200 



FOREST AND STREAM. 



[MaSoh 26., 1891. 



made. In. Jutie, 1889, the ship was again docked, the lacquer being 

 still satisfactory. In each case anli-f ouling paint was applied over 

 the lacquer. The Fuso was docked once more in April, 1890, and 

 although the lacqupr covering was almost perfect, it was for some 

 reason all removed by scraping, and the bottom was painted. 



Many other vessels of the Japanese Navy have since been lac- 

 CLUereri, a list being apppnded. Experimfntation has been going 

 on continually. Too work is all done by Messrs. Hotta & Co., they 

 holding a monopoly under the laws of Japan, practically the 

 equivalent of an American patent. Not content with merely pro- 

 tecting the metal against corrosion, the contractors have endea- 

 vored to meet all tba requirements of the case by providing aa 

 anti-fouling lacquer preparation, as well as an anti-corrosive, the 

 use of metallic anti fouling paints over the lacquer having oeen 

 found to be injurious, the urushic acid of tbe lacquer sometimes 

 attacking the metallic base of the paint, resulting In the practical 

 destruction of tbe useful qualities of both. This preparation was 

 developed experimentally, and test-plates coated with both pro- 

 tective and anti-fouling lacquers having given most satisfactory 

 results immersed in sea-water at Yokosuka for 18 months, the 

 Japanese Admiralty ordered the lacquering of the new despatch- 

 vessel Yaeyama with botli kinds of lacquer. The work was per- 

 formed in .July, 1890, and the results will be watched with interest, 

 as the test-plates remained perfectly clean; and if the same pro- 

 tection is afforded to the Yaeyama under the ordinary conditions 

 of service, the anti-fouling lacquer will have vindicated its claim 

 to be the equal if not the superior or any similar composition 

 known. 



The protective or anti-corrosive lacquer is mainly larquer, small 

 quantities of some inert minerals like mica or kaolin being added 

 to increase the covering power and body of the preparaHou. The 

 composition of the different coats differs somewhat, that applied 

 directly to the skin of the ship containing the largest proportion 

 of lacquer. 



In the first experiments special pains were taken to have the 

 plates perfectly clean, the metal being washed off with acid in 

 order to remove aH oxides, but this process was soon discontinued, 

 as the lacquer coats when applied to the clean iron were found to 

 blister considerably. In later experiments the steel was merely 

 brushed clean, remo\ing all non-adherent oxides or films, the lac- 

 quer being applied over all adherent substances. An impoitant 

 noint in which lacquer differs from ordinary protective compounds 

 IS in its insulating power against galvanic action. It is well-known 

 that if a steel plate having magnetic oxide of iron on its surface 

 be exposed to sea-water, a strong galvanic couple is set up between 

 the oxide and the steel, underneath the protective covering, and 

 pitting of tbe metal results. With lacquer the cat^e is different. 

 Lacquer has no chemical action on the magnetic oxide; and if the 

 plate is dry when it is applied, galvanic action is prevented by the 

 waterproof and insulating properties of the lacquer coat. The 

 exclusion of water prevents any action whatever, and the best 

 results with the test-plates have been obtained on plates on which 

 the presance of the magnetic oxide was ignored. The removal of 

 this oxide, which is ordinarily considered necessary, is therefore 

 avoided. 



The method of lacquering is as follows: The ship is docked and 

 the bottom carefully scraped nf all yellow rust, oia paint, or other 

 matter that is not strongly adherent. If old paint adheres firmly, 

 it is considered unnecessary to remove it. The bottom of the ship is 

 then shut in by screens of old canvas suspended from just above 

 the water-line to the bottom of the dock. In winter, stoves or other 

 heating apparatus are placed inside this screen to ralfe the tem- 

 perature and thus f8.cilitate the drying of the lacquer. It has been 

 proposed to allow exhaust steam to escape inside the canvas screen 

 to secure the requisite warmth and moisture for the drying; but 

 although this practice is commoain lacquer manufactories, it has 

 not yet been tried on ships. In summer, the screen around the 

 bottom is necessary in order to screen the metal from the direct 

 rays of the sun, which might raise the temperature to such a point 

 as to impair the lacquer by a partial coagalation of the albumen. 

 With the screen in place, the lacquering can be carried on in almost 

 any weather. When everything is in readiness, the first coat of 

 protective lacquer is applied, and worked down into a smooth 

 uniform coating by a soft brush, as already de.«crib''d. One man 

 can lacquer 500sq. ft., one coat, in 8 hours. The time of drying of 

 the first coat, which as already stated, is almost pure lacquer, may 

 vary from 3 or 4 hours to one day, according tu the temperature 

 and moisture of the air. In cold weather the drying process is 

 tedious. 



