25 



* OKE ST A JN ITSTKli: AM . 



While making inquiries in regard to the raccoon, 1 found 

 them was also an albino oppOBSuro in the city, the property of 

 M^ C. II. Wilson, who has it stuffed and mounted. It was 

 caught about a year ago, and is perfectly while, with pink 

 eyes. 



" De 'possum mid de >ooon 

 Uat lives in ile svc.amn', 

 Turns acre jackets berry soon 

 Ful Una AS « hilt; us BOO'. 



That is the belief of the negroes. They believe that all 

 'coons and 'possums that live in Bycamore trees become white 

 by climbing the while trunks of the trees. Val. 



Hickman, hi/., Jan. 88, 1870. 



§<uhting and goxtittQ. 



HIGH WATER FOR THE WEEK. 



Date. 



Bonton. 



lieu York. 



Charleston 





O. M. 

 44 

 B 69 

 s 09 

 9 11 



10 01 



10 57 



11 40 



u. It, 

 S 30 



il 45 

 4 Hi 

 r. 5T 

 63 

 T 43 

 8 M 













Feb. 17. - 





Feb. 18...: 







Feb. 20 



6 06 

 II 50 



7 39 



list, the Messrs. Clute Bros. & Co., of Schenectady, N.Y., no 

 difficulty is experienced from the rapid travel of the piston 

 and all the connected parts of the movement. It was once 

 thought, and not long ago either, that the high speed of the 

 present day would rack and wear out any engine in very short 

 time, and that do brasses or bearings could be got to with- 

 stand the heat due to the friction generated. It has been 

 found, however, that these troubles can be obviated only 

 through the most thorough fitting and workmanship of 

 detail, and in the use of the very best quality of material. 

 For this reason, good engines of this character are necessarily 

 higher in cost and call for more skilled supervision than the 

 comparatively rougher work sufficient for ordinary speeds. 



The propeller or screw should he two, or at most three 

 bladed, of fine pitch and small surface. The slip should be 

 as great as possible, for it is an error very generally enter- 

 tained that, slip is a sign of inefficiency and wusteof work. On 

 the contrary, slip indicates the action of the propeller against 

 the water, and the greater the volume it throws astern, the 

 greater is its rc-action on the ship, for the two must always be 

 alike. Practically this may very readily be shown by a fan 

 with the blades aihwartship. No slip will then he generated, 

 but no power either, for the fan will merely cut the water. 

 Turn the blades to an angle and slip with corresponding re- 

 action or driving power will be the result. The more slip in 

 line with the keel a propeller shows the more effective its 

 action. 



The practice of Messrs. Clute, Bros. & Co., is best illustrated 

 by the cut herewith annexed. 



HIGH SPEED STEAM YACHTS. 



TN theirjnore primitive form yacht engines were copies — on 

 J- a small scale— simply of the various types in use on mer- 

 chant vessels. No great speed being arrived at, or even 

 deemed attainable, it was but natural that both at home and 

 abroad the pattern most in use among steamers of limited 

 tonnage should have been selected as the best suitable guide 

 to the designer only occasionally charged with the duty of 

 supplying motive power to a class of vessels really beyond 

 the scope of his professional sphere. As the sailing yacht 

 represents in the abstract the highest possible development of 

 naval architecture — notliing in the way of form, stability or 

 speed being sacrificed to mere carrying capacity, as in the 

 merchant vessel or man-of-war — so does the modern steam 

 yacht indicate the highest pitch of refinement of the engineer's 

 art and the draughtsman's skill. The problem which the 

 builders of steam yachts have to meet is one not be solved by 

 the cruder approximations and commoner experiences of the 

 ordinary engine builder, with whom a little more or less 

 weight in the framing, want of perfect alinement and accu- 

 rate adjustment of parts, sufficiently largo wearing surfaces 

 and the closest economy in full are all matters of less import- 

 ance than to the designer anxious to obtain from his yacht 

 engine the closest approximation in performance to the theo- 

 retic standard. 



The growth of steam yachts in the past and the probable 

 expansion which the building interests will undergo, can best 

 be estimated from the figures compiled from English records. 

