136 



FOREST ANt) STREAM, 



[Sept. 8, 1887. 



EARLY AMERICAN YACHTING. 



ABOUT 1820, the population of Portland was less than one- 

 fourth ol the preseut number. The number of sail boats used 

 for pleasure was in far less proportion to the present number than 

 the population. The largest, and finest sail boat, or yacht (as she 

 would now be called) that had sailed up and down Casco Bav was 

 built by John H. Hall iu 1807. Hall was the son of Stephen Hall, 

 a graduate of Harvard College in the class of 1765, and had been a 

 tutor in that institution. Tbe son. John H. Hall, was born here in 

 1781, and although the father was well to do, the son learned the 

 trade of a boat builder and had a shop on Richardson's Warf . He 

 was an enthusiastic boatman, and early showed a disposition to 

 step aside from the beaten track in modeling sailing craft. 



The rage for fast privateers at the commencement of the war of 

 1812 gave Hall an opportunity to introduce a favorite principle in a 

 thirty ton sloop. Hall saw the advantage of something to hold the 

 vessel up to her course, preventing her falling off to leeward. He 

 built the privateer Yankee with a keel 5ft. deep, with no support 

 but the through and through bolts that went down through the 

 keelsou. On the trial trips made in fair weather the deep keel did 

 wonders, but it probably was the destruction of the vessel on her 

 first cruise, as she never was heard from. The great leverage 

 of the deep keel probably started a garboard in a gale and she 

 foundered. 



Hall obtained his idea of a deep keel from watching the defects 

 in the sailboat which he bviilt in 1807. She was about 30ft. long, 

 with what would now bo considered great breadth of beam at 

 about 12ft. from the stem and lean aft. In looking down upon her 

 from tht; wharf, she appeared to have the outlines of a sculpin. 

 Her bow, like all vessels of her time, was very full. She had a 

 forecastle deck, covering about one-third of her length, witJi a 

 cuddy below it, with sleeping bunks and doors to close in halves. 

 The after part of the boat was floored over about 3ft. below the 

 gunwale and had seats all round, which would accommodote per- 

 haps fifty or sixty persons. She had two masts without shrouds, 

 but no topmasts. The foremast was 4 or 5ft. higher than the main- 

 mast, and placed well forward to prevent the necessity of a jib. 

 The rig was well calculated to enable one person to manage the 

 boat alone, as the foiosail would work itself, and while holding 

 the tiller the helmsman could haul in or pay out the main sheet. 

 These short and wide boats would go about much quicker than 

 long ones, giving them an advantage in beating against the tide in 

 a narrow roadway. Their blunt bow allowed them to run well in- 

 shore out of the current, and in skillful hands they could be made 

 to shoot ahead in the still water, before they filled away on the 

 other tack. 



Hall's new boat was called the Swiftsure, and her owner was 

 cock of the walk and champion of the bay until the war of 1812 

 drew his attention to other matters. There were no silver cups to 

 be sailed for then, but boatmen took their cups full as often as 

 they do now. Hall had invented a breechloading rifle which was 

 a great improvement. The Government bought his patent and 

 employed him to superintend the manufacture of the arm at Har- 

 ler's Ferry, where he continued twenty years. He died in 1841. 

 "e had a son who was a member of Congress from Missouri. 

 In 1820 the boatmen of the town concluded that Hall's Swiftsure 

 had held the championship about long enough. Lazarus Harlowe, 

 a .loiner. who came from old Plymouth, Cape Cod, opened a gro- 

 cerv on the west corner of Fore and Union streets. Harlowe had 

 a film between his toes like any other water bird, and his store 

 became the headquarters for boatmen. Just down the wharf 

 from Harlowe's Joseph Roberts, who came from Cape Elizabeth, 

 had a boatbuilder's shop, and he was consulted by Harlowe about 

 building a rival to compete with the Swiftsure. The last year's 

 Boston Mayflower was not looked over by Burges* and Paine for 

 faults to remedy in the model of the Volunteer with more inter- 

 est than was the Swiftsure by Roberts and Harlowe. The result 

 of their work during the summer of 1820 was the produc tion of 

 the Laurel, now Judge Goddard's yacht, although she did not 

 arrive at the dignity of being called a "yacht" until she had 

 grooved the waters of Casco Bay and the coast of Maine for nearly 

 sixty years. Her advancement was not on account of alterations, 

 for her owner has made none; she has yet only the two old-fash- 

 ioned sails, blunt bow and square stern. 