As soon as the first coat is dry the second is applied. This may 

 contain mica or kaolin in small quantities, as alio the outer pro- 

 tective coats. Five protective coats have generally been applied 

 to the Japanese men-of-war, but a smaller number may be used 

 when th» anti-fouling lacquer is applied over them. The inner 

 coat of the anti-fouiing preparation is principally lacquer, the 

 amount of pnisonous mercury salt contained in i he preparation 

 increasing with each coat. The only ship that has thus far received 

 both preparations, the Yaeyama, has four coats of the protective 

 and three of the anti-fouling. 



The number of coat's considered necpssary is at least three of the 

 protective and the same number of the anti-fouling lacquer. 

 Under favorable circumstances tbe ship would not be in dock 

 more than than six days, but ten would be mnre probable. The 

 cost of lacquering is stated by the centractors as five yens for 

 SSsq.ft., about lo cents U. S. gold per square foot. If the work 

 were to be carried on more generally, the expense could be reduced, 

 as a permanent corps of emp!o\ es have to be maintained, although 

 frequently out of work. Work has been done at much less than 

 above rates. The (•hief, in fact the only serious, objection to the 

 use of lacciuer is the expense. If dockage is cht ap, this is not ex- 

 cessive, but the long time involved for the proper drying of the 

 lacquer coats renders the operation a very costly one when the 

 dock charges are high. The vital question is whether the pro- 

 tection afforded is worth the expense. If absolutely complete, 

 prevetiting all deterioration or fouling of the hull, it would be 

 economy to pay tbe hiehest charges in order to have the vessel 

 always sound and in condition for service. It is just becoming 

 known otitside of professional circles that steel vessels are expen- 

 sive, and that more money may be spent in excessive coal bills in 

 trying to force a foul hull through the water than would be ex- 

 pended with proper economy in the frequent dockings necessary 

 for keeping the hull clean. 



It cannot be said with certainty that the use of lacquer is more 

 expensive than the ordinary methods otprotection. This depends 

 very largely, of course, on tbe dry dock charges. The contractors 

 claim that one thorough lacquering of a vessers bottom will keep 

 it clean and protect tne metal for three years. The expense of 

 this operation may be figured up as follows: 



Taking the Charleston, for instance we have: 



Cost of cleaning and lacquering 20,000 sq. ft. at 13 cents $2,600 



Docking aud nine "lay days" 4.300 



$6,900 



For painting and cleaning we have: 



Docking and one "lay day" .$i,4B0 



Painting, etc., (estimated) .i... 600 



$3,000 



Allowing the claim of the contractors that one lacquering is 

 sufficient for three years, and taking the common estimate that a 

 steel ship should be docked every six months at least, the total 

 cost of three years is: 



Lacquering $6 900 



Painting... 12,000 



These prices for Yokosuka dockyard. Accepting the data in 

 Naval Constructor Hichborn's article on the "Sheathing of Ships" 

 in relation to the work on the Chicago in government docks, we 

 have the cost of one docking and painting at New York as fol- 

 lows: 



Docking $400 



Painting 1000 



$1400 



Assuming that the cost of lacquering in the United States would 

 he twice that in Japan, we have: 



Docking $400 



Lacquering 21.000. q. ft. at 26 cents 5460 



$5860 



Taking the cost as before for three years, we have: 



Painting $1400X6=S8400 



Lacquering 5860 



It may be questioned whether the larquer will last three years, 

 and it is also possible that the painted ship would need docking 

 oftener than once in six months. In the absence of data a careful 

 estimate is impossible, but enough has been shown to render the 

 statement prooable that protection by lacquer is not in the long 

 run expensive. 



The experience of the Japanese navy must be largely relied on. 

 and tbe unanimous testimony of all tbe naval officers whom I 

 have met is that lacqtier affords excellent protection to the hull, 

 hut is expensive. It is noticeable that the work is being continued 

 in the Japanese navy in spite of the expense. 