 While in 1850 only three steam yachts were enrolled in the 

 British clubs, the number had increased in the next fourteen 

 years to over ten times that number, or at the rate of oue 

 thousand per cent. From 1864 to 1878 the development in 

 number and size was rapid, the club lists showing at the end 

 of that period nearly 300 steam yachts, exclusive of lots of 

 steam launches of all kinds and sizes, from the tiny steam 

 canoe up to the 40 and 60ft. boat. Statistics relating to the 

 number of steam yachts in America are difficult to obtain, 

 the number of cabin craft approximating to perhaps one-half 

 as many as in England, though most of them are of less ton. 

 nage and more especially fitted for river and lake service, 

 The fleet of launches has been rapidly augmenting in the last 

 few years, and as the advantages of travel for all purposes by 

 high speed launches and light-decked vessels become moro 

 generally appreciated and popular, the Meet of steam yachts 

 m our waters bids fair to assume vast proportions. 



In the light of recent investigation and experiments, the 

 essential elements contributing to success in a high speed 

 steam ynoht— audit is needless to mention ii, . excep ins 

 auxiliary steamers for cruising purposes, all Bteatn yachts will 

 be builfcwith a view to the attainment of the highest speed 

 poasii.il ares mg, narrow, easy form, the immersed cross 

 areas of which should bear to each other the same ratio as the 

 relatively situated ordi nates of a cycloidal curve of the length 

 of the loud line; a reduction of immersed skin surface to the 

 smallest amount compatible with the displacement necessary ; 

 a skm as] racticable, easy lines aft. so as to render 



.. : of solid water to Hie screw, and as deep an im- 



mersion to Die latter as possible without the addition of more 

 than a very limited amount of deadwood, and without much 

 inclination to the shaft. The hull, boilers and engines should 

 be as light, as consistent with the work they are to be put to, 

 and consequently steel will be the best material that can be 

 loyed. lis use, however, entails additional care and 

 scrutiny as well as responsibility on the part of the 

 builders. The importance, then, of intrusting such work 

 only to houses of the highest reputation in the engineering 

 world becomes self-evident. 



Boilers should contain as large heating and evaporating sur- 

 faces aa possible, so that plenty of steam may be rapidly 

 generated. The water and steam space must be ample as a 

 matter of security as well as to prevent foaming, priming and 

 irregular pressure. _ With high pressure no trouble will be ex- 

 perienced in obtaining draft, but with condensing engines and 

 boilers below deck, ihis point needs special consideration. 

 Large ventilators or blowers and ample height to the stack 

 are most effective in securing rapid combustion ami , 

 draft. 



Concerning the engines tor this type of vessel, it will only 

 be required to say that practice has developed the absolute 

 necessity of depending npon high piston speed, many turns, 

 and line- pitch, rather than of following the custom of the past 

 in which the same objects were sought after with long stroke, 

 tew ttit'ns and I With the refinement in engil 



neering science, and with the particular attention devoted 

 in practice to Steam engines by certain firms, 



among whom we may instance, as being at the head of the 



awaited him, it was found that he had suffered from the cold, 

 and that his face, exposed to the winds and spray, had been 

 frost-bitten and was exceedingly painful. The whole. die 

 tance accomplished since the llth inst. was probably 150 

 miles and over, considering the many winds and turns br tha 

 upper waters of the Alleghany. 



ffl?P8y!fl«!!!8!!!u™ 



It represents one of their 9x9 inch high speed yacht engines, 

 and is suitable for a hull 55ft. long, 0ft. beam, and 48in. 

 draught. The simplicity, excellent proportions and distribu- 

 tion of metal in line of the strains will bo apparent to any 

 engineer, while even the unprofessional mind will not fail to 

 be impressed with the grace of the structure as a whole, and 

 the happy outline of the details. This pattern is, we believe, 

 the result of long experience and pains on the part of the 

 builders to attain an engine which should give the results 

 aimed at and be a credit to themselves. That their business 

 has rapidly extended, and that they arc certain to reap a fair 

 share in the future is to be laid to the conscientiousness with 

 which all their work is laid out and completed. That a firm 

 in the central part of this State should succeed in drawing to 

 its establishment a larger number of orders than the sea-board 

 ship yards, and keep its hands running full time on marine 

 work, speaks volumes for the popular favor with which their 

 specialties are received, and their method of conducting busi- 

 ness forms an example that might be imitated to advantage 

 among the sleepy engineering concerns of the metropolis, 

 Philadelphia and the East. No less than fifteen marine engines 

 were turned out and fitted by Messrs. Clute to vessels on the 

 St. Lawrence, the great hikes and other inland waters; and it 

 is only fair to stale that in their specialties they arc as a conse- 

 quence ahead of the many mill and locomotive engine-shops 

 which undertake to turn out a yacht's engine on the same plan 

 that, a shoemaker fits his shoes'over the same last. The 9x!)in. 

