292 
FOREST AND STREAM 
[April 9, 1898. 
Greenwood Lake, 
New \'ijKK, Marcli 24. — Editor Forest ami SfreaiHt 
There liaA'c been put into Greenwood Lake during 
1896-97 the following: 1,450 adult pike-perch and 
2.000,000 fry: 28 white bass; 800 adnlt large-mouth 
black bass. 800 yearlings and 5.000 fry: 160 pickerel and 
100 channel catfish. 
The results obtained from planting pike-perch (wall- 
eyed pike) have been very satisfactor}^ indeed. Schools 
i}f these fish 6 and 8in. in length were frequently seen 
In the fall of 1897, and it is believed that they will form 
an important addition to the supply of food and game- 
fish in the lake. Even better resiilts may be expected 
from the planting of adult pike-perch, which have been 
so liberally supplied by the New Jersey Commission. 
In their annual bill now before the Assembly at Tren- 
ton the New Jersey Commissioners recommend that the 
closed season for taking bass be extended until June 
15. This law now being in effect in New York, it is 
important that the same legislation should be enacted 
in New Jersey, and it is hoped that club members will 
exercise any influence the}' may have with members of 
the Legislature at TrcntOTi to secure the passage of the 
bill. The reasons are plain: Small-mouthed black bass 
cannot be propagated artificially. They are not off the 
spawning biJds at Greenwood Lake by May 30, and con- 
sequently the taking of these fish before they are through 
Spawning means a reduction of the supply of bass, which 
it will be impossible to replace. The best authorities 
on the question of propagating black bass are unanimous 
in their opinion that in waters where they have a sufti- 
cient food supply, as they have in Greenwood Lake, they 
cannot be fished out with a hook and line, if they are 
properly ]>rotected in spawning, and on the contrary they 
continue to multiply. As soon as the New Jersey Legis- 
lature has considered this question a meeting of the club 
will be called to secure the appointment of a warden 
in New York State to co-operate with the New Jersey 
officials in reqitiring an observance of the law in both 
States. 
Grkkvvvooi) I,.\kh: l^'isH .vno Game Proi'ecpivk Ci.uh, 
L. F. La Roche, Treas. 
Legfislative Fooling. 
Sexatok Coggeshall introduced into the New York 
Legislature last week, and it was read twice and re- 
ferred to the Committee on Naval Affairs, a bill to add 
to the fish law a new-section as follows: "Sec. 1999. No 
Spanish mackerel ever having inhabited any waters un-' 
der the jmisdiction of the Spanish Government shall be 
permitted or allowed to enter the waters over which 
the State of New York has jurisdiction. Any Spanish 
mackerel entering or attempting to enter the aforesaid 
waters of the State of New York shall be deemed guilty 
of a misdemeanor, and shall be subject to prompt denor- 
tation at the expense of the Spanish Govenunetit- Bee. 
2. This act shall take eifect immediately." 
§he §mml 
Treatment of the Horse* 
Many of us have much to say in your journal about 
dogs and other animals, but the horse has not seemed 
to claim much attention. 1 am not a turfman, and so 
do not speak in the interest of the horse racing fraternity. 
I am writing in the interest of the horse. The turfman 
is generally careful abotit the condition of his racer and 
needs no advice as regards his treatment and keeping. 
But others, as farmers, trucksters, draymen and such, "are 
often found to exhibit a carelessness resolvable into most 
despicable cruelty. If such persons had any self-respect 
and did but know how contemptible they are in the 
ei'es of the community in which xhtv live, they would 
be no longer contented with half-starved horses that can 
hardly drag their own bony frames without having to 
haul heavy wagons and a well-fed driver sitting as com- 
placent and imconccraed as one on a bed of roses. 
Shame! Noble, faithful beast — how many there are whft 
can render an account onl}' with grief whom you have 
served with sweat and blood and hunger! Shall I give 
them advice? Aye, indeed, if it be not useless. 
