.July 31, 1897.] 
FO'REST AND STREAM^ 
9S 
ins: of skilled niirses is regular and careful. As concerns the 
dog, few laymen are qualified to treat him for disease; but 
all can looJi after his comfort, prepare the proper food, ad- 
minister medicine, and avoid doing^ what they should not do 
•when the correct methods g,re all plainly peinted out, as they 
are in "Nursing va. Dosing." 
Mr. Hammond's former work on. the do)r, "Training vs. 
Breaking," was one of the most successful in canine litera- 
ture; and the grasp of his subject, and the skillful arrange- 
ment of detail so conspicuous in it, are quite as noticeable 
in his last work. 
Any one who owns asick dog would not spare any effort to 
insure his comfort and recovery; but if one does not know 
how to nurse the dog properly, pain may be inflicted instead 
of a benefit conferred. 
"Nursing vs. Dosing" treats of cleanliness, care of dam 
and puppies, diet, kennel, exercise, common diseases and 
their treatment, nursing, and many-related subjpcts. For 
sal3 by Forest and Stream Publishing Co. Price $1, 
American Spaniel Club. 
A MEETING of tbe American Spaniel Club's executive com- 
mittee was held on July 16, at No. 13 West Eighteenth street. 
New York; Messrs. II. P. Keasbey, S. J. Bradbury, M. D , 
H. K, Bloodgood and Marcel A Vlti being present. The 
minutes of the prior meeting were read and approved. 
The votes for club judges were opened and counted. The 
following gentlemen were dulv elected judges: (1) James 
Mortimer; (2) E M. Oldham; (3) A. C. Wilmerding; (4) Chas. 
H. Mason; (5) S. J. Bradburv. M. D ; (6) George Douglas; 
(?) James Watson; (8; J. F. Kirk; (9) Andrew Laidlaw; (10) 
J. P. Willey. ^ 
Owing to the absence from this country of Mr. E M. Old- 
ham, it was decided to elect a president pro tem, and also a 
new delegate to the American Kennel Club. Upon motion, 
Mr. Rowland P. Keasbey was elected President pro tem, and 
Mr. Marcel A. Viti was elected delegate to the American 
Kennel Club. 
It was decided to offer the following challenge specials, ia 
addition to the four cash specials, at the Toronto show: 
Sunning-Hill challenge cup, for b3St Irisb water spaniel; 
Field Spaniel trophy, for best field spaniel ; Cicker Spaniel 
trophy, for best cocker spaniel; Bell Paintings, for best brace 
of cockers under one year old. 
POINTS AND FLUSHES, 
The following sentence contains an ambiguity, and was in 
our report of the A. K. C. executi-^e board meeting last 
week. "In the matter of charges made by Mr. H. T. Payne 
against Sir. Mortimer for misconduct as judge at the Oakland 
show, and the charges made by the St. Bernard Clnh, of 
California, against Mr. Payne for his action in making the 
charges agaiust Mr. Mortimer, it was resolved," ttc. Mr. 
Payne's charges were published in his paper and have no of- 
ficial standing, while the St. Bernard Club's charges were 
lodged with the A. K. C. Mr Mortimer appeared in person 
before the A. K. C and asked that the matter have the full- 
est investigation. 
The Bull Terrier Club of America have issued a book of 
majestic proportions, artistic in its detail and its effect, con- 
taining a list of officers and members, and constitution and 
by-laws, points of the bull terrier, produce stakes, trophies, 
champions of record and some cuts of the cups. The second 
edition of the book will be issued about next December, li. 
8. Huidecoper, secretary-treasurcr, 1.54 East Fifiy-seventh 
Street, New York. 
A nomination and executive meeting of the Canadian 
Kennel Club will be held at the Queen's Hotel, on Friday. 
Aug 3, at 8 P. M. ^' 
Connecticut Guide Boards< 
The last Connecticut Legislature passed a bill requiring 
the selectmen of towns to maintain signboards at all highway 
crossings, for the guidance of travelers. While highly com- 
mendable as far as it goes, the law unfortunately does not 
apply to cities and boroughs, where the need of guide boards 
IS fully as great as in the country districts. 
Partly to remedy this difficulty, and also with a view of 
assisting the selectmen in the performance of their duties, the 
Connecticut division of the L A. W. has decided to furnish 
a large number of signboards free, for use on the principal 
bighways connecting cities and towns. The roads most com- 
monly traveled will, of course, be given the preference 
These boards will be aft. long and 1ft. high, and will bear 
at the top the L. A W. wheel emblem in red. Underneath 
will be directions and distances marked in plain letters, and 
also symbols intended to designate the character and condi- 
tion of the roads. The characters used in the division road 
book will be utilized. Here the capital letters A, B and C 
ane used to designate the condition of the road as first-class, 
fair or poor; while the figures 1, 2 and 3 will serve to indi- 
cate its character, wbether level, slightly hilly or rolling, or 
Tery hilly. An Al road will be first-class and level, A No. 1 
in everv respect, while a C 3 will belong to the worst of 
Ihe road.o dignified with guide boards. The idea is a good 
one, and can be copied with profit in other quarters. 
