Nov. 4, 1899.J 
FOREST AND STREAM. 
373 
the show is receiving, guarantees a very large attendance. 
Exhibitors should recollect that the entries close upon 
Wednesday, Nov. 8. 
All inquiries should be addressed to the office of the 
Association, Room 320 Witherspoon Building, Philadel- 
phia. 
The Connecticwt Field Trial Club. 
The trials were run at Hampton, Conn., Oct. 24 and 25. 
The competitors in the All- Age Cla ss ran as follows : 
Wm. G. Comstock's black, white and tan English setter 
Doll Gladstone, with Hiram Dawson's black, white and 
tan English setter Conqueror. 
F. M. Chapin's blue belton setter American Boy, with 
Dr. James E. Hair's black, white and tan English setter 
Albert Daisy Queen. 
F. H. Burke's orange and white English setter Jack, 
with The Chaplain Kennels' blue belton setter Princess. 
Wm. G. Comstock's black, white and tan English setter 
Ruby's Dan, with Bassett & Reeves' black, white and tan 
English setter Rowdy Roy. 
F. G. Goodrich's black, white and tan English setter 
Tilda, with Dr. James E. Hair's blue belton setter Hyland 
Flee. 
W. H. Stoehr's orange and white English setter Joe, a 
bye. 
In the All-Age Class Doll Gladstone was awarded first 
prize, $44.25 ; Rowdy Roy was awarded second prize, 
$26.55; Ruby's Dan was awarded third prize, $17.16. 
DERBY CLASS. 
. F. M. Chapin's black, white and tan Blade's Ruby, with 
O. D. Redfield's black, white and tan English setter Bess. 
Bess won first; Blade's Ruby won second. 
The Connecticut Field Trial Club held its annual field 
trial Oct. 24 and 25. The judges were N. Wallace, of 
Farmington, Conn., and Arthur Sharpe, of Taunton, 
Mass. 
■ There was a very pleasant gathering at Whittaker's 
Hotel, and the judges announced that the field was 
superior to anything they had seen. Plenty of birds and a 
very pleasant, enjoyable time was had by all. 
The club organized with the following officers. E. K. 
Sperry, President; John E. Bassett, Secretary and Treas- 
urer; Dr. James E. Hair, First Vice-President; F. M. 
Chapin, Second Vice-President. For Board of Governors, 
Wm. G. Comstock, E. S. Gordon, W. S. Hawley. 
The club received seventeen charter members, and is 
open to entries of all dogs from the New England States 
for future trials. B. 
Judge Cornell's Lost Pointer. 
Edilor Forest and Stream: 
I have had the bad luck to lose from ray city house one 
of my best pointer dogs, and I will be greatly obliged if 
you will publish this notice in your paper. The dog ran 
away from my house on Thursday, and a reward offered 
in the New York papers has failed to produce the dog. I 
would pay liberally for his return. He is a large, white 
pointer dog, with evenly marked lemon and white head 
and ears, is well broken on quail, and answers to the 
name of Dick. Robert C. Cornell. 
S3 Irving Place, New York. 
The Western Massachusetts Fox Club. 
The twelfth annual hunt will be held at Westfield 
Wednesday and Thursday, Nov. 15 and 16, 1899. The 
hunters' horn will sound at 5 o'clock on Wednesday morn- 
ing for breakfast. At 6 o'clock carriages will be ready at 
the Park Square Hotel to carry the hunters to the grounds. 
The annual club dinner will be served to members and 
guests at 6 130 on the evening of the first day's hunt. 
C. M. GooDNOW, Sec'y. 
Westfield, Mass. 
Poiats an(£ Flushes* 
Monk of Zion (A. K. C. S. B., 31,110), whose portrait 
we publish this week, is a son of the famous Monk of 
Furness, and is a handsome dog, as also was his sire. He 
is owned by Mr. F. I. Richards, of Providence, R. I., who 
purchased him recently from Dr. W. L. Gardiner, of San 
Antonio, Tex. Monk has had a thorough field experience 
and is prized highly for his merits. 
