JxmE 12, 1897.] 
FOREST AND STREAM. 
471 
The hames are inclosed in the collar, and attached to them 
are hucklea for fastening the traces. On each collar are 
placed rings to "which the traces of a dojs; in the lead may be 
attached, making it easy to drive teams in tandem. Traces 
in the harness for native dogs are made of heavy web mate 
rial, because the dogs eat the leather harness. They devour 
the collars on sight if permitted to do so. This peculiar 
carving makes it necessary to keep the animals separated 
•when harnessed, so thai they cannot masticate one another's 
collar. When the web traces become oily, the dogs chew 
even them, and it is only a matter of time when the web 
strappings become food for the hungry creatures. 
This spring seveial parties have taken burros and small 
horses in lieu of dogs for draught and general service beasts. 
It is claimed that one pony or burro will draw 3,0001bs. on 
the frozen surface of a lake. Another advantage claimed is 
that they can be more profitably used as pack animals during 
the summer. A Circle City firm works a train of thirteen 
horses, hauling from 800 to l,3001bs. each on sleds and re- 
quiring but three drivers. All returned miners, however, 
unite m declaring that the dog is holding its own well 
against the competition of the horse and that dogs will be 
needed on the Yukon in large numbers for years to come. 
It is expected that within a few years the Government will 
be able to supply many reindeer from the herd at Point 
Barrow. 
E M. McClaine and A. M. Stearns, two Eastern miners, 
have just started north with a new kind of freight convey- 
auce. It is a water and ice craft combined. The main part 
is a box, built like a large watering trough, 8ft, long, 33in. 
wide across the bottom, 3ft. across the top, and 22in. high. 
Beneath the box are two runners. Sin. high, and a little 
longer than the bed. The party has six of these conveyances, 
which will be used as sleds on land and boats on water. For 
use in the water, two of the sleds will be joined together by 
blocks at the ends, making a stronger water craft. To each 
side of the conveyance a log will be attached to render it 
more buoyant The trough-like boxes are made of galvanized 
iron, and it is intended to sell them on the Yukon for bath- 
tubs, the cost of a bath there being iV^. T. Sun. 
National Beadle Club of America. 
The committees appointed at the last meeting of the Na- 
tional Beagle Club of America are as follows: 
Field Trial Committee: Jas. W. Appleton, chairman; 
George B. Post, jr., A. Wright Post, George Laick, John 
Bateman, George W. Rogers, G. Mifflin Wharton, N A. 
Baldwin, Bradford S. Turpin, George F. Reed, D. F. Sum- 
mers, Jas. L. Kernochan, Wm. Saxby and A, D. Lewis. 
Sub-Committees are as follows : 
Selection of Grounds: Jas. W. Appleton, chairman; A. 
Wright Post, .Jas. L. Kernochan, G. Mifflin Wharton. 
Judges: George F. Reed and George Laick. 
Arrangements at Trials: George W. Rogers, A. D, Lewis, 
D F. Summers and N A. Baldwin. 
Finance: George Laick, chairman; George B. Post, jr., 
G. Mifflin Wharton. 
Premium Lists, etc. : Jas. W. Appleton and George W. 
Rogers. 
Marshal at Field Trials: George F. Reed. 
POINTS AND FLUSHES. 
From Mr. Thomas Johnson, of Winnipeg, whose enthusi- 
asm in field sports and their betterment is without limit, we 
have received the following information, which is important 
in its bearing on the forthcoming trials: "That good friend 
of field trials, Mr. M. Lawrie, of Morris, called on me to day, 
and he said that the prospects for a big chicken crop were 
never brighter. He said that he knows of twenty nests 
within a radius of two miles of Morris, so that with season- 
able weather during their chickeuhood we should have an 
abundance of birds this year." 
The list of judges for the N. E. K. 0. show on June 19 
are: Bloodhounds, mastiffs, St, Bernards, collies and Old 
English sheepdogs, poodles, pointers, setters, bull dogs, 
French bull dogs and fox terriers, Mr, H. W. Lacy, Boston, 
Mass. ; spaniels, beagles, bull terriers, Irish, Scottish, Welsh 
terriers and miscellaneous classes, George S. Thomas, Salem, 
Mass. ; Boston terriers, A. L. Goode, Boston, Mass. 
A one-day dog show will be held at Morristown, N. J., 
some time in this month for local dogs only. It will be 
under the auspices of the Morristown Field Club There 
are a number of fine specimens owned in and about Morris- 
town, and from the great local interest already manifested at 
least a hundred entries are expected. A part of the pro- 
gramme is an afternoon tea on the club's grounds. Messrs. 