The new Laurel was 4ft. shorter than her predecessor, tbe Swift- 

 sure, but of full equal burden and capacity. Often, while owned 

 by Harlowe, she carried from sixty to seventy passengers and 

 always with safety. She was of the same rig as the Swiftsure, 

 painted green outside and is yet. The Laurel was launched: the 

 day came for the trial. Botlt boats had their friends, just as the 

 yachts and racehorses now do. Btts were made of money and 

 Dottles of wine, but wine was not stout enough for the treat by 

 the friends of the vanquished boat. The race was a fair one, 

 although neither boat carried spinakers, balloonjibs or kites of 

 any kiud. The ends of the wharves were occupied by an excited 

 crowd to see if the new boat took the laurels from the old favor- 

 ite. The owners of tho Swiftsure acknowledged a defeat, but 

 claimed that it was owing to the Laurel being favored by a flaw 

 of wind. For a week the contest was kept up in all kinds of 

 weather. Harlowe's store was for that week at least a wet gro- 

 cery. The Swiftsure lost her laurels that sho had flaunted for 

 fourteen years. Heuce the name of the winner. The bets were 

 paid, and like the discarded champions of Boston Bay the Swift- 

 sure was sold at a great discount; the winning Harlowe became 

 her owner. 



Joseph Roberts, the builder of the Laurel, continued to build 

 boats at Union Wharf until his death. His son, Thos. F. Roberts, 

 continues the husiuess at the foot of Center street. In answer to 

 my question, "When did you commence business?" he replied, "I 

 should think you might know. The first sailboat that 1 built after 

 I was free was for yourself." He is now 75. That boat came near 

 drowning the writer on her trial trip by upsetting for the want of 

 sufficient ballast. That was a severe lessou, but a valuable one. 



In 1822 the Laurel was advertised in the papers to take pass- 

 engers to commencement at Brunswick. After getting help to 

 get her sails up in 1880, the writer, her only occupant, sailed her 

 from Union Wharf, round Hog Island, and back to her moorings. 

 Those two safe and comfortable boats were kept to let by Harlowe 

 until the Swiftsure wanted repairs in 1860, when she was hauled 

 out. She was burnt accidentally, with a near building. For 

 several years Mr. Harlowe had for a partner his brother-in-law, 

 Charles Baker, and afterward his son, Edward Harlowe, now of 

 the West End, was his partner. Besides the two boats named 

 thev had several smaller sailboats. Mr, Harlowe sold the Laurel 

 in 18C2 to Mr. Evans, and since that time she has had several 

 owners. She is now in commission as a yacht of the Portland Club, 

 with no alteration of rig or sails, and is in the sixty-sixth year of 

 her age, with a fair prospect of many more to come.— Hon. Wm. 

 Goold in Portland Daily News. 



MONTGOMERY SAILING CLUB'S 14TH CRUISE, Sept. 4,— 

 Courses, Norristown to Indian Creek and return. Distance, five 

 miles. Weather, clear and cool. Wind, light to fresh northeast- 

 erly. Current Yi mile per hour: 



Length. Start. Finish. Cor. 



Gracie, skiff, E. A. Leopold 12.00 9 00 00 10 47 58 1 38 55 



Flying 'Eagle, tuckup, J. Berndt. ..15.00 9 00 00 10 47 83 1 47 32 



Lulu, tuckup, J. Frith 15.00 9 00 00 10 48 10 1 47 59 



Priscilla, tuckup, E. Stanley 15.00 9 00 00 10 47 01 1 48 51 



E. C. Potts, tuckup, r-arker Bros.... 15; 00 9 00 00 11 04 25 2 02 45 



lno. ducker, W. Sullivan ,15.00 9 00 00 11 12 20 2 09 32 



H. C. Scott, tuckup, Carnathan 15.00 9 00 00 H 11 45 2 10 45 



Igi dous, tuckup, W. llochell 15.00 9 00 00 11 09 45 2 11 15 



Elsie, ducker, E. MacAllister 15.00 9 00 00 11 15 10 2 12 18 



Pennsylvania, hiker, J. Adams 16.00 9 13 00 Withdrew. 