Mr. E. Knight Sperry, of New Haven, Conn., deserves 
a great deal of praise for the able manner in which he has 
persistently built up the Connecticut Field Trial Club from 
a small beginning. 
NOTICE TO SUBSCRIBERS. 
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Subscribers are asked to note on the wrapper the 
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promptly for renewal, that delays may be avoided. 
For prospectus and advertising rates see page III. 
NOTICE. 
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governing the collection of checks and drafts on banks ontside of 
the city. This entails a collection expense on those who receive 
such checks. Our patrons are reqnested, therefore, in making 
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York current fnadib 
The FosEST AND Stream is put to press each week on Tuesday. 
Correspondence intended . fot publication should reach- us at the 
latest by Mon4ay at»(? ^§ ?f!«ei» earlier §s practicable, 
The past year has witnessed a very great change Itt 
the American steam yacht fleet, many of the older yachts 
having been purchased by the Government for use during 
the_ late war and new ones having been built to take 
their places. The Cup races at New York brought out 
the steam fleet in large numbers, both old and new yachts 
being present, and the many days of enforced idleness 
waiting for the wind to move the two racing yachts af- 
forded excellent opportunities for studying the steam 
fleet. The races came so late in the season, after the 
usual time for laying up, that many of the steam yachts 
were present for only one or two days at the start, when 
they \yere partly lost in the big fleet of steamboats, while 
attention was riveted on the racing yachts. The new 
Idalia, Alberta and Eugenia II. were thus hardly seen at 
all. During the second and third weeks quite a large 
fleet of steam yachts was still in attendance, with few 
steamboats, and there was ample opportunity to study 
them both at rest and under way. 
The handsomest yacht in the fleet, in our opinion, is 
the May, the flagship of the Corinthian Y. C, of Phila- 
delphia, a coraparatively old boat, built in 1891, but thor- 
oughly artistic and graceful both in lier general outline of 
hull and rig and in all details. While small according to 
modern ideas (but 766 tons), and less imposing than the 
new ones of 1,500 to 1,800 tons, she looks the ideal of 
a pleasure yacht where such craft as Mayflower and 
Nahma are suggestive rather of a magnificent sort of 
ocean steamer. Larger and newer than the May (of 
1,023 tons and built in 1893) is the Rona, now Sapphire 
JUL, a very handsome craft. Still larger and newer is 
the Varuna, of 1,564 tons and built in 1896, the first, if 
we remember, of the new type, with an upper deck, the 
cabins being on the main deck. This type, as seen in 
Varuna, Margarita, Nahma and Mayflower, from its size 
and the extent of the upper works, is suggestive of the 
passenger steamer or royal yacht, and not in accord with 
the conventional idea of a steam yacht; but in all of these 
boats the design is worked out so skillfully that the light 
and graceful characteristics of the steam yacht as distin- 
guished from commercial vessels are retained. 
These three yachts, all, by the way, designed by Wat- 
son and built on the Clyde, are in our opinion the hand- 
somest of the fleet. There will be some who disagree 
with this opinion, which is largely a matter of taste; but 
when the other extreme is considered, of the ugliest, it is 
not difficult to pick a trio which will be accepted by 
most impartial judges. These three are new, launched 
within a year, and, we are sorry to say, of American 
origin. Their names are Niagara, Josephine II. and 
Arnerican. They have been planned deliberately to suit 
their respective owners, they have been built at great ex- 
pense, and they are supposed to represent the progress 
of nayal architecture in one of its important branches in 
America: to rival the best work of foreign nations. What- 
ever may be said of their speed, accommodation or the 
elegance of their furnishings, judged by all yachting 
standards they are complete failures so far as appearance 
goes. They are lacking not only in that artistic finish 
of design which is associated with the word yacht, but 
judged merely as vessels they are clumsy, heavy and un- 
shipshape to the eye. The Niagara is particularly heavy 
and clumsy in appearance, devoid of the life and grace 
seen in the largest sailing ships. The Josephine II. looks 
like a dehberate caricature of the Mayflower type, with 
the upper deck and the break aft, but with a lack of har- 
mony of parts and finish of detail. Words fail us in de- 
scribing the American. She must be seen to be appre- 
ciated. The only modern floating thing to which both 
she and Niagara can fairly be compared is the type of aux- 
iliary produced of late years by the Navy Department of 
the United States— the Annapolis, Newport and others 
of their class — something unique in ugliness and absence of 
shipshape appearance. 