First feed the horse well. If you are not disposed to 
do this, then just do penance yourself. Fast and fast 
and fast until you get a firm settled notion of how it feels 
to toil day by day on a morsel of food. Never over- 
tax him in work or in driving for pleasure. Never smite 
him when he stumbles — a man makes a fool of himself 
every times he does so. Sotne men, especially old men 
and country people, have a habit of constantly yanking 
or jerking the reins to make the horse walk faster, or slJ5 
if they were afraid he was going to stop walking". Touch 
your horse slightly with the whip rather than do this. 
Imagine yourself with a bit in your mouth being con- 
stantly jerked; wouldn't you feel wonderfully relieved 
in having your tormenter let up on' his senseless practice? 
If I had my way the check-rein would be thrown "to 
the dogs." I have seen the horse — high-checked for 
some time— left standing that would turn his head 
upon his side and hold it there to rest the tired, aching 
muscles of his noble neck — suffering by the foolish pride 
of man! 
Of balking, and I am done. Remember, a horse 
doesn't balk because he is vicious. The animal is to be 
pitied rather than blamed; and whatever must be done 
to induce him to move should not be done in anger. He 
is bound by some mysterious spell, against which his 
will power has no force, not at least until his, mind is 
diverted, from the cause that compels him to remain 
motionless. I said mysterious spell. This is to sav. 
we do not know why he will not move. We can only 
conjecture. It may be that the impression has pos- 
sessed him that the load is greater than he is able to 
move, which might be, as some supoose, the result of 
previous overloading or stalling, which he has not for- 
gotten. But the case or reason seems to be different 
when the horse in traveling comes to a standstill or 
back,9. To account for it I know not h'wi l^wt I never iviU 
gpM^fc- ft W "0y^fn^ ^Mfna'ty, 
t once owned a small Indian pony that would travel 
until he was almost too weary 'to ascend a hill, yet he 
never refused to keep steadily on his journey. But when 
taken out of the stable to be hitched to the wagon he 
would keep looking around as if something was wrong, 
•es-oecially if several persons stood by. When bidden 
to move he would back up. And when at length I suc- 
ceeded in starting hitn he would make a'phmge as if 
he had by a mighty effort of the will dispelled a horrible 
incubus that had held him. as man is bound by night- 
mare. ^ N. ip,.. Elting. 
Tnic design which we publish this week may without 
much stretch of the imagination be called a "knocka- 
bout," in spite of her bowsprit, and in reality is more 
deserving of the name than most of the boats added to 
the class last year. Like the first of the Eastern knock- 
aboiUs, the design is intended to combine cruising quali- 
ties and speed in approximately ecpial proportions. The 
knockabout type promises to make quite a strong and 
popular class about New York and the Sound this sea- 
son, and to give some good racing; though the absence 
of any distinction between the original knockabout and 
its fin de siecle brother, the "raceabout," gives every 
advantage to the latter. The present design, if built to, 
is reasonably certain to make a thoroughly good boat 
for general work, however successful or the reverse in 
racing; and for the former purpose alone she Avill be 
worth all she costs, the construction being durable and 
substantial. 
The design is capable of adaptation into an excellent 
25-footer, this latter size giving full headroom and a very 
snug cabin, with room for one hand forward. We shall 
iniblish in the following issues the full specifications, 
offsets, sail plan and details of constrttction, and at the 
same time we will gladly give any further information 
concerning the design. 
Within the past week the steam yachts Sovereign and 
Josephine have been purchased by the Government, and 
taken to the Brooklyn navy yard for conversion to war 
purposes. Mr. M. D. C. Borden, owner of Sovereign, 
was unwilling to sell her, as she is a new vessel and 
admirably suited to his requirements; the price asked, 
in the neighborhood of $400,000. was considered too high 
in the first negotiations, but the sale was finally made, 
presumably somewhere near this figure. Josephine sold 
Un less than $200,000. 
Sovereign will be given a partial steel belt of ^gin- 
plate, similar to Mayflower. It is reported that the 
Government has also purchased Alcedo II., now at her 
builder's yard, for rebuilding. Dr. W. Seward Webb, 
owner of the steam yacht Elfrida. a craft costing over 
,$200,000, has offered her free to the Government. Mr. 