Elliott Smith and A. C. Wilmerding have charge of the 
matter. 
The American and Continental Sanitas Co., Ltd., 636 
West Fifty-fifth street, New York, offers to send free an 
illustrated book giving instruction for disinfecting in every- 
day life and during cases of infectious diseases. 
Entry blanks of the International Field Trials Club's 
Derby can be obtained of the honorary secretary, Mr, W. B. 
Wellfi, Chatham, Ont, Entries close July 1 
Ccymnvunications for this department are requested. Anything on 
the bicycle in its relation to the sportsman is particularly desirable 
THE CARE OF THE WHEEL. , 
The pleasure of a long ride is made or marred by the run- 
ning qualities of one's bicycle. 
1. Before starting, oil the bearings of both wheels and also 
the crank axle. 
2. Clean the chain thoroughly, and if you do not find it 
as limber as a snake, oil the joints of each separate link and 
wipe off surplus with a cloth. 
In any case lubricate the inner surface of the chain with 
stick graphite or other good lubricant to reduce the friction 
of the sprocket teeth. 
If these details are properly attended to, and five minutes 
is sufficient for the purpose, you may count upon a smooth- 
running wheel. 
Do not neglect to give your wheel a thorough inspection 
and cleaning from time to time Frequent infipections are 
necessary in the case of a new wheel before it is thoroughly 
tuned up for the road. 
Look out for broken or loose spokes. Sometimes a spoke 
will snap where it is bent near the axle and escape notice by 
keeping its position, owing to the fact that it is tied to its 
neighbor. 
Loose spokes may mean the collapse of the wheel. They 
are commonly found in new bicycles after the first few 
weeks' riding. 
Nuts are also apt to work loose at first. Go over the nuts 
on the ends of both wheel axles and tighten them up as snug 
as you can with reasonable muscular effort. Then tighten 
the nuts on the inner ends of the pedals next the cranks. 
Bicycles are shipped from the factory with the pedals off, 
and at the selling agency the pedals are frequently carelessly 
attached. This is one great cause of broken pedals. Once 
the pedal is loofened it slips gradually away from the crank, 
and then some particularly hard thriist strips the thread 
from both male and female screw and the pedal drops off. 
The trouble cannot be remedied on the road (except that 
when the thread is only slightly defaced a short piece of soft 
wire may sometimes be screwed in with it and serve teinpor- 
arily), and the wheelman is obliged to ride home with one 
pedal and get a new pedal axle and crank piece. 
Last, but not least, if you value your neck, see that the 
handle bar is firmly clamped. Also that the saddle post and 
saddle adjustment nuts are tight. 
A good clean-up is desirable once in a while, but not abso- 
lutely necessary, as regards the outside. If a man's natural 
instinct does not teach him to keep his wheel spick and span, 
the wheel will not necessarily suffer. It may be covered 
with mud or grease and run as easily and give the rider just 
as much satisfaction as the most fastidiously kept bicycle, 
provided, of course, the running parts are in good condition, 
which is a simple matter to attend to. 
It must, not be understoo(^ that we are in favor of dirty 
bicycles, inside or out, but people before this have been 
deterred from purchasing wheels through a mistaken sense 
of the requirements necessary to keep them in s rviceable 
condition, and it is our purpose to .show that no great sacri- 
fice of time or energy is required. What is in reality a 
simple matter has, to the uninitiated assumed forbidding 
proportions, chiefly because it is customary to give too 
many directions. Most riders, after a time, by contact with 
others, naturally and without effort pick up a knowledge of 
bicycles and their requirements, and it is time enough then 
to take them apart and clean the bearings and alter the 
adjustment and experiment in the ways so dear to some of 
the dyed-in-the-wool wheeling cranks. But if the rider 
never gets that knowledge and never has a desire to tinker 
with his wheel, as is sometimes the case, there is no great 
cause for worry. 
If by any chance the nickeled paits become wet they 
should be wiped off with a dry cloth, and then afterward if 
one does not mind their collecting a film of dust, with a 
greasy cloth. In the case of good dust-proof bearings the 
easy-running qualities of the bicycle will not necessarily be 
impaired by going a year or more without cleaning. Of 
course, grit or dirt in the bearings tends to wear the parts, 
but a small amount of wear is not such an unpleasant thing 
as might appear, for after a season's use bicycles commonly 
run better than at the start. Even if bearings wear out there 
is a remedy, for new cones and balls are within the reach of 
all at a slight expense. 
Finally, it is perfectly possible to have the maximum of 
profit and pleasure from a bicycle without any undue sacri- 
fice of time or patience in its care. See that the chain and 
wheels are lubricated and let the rest of the directions slide. 