It is most unfortunate that just at this time, when so 
successful in the engineering side of naval architecture 
through the achievements of the Oregon and other steam 
fighting machines, the United States should present as its 
latest achievement in sailing craft, both in the yacht and 
navy fleet, vessels whose appearance would make any of 
the old-time shipwrights turn in their graves. 
The new Corsair III., the flagship of the New York 
Y. C, naturally attracted much attention at the races 
from her prominent position and the manner in which she 
is kept up; but in addition she has much to recommend 
her in appearance, being shipshape and handsome. With 
her were two older and smaller sisters, also designed by 
Mr. J. Beaver Webb, the auxiliaries Intrepid and Sul- 
tana, both fine looking ships. The essentials being all 
right, it is much a matter of taste between the work of 
one skilled designer and another, and whether a man pre- 
fers a Watson boat to a Webb boat, or the reverse, the 
latter show up well in any company they meet. 
The new Aphrodite, the latest and largest of the Bath 
steam yachts, was present every day and showed to good 
advantage. So far as the avowed object of surpassing the 
later Watson boats in appearance, her builders have not 
succeeded, nor are they likely to very soon; but they 
have done much for which they are to be congratulated. 
From all accounts the yucht is a success, so far as per- 
formance goes, both in speed and accommodation, being 
specially well arranged and fitted up. In looks she is not 
only a great improvement on the older Bath boats, but 
she is in many respects a handsome vessel. The general 
outline of hull and rig is good, and she presents a very 
pleasing appearance under way. Her worst defect is the 
hideous bath-tub stern, to which her builders fondly 
cling. Besides this some of the smaller details are faulty. 
The best thing about her is the indication that her build- 
ers have at last realized that such vessels as Sagamore, 
Eleanor, Illawarra and Peregrine do not represent the 
highest possible point of steam yacht design, and that 
they have evidentlj' set out to improve. With what they 
can now do in hull construction, engines and internal 
arrangements, if they will get some one to teach them 
how to design and build a yacht counter and will study 
the best foreign designs for details, there will remain no 
reasons why they cannot turn out really first-class steam 
yachts. - - . ■ 
The new Seabury boat, Kanawha II., the largest yet built 
by the firm, doQs credit to her bvtilder§ in the matter of 
appearance. She is an improvement on their older boats, 
devoid of the rank crudities of design whiciEi afflict so 
many American steam yachts, and without pretending to 
rival the Watson boats she shows up very well in propor- 
tions. 1 1 ' ■' 
Among the smaller boats, the new Aileen II,, designed 
by Gardner & Cox and launched this season, is 'a very 
handsome little craft, both in general features and in de- 
tail, the best boat of her kind that her designers have yet 
turned out. 
The present tendency of all departments of naval archi- 
tecture seems to be to develop the material and mechan- 
ical ends, the structure of the hull, the engines and boilers, 
the battery in a war vessel and the cabins in a yacht, at 
the expense of that shipshape appearance which was once 
esteemed by all shipwrights. This is well enough in the 
case of a battleship or cruiser, where spars and sails are 
abolished and steam reigns supreme; but we hold that 
in any vessel which carries sails the appearance of hull 
and rig as a whole may and shoitld be considered as a 
prime essential. There is no valid excuse for a man who 
terms himself a naval architect turning out a steel box, 
however fast, tight and roomy, with misfit ends, broken 
sheer and spars stuck in at random. 
We live in a utilitarian age, it is true, and there are 
in every vessel certain essentials which must have the 
first places; but there is no excuse for neglecting or 
slighting those conventionalities and traditions of the 
shipwright's art which once made every vessel with spars 
a thing of life and beauty as well as of mere utility. 