 engine, illustrated, turns up to 450 revolutions without jar or 

 healing, and a larger one, 30x201nches, of similar pattern, has 

 been at work with 250 revolutions without vibration to the 

 hull. These engines are finding their way iuto the Eastern 

 markets, and will give our friends in this neighborhood a 

 good deal of work to rival, unless some new life be soon in- 

 fused into their operations, and unless they freely recognize 

 the advantages of high speed cambincd with a form of engine 

 in which the single cylinder is displaced by two, and the cum- 

 bersome iron box casting supplanted by a frame in which the 

 material is put in the strongest and lightest form. 

 . — .♦. — . 



Tiik AovBSTPnus of Boyton.— With all of Europe at his 

 feet, our good friend, the gallant Boyton, has turned his eyes 

 toward fresh fields and conquests new in the broad expanse 

 and winding rivers of his native land. Uis descent of the 

 Alleghany will rank among the most perilous of all his deeds 

 and goes far to prove what has been said in favor of the rub- 

 ber suit that enables him in midwinter, with thermometer 

 nearly down to zero and ice abounding, to take to the river 

 at any hour of the day or night. From Freeport, Fa., where 

 the Oaptain last indulged in a fair night's rest, he put out 

 boldly into the cold water and the whirling mass of drift ice of 

 the Alleghany^ early morn at five on Feb. 9. When the current 

 caught him, he worked his way with all the strength he could 

 muster, through the pack. When Tarentum was reached, 

 the suii burst forth, but ils mild rays were not enough to melt 

 from the captain's face the spray that hud frozen solid. Pnok- 

 etty was passed at twenty minutes psst nine, and the hardy 

 swimmer hove in sight at Hullon about two hours later. The 

 ceaseless paddle and the untiring efforts of Boyton alone 

 enabled him to reach the city of Pittsburg and finish his trip 

 at, the mouth of the Alleabanv, the mark set, in the. afternoon. 

 With flags flying, he sailed under the bridges of the Smoky 

 City amid the applause of the multitude assemble 

 the dark, queer looking object in the river a perfect ovation as 

 he was taken out of the water and carried ashore aboard a 

 tug. At his hotel, where the needed rest, and nourishment 



> (he 



DEEP DRAUGHT vs. LIGHT DRAUGHT. 



Toronto, Jan. 3, 1879. 

 Editob Forest an n Stkbaji : 



I am desirous of getting a boat that will he weaifairly in rough) 

 weather, as well aB faBt in light winds. I have tried shallow bouts, 

 of different kinds and have found them sail well enough till I. 

 wished to beat to windward, with some eea on." Thau they were 

 wanting and were much inferior to what I expected. I isave read! 

 descriptions of deep draught boats and think that they eiKujId he 

 an improvement in this respect. I intend to sell my proeejoJ boat, 

 a centre-plate sail boat, and get a boat built on the lines of «lbe 

 Clyde sail boats. I am not aware that there are any boata of Slum 

 slylo in Canada, but perhaps some of the readers of the Forest? 

 a:;u Stream may have had experience of them. The dimensions* 

 are as follows : Length, stem to aternpoat, 19ft. ; ^length, includ- 

 ing counter, 23ft. ; beam extreme, 6ft. ; draught forward, 1ft. Gin. 

 draught aft, 2ft. 9in. ; freeboard least, 1ft. lOin. ; freeboard at 

 bsw, 2ft. 9 in. ; ballast on keel lead, Gewt. ; ballast in boat (under 

 floor), iron, lOcwt.; ballast (shifting), shot baga,4cwt. It, in rigged 



ith lug sail and jib, and carries a spinnaker for running. 1 ,ang 1 1 1 

 of mast, 19ft. 6in. ; length of gaff, 20ft. ; bowsprit outboard) 511, 

 Gin. ; main boom length, 18ft. : spinnaker boom length, ! , 



total area of main and jib, 310 an., ft. ; spinnaker about 120 aq. ft. . 

 extra. The boat will be decked forward of the maat (-tft.) aurti 

 will have waterways at each side G inches wide, with 1 inob coaming. 