Howard Gould's offer of Niagara IL is also free; he 
proposes to turn the vessel over to the Government at 
any time, for use indefinitely, on the sole condition that 
she be returned to him in good condition when there 
is no further need for her. 
A HAUD.soME steam yacht was launched on April 2 
at the Erie Basin Dry Docks, J. N. Robins & Co.. for 
E. W. Bliss, of New York. She was designed by H. 
J. Gielow. and is i7Qft. over all. T42ft. 4in. l.w.l., 20ft. 
beam, 6ft. .lin. draft, with triple compound engines. 14. 
21. 24, 24 by 18, and two Roberts boilers. The work of 
construe'tion has gone on tpiite rapidly, and the yacht 
will soon be completed. 
Spray. 
2Mi, Fast Cruiser. 
TuK design here illustrated was made for Mr. J. W. 
Keogh. of Chicago, by W. P. Stephens, and the 
yacht is now partly completed at the yard of Rice Bros.. 
East Booth bay. Me. She is not built to a racing class, 
but is intended for general sailing and cruising work 
of the knockabout sort on Lake Michigan. 
She is named from a cruising canoe designed and 
built for Mr. Keogh by Mr. Stephens in 1881, and used 
for many cruises on Lake Michigan, Lake Erie and the 
Mississippi between that date and 1893, when she was 
destroyed by fire. 
The design is practically a reduction, with some small 
changes, of that submitted by Mr. Stephens to the Amer- 
cian Y, C. in its recent competition for 9. proposed 25ft. 
one-design class. The original requirements of this erlass, 
as stared by its promoters in the request for designs, 
called for a j^acht of the general knockabout type, either 
keel or centerboard,- of 25ft. l.w.l., and with a minimum 
of 6ft. clear headroom in the cabin, with about Soosq.ft. 
of sail in mainsail and jib, a short bowsprit being al- 
lowed. As to speed, the yachts were intended for rac- 
ing only within the class, and while a lively and quick 
working boat was required, even in the light weather of 
the Sound, especial emphasis was given to the points of 
full standing room, good cabin accommodations, and 
ability to carry a full cruising outfit. As a matter of 
fact, after its first inception the movement took a dif- 
ferent course, and in its final consideration of the seven 
designs submitted the committee made its selection sole- 
ly on the basis of probable speed. 
Owing to the shoal water on the anchorage grounds 
off Milton Point and in other of the North Shore har- 
bors where the boats would lie, the committee from the 
first favored the deep centerboard type; but as the ques- 
tion of keel or board was left open to the designers Mr. 
Stephens elected to work on the former type. The de- 
sign submitted was a study of the fast cruiser type on a 
l.w.l. of 25ft., speed and general accommodation being 
placed as nearly as possible on an equal basis by the 
elesigner. As a starting point in this work a very care- 
ful study was made of many known yachts of from 21 
to 27ft. l.w.l., including all types from the racing fin- 
keels El Chico and Wenonah to the old Itchen boats 
sucb as the wide cutter Daisy, imported to this country 
dimensions, displacement, sail area and other elements 
of some twenty yachts, including El Chico, Daisy, the 
Stearns' Seawanhaka design and Verona, both enlarged, 
the old cutter Yolande, Mr. Hyslop's old Petrel, a reduc- 
tion of the Burgess Pappoose, and other different craft, 
were tabulated in convenient form for comparison, and 
the midship sections of some of the best representatives 
of each type were plottecf over each other to the same 
scale. These examples, in some cases reduced or en- 
larged to the standard length of 2Sft., showed a range in 
displacement of from two tons to nearly nine, in area 
of midship section from 5sq.ft. to over 22; in beam, ex- 
cluding the very wide centerboard type, from 6ft. 6in. 
to over 9; in draft from 4ft. loin. to nearly 7ft., and in 
sail area (two lower sails) from 600 to goosq.ft. 
After a very careful consideration of these data the fol- 
lowing elements were selected as the basis of the design: 
L.w.l., 2Sft.; beam, extreme, 8ft. loin.; at l.w.l., 8ft. 