Government Maps for Wheelmen. 
By Congressional enactment approved Feb. 18, 1897, the 
topographic and geologic maps of the United States must be 
disposed of through sale. Tnis is an important announce- 
ment and one of great interest to wheelmen. 
The topographic maps, which are prepared from actual 
sui'veys to serve as a basis for the geologic maps, show sur- 
face elevations, roads, and all necessary physical and cultural 
details. The character of the country can be taken in at a 
glance from these maps, for brown contour lines, generally 
iaid down for every 35ft. of elevation (though in very 
mountainous countries this is exceeded, while in flat 
countries contours of only 5ft. are sometimes given), show 
all grades, and marshes, lakes, rivers and other natural 
features are clearly indicated. In sparsely settled districts 
houses are shown, and in cities, street blocks. Like all 
Government publications these maps are beautifully drawn 
and engraved. 
Aside from the single fact of their not irdicatiog wMch 
oads are best, no such desirable road maps for wLeslmen 
have ever been published. Not only is the character of any 
country apparent, but the actual grade and height of all 
hills is shown, and it can be told at a glance whether they 
are rideable or not. 
The topographical maps are the ones wanted. They may 
be purchased at a cost of 5 cents apiece, or .|3 per hundred, 
whether the same or different maps are ordered. They are 
published in sheets 164x20in., and each sheet is designated 
by the name of a principal town or some natural feature in 
the district, and covers one sixteenth, one quarter, or the 
wbole of a gt ographical degree, according as the scale is one, 
two, or four miles to the inch, the scale vary ing with the 
character of the country. 
About 900 such maps have been printed, covering parts of 
nearly all the States in the Union. Massachusetts and Con- 
necticut are complete, while maps may be had of the follow- 
ing cities and surroundings: New_ York. Albany, Rochester, 
Niagara Falls, Washington, St. Louis, .Norfolk and Denver. 
A complete list may be obtained by addressing the U. S. 
Geological Survey, Department of tbe Interior, Washington, 
D C. 
WHEELING NOTES. 
The new chainless wheel, which one of the great bicycle 
companies will put upon the market next year, resembles the 
French and other bevel gear wheels in most respects. It has, 
however, two sets of teeth on each of the gear wheels, and 
means are provided for throwing one set out and the other 
in, and so changing from high gear to low, or uce tersa. it 
is also possible to throw the gear entirely out of action, if 
desired, for coasting. 
Invisible brakes of various types, and brakes that become 
operative through the action of back pedaling aie daily com- 
ing into prominence. In Washington there isa city ordinance 
against coasting, and more than usual temptation lo break it, 
and here a type of biake that permits the rider to coast with 
both feet on the pedals has had a large sale. With tbe be- 
wildering array of brakes now upon the market it is strange 
if every one who wants a brake cannot find something to 
exactly suit his requirements. 
Advance sheets of the August number of consular reports 
from the Department of State deal with our bicycles in for- 
eign countries. Germany receives the most attention, being 
honored with three separate reports, but space is also given 
to Russia, New South Wales and Nicaragua. In all these 
countries Avith the exception of Nicaragua, where it seems 
that Germany has command of the market, American bicycles 
have made an enviable record. 
In Germany wheels of our manufacture lead all other 
countries in the matter of imports, and also in the price re- 
ceived, while in New South Wales one-third of the total im- 
ports are bicycles of American manufacture. In Russia our 
bicycles seem to lead in respect to quality, though cheap 
wheels of domestic and German manufacture are in greatest 
demand. 
The various reports current during the season as to the 
fitting out of Defender for the New York cruise, have 
amounted to nothing more than that the yacht has been re- 
painted at her moorings. Mr. Iselin has chartered Intrepid, 
schooner, for the cruise. 
of the true stamp— men such as Sir Richard Sutton, Lieut. 
Henn and Sir James Bell, good sportsmen and skillfui 
yachtsmen, who are fully competent to carry out. properly 
such a serious enterprise as the challenging for the America's 
Cup has at last become. At the same time, a look at the list 
of racing owners will show that the number of such men is 
limited, and that very few of them are interested in other 
than comparatively small yachts. 