Gracie champion pennant. It was a reach both ways, with an 

 occasional short tack off shore. The open boat Gracie led the 

 entire fleet over the first four miles of the course. Judge, John H. 

 HennisB. 



RACING AT BAYHEAD.— The fourth race for the Bayhead 

 championship pennant was sailed over the Bayhead course on 

 Sept. 1: the wind was light during the race and Edith won first 

 place, beating Snipe easily. Edith and Snipe have each won two 

 firsts, and the nest race will undoubtedly settle the question be- 

 tween them. The other boats are working hard for second prize, 

 the wins being as follows: Spray 1, Edith 1, Rowena 1, Foam 1. 



Length. Start. Finish. Actual. Corrected. 



Snipe 22.08 3 03 35 4 46 06 1 42 31 1 43 31 



Edith 20.09 3 03 38 4 43 48 1 40 10 1 38 15 



Spray 18.04 3 04 07 4 51 29 1 47 22 1 48 03 



Foam 18.00 3 04 11 4 50 14 1 46 03 1 41 23 



Rowena 16.08 3 04 32 4 52 64 1 48 33 1 43 33 



Effle 16.08 3 04 44 4 58 07 1 63 33 1 47 23 



Ivey 15.00 3 03 36 Did not finish. 



VOLUNTEER.— On Saturday evening Volunteer got underway 

 from Boston Harbor under lower canvas, the wind being N.W. 

 light. She passed Martha's Vineyard at 9 A. M. on Sunday, New 

 London at 12 P. M., and was off Whitestoneat 5 P. M. on Monday. 

 The same evening sue towed to Bay Ridge. A new and larger 

 mainsail, made by Wilson & Griffin, was taken on board at Bos- 

 ton, A duplicate set of spars has also been made, the mast 87ft. 

 10m. over all, boom 87ft. and 14in. diameter, both of Oregon pine, 

 and a new topmast. 



THE MISSING YACHT MERLE.— On July 28 the sloop Merle, 

 of Boston, sailed from Dorchester with two young men, Geo. A, 

 Sears, age 19, and J. T. Howe, Jr., age 21, bound on a cruise of two 

 weeks. After the first two or three days nothing was heard from 

 them, and they were given up for lost, until last week, when a 

 friend of Howe received a letter from him asking for news from 

 home, but requesting that nothing be said to his parents. The 

 letter was turned over to Howe's uncle, and Mr. Sears at once 

 went to Philadelphia w T here the letter was mailed, and where the 

 yacht was found by the harbor police. The young men had 

 changed the name of the boat to the Elmer, and had intended 

 going to Florida. They promised to return home at once. 



YACHTING NOTES.-Nirvana, schr., formerly Julia, is out at 

 Port Jefferson for a keel in place of a centerhoard. Originally a 

 centerboard boat she has been changed several times, the last 

 alteration being at City Island three or four years since, when her 

 keel was removed and hoard replaced .... The fisherman, designed 

 by Mr. Burgess, is now in frame at Story's vard, Essex, she is 

 102ft. over all, 91ft. 1. w. 1., 24ft. Gin. beam, lift. hold. 



A NAUTICAL EXHIBITION IN BOSTON.-Tho 16th triennial 

 exhibition of the Charitable Mechanics Association will beheld 

 in Boston from Sept. 27 to Nov. 12, and a special department will 

 be established, devoted to yachting and shipping. Exhibits are 

 requested from builders and designers throughout tlie United 

 States. The secretary is Mr. Alfred Bickuell, Box 2,468, Boston, 

 Mass. 



