Sept. 29, i^do.jj 
FOH^IS'T AK£) - STREAM. 
admifaWe precision, succeeding frequently in catching a 
bird before it can get well on the wing, or before it can 
disentangle itself from the cover in which it sought 
concealment. 
If he has erred in llis calculations by not using his 
nose truly he may spring from his point in a wrong di- 
rection, possibly thereby making a failure of the effort. 
Yet when the birds rise the dog's eyes come into service, 
and if he errs on the first spring he may readjust for the 
second, and if there are any laggards or weak birds he still 
may succeed in capturing one. If he captures and is per- 
mitted to dispose of the bird as he pleases, he forthwith 
eats it with great relish. The fox observes a similar 
method when he attempts to capture grouse. The cat, 
too, exhibits analogous methods in its attempt to stalk 
small birds, etc., trusting, however, more to the sense of 
sight rather than to the sense of smell. 
Many centuries ago man observed this trait oi the dog 
and learned that, by restraining it to limits which did not 
permit of the spring to capture, it could be usefully ap- 
plied to his own purposes in the pursuit of game birds. 
Ranging, reading, pointing and the knowledge and 
crafty application of them which comes only from ex- 
perience, the trainer cannot supply. The majority of 
amateurs, however, start on the mistaken theory that 
they must not only teach the dog how to work to the 
gun, but how to hunt birds. Dogs so taught, or rather 
so untaught, become abjectly perfunctory. They lose aU 
independence of action or purpose, and look to their 
trainer for orders at every turn. They have lost all idea 
of initiative and therewith nearly all of self interest; con- 
sequently they are more or less listless and slothful in 
manner and are devoid of ardor and industry. 
Let the puppy range and locate the birds in his own 
wild way. Let him alone. What if he flushes arid chases? 
All the better. A puppy which will not flush and chase 
at first is a marve-l if he is worth owning. Left to him- 
self, the puppy learns to locate quickly and learns the 
kind of cover and the nooks wherein the game frequents. 
With more experience he will modify his puppy ways, 
and at all events the qualities useful to the gun have been 
developed and are in proper form for the schooling to 
the gun. Developed in this manner, besides having a 
knowledge most useful in the service of the gun, he will 
have dash, enthusiasm, persistence and that very desir- 
able quality commonly called "bird sense," which the 
dog acquires for himself, and which the trainer could 
not impart to him otherwise if he devoted a lifetime to it. 
The foregoing contains a description of the general 
and essential principles employed in the best develop- 
ment of setters and pointers to their best hunting in the 
service of the gun, and the proper theory on which to 
conduct their training. They are essential to the field 
dog, but under no other conditions is it possible to 
develop the field trial dog; for while the imperfect field 
dog might give reasonable satisfaction to a shooter, the 
imperfect field trial dog in competition would suffer 
according to his imperfections. 
B. Waters. 
Points and Fltjshcs. 
Mr. T. W. Samuels, Secretary of the Kentucky Field 
Trial Club, under date of Sept. 21, writes us as follows: 
"The Kentucky Field Trials Club will hold its inaugural 
trials at Glasgow, Ky., Nov. 27, 1900. Entry blanks now 
ready and sent upon request." 
In our business columns this week, Mr. Theodore 
Sturges, Secretary of the Continental Field Trial Club, 
Greenfield Hill, Conn., announces the conditions govern- 
ing the club's All-Age and Subscription stakes. The latter 
is open to all setters and pointers, regardless of previous 
winnings. Subscription, $25, payable Oct. 15. It is trans- 
ferable to any one in good standing with the club. The 
All-Age entries close on Oct. 15. The club's trials will be 
run at Newton, N. C, commencing Dec. 3 with the Derby. 
tnchting* 
The yachtsmen of Lake Ontario have been busy oL 
late over the new cutter Gloria, which, though in many 
details decidedly under the requirements of the scantling 
table in use on the Lakes, has nevertheless made a most 
successful vo3^age across the Atlantic and up the St. 
Lawrence. The yacht came into Toronto, after merely 
the ordinary cleaning up and painting of topsides at 
Halifax, with no more signs of wear and straining than 
if she had merely sailed up the lake from Kingston — in 
fact, no one who examined the construction would im- 
agine that she had been on the ocean for six weeks in 
very bad weather. The opinion has been expressed, not 
only by professional yacht sailors but by some of the 
better-informed yachtsmen as well, that such a practical 
test as this should entitle the yacht to enter the Lake 
races regardless of the size of her scantling. 