If, however, you are methodical and neat and have a reason- 
able amount of time and patience, you may go further and 
keep your wheel like a new pin. It is satisfactory to know 
that each ball in the bearings is bright as a silver globe and 
that the spokes are not marred by lust pits, that the adjust- 
ment is perfect and that there is no undue wear on any part, 
that the enamel is glossy and unscratched. All this is good 
and worthy of emulation, and we have no hesitation in 
recommending it as the best plan. A well-kept wheel is a 
patent of respectability, and with experience most riders 
learn to appreciate this fact in its application to themselves. 
One word more. If you have no mechanical ability and 
no undeistanding of the whys and wherefores of your wheel, 
don't try experiments with its adjustment or repair or let 
friends do so unless you have implicit confidence in their 
skill and knowledge of your particular mount. All repair 
men are not to be trusted, and if your wheel develops any 
ailment it is best to take it to the manufacturer or his agent, 
as they have a personal interest m the matter and will see 
that it is put in order properly. 
As the yachting Journal of America, the Forest and Stream 2s the 
recognized medium of commimication between the maker of yachts- 
men's supplies and the yachting public. Its vahie for advertising 
has been demonstrated by patrons who have employed its columns 
continuously for years. 
The following is from the Marine Journal. We quite 
agree with it in describing Namouna as a first-class yacht, 
of course, considering the advances made since she was built. 
At the same time, it is but just to state that "this American 
vessel" was designed by St. Glare J. Byrne, of Liverpool, 
Eng., though built, under his direction, in this country. 
This accounts for her handsome and shipshape appearance 
as compared with the Delaware-built steam yachts of the 
same date. 
We are pleased to welcome the return of Namouna, James 
Gordon Bennett's steam yacht, this week. This American 
vessel is our conception of a first-class yacht. Great credit 
is due Com. Bennett in the selection of his officers. They 
are men who could scarcely be replaced, as some of them 
have been with him from fifteen to thirty years It is 
reported that Com. Bennett is to build another steamer 
We are informed that this is not a fact, he being well satis- 
fied vsdth the craft he built on the Hudson in 1881, and in 
which he has made several long voyages in comfort and 
safety. Namouna, with Mr. Bennett and party, leaves for 
the return trip to Europe next Sunday, 
Useful Yachts. 
It is now many years since the Forest And Stream began 
its attack upon the then universal type of yacht, the shoal 
and wide skimming dish, and advocated in its stead for 
many purposes the deep cutter. Since that time a great 
many changes have taken place; the skimming dish was 
driven out entirely for years, to reappear of late in the small 
racing classes, and in an improved form divested of its sand- 
bags. The narrow cutter was adopted and tried, to be re- 
placed by other cutters of greater beam; both of these types, 
really of moderate draft, though once considered very deep, 
have since been superseded by others of far greater draft; 
and of late years this draft has been accompanied by a cut- 
ting down of displacement that has destroyed all semblance 
of living room. To-day the extreme fin-keel type, with its 
three marked characteristics of great draft, limited internal 
space and high speed, dominates all classes, with results that 
are but too plainly seen on every hand. 
One of the most useful of all types which succeeded the 
skimming-dish was the cutter of moderate beam and draft 
and in lengths of from 20 to 30ft. l.w.l These little yachts, 
as built between 1880 and 1888, possessed in a high degree the 
two valuable qualities of safety and accommodation, and at 
the same time they afforded a great deal of sport in racing 
with each other That they were slow — not merely as com- 
pared with the bulb-fin racing machine, but by far more rea- 
sonable standards of speed in yachting— is undeniable; some 
of them were very slow, indeed; but with even this draw- 
back they had much to recommend them, and they did im- 
portant work in bringing men into yachting. 
In the present condition of designing there is but one rea- 
son why something of the same type, but much faster, is not 
possible; and this reason is the demand on the part of many 
yachtsmen for the highest possible speed, regardless of all 
other considerations. 
This demand has, in the course of the past five years, 
driven out the generally useable type of yacht in all classes 
and sizes, replacing it with the fin-keel machine; the general 
prevalence of the machine has at last resulted in a counter 
inovementthat is becoming more general each year, the estab- 
lishment of numerous special classes under rigid restrictions 
as to dimensions, type and construction. 