DORCHESTER Y. C. CRUISE.— On Sept. 3 the Dorchester Y.C. 

 fleet, with the flagship Arethusa in the lead, left for a cruise, the 

 first run being to Marblehead. Com. Savage offered two pennants 

 as prizes for the run, the one for boats over 30ft. being won by 

 Aruna, and the smaller boats being headed by Echo, with Kitty 

 and Majel next. The programme was to sail to the Isle of Shoals. 



LARCHMONT Y. C.-The Larehmont Y. O. has offered two 

 prizes, $1,000 and f 500, for a race for first and second class single- 

 stickers, to be sailed on Saturday next over a 40-mile course off 

 Larehmont. Up to this time the first class yachts have not entered, 

 and it is doubtful whether any will start. 



BUZZ— The little steam yacht Buzz, 50ft. long, built by C. D. 

 Mosher, of Amesbury, Mass., has been astonishing Boston by her 

 performances about the harbor. A speed of 20 miles is claimed 

 for her, but even if this is not verified she is certuinly very fast. 



BEVERLY Y. C .— A race was sailed off Swampscott on Sept. 3, 

 in which Beetle won in first class, Witch in second, and Hoiden, 

 Wraith and Psyche in third and fourth. 



R ACING AT ONSET BAY.— On Sept. 3 an open race was sailed 

 in Onset Bay, the winners being: First class, Onset Belle; second 

 class, Secret; third class, Nymph. 



NEWARK Y. 0.— The open fall regatta of this club will be sailed 

 on Sept. 12 on Newark Bay, off Greenville. Handsome prizes will 

 be given. 



GREAT HEAD Y. C— On Sept. 3 a race was sailed in which the 

 N. & S. won, with Lizzie F. Daly second. 



STEAM YACHTING. 



"STEAM YACHTS AND LAUNCHES." 



THIS is the title of a new volume by C. P. Kunhardt, author of 

 "Small Yachts," which has already been weU received by 

 the public since its appearance a short time ago. Although the 

 subject of steam engineering in the wider acceptation has been 

 covered by a full share of technical literature, little attention has 

 so far been given to that special branch of marine work applicable 

 to the rapidly growing pleasure fleet of yachts and launches. 

 With scarcely an exception the science and art involved in pro- 

 pulsion by steam have been approached in books from the stand- 

 point of graduates and experts, with the presumption that the 

 reader has mastered the elementary stages long ago and thirsts 

 for the more abstruse theories of the science, or the practical de- 

 tails of the machinist's art. Such volumes, useful as they are to 

 the classes addressed, do not servo the ends of the steam yacht 

 owner who, as a "business man," has neither the fundamental 

 schooling nor the time to master that which caUs for special edu- 

 cation and apprenticeship of many years' duration. Several text 

 books, appealing more directly to his w ants have appeared abroad, 

 but even these presuppose considerable familiarity with the shop 

 and engine room, so that the layman finds himself groping in un- 

 known terminology and professional details, obscuring a connected 

 train of ideas and that general bird's eye view of the whole sub- 

 ject, which is all he is immediatelv concerned with as a beginner 

 and yacht owner in search of entertainment rather than deep 

 study. 



It is time enough to take up steam engineering as an amateur 

 enthusiast after the rudiments have been acquired. In the higher 

 branches he will find himself already well provided with liter- 

 ature to meet his case, but as a preliminary guide within the 

 compass of any person "Steam Yachts and Launches" stands 

 alone as a useful volume, having the elementary features of a 

 primer combined with a sufficiently comprehensive consideration 

 of the whole subject to render it instructive and of service even 

 to those accustomed to regard themselves as adepts. Although 

 the marine engine has been treated essentially from a practical 

 standpoint, tne underlying principles and theories are made clear 

 by easy explanations. Their application to practice is always 

 traced in this book, so that connected thought and intelligent ap- 

 preciation of tho relation of the various parts to one another can 

 be kept up by the reader without undue effort. 



