setter puppies for the English spring trials, 
one of them by Real English ex Flower of Sulphur and 
two by The Earl ex Maid Marion. Col. Piatt won first and 
second in the grouse trials held in Wales last August; Mr. 
A. G. Hooley writes me he has some grand youngsters by 
Real English that will be hard to beat." 
Mr. R. Humffreys-Roberts is now secretary of the City 
of the Straits Kennel Club, vice Mr. A. D. Welton, who 
resigned. Mr. Welton's intention is to leave Detroit soon. 
Catalogue No. 8 of the Rockland Beagle Kennel, Nanuet, 
N. Y., for the season of 1896, is artistically gotten up, and 
contains portraits of Champion Frank Forest, Bucksho t, 
Lee III. and Champion Roy K., besides giving other in- 
formation appertaining to that kennel. 
Mr. Fred Mansell,7 Saint Clement st.,Barn6bury, London, 
N., has in hand plates of Mr. Dyer- Bennett's smooth fox- 
terrier bitch Lyons Sting and Mr. Sam Hill's wire hair 
Meersbrook Bristles. Artist's proof s, 42s. each; India prints, 
15s. each. Mr. Mansell is now prepared to receive sub- 
scriptions for the limited number (thirty-five) of tne artist 
proof plates which he will publish. 
Box 2578, New York, offers broken pointer. Mr. T. 
Henckels, Middlebury, Vt., offers St. Bernard. Mr. A. L. 
Bailey, Plymouth, Mass., offers pointers. Mr. H. Benton, 
Afton, N. Y., offers broken beagle. Box 392, Cincinnati, 
offers broken pointer. Mr. John Brett, Gloster, N. Y., 
offers to board, condition and handle dogs. Mr. H. L. 
Ford, Springfield, O., offers broken setter. Mr. L. A. 
Pearle, Hampton, Conn., offers broken setters. Mr. A. M. 
Hopper, East Orange, N. J., offers pointers. Mr. G. 
Boehnie, New York, offers Chesapeake Bay dog. 
A Parisian paper, Le Petit Journal, of the 12th inst., in- 
dulged its readers with a list of prices paid for valuable 
dogs that would make English mouths water. Our con- 
temporary relates that in the beginning of this month the 
steamship Scythia delivered at Boston a St. Bernard dog 
for Mr. C. H. Moore which cost that gentleman £45,000. 
What will a Frenchman believe ? Colonel Ruppert is said 
to have given £1,000 for Scottish Prince, and Turk, the 
mastiff, we are told changed hands for £1,620. Another 
St. Bernard, Lord Bute, made within a few pounds of 
£4,000. A New York lady, they continue, owns a Jap- 
anese spaniel for which she paid £300. We have kept 
the most exciting item for the last, and we think this will 
be news to everybody in England, particularly fox-terrier 
men. Le Petit Journal chronicles that a fortnight ago 
D'Orsay sailed for America in exchange for a cheque of 
$5,000 (£1,000). We wonder if his owner, Mr. F. Red- 
mond, knows this? Then our contemporary proceeds to 
cap the lot by adding that D'Orsay, however, is but a 
second-rate dog, as bis "kennel companion Vesuvienne" 
is priced by the same owner at £3,000. Somebody must 
have been "stuffiag up" Le Petit Journal to a comical 
extent, and its readers must be a gullible public to swal- 
low Buch preposterous statements. — The Stock- Keeper 
{England). 
r %chting. 
Thb past week has brought out nothing new iu the Dunraven mat- 
ter; the committee heard the laat witnesses on Dec. 31, and Mr. 
Asquith sailed for England on Jan. 2. The committee has as yet 
made no report. 
The Yacht Racing Union, of Long Island Sound, has just completed 
its first year and begun a second under the same officers who have 
contributed so ably to its successful establishment. During the past 
season the large cumber of clubs composing the Union have worked 
together in complete harmony, and with a marked improvement in 
the management of races. It will be necessary for the Union to take 
some more positive action this year than last in the matter of racing 
rules, and this work is already under way. The permanency of the 
Association now seems assured, and it' is likely in the future to do 
much for yacht racing and the yacht clubs between New York and 
New London. 
YACHT DESIGNING. — II. 
BY W. P. STEPHENS. 
[Continued from page I?.] 
The position of the professional yacht designer is so 
fully recognized to-day by all classes of yachtsmen, and 
the systematic planning and drawing of the design with- 
out reference to who may build the yacht is so much a 
matter of course, that very few realize how recent this 
great change is, or how rapidly but imperceptibly it has 
finally come about. Less than twenty years have elapsed 
since the work was entirely in the hands of the builders, 
some few of whom were clever and competent designers, 
but the professional designer entirely unconnected with 
building firms was unknown. Interesting as it would be, 
no complete history of the origin and development of 
yacht designing has yet been written, and it may not be 
out of place here to outline some of the more important 
points. 