The way to a renewal of Cup racing is through two steps:' 
first, a positive settlement of the terms upon which the Cup 
18 now held, whether under the literal and quasi-legal read- 
ing of the new deed of gift, as insi.sted on by the New York 
Y. C. up to 1892; or by some forced construction of the docu- 
ment to meet the demands of a new challenger, as was done 
in 1893 and 1895 with Lord Dunraven. No one can sayat the 
present time how much of the new deed has been repudiated 
and how much retained by the New York Y. C. in the course 
of the long deal with Lord Dunraven, and until there is a 
positive understanding on this subject there is little hope of 
a settlemeiit of the original dispute of 1887, as to the legality 
and fairness of the new deed. 
Until it is understood by the entire yachting world that 
the America's Cup is once more offered on fair and definite 
terms to all challengers, there can be no inducement to the 
better class of yachtsmen to challenge for it. Even when 
this desirable end is attained it is doubtful whether any one 
will be found to build a 90 footer; of course a syndicate may 
be formed, but syndicates, for challenge or defense, are most 
undesirable as compared with individual ownership. To 
secure a challenge from an individual, if not from a syndi- 
cate, it rs desirable that the competition should be trans- 
ferred to a smaller class, certainly not over 75ft. racinif 
length. • ^ 
The initiative in both of these movements, for the remodel- 
mg of the conditions and the change of class, must of neces- 
.sity come from the New York Y. C. The entire responsibility 
for the abrogation of the original trust conditions in two 
cases rests with the club; and it is also on record as having 
repeatedly refused a challenge from any but the largest 
possible yacht. If the club wants another international 
race it can have it, but only by a decided change of policy 
on its part unless it is willing ko risk another experience like 
the last. 
The Real Work of Designing. 
The following, from the canoeing columns of the Vleld, 
deals with a subject that is of interest to every yachtsman 
as well as canoeist at this time, when all craft, from ttie 
cruising canoe and the smaller knockabouts, are supposed 
to be built from designs fully completed and perfected in 
advance. Only those who have had practical experience in 
superintendence as well as designing can realize the amount 
of detail that is absolutely essential if the ideas of the de- 
signer are to be fully carried out in a new boat. In our ex- 
perience we quite frequently encounter men who look upon 
a sail plan as something that can be sketched in off-Jiand, 
without any special knowledge of the hull over which it is 
intended to go, or who expect that a complete design can be 
turned out in a single evening. 
To produce a satisfactory result, even in a cruising craft of 
moderate cost, it is most essential that every detail of con- 
struction and fitting shall be planned with the same care 
and skill bestowed upon the lines. However perfect the 
lines themselves may be, the success of the craft depends 
upon whether the construction and fittings are properly 
planned, or whether they are left, as is too often the case, to 
take care of themselves. If they are to be planned in ad- 
vance, then the designer who creates the lines is the proper 
one to do the planning of the remaining details, and in order 
to communicate his ideas clearly to tie builder he must go 
to great care In drawing every part. The writer of the fol- 
lowing is Mr. W. Baden-Powell, an amateur designer of long 
experience. 
The America's Cup. 
There is no promise whatever of a new challenge for the 
America's Cup in the fact that a comparatively small racing 
cutter has just been launched in England for the home 
races; but at the same time the discussion has been renewed 
on both aides of the Atlantic; and a good deal of nonsense has 
been printed about the alleged intentions of Mr. Charles 
Day Rose to challenge with his new Aurora. The Yachting 
World of July 23 discusses the question of international 
racing seriously, as follows: 
It is undoubtedly true that a much more cordial feeling 
exists in relation to sport generally than existed some time 
ago, but this fact scarcely justifies the hope of another yacht 
race in the immediate future. Every impartial critic must 
admit that both parties to the unsavory dispute resulting 
from the last series of matches went further than was com- 
patible with sportsmanlike behavior. 
An imputation, subsequently declared to be unfounded 
was made against the honor of those connected with the De- 
fender, while their retaliation was shielded by the New York 
Y. C. and the anything but magnanimous American press 
very prone to condemn the entire British community on the 
strength of the certainly premature charges brought by the 
owner of the Yalkyrie. 
Considerable time will have to elapse before another chal- 
lenge is issued, and for the purpose of a satisfactory compe- 
tition the present deed of gilt must be thoroughly over- 
hauled. 
We have little doubt that the latter end of the Dunraven 
episode, that relating to the collision, the withdrawal of 
Valkyrie III. and the accusations of the noble lord against 
Defender, may be considered closed, and that the majority 
of yachtsmen on both sides of the ocean are willing to for- 
get it. 
The real obstacle to a resumption of cup racing lies further 
back, in the various deals and dickerings between the New 
York Y. C. and Lord Dunraven, by which was patched up a 
compromise over the original question, the fairness and 
legality of the new deed of gift. 