The volume opens with a short review of the evolution of the 

 steam engine from the days of Watt and the improvements in- 

 troducedby subsequent experience, notably tho early attempts at 

 "compounding," carried out by Horn blower, for the sake of in- 

 creasing economy of performance. The theory of working by ex- 

 pansion with Mariotte's law as the basis, is explained as well as tne 

 limits beyond which it is not profitable to work with a given 

 initial pressure. The experiments and deductions of the elder 

 Perkins with extraordinary pressures of 8u0 and l,000lbs. to tne 

 square inch are cited in sustaining the au thor's view, that the 

 highest performance is to be sought in extreme pressures and ex- 

 treme expansion, with the range of temperature limited as much 

 as possible by the introduction of cylinders enough to suit, in pur- 

 suit of which the triple and quadruple expansion engines of recent 

 times have been devised. General plans of Gladiator's engines 

 and connections are given as an example of the latest British 

 practice, for no matter what the genius of our own mechanics 

 and engineers may be it must be conceded that we have to look 

 abroad for the most improved patterns of marine and especially 

 yacht machinery. It will be a surprise to many to learn that our 

 fastest steam yachts, though built expressly for speed, are still 

 many miles behind the results obtained across the Atlantic, where 

 speeds of 28^ miles have been recorded and 25 miles has become 

 almost common among torpedo boats carrying considerable weight 

 in armament and appliances. It is usual to compare our high 

 speed yachts with cruising vessels abroad, the latter being inten- 

 tionally designed to steam 10 to 13 knots only, such reasonable 

 speed being a better balance between rate of travel and other 

 equally importaut requisites than excessive weight and space of 

 more powerful machinery, for wh^ch there is no actual call in a 

 cruising vessel. Hence the popular misapprehension that higher 

 results have been achieved in America than elsewhere. The 

 author of "Steam Yachts and Launches" gives official records 

 to show what has been done abroad when speed was the main 

 object. Scarcely any reliable data exist concerning the velocity 

 attained by yachts in America. Loose statements, in which a 

 favorable tide is ignored, or lively imagination drawn upon, are 

 floated from hand to hand, encouraging extravagant notions and 

 self-complacence, when in truth we have many miles to add before 

 equalling in fact the high speeds attained by the specialists of 

 Great Britain or continental Europe. 



Passing from the theory of the steam engine, the principles of 

 the boiler are taken up next in the book under notice. The 

 requisites for combustion and construction are considered and 

 pipe boilers compared to the cylindrical kind In general use. The 

 author has a decided preference for the pipe or watertube variety 

 and gives good reasons therefor. Many engineers will agree 

 with him and it may be argued in general that with the demand 

 for constantly increasing initial pressures, the days of the shell 

 boiler with its heavy body of water and large volume of steam are 

 numbered. When even the Thorneyerofts cannot guarantee 

 against crown sheets collapsing upon the slightest oversight or 

 lack of keen judgment upon the part of the attendant in charge, 

 the time cannot be far distant before the shell style Bhall give 

 way to the practically unexplodable pipe generator. The "expan- 

 sion stays" of the modern locomotive type of boiler are probably 

 the last resort of Ingenuity seeking to overcome inherent weak* 

 nesH Of structure for the high pressures now in demand. 



The prospects of employing mineral oils in place of coal are re- 

 ferred to with a timely injunction to steam yacht owners to be 

 up-and-doing on their own account In place of jogging along con- 

 tentedly in wake of the merchant service. The yacht owner who 

 will devise or cause to be devised an efficient burner or furnace 

 for the use of mineral oil will not only receive the thanks of his 

 brother yachtsmen but will reap a golden harvest from his fore- 

 Bight and enterprise. As we are supposed to he the inventive na- 



tion of the world, partlcttlarly where dollars and convenience are 



concerned, here is an opportunity for the "business man" to give 

 his over-wrought faculties an agreeable change in furtherance 

 of health and profit. 



Three chapters are devoted to a description of the engine, boiler 

 and screw in detail, each part being separately described and 

 illustrated. The operation of the slide valve, the reading of an 

 indicator card, calculating horse power, functions of tbe con- 

 denser, pitch and slip of screw and resistance of hull in its various 

 aspects, are some of the divisions of thess chapters. 