Considering the advanced position of systematic design- 
ing as applied to war vessels within the past century or 
more in England, and especially in France, and the prog- 
ress attained by both naval constructors and by men of 
science who devoted themselves to study and research in 
the inviting field of abstract naval architecture; it is 
rather surprising to find that the early yachtsmen of 
England, largely men of wealth, position and intelligence, 
gave very little thought to the designing of their yachts, 
and offered very small incentive to improvement. Not 
only was this the case before yachting and match sailing 
became the popular sports they now are, but until a very 
recent period the wealthier yacht owners, both of 
America and England, have as a class done remarkably 
little to encourage study, improvement and research 
among builders and designers. 
It is now nearly seventy-five years since John Fincham, 
a master shipwright at the Portsmouth dockyard in Eng- 
land, and a naval architect of deservedly high reputation, 
called the attention of yachtsmen to the necessity of ap- 
plying to yacht building the then recognized principles of 
naval architecture. He went so far as to take off the 
lines and compute the elements of the leading yachts of 
the time, and urged upon owners and builders the im- 
portance of systematic tests and comparisons of ail 
yachts. On the part of the builders Mr. Fincham met 
with determined opposition, each resenting what he con- 
sidered- an attempt to steal his trade secret, the model of 
his yacht; and from the owners he met with no encour- 
agement whatever. 
The matter rested for a quarter of a century, until the 
victory of the schooner America, in 1851, stirred up 
British yachtsmen to the realization of the defects of 
their best yachts, when Mr. Fincham again renewed his 
agitation. For several years preceding the advent of 
America, John Scott Russell, the eminent English naval 
architect, had urged the claims of his theories ,of wave 
lines and a long, hollow bow, as applied to yachts, but with 
no particular success. His contention, practically that 
the existing British yacht of the "cod's head and mack- 
erel's tail" model was trying to sail stern foremost, was 
changed by the success of America from a mere abstract 
theory to a most concrete and pertinent fact, and after 
freely conceding the superiority of America and the de- 
fects of their own craft, British yachtsmen were, for the 
first time, ready to give a hearing to such men as Fincham 
and Scott Russell. The day of the professional yacht de- 
signer was still far distant, but there was awakened 
among yacht owners a desire for knowledge, and a sudden 
impulse was given to the work of taking off the lines and 
calculating the elements of racing yachts. 
A few years later, in 1856, the cause of scientific design- 
ing found a firm friend and most able and earnest advo- 
cate in P. H. Marett, an English yachtsman, who has left 
a fitting monument in the book "Yachts and Yacht Build- 
ing," published in that year. Under this modest title is 
presented for the first time in print a detailed and com- 
prehensive system of designing; and Mr. Marett not only 
pointed out the importance of the work, but he did much 
to make it possible to owners and other amateurs by col- 
lecting designs of such noted craft as America, Mosquito, 
Thought, Vesper and Mary Taylor, and computing, tabu- 
lating and comparing their dimensions and elements. 
While writing in a popular manner and within the com- 
prehension of any intelligent man, he covered the subject 
most thoroughly and systematically, and it would have 
been well for yachting if the book had received on both 
sides of the Atlantic that attention which it deserved. 
Though the building of yachts from a design was by no 
means unknown at this time, the majority of yachts were 
turned out by men who rather gloried in the fact that 
their knowledge was purely "practical," and that they 
were devoid of any scientific attainments; nor was it until 
twenty years later that this class gave way to the trained 
and educated specialist, the yacht designer. 
One of the first of the noted designers is John Harvey, 
now a resident of New York, and known here through 
such yachts as Bedouin, Miranda and Wenonah. His 
personal experience dates back of America and her rivals, 
his father and grandfather being famous in their day as 
builders of fast craft, yachts and merchant vessels, at the 
oldWivenhoe yard on the east coast of England. Mr. 
Harvey's experience, beginning as a boy in the building 
yard and in after years solelyas a designer, is a connect- 
ing link between the old and new systems. 
Of those who have attained prominence as designers 
without being in any way connected with building, the 
first, so far as I can learn, is St. Clare J. Byrne, of Liver- 
pool, designer of the steam yachts Namouna and Alva. 
As long ago as 1859, while engaged as a draftsman with 
the great shipbuilding firm of Laird & Co. , of Birkenhead, 
Mr. Byrne designed a schooner — Albatross — which was 
built of iron and is still afloat. His real work as a yacht 
designer dates from about 1870, and in the four or five 
years following he turned out a number of successful sail- 
ing yachts of 10 to 12 tons; the latter class in partic- 
ular being then in great favor with racing men. Later 
on he devoted himself entirely to steam yachts, in which 
class of vessel he has been very successful. 