This view of the matter is perhaps natural enough in 
those who have given no particular thought to the sub- 
ject; but it is superficial and crude in the extreme. The 
object of the scantling restrictions adopted on the Lakes 
in 1897 was not merely to secure the building of strong 
yachts, but to exclude the specially costly methods of 
construction adopted on the coast and in England in the 
purely racing classes. The idea as expressed at the 
annual meeting of the Yacht Racing Union of the Great 
Lakes in the fall of 1896 was that the yachtsmen of the 
Lakes were not prepared to give up the general type of 
yacht then in use, of a strong and reasonably light 
construction such as could be had at moderate figures 
from the local builders, and to pay the extravagant 
prices which the lightest class of construction commands 
both on the Atlantic Coast and in England and Scot- 
land. The feeling at the time was that as conditions were 
and must be for a long time, it would be a loss rather 
than a gain to Lake yachting if the local builders were 
neglected and the racing limited to a few lightly built 
and very costly racing machines imported from salt 
water. 
It was distinctly stated at the time in the discussion 
that lightness and strength were not incompatiljle, pro- 
vided that cost was no object, hut the general opinion 
was that the gain in speed through extreme light con- 
struction, even though the yacht might be amply strong, 
would be of no material value in a fleet used quite as 
much for cruising as for racing; and that the added cost 
would be a serious injury to the sport. The possibility 
of just such a case as that of Gloria was discussed— the 
bringing to the Lakes the outclassed and outbuilt yachts 
from the seaboard — and at least on the part of those pres- 
ent at the meeting the feeling was that such was not 
desirable. 
The coming of Gloria is an accident and of an alto- 
gether exceptional nature; the yacht was built in the 
most expensive maner, and apparently without regard 
to cost, for an international match, which she won. Her 
owner subsequently became financially embarrassed and 
she was sold by his creditors at a time when, owing to 
the war, the values of yachting property in England were 
at the lowest point ever known. In addition, being of 
necessity built to the rule and class of the tJnion des 
Yachts Frangais, she is just enough over the limits of the 
S2ft. L.R. class in Great Britain to be barred from rac- 
ing there. Her present owner bought her expressly for 
cruising and has no desire to race her, nor has he made 
any complaint against her exclusion. 
For one such yacht as Gloria on the sale list there are 
twenty which both in model and construction are un- 
suited for the uses of the Lake yachtsmen, giving no 
accommodation for cruising and, even though strong 
enough to stand the ordinary strains of two or three 
years of racing, lacking in that ultimate strength and 
durability which fit them for many years of useful life. 
Experience has shown that it is quite possible to build 
a weak hull that is fully up to the literal requirements of 
the Table of Scantlings, and on the other hand that it is 
just as possible to build a hull that is amply strong — for 
at least a limited period — in which the scantling is much 
below the limits of the table. In the case of Gloria the 
frames are all of steamed elm, of very small size, but 
•the entire framework of the hull is braced and stiffened 
by a system of hollow steel braces between the bilge 
stringers and deck stringers and between the keelson and 
the deck beams. The .skin is thin, but it is all of ma- 
hogany, the inner as well as the outer, and very thor- 
oughly fastened with copper rivets. The result seems 
most satisfactory so far as even hard sailing is con- 
cerned, for a limited period; but it is hardly to be 
doubted that the full life of the yacht will be materially 
shorter than that of the yachts of heavier construction 
built on the Lakes. 
There is one point which is worthy of serious consid- 
eration. The welfare of yachting on the Lakes depends 
in a great measure on the presence of good local builders 
who can turn out first-class work of a certain grade of 
moderately light all-wood construction at a cost within 
the reach of yachtsmen of moderate means. There are 
some of these, but none too many, on the Lakes to-day; 
and in the interests of yachting at large they should have 
every possible encouragement. The only protection they 
have to-day is the Table of Scantling, though some of 
them are not yet wise enough to recognize the fact. 
With it abandoned or even weakened, they may look to 
see ..their productions beaten out of sight by even the 
unsuccessful . of the outclassed racing machines of New 
York and Boston, bought at low figures, and, if fin-keels, 
as many are, shipped to fresh water on a freight car. 