 The counter will also be decked. The boat will be built of white 

 pine, with oak for keel, stem, sheer stroke, etc. In some points 

 it differs from the Clyde sail boats. 



The freeboard ie larger than the average, as the boats a™ in- 

 tended for all kinds of weather. I intend cruising around Lake 

 Ontario in Ibis boat, and as 1 do not intend to go knocking around 

 bars, etc., I think that the 2 feet 9 inches she draws will not prove 

 in the way. The cost of the boat, Bpars, sails and ballast mil bfc 

 4320. 



If any of the readers of the Forest and Stream bam had ex- 

 perience with deep draught boats I would be glad to 

 them. Shallow boata soem to be moat in favor, lodging | 

 correspondence, etc., but I am open to conviction, tliou;>L it 1 

 take a good deal to convince me, that light draught boats are tang 

 to deep draught ones in all kinds of weather. Dhef in 



The experiences of "Deep Draught" are those of any one: 

 who has attempted prolonged cruising in a shallow boat. T In 

 sharpie is an excellent craft for certain purposes, such as short 

 distance sailing, fishing and hunting, in which the object is to 

 obtain, at as low a figure as possible, a fairly effective boat 

 which will render all that is required of her; the carrying 

 readily from place to place of her crew, with good speed 

 under suitable circumstances, and safety in rough weather 

 if it be met with. But the reader must not confound safety 

 with weatherliness, for there is a vast difference between the 

 two. It is quite another thing to work a boat to windward 

 under sail at a rapid rate in rough water than to mei 

 and ride out the sea, or run before it. The shallow wide ves- 

 sel is asafe boat for living through a gale if carefully handled.. 

 owing to ber extreme bouyancy, averting the danger 0'; 

 swamping and keeping her dry above the sea. But when if. 

 comes to driving the boat, to screwing out to windward, it is 

 a matter beyond dispute that the deeper and narrower craft 

 has much the advantage; and should such work constitute 

 one of the requirements of the boat, we counsel decidedly in 

 favor of the deep yacht of moderate beam, easy Jorm, and 

 low centra of gravity. In them the possibility of carrying on 

 with safely from capsizing in a heavy wind and Bleep «j 

 their easy behavior in going through (he jump, and their grest 

 stability when pressed, are of far more conaeqaenc 

 generally conceded by those accustomed to smooth-water sail 

 ing, and much more than counterbalance the supposed advan- 

 tages of the light draught in relation to less keel and greater 

 comfort. We say " supposed advantages," because they have 

 no existence in realty, but only in the over-sanguine imagina- 

 tion of the admirer? of the sloop.rigged racing craft. When 

 hard pressed, the narrow deep boat's curve of stability will 

 show decidedly more to her credit than the sloop can attain ■ 

 and the very bnoyancy of the latter, while contributing to 

 safely riding over the seas, is altogether incompatible with 

 ease and hard work or speed to windward. These facts are 

 not only in accord with figures and reasoning, but are borne 

 out by the experience of those who have tested all types 

 under all conditions, and are likewise substantiated by the 

 very valuable results deduced from miniature or model yachf 

 sailing. The smaller the boat the more important to provide 

 for sea-going qualities, if she is to be used in open water, as 

 for example, on Lake ( mtario. A large sloop may be able to 

 overpower a sea and force her way through it in spite of it 

 where the smaller craft, if built upon the shallow wide model, 

 would be compelled to give it up out of sheer impossibility 

 to hold its own in an attempt to work to windward. It u not 

 to be inferred from our articles on the sharpie that she can be 

 made to displace the deeper yachts— not at all j she is useful 

 simply in answering the needs and demands of sailing of a 

 certain kind and under certain conditions. For real hard- 

 weather w T ork and distant cruising, depth, easy form and a 

 handy rig are absolutely indispensable. The crowded condi- 

 tion of our yachting columns prevents our going into the suh- 

 ject from a mathematical standpoint at present, and we tnii-l 

 content ourselves with occasional remarks auenl model until 

 a more opportune period, In the meantime the deep-water 

 cruiser may retain full faith in Ihe sea-going form ; for should 

 he build on something like the design published in our last 

 week 's issue, he cannot go far astray, and is certain to Bnd 

 Ms craft, for -'all round qualities," much ahead of ihe im- 

 proved scow or the racing affairs unfortunately in such com 

 mon vogue. 