_ The whole trend of events in yachting at the present 
time points to the retention of the 90ft. class and possibly 
its continued life next season. If, as he now says, .Sir 
Thomas Lipton will be back in 1900 with a new chal- 
lenger, he will probably do aU that he can to race Sham- 
rock next season in order to discover her defects as a 
guide in designing the new boat, and also to have her as 
a trial yacht when the new one is launched. Already sev- 
eral new yachts of the same nominal size are proposed in 
England, and some of them will be built, but no yacht 
thus built for the home racing is likely to be as costly 
and consequently as fast as one for the Cup races. If 
Columbia should cross next spring she wifl be in still 
better shape, almost as a matter of course, than in her 
first season, and she will probably outclass everything 
new or old on the other side — in fact, the old boats Ailsa 
and Meteor II. are now yawls. 
It is a self-evident proposition that if the Qoft. class is to 
be retained at all it should be kept alive year by year and 
not allowed to die entirely betwen the Cup challenges. 
We have little faith in the permanent success of the class 
as an establishing institution in yachting, either in Eng- 
land or on this side; but just now the outlook is rather 
promising for several years of continued racing. 
The proposed new yacht club is something of a novelty 
and may if really started fill an actual want about New 
York. There are at the present time but two clubs with 
houses open all winter in New York city, and most of 
the suburban clubs dose their houses on the water in 
September, their members being dispersed until the yacht- 
ing season reopens. With the heavy expenses incidental 
to racing clubs, the dues of the New York and the Sea- 
wan haka Corinthian yacht clubs are necessarily too high 
to attract yachtsmen merely for the winter privileges, 
valuable as they are in each club. The proposed club will 
be under no expenses for waterside stations or for racing, 
but will be run on the same basis as the purely social 
clubs, to give a meeting place for men of similar tastes. 
It need not conflict with any existing yacht clubs and it 
should offer certain advantages which would attract mem- 
bers of all clubs, both within and about the city,. and those 
from a distance who are in New York at intervals and 
wish to meet with fellow yachtsmen. 
Interlake Yachting Association. 
The communication from Com. Bliss, of the Interlake 
Y, A., which appeared in the Forest and Stream 
of Sept. 30, calling attention to the disorderly accom- 
paniments of the Association's meets, has naturally at- 
tracted much attention and provoked some very hostile 
criticism. We have read a number of extracts from local 
papers, and even those which condemn Com. Bliss admit 
that the charges ^re practically true. The two points 
made in answer to the statement are that the guilty 
parties, though owning and sailing yachts and members 
of local clubs, are not "true yachtsm.en," whatever this 
rnay mean, and do not properly represent the Associa- 
tion; and that the whole matter should been kept from 
the public and only mentioned at the Association meet- 
ing. The first plea amounts to nothing, as every yacht 
club is morally responsible for acts committed under its 
flag. The second has been answered by Com. Bliss, who 
shows that the evil has become too firmly rooted and 
the clubs too apathetic in quietly accepting it for any less 
radical remedy than publicity to be effective. 
Following the first letter, Com. Bliss has just sent out 
a second, which we give in fyll. Though the issue is 
mainly a local one, of immediate interest only to Lake 
Erie, the subjects treated are common to all sporting or- 
ganizations. Wherever large public meets are held, even 
where the disorderly elem_ent is in a very small minority 
in point of numbers, there is always the question of dis- 
couraging and controlling drunkenness and rowdyism. 
With this matter disposed of, there still remains the 
question of arousing a strong interest such as will lead 
men to do their best for the sport, to pay their dues, enter 
and race their yachts, and take part in the general social 
life of the meeting. There is a good deal in Com. Bliss' 
last letter which applies to most gatherings of yachtsmen., 
whatever the locality: 
To the Members of the Interlake Yachting Association: 
Gentlemen — This second report is in no way an 
apology for the first, but a second chapter held back 
until the first had done some wOrk, not of reform. -but 
purification. 
For several years three questions have been growing 
graver. and more threatening, and on their solution, de- 
pends the success and long life of the I. L. -Y. A.], gr 
its speedy disintegration. They are as follows; 