The decision in the Mineola- Yankee protests, made 
public last week, has been looked for by yachtsmen with 
more than ordinary interest, owing to previous protests 
in the new class. It is a disappointment to find that 
the committee does not deal with what was reallj^ the 
more important of the two fouls, as well as the more 
conspicuous one; but the decision of the committee that 
at the time of the second foul one of the two boats was 
by virtue of the first foul legally out of the race is a 
sound one in every -way. It is known that the case has 
been a difficult one for the committee to deal with, it 
being necessary to hold a number of meetings and to 
take testimony on both sides. To one who is familiar 
with the case only through the published decision of the 
committee it is not an easy matter to give a final opinion 
as to its merits. At the same time, after a careful 
study of the report, we are of the opinion that the de- 
cision is a just one; and certainly the report itself is 
clear, explicit and unequivocal in its meaning. In this 
respect it is a useful addition to those precedents that 
are really stronger than the rules themselves. 
The first foul, the only one which can be considered, is 
simple enough in its principles, the difficulty arising only 
from the several claims of Mineola's protest and the 
conflicting evidence on both sides. The analysis of the 
case by the committee seems a fair and correct one, and 
so far as we can judge from the small portion of the , 
evidence quoted in the report, the decision is just. ' 
The death took place at Southampton, on Sept. 5, of 
William O'Neill, the well-known racing skipper, at the 
age of fifty-two years. O'Neill was born at Kingstown, 
Ireland, his father before him being a yacht master. His 
first command was the 40-tonner Myosotis, in which ves- 
sel he greatly distinguished himself, having charge of her 
si.x season. Next he had the 89-ton cutter Cuckoo, be- 
longing to Mr. R. K. Holmes Kerr, for two years, and 
then Mr. Hedderwick's famous 40-tonner Annasona, 
which was top of her class in her maiden season, while 
in her second she was again the champion, with twenty- 
nine first prizes. O'Neill entered the service of Mr. 
John Jameson in 1883 with the first-class cutter Samcena, 
in which he again scored heavily, and then in Irex, when 
he was even more successful. In 1890 Iverna was built, 
and, although she did not do great things in her first 
season, in 1891 and 1892 she proved the leading cutter 
of the day. In 1893 Iverna's winnings were small, for 
Britannia was in full swing; however, she won a stake 
in a private match with Meteor (nee Thistle), then owned 
by the German Emperor. Among the trophies won by 
O'Neill with Irex was the Cape May challenge cup, 
brought home frrom America by Sir Richard Sutton's 
cutter Genesta, and which Irex wrested from Genesta 
in the race from Cowes to Cherbourg and back. — London 
Field. 
Mr. and Mrs. C. Oliver Iselin returned to New 
York last week on the Majestic after a six months' visit 
to Europe. In answer to interviewers Mr. Iselin dis- 
claimed all knowledge of a coming challenge for the 
America Cup or pi ,any preparations to meet a possible 
challenger. 
Jolly Roger and Scamp* 
.A. SERIES of match races will be sailed this week ofl 
Long Island Sound between the Boston raceabout Jolly 
Roger and the New York raceabout Scamp. It is un-- 
fortunate in one way that the latter, selected as the rep- 
resentative of New York, was designed by Mr. Crown- 
inshield, a sister boat to Jolly Roger and built in Boston; 
but as her owner, Johnston De Forest, is a New York 
man, one of the best of the younger Corinthian contin^ 
gent, there will be a certain amount of intercity rivalry 
and the races will probably attract much attention. The 
first two will be sailed on Sept. 26, one in the morning 
and one in the afternoon, from the Indian Harbor Y. C, 
Greenwich. The following is from the Boston Globe: 
On Sept. 14 B. B. Crowninshield's keel raceabout Jolly 
Roger arrived at Monument Beach, Buzzards Bay, where 
she found Cyrilla and Quakeress hauled out and pot 
leaded, all ready to give her a warm reception. Saturday 
morning the first race was sailed with Cyrilla Under the 
auspices of the Beverly Y. C. 
In a light air Jolly Roger got the best of the start. 
The wind was light to moderate through the race and 
very light at the finish. When the breeze freshened Cy- 
rilla picked up, and when it lightened Jolly Ro_ger re- 
gained her advantage, and she finished in first place. 
In the afternoon about the same conditions prevailed, 
and Jolly Roger again won. This settled the series be- 
tween these two boats and Jolly Roger held the field with' 
the stimulant of victory to help her in succeeding races. 