Through the courtesy of the oflSclals of the Yokosuka dockyard 

 I was allowed to Inspect the rondition of tbe lacquered bottowi of 

 the Tafe:atchlhe i» January, 1800, the ship bavin? been in tbe Wfttsr 



since May, 1889. The water-line belt had been lacquered in Sep- 

 tember, 1886, and repaired in May, 1889, when the rest of the ship 

 was lacquered, as a result of the good condition in which the belt 

 was then found. Wtien the bottom was examined in January, 

 1890, it was found that on the bilge and floor plates the lacquer 

 was perfectly smooth and unbroken and had afforded complete 

 protection to the metal. On the sides below the water line there 

 were numerous small blisters, averaging about a quarter of an 

 inch in diameter; but these were dry inside, tbe lacquer coat being 

 unbroken and the metal underupath was bright and uncorroded. 

 Occasionally larger blisters were found which contained water, 

 the film of lacquer having become broken. Underneath these the 

 metal was dull but uncorroded, and there wire no signs of rust. 

 In cases where tlie lacquer had been scraped off, rust cones had 

 formed, and their position marked the number ot breaks that 

 had occurred in nine months. In the entrance, especially in the 

 wake of the anchors and chains, the lacquer was considerably 

 broken and the metal consequently rusted, but in no part of the 

 hull was there any extensive corrosion or pitting, except under- 

 neath the lacquer, showing that it antedated the application of 

 the lacquer in? ilay, 1889. An in' cresting feature illustrating the 

 effect of the lacquer in preventing galvanic action existed in the 

 starboard side of the run, where some of 'he piatts showed exten- 

 sive corrosion under the lacquer, apparently the result of galvanic 

 action between the steel ana the propeller and its Jittings. Here 

 was not a single rust spot, showing that no corrosion had taken 

 place since the application of the lacquer. 



The impressions derived from the appearance of the bottom of 

 the Takatehiho were that lacquer is a peiftct protection against 

 the action of sea-water, so long as lite coat remains unbroken. 

 Although much more elustic and adherent than any kind ot paint 

 can be, it is somewhat susceptible to mechanical injury, and 

 especially so forward where the anchors and chains and tiie impact 

 of floatmg bodies are liable to break it. Every break becomes a 

 spot of corrosive action or pitting. As it seems impossible to 

 prevent this injury, and as the protection afforded by tne lacquer 

 is that of the worst portion, it would seem desirable in practice to 

 dock the ship oftener than once in three years for examluaiion 

 and, if necessary, for repairs to the lacqaer coat. If this were 

 done, the metal of the ship would suffer hut little deterioration. 



Another use of lacquer that has not been tried as yet is as a sub- 

 stitute for cement on the insidti of ships and for the prelection of 

 the inner sktn throughout. There can be no question that its use 

 here would prevent all rusting, as it seems absolutely unalterable 

 in air. It has been used with success as a substitute lor galvan- 

 izing, and seems to admit of numerous applications in places where 

 metal is to be proiected against the chemical action of gases. 



Messrs. Hotta & Co. are making preparations for carrying on 

 the laiquering of ships in other countries than Japan, and it is 

 possible that in the near future the process may become widely 

 known. 



MBN-OP-WAB LACQtTERED BY MESSRS. HOTTA & CO. 



Japanese. 



Fuse— June, 1886, 1,824 so. ft. lacquered for trial. Sept.. 1885', 

 entire bottom lacquered. Dec, 1888, docked but no repairs made. 

 June, 1889, slight repairs made. March, 1890, lacquer scraped off. 



Riujo.— April, IgSa, armor shelf lacquertd. A wooden stiip cop- 

 per sneathed; armor belt much corrooed. 



Tsukushi.— Aug., 1887. entire bottom lacquered. Jane, 1888, 

 docked but no repairs. Feb,, 1889, slight repairs. 



Naniwa.— Sept., 1886. 5,200 sq. ft. (water-line belt) lacquered , May, 

 1888, additional surface lacquered. Feb., 1888, eniire bottom J ac- 

 qtinred. 



Takatchiho.-Sept., 1886, water-line belt lacquered. May, 1889, 

 entire boti om lacquered. Jan., 1890, docked and slight repairs made 



At ago.— May, 1889, entire bottom lacquered. 



Torpedo-hoats 1, 2, 3, 4, 5 —April, 188a, entire bottom lacquered. 

 These boats have all been docked since and slight repairs made as 

 necessary. 



Kotaka.— Sept., 1888, entire bottom lacquered. 



The above were lacquered with the anti-Rorrosive preparation 

 only, generally five coats. Metallic anti-fouling paint was used 

 over the lacquer, and the vessels had to be docked to renew this 

 paint. 