Then follows a compendium of the U. S. laws relating to steam 

 yachts, and such regulations of the Board of Supervising Steam- 

 boat Inspectors as have a bearing upon the construction and 

 equipment of small steam craft, many of which will form a basis 

 for the proper outfit of a yacht. The lawful signals for engine 

 room, different for sea and river service, the pilot rules and the 

 lights to be carried are matters of constant discussion and refer- 

 ence, and are supplied from official sources in this chapter. It 

 should be noted that a conflict of opinion or interpreta tion is cited 

 between a judicial tribunal and the Supervising Inspector in the 

 case of the yacht Yosemite vs. steamer Vanderbilt, note of which 

 appears in the back of the book. By this conflict yacht owners 

 are placed for the time being between two tires, although the 

 directions of the Supervising Inspector are likely to prevail, as 

 experts think they properly ought to. 



Lloyd's building rules for iron and wood hulls and for boilers 

 are produced in condensed and bandy form, which, if not alto- 

 gether followed in American practice, form excellent groundwork 

 upon which to base specifications for buildiug. or by which to 

 judge the character of an intended purchase. 



A chapter is also given up to rules for racing yachts, in which 

 the author outlines the requisites of a rule which shall not only 

 be fair to all classes, but lead up to intelligent and profitable re- 

 sults from an engineer's standpoint. Without such aim the rac- 

 ing of steam yachts is-Jittle more than "horse play," and inclined 

 to do more harm than good. It is only half the battle to cross the 

 finish first. The chief end is to accomplish the course in the least 

 time in proportion to the elements available in the yacht for the 

 production of speed, and that also with the greatest economy. 

 The management and care of machinery is covered specifically, 

 and rules laid down which every launch owner should familiarize 

 himself with, in case he should be called upon to tako charge in 

 an emergency. One of the chief features of the book consists of a 

 well-rounded series of examples of yacht machinery, collected 

 from tho practice of the principal builders througnout the coun- 

 try. The leading types are described, their points enlarged upon 

 and numerous tables of dimensions and weights adduced, forming 

 a concise book of reference and supplying a great deal of accurate 

 information. Direct-acting engines, compounds, steeples, oscil- 

 lating, disk and other styles of machinery, as well as pipe boilers, 

 tubular boilers and coil boilers receive attention seriatim, all be- 

 ing illustrated with perspectives and sectional views. 



There are also hints on the designing of hulls, with many exam- 

 ples and plans of launches and decked yachts. 



Throughout the book there are numerous handsome illustrations, 

 many of them with complete annotation and references which is 

 a provision which will commend itself to the reader and greatly 

 enhances the practical worth of the volume as a text book. 



There is a total of 240 pages and 97 illustrations, handsomely 

 printed on heavy quality of paper and tastily bound with a cut of 

 a typical steam yacht on the cover. 



Answers to (^<me8gontlmt§, 



EE"* No Notice Taken of Anonymous Correspondents. 



T. G. H. M.— No. 4 Exchange place, Boston, Mass. 



W. W. G.— It is manufactured in Hartford, Conn. 



A. B. 0.— Robins are protected at all times in New Jersey. 



C. J., Bond's, Tenn.— Melody won first at New York in 1881 and 

 champion prize in 1883. 



A. A. B.— You will find the leather dye as a regular article on 

 sale in leather finding stores. 



W. L. B., Philadelphia.— For shore birds, Barnegat and vicinity; 

 for squirrels, Sussex county, N. J. 



J. N. P.— Woodcock season opened on Long Island Aug. 1; ruffed 

 grouse and quail season will open Nov. L 



F. A. M.— You will find descriptions of methods of Indian 

 arrow-head making in issues of Sept. 23 and Oct. 7, 1S86, 



J. S. S.— In Pennsylvania the ruffed grouse season will open Oct* 

 15, the deer season Oct. 1, the front season closed July 15. 



S. H. R., Providence, R. I.— Try Andover or South Coventry and 

 covers on tho Hop River. The season will not open until Oct. 1. 



G. , Wahpeton, Dak.— Champion Joe is by champion Comedy 

 (Tragedy— Cloudy) and out of Civ tie. His A. K.R. number is 925. 