Monday morning Jolly Roger tackled Quakeress, also 
a centerboard Herreshoff production, owned by W. F. 
Harrison, which has held the championship of Buzzards 
Bay for two seasons. The series was also held under the 
auspices of the Beverly Y. C. Again the air was light 
and Jolly Roger came out victorious. 
The next race was sailed Monday afternoon in a drift- 
ing air and Quakeress turned the tables on the Marble- 
head boat. The final race was sailed Tuesday and Qua- 
keress was again victorious, winning the series. This 
race, like the others, was sailed in a very light air. 
From the work of the boats the deduction has been 
made that in a very light air Jolly Roger can beat the 
Buzzards Bay boats, and Mr. Crowninshield is of the 
opinion that in a strong breeze the same results would be 
obtained. Both Cyrilla and Quakeress are longer on 
top than Jolly Roger, and in a moderate breeze, when 
they can just get their ends into the water, they can 
beat Jolly Roger both at windward work and in reaching. 
But it was a contest of designers, between Crownin- 
shield in the east and Herreshoff'. The Herreshoff produc- 
tion carried off the honors, and no matter what the con- 
' ditions the credit belongs to him. 
Next week Jolly Roger will tackle the cracks in Long 
Island Sound. Her principal race will be with Scamp, 
owned by Johnston De Forest, and the champion of Long 
Island Sound. Scamp and Jolly Roger are sister boats 
and_ the contest between them s-hould be more than ordi- 
narily interesting. 
The first race will be sailed Wednesday at Indian Har- 
bor, and if a final race is necessary it will be sailed on 
Saturday. Mr. Crowninshield is faking no chances on 
these races and has had Jolly Roger hauled out for a 
thorough overhauling and a coat of black lead. 
Besides her series with Scamp, Jolly Roger will meet 
C. H. Crane's Raider, and here will come another con- 
test between designers. Another race will probably be 
arranged with Colleen, to be sailed either Saturday morn- 
ing or afternoon at Indian Harbor. 
On Monday, Oct. i, Jolly Roger will meet Mr. Bed- 
ford's Sis at Bridgeport. This will be the last regular 
match race, although it is probable that the Marblehead 
boat will have a chance to take part in several impromptu 
scraps before she is hauled out. 
Yacht Racing Union of North America. 
New York, Sept. 15.— The annual meeting of the 
Y'acht Racing Union of North America will be held at 
the Yachtsmen's Club, 47 West Forty-third street. New 
York city, on Saturday, Oct. 6, at 4 P. M. 
A committee consisting of Mr, Clinton H. Crane 
(chairman), Mr. Ralph N. Ellis and the secretary has' 
been appointed to revise the racing rules of the Union 
arid will make a report at this meeting. The committee 
will be glad to receive communications from representa- 
tives upon the matter of changes in the rules up to the 
date of the meeting. 
A meeting of the Council will be held at 2 P. M. on 
the same day and at the same place. 
Attention is called to the rule requiring a quorum of 
fifteen representatives at the general meeting and of five 
members at the Council meeting. 
Frank Bowne Jones, Sec'y. 
Yacht Racing Union of the Great Lakes. 
The annual meeting of the Yacht Racing Union of the 
Great Lakes will be held on Saturday, Oct, 13, at 2 P. M. 
•at the St. Clair Hotel, Detroit, Mich. The officers for 
1901 will be elected and the general business of the Union 
will be transacted. Thus far no notice has been given 
of any proposed changes in the rules. The present chair- 
man of the Union is C. E. Kremer, of Buffalo, and the 
secretary-treasurer is J. E. Burroughs, 309 Powers Block, 
Rochester, N. Y^^ 
Royal Canadian Y. C. 
TORONTO TORONTO BAY. 
Saturday, Sept. 15. 
The Royal Canadian Y. C. sailed a race for the 30ft. 
class on Sept. 15, the old Burgess cutter Wona beating 
Sylvia, a comparatively new boat. A dinghy race was 
also sailed, the times being: 
30ft. Clas^— Start, 3:00. 
Finish. 
Wona 4 40 10 
Sylvia 4 41 06 
Junior Dinghy Race — Start, 3:25. 
T- C- Barber 3 58 30 
E. Gooderham 4 oo 00 
G. Chad wick , .4 01 0^ 