2in.: draft. 5ft. 6in.; depth from floor to top of plank- 
sheer, 4ft. sin.; area of midship section, 17.50sq.ft. ; dis- 
placement, 6.60 long tons, ;sail area, 800 to Bsosq.ft. The 
figure for the midship section was selected as the least 
which would give reasonable internal room with a mod- 
erate freeboard and low house, and similarly the dis- 
placement was cut to the minimum consistent with some 
length of floor forward and aft. The figure for the draft, 
5ft. 6in., was selected as the lowest admissible for fair 
performance in a keel boat; to be increased if allowed 
to 5ft. gin. or even 6ft. 
In accordance with these figures the accompanying- 
midship section was drawn to give a good form with 
the best possible average of essential internal dimensions, 
headroom of 6ft. not merely at one point, but over a 
good length of floor; "footroom" a floor of 2ft. width by 
as long as possible, and yet permitting a good transom 
locker; full headroe>m over locker to sit erect imder 
SBCJ'lOil OF PROPOSED 25-FaGTE».-. 
deck; a low house, but I2in. at side, and with little crown 
to roof, wide enough for two persons to stand and pass 
easily, and yet giving a good side deck, 2ft. 8in. ; and as 
much freeboard, 2Sin. at lowest point of planksheer. as 
<;ould be carried into the ends without too much top 
weight and a clumsy appearance. The design finally 
showed a floor 2ft. wide for a length of 9ft., with full 6ft. 
headroom under beams for a length of 8ft.; a cockpit 7ft. 
long and 3ft. 6in. wide, with seats on deck inside a 
coaming 8ft. 7in. long and 5ft. 6in. wide; and a low house 
loft. long, its highest point being but 3ft. iiin. above 
the l.w.l. With a fairly full l.w.l., and the full round 
diagonals made possible through modern long ends, the 
<lesign promised a very great improvement in speed over 
all the oleler boats, and at the same time an amount of 
internal room quite equal to that of even the cruisers. 
One point to which much attention was given from the 
first was the preservation of a relatively large boat in 
the water compared to the boat in the air, both in top- 
sides and house, with a view to preserving a thoroughly 
shipshape and yachty appearance and the avoidance of 
high weights and unnecessary windage. 
In reducing this design from 25ft. to 21ft. l.w.l.. some, 
changes were made in deference to the wishes of Mr. 
Keogh, anel the conditions also became slightly different, 
as it was no longer possible to obtain 6ft. headroom, and 
the proposed uses of the.pwner made cabin space of less 
importance as compared with speed. The draft was in- 
creased to 5ft.. equivalent to 6ft. in the 25-footers. and 
the sections were cut away below the floor, the keel being 
bulbed still more. The dimensions of the 21ft. elesign 
are: 
Length, over all 32ft. 
Length, L.W.L 21ft. 
Overhang; bow 4ft. loin. 
Overhang, stern 6ft. 2in. 
Beam, extreme 7ft- 8in. 
Beam, L.W.L 7ft. 2in. ' 
Draft 5ft. 
Freeboard, least ift. pin. 
Sheer, bow ift. 
Sheer, stern 5in. 
Displacement, salt water 4.00 long tons. 
Displacement, per inch immersion ..... 5761bs. 
Displacement, coefficient 0.53 
Iron keel. calc:ulated weight 1-73 long; tons. 
Midship section, area 12.60sq.ft. 
Midship section, coefficient 0.35 
L.W.L. plane, area 107.75sq.ft. 
L.W.L. plane, coefficient 0.71 
Lateral plane, hull, area . . . . , , . . 67.72sq.ft. 
Lateral plane, rudder, area S.ossq.ft. 
Lateral plane, total : . . . . 7S-77sq.ft. 
Lateral plane, coefficient , 0.72 
Station O to center of L.W.L IQ-Soii:, 
Station 0 to midship section 11.60ft, 
+0 co^timt ,<,,!,,<.,,,,,, 04^ 