 Flossy 's uumbe r is 2551. Bogie is not registered. 



W. H. D., Avoirdupois weight is used in measuring rifle charges. 

 For shotguns powder and shot are not weighed, but measured in 

 the standard measures, which are for sale by dealers iu sports- 

 man's supplies. 



C. E. B., Schuylerville, N. Y.— Wild rice seed is advertised in our 

 advertising pages. It should be 60wn in late fall or early spring, 

 in shallow water. The success depends much on character of 

 soil. Your climate is adapted to its growth. 



C. M., Washirgton, D. C. — 1, About how many persons usually 

 compose a rifle team sent to compete for prizes? 2. What advan- 

 tage is thei"e in shooting patched bullets? 3. Can good shooting 

 be done with the ordinary sporting sight ftt more than 200yds.? If 

 not, what would you recommend for a .38-50? Ans. 1. Military 

 teams, 10 or 13; club teams, 4 to 8. 2. Prevents leading. 3. Yes, 

 military open sights are used at 1,000yds. Tho Lyman sight is the 

 favorite. 



Coahoma, Memphis, Tenn.— I found in the swamp a day or two 

 since a very curious beetle, which I mail to you. With a long ex- 

 perience in the woods and a disposition to notice nature's eccen- 

 tricities, I never before observed a specimen like this I found 

 this one in Coahoma county, Miss., near the Mississippi River. 1 

 think this must be the species Caput elephanti, if that is not "dog 

 Latin." Ans. It Is one of the stag beetles, so-called from its 

 branched antler-like mandibles. This specimen appears to be 

 Lucanus elaphuu. 



R. E. IL, West Torrington, Conn.— It is my ambition to kill a 

 bear, and when 1 get him I want to have a good prime skin to 

 keep. Most of the bears I read of being killed arc killed in spring 

 and the early pait of summer; even guides and hunters living in 

 the woods, and who ought to know what they arc about, do it. I 

 have done a good deal of trapping of small animals and the fur 

 was not very good until Oct. 15 to Nov. 1, still better up to Jan. 1. 

 How is it with bears? Ans. The bear should be trapped between 

 October and May if a prime skin is the object sought. 



C. W. C— Please tell me how to remove expeditiously verdigris 

 from brass shells? A brass shell blooms so quickly after being 

 shot that unless cleaned with hot water and soap, and heavily 

 oiled inside and out. within twenty-four hours of using it becomes 

 covered with a thick coat of verdigris. A tedious process it is 

 handling them one by one. Is there not some mixture that the 

 shells could be thrown into, perhaps boiled, that wall clean them 

 from the powder and prevent the formation of verdigris? A green 

 shell is a nasty thing to reload or handle. Ans. Soak in vinegar 

 for ten minutes and rinse off with boiling water. 



S. H. K., Clay Center, Kan.— Will you kindly inform ns what 

 bait should be used or what manner of fishing should be followed 

 in taking German carp with a hook and Hue? We have some 

 ponds stocked with carp, but cannot get them to bite at ordinary 

 bait, such as is used in fishing for other fish in this section. An?. 

 They can be taken with meat, bread pressed on to the hook, grass- 

 hoppers, and occasionally with angle worms; or you may succeed 

 with the artificial fly. Fish in shallow water, or on or near the 

 surface, in cloudy weather or in early morning or at dusk. If all 

 these fail, the fish may be fed for a time in a shallow spot, and 

 will become, so tame as to take food from your hand, when you 

 can gather them in by hand. 



Njew York Cray, May, 1887. 

 The 17. S. Cartridge Co., Lowell, Mass.: 

 GENTtEMiDN— I wish to thank you for tho very excellent shell 

 ou are putting on the market. 1 refer to t he "Climax." J wear 

 by it, not at it, as I have had to do with other makes. It has 

 given me unqualified satisfaction ever since 1 first began to use 

 it, and that is since its introduction. Don't allow it to deteriorate, 

 and sportsmen will call you "bleesed." Very truly yours, 

 —Adv. (Signed) C. W. Cushier 