The best known and most successful of these restricted 
classes in this country and probably in the world, is the 
knockabout class of Massachusetts Bay. Even here the 
result of keen racing is now evident, to the marked detri- 
ment of all other qualities but speed. Enough has been 
learned, however, from the experiment, to warrant the belief 
that it could be extended with advantage to other classes, 
and the Boston Qlohe discusses the subject in a very thor- 
ough and reasonable way, as follows: 
The increasing number of 25ft. knockabouts and the 
steadily growing popularity of the size and type, calls atten- 
tion to the possibilities of sport in the class, not only the 
present season, but also in the future under suitable limita- 
tions and restrictions. While the handiness and popularity 
of the 21ft. knockabout is conceded, it is nevertheless true 
that the usefulness of the class is practically limited to after- 
noon sailing, and that something larger must be taken when 
extended cruising qualities are desired. In fact, the 25- 
footer is a development of the cruising idea, while at the 
same time retaining much the same racing possibilities and 
the sport which results therefrom. 
It is with the hope of still further increasing the popular- 
ity of the class and possibly securing recruits from intending 
builders who are now attracted to the 21ft. ranks, that the 
owners of some of the 35-footers are considering the question 
of having some special racing for boats in the class. The 
formation of an association which shall keep the class where 
it ought to be is also in mind. 
Marblehead, the port from which most of the boats hail, 
is named as the likeliest place to have the races, for 
it is probable that the Corinthian Club would make a 
special class if there was a certainty of filling it, or at least 
would give the boats a chance by themselves in its regular 
club races. 
The chief point in which the 21ft. knockabouts are lacking 
is accommodation below. That many owners desire such 
accommodation is attested by the large number of boats in 
the class which are either orif^inally built with cabin trunks 
or have them added after a season's racing. Hence the 25- 
footer and its logical development from the smaller size. 
A little study of the question shows that the only advan- 
tageous sizes of small cruising yachts are those of 34 to 26, 33 
to 36 and 45 to 46ft. waterline, since they are handled re- 
spectively by the same crews as those of 20 to 21, 28 to 30 and 
of 40ft. waterline, while at the same time they can be 
planned more economically below, for the smaller sizes just 
miss the head room of the larger ones, or the available length 
to arrange a good cabin plan. Two men can sail a 25ft. 
knockabout as easily as they can a 21-footer, and so on 
through the list. 
In no class does the improvement in yacht design show 
more strikingly than in the one in question. Cutting the 
beam and deadwoods, lowering the ballast in a fin-shaped 
keel and raising the sides to a good freeboard, have produced 
a boat which is fast under a moderate amount of sail kept 
well inboard, is capable of doing its best work in a rough 
chance, and yet which is good in ordinary weather, and at 
the same time provides surprising accommodation below, 
with standing room under the house. The old models of 
this length were deficient in several of these desiderata, 
especially in the matter of ease of handling and head room. 
The impossibility of getting this cruising accommodation 
on a 21ft. boat developed the 24-footer soon after the knocka- 
bouts proved their quality. 
In the winter 'g3-'94 W. S. Palmer had Eugenia designed 
and built by Lawley as a handy sailboat with cruising room 
below. She proved such a clever craft that she was soon fol- 
lowed by Barnacle, an auxiliary craft designed by Arthur 
Binney and built for C. F. Lyman by the Fore River Com- 
pany, and by Rowena and Yarico, designed and built by 
Liawley for Messrs. James Roth well and Henry Yerxa. 
This year's crop shows four ooats, two of which are fitted 
vsdth bowsprit and jib, losing the characteristic of the knock- 
about rig in this respect only. Three of the four were design- 
ed and built by Lawley. The fourth, Wanaissa, was designed 
by E. C. Jewell and built by Fenton& White, of Manchester. 
The later Lawley boats have been really a compromise be- 
tween the cutter model of Burgess and the deep keel canoe 
hull of the present day, resembling strongly the English five 
and ten raters, except that they have more beam. They 
have good accommodations below, most of them being fitted 
as follows: Abreast the companionway, two clothes lockers; 
transoms about 7ft. long, with shallow lockers built in the 
wings above them: at the forward end of the cabin, buffet 
on each side; forward of the bulkhead and in the house, with 
good head room, a toilet room with water closet and folding 
'Washstand; opposite this, the ice chest, food lockers, etc.; 
forward of the mast there is space for a swing berth for a 
paid hand and miscellaneous stowage. 
The Lawley boats and Barnacle are beautifully fitted with 
hai'd wood, have much locker and stowage room, their 
owners taking but one guest. A weak point, however, is the 
narrow width of the cabin floor and waterways, the latter 
owing to the wide cabin trunk. This year's boats are some- 
what improved in the last respect. 
Wanaissa is a little wider than the Lawley boats, and her 
counter and stern are run out to improve looks and deck 
room. A narrow hatch house of mahogany has been used, 
leaving all the width possible for the waterways. As 
there is sitting room under the deck on aU these boats, there 
la really no reason for using a house wider than the cabin 