In 1870 Dixon Kemp became interested in the work 
originated by Mr. Marett some fourteen years before, and 
took off the lines of a large number of sailing yachts, com- 
puting the elements and tabulating and classifying the 
results. In the following year he designed his first yacht, 
named Boojum, and in 1873 he designed the 30-tonner 
Oivana. Early in 1874 he published in The Field the de- 
signs of two 5-tonners, and in the same year he began 
the compilation of material for the first of his books, the 
large quarto "Yacht Designing," published in 1876. Two 
years later came the first edition of "Yacht and Boat 
Sailing," which has now reached its eighth edition; and 
in 1885 appeared the first edition of "Yacht Architecture," 
an extension and elaboration of the original "Yacht De- 
signing." In addition to these standard works, which have 
done so much to disseminate knowledge of yachts and 
designing, Mr. Kemp has designed many yachts, of late 
years mostly steamers. 
In 1874 George Lennox Watson, then a young man in 
the employ of the shipbuilding firm of John Elder & Co., 
of Glasgow, designed his first yacht, a very curious craft 
called Peg Woffington, following her a year later by the 
famous 5-tonner Clothilde, and then by Vril, and then 
the long string of famous tens, including Verve I., Verve 
II., Madge, Ulerinand Queen Mab. Mr. Watson is purely 
a designer, his yachts being built by others; in all he has 
designed over 220 yachts, from the largest steam yachts 
down to small racing boats, in adaition to some com- 
mercial work, lifeboats, etc. 
In 1875 there came out in England a noted yacht, the 
10-tonner Lily, from whose published design the cutters 
Muriel and Mona were afterward built, with some modi- 
fications, in this country. She was the work of Alexan- 
der Richardson, of Liverpool, an amateur, who next year 
produced the famous 20-tonner Challenge, and in 1877 
adopted designing as a profession, in later years gaining 
fame through Silver Star, Irex and Iverna. About 1875 
another young amateur, C. P. Clayton, began his work at 
Southampton, being particularly successful in the now 
extinct length classes of the Itchen. 
Will Fife, Jr. , the designer of Minerva, Clara and Ailsa, 
is a builder by birth and education, his father and grand- 
father, both of the same name as himself, having been 
famous for generations on the Clyde. His work as a de- 
signer began almost as a boy, early in the 70s, and 
though he has always been connected with yacht build- 
ing, he is in every sense a professional designer, ranking 
very high. 
Mr. J. Beavor Webb, designer of the challengers Genesta 
and Galatea, and of the fine steam yachts Corsair, Intrepid 
and Sultana, was originally an architect by profession, 
taking up designing about 1875 as an amateur, one of his 
most successful boats, the 20-tonner Freda, being designed 
in 1880. 
From this brief sketch of the course of designing 
abroad, it will be seen that it began largely in the work 
of a few ambitious young amateurs about 1875, who have 
since made their reputations as designers, replacing the 
old builders. At the present time the men who are best 
known as the heads of the leading building yards, Arthur 
E. Payne, C. E. Nicholson, J. M. Soper and others, are at 
the same time recognized as expert designers as well. 
The fact that the yacht designer obtained recognition 
abroad some years sooner than in this country makes it 
natural to deal first with the British designers, but it is 
interesting to note that A. Cary Smith, of New York, can 
lay claim to a position among the first of the professional 
designers.. In 1870 Mr. Smith was engaged in yacht build- 
ing after the fashion of the day, employing no drawings 
or calculations, but depending on the cut model and the 
eye. In that year the late Robert Center, always among 
the leaders in matters of sport, especially in yachting, 
returned from a residence of several years abroad — hav- 
ing crossed from New York to Cowes on the schooner 
Fleetwing in the famous triangular ocean race of 1866— 
and brought with him a familiarity with the English 
cutter and also a copy of Marett's book. With the book 
as a guide, and following the general design of the cutter 
Mosquito, Mr. Smith made his first design on paper with- 
out a model, making all the calculations and comparing 
the results with those tabulated by Marett. From this 
design was built in 1872 the first American cutter in 
model and rig, and the first yacht built in this country 
from a design on paper; to cap it all, the hull, as in Mos- 
quito, being of iron instead of wood. After an extended 
and comprehensive vocabulary of ridicule and abuse had 
been exhausted on the model and rig of the new craft, 
yachtsmen andj builders had still plenty to say in con- 
demnation of the unknown method of building, without 
a block model, and of the use of iron in place of wood; 
and besides those who contended that a yacht produced 
in such a manner could never sail, there were others who 