This compromise, equally discreditable to both parties, has 
as we predicted as long ago as 1889, when Lord Dunraveri 
first bloomed forth as a yachtsman, proved an utter failure 
in every way. So far from clearing up the legal obscurities 
of the new deed, it has increased them, until now no man liv- 
ing can say on what terms the Americans Cup is held by the 
New York Y. C. As a mere temporary expedient to promote 
international racing by means of special provisions and 
strained interpretations, it has resulted in a series of un- 
seemly squabbles. 
The only hope of a challenge to-day rests on two classes of 
British yachtsmen, novices, as were Lord Dunraven in 1889 
and Mr. Rose in 1895, unfamiliar with the usages of yacht 
racing and the history of the various deeds of gift; and 
wealthy business men who see in international racing a, 
profitable method of advertising their wares, whether pills, 
lotions or liquors. As a mere advertising scheme in these 
progressive days, the winning of the America's Cup would 
luake the fortune of a speculator in some patent medicine or 
similar article, and there have been several indications on 
both aides of the Atlantic that this fact is not unappreciated 
by seme of this class. 
We believe that there are still in Great Britain yachtsmen 
A correspondent a few weeks back asked the question: "If 
you want a canoe for cruising and for racing, will a half 
model be enough for the builder, or must he be supplied with 
a design drawing." The answer, of course, is that a model is 
practically useless, and that one design drawing is equally 
useless if real novelty of design and ot fitment is to be incor- 
porated in the new craft. Those who grumble at the fees 
charged by a naval architect for a complete design, a specifi- 
cation for building, and plans for sails and rigging, can have 
very little knowledge of the amount of actual drawing work, 
let alone time and thought over calculations and compro- 
mise-making, which the designer has to put in to make a de- 
sign fairly entitled to claim novelty and success. 
We may at once state that size of craft to be built has 
nothing to do with the number of drawings or the calcula- 
tions, except as to internal arrangements, so that, be it a 
yacht of 200 tons or a canoe of 15ft., practically the same 
drawings have to be made, and the calculations required for 
the former may be equally necessary for the latter. For in- 
stance, the canoe is now rated for racing purposes on the late 
Y. R. A. rule of L.W.L. x sail area, and if you do not know 
that the new ship will float at a nominated wat'erline you 
cannot even order the sails and spars without risk of finding 
them all wrong, and therefore some careful calculations of 
displacement and estimates of weight of construction, fit- 
ment, rigging and ballasting are^ absolutely necessary. Of 
course, when the higher principles and even the theories of 
"utter" naval architecture are to be embodied in the coming 
craft, many sheets of calculations and of curve drawings will 
have to be made; but these are not, perhaps, necessary for 
the production of a satisfactory cruiser or a simple cup-win- 
ning racer. None the less, canoe design will improve, and 
failures will be less visible, in proportion as science enters 
into the designing, and also a happy medium meeting of the 
present antagonistic requirements of cruising and racing 
will be more nearly reached. 
As an instance of fact, as to the labor of fully designing a 
sailing canoe, here is the actual number of drawings made 
for the construction of the 1897 Nautilus canoe, now being 
built in conformity with the requirements of the Royal 
Canoe Club "cruising class," and for racing under such 
class. Omitting explanatory sketch drawings, and, indeed, 
all mere plans of detail, there are twenty-nine actual scale 
drawings, and every one of them is necessary, because they 
represent that of which there is no previous drawing or sam- 
ple even suificiently near for the experienced Mr. Turk to 
build from without a scale drawing. 
The separate sheets of drawings— twenty-nine, actual 
(though there are ten more of an explanatory nature)— are as 
follows: One of lines, sheer, body, horizontal, and diagonal; 
one of curve of displacement and curve of areas at two use- 
ful angles of inclination; one sheet of building plans as to 
detail of construction; two sheets of same at full size for 
builder to work from; next come fifteen full size sectional 
plans, each giving detail of planks, stringers, knees, drains, 
and a dozen other things in its locality. Then come the 
plans of keel, rabbet and stem and stern posts, and center- 
plate case. The full-size drawings, with all details of the 
construction of the drop-plate rudder, and ditto of the cen- 
ter-plate and its fittings; one sail plan with all detail for 
making; and one rigging and spar plan; and finally one 
sheet of about seventeen drawings of metal deck fittings and 
spar fittings, usable as pattern templates; and tbe metal 
work of the sliding seat. 
Not any one ot these drawings could be left out if a com- 
plete whole is wished for in the new canoe, and if one or 
more of the above drawings is not furnished, either the item 
so negleited will be left to the chance brilliancy of the 
builder, or will be supplied by a crib from some existing 
canoe. 