Yaeyama.— July, 1890, entire bottom lacquered with four coats 

 of protective and three of anti-fouUng preparations. 



Russian. 



Battle-ship Dmitri Donskoi.— Nov.. 1886, armor belt partly lac- 

 querea. Nov., 1887, armor plate wholly lacquered. Oct., 1888, lac- 

 quer on steel portions was found to be in very good condition. On 

 the zinc sheathing it had been detached through the action of 

 uiushic acid on the zir c. 



Admiral Nakhimoff.— Aug., 1889, steel armor belt found to be 

 very much coiToded and wasthereiore lacquered. 



NOTE BY LIETIT. COMMANDER CLIFFOl^D H. WEST, IJ. S. N, 



Messrs. Hotta aud Company, of Totio, Japan, have sent two 

 plates to the United States for trial by the U. S. Navy Department. 

 One plate is of steel and one of iron, each 4ft. square, and covered 

 with three coats of anti-corrosive and three coats of anti fouling 

 lacquers. These plates arrived at New York City in November, 

 1890. Chief Constructor T. D. Wilson, U. S. Navy, has directed 

 that the plates be submerged in tide water at the Navy Ya,rd, New 

 York, for a period of three months, when they are to be taRen up, 

 and a report made to the Bureau of Construction and Repair as to 

 their condition. 



CORINTHIAN NAVY.— The Delaware River squadron held a 

 meeting at 133 Market street, Camden, N. J., on March 26, when 

 all the details of organization were completed and a programme 

 of events outlined for the season. Ihe new squadron is growing 

 I'apidly and will have a busy season. The New York squadron 

 held a meeting at 47 Dey street on March 25, when arranKements 

 were made for a two day squadron cruise on May SO, The East 

 River squadron and Long Island Snand squadron have been 

 ordered to assemble at New Kooheile on May 30 and 31 for a 

 cruise. This will be an informal affair, and will be under the 

 direct command of the admiral. 



WORK AT BAY RIDGE.— The new 46 is now in frame except 

 the.steel frames, which have been delayeil by a strike in the shops 

 whpre they are being bent. The lead keel is a fine casting, and 

 the keel and frame generally show no waste wood. The deck 

 beams have been lightened in a very ingenious manner. The tran- 

 som and qua.rrer timbers are of mahogany . Tne joiner work is 

 well under way and will be ready by tne time the deck is laid. 

 The Harlequin has been launched, her al orations being com- 

 pleted. In the joiner shop a small calboat with lead keel, designed 

 by Mr. Gardner, is in frame. 



BUFFALO Y. C— The annual meeting of the Buffalo Y. C. was 

 held on March 11. Tlie following officers were ehcted for the en- 

 suing year: Com., Frank B, Hower, yacht Merle; Vice-Com., Alan 

 S. Chishoim, yacht Erchless; Sec'y, H. L. Campbell; Treas., W. 

 C. Cowles, yacht Reatha. Mr. Hower has lately purchased the 

 Merle from her Toronto owners, and she will make a splendid 

 addition to the Buffalo fleet. The club house will be remodeled, 

 new approaches built, and a great many other improvements 

 made. Everything points to a season of unusual prosperity and 

 activity for the club. 



SOUTH SIDE YACHTING ASSOCIATION.-The yacht clubs 

 of the south shore of Long Island have lately organized an asso- 

 ciation for the management of inter-club racing. The following 

 dales .are proposed: Hempstead Yacht Club July IS, Shinneeook 

 Club July 25, Great South Bay Aug. 1, Wtst Hampton Aug. 8, 

 Moriches Aug. 15, West Hampton Aug. 22, and Great South Bay 

 Aug. 29. The first annual regatta of the association will be sailed 

 on iSept. 5. 



"SEGLERS TASCHENBDCH."— We have received a copy of 

 this compact, but comprehensive Utile volume, just issued by the 

 publishers ot the German yachting journal tVassersport. The 

 book, which Is written in German, contains a great deal of prac- 

 tical information about building, rigging and handling and is ex- 

 cellently illustrated. 



HAYERHILL Y^C— OfScers 1891: Com., M.E. Priest; Vice-Com., 

 H. Emprson; Seo'v, C. H. Stacy; Treas., E, Dwitmells; Meas., G. 

 F. Kllis; Fleet Captain, A. Jackson. Tiustees, J. J. Dresser, W. 

 Hicks, E, Dwinnells. Reg. Com., A. Pettengitl, A. Amberg, N. 

 Hammill. Secretary's address. Box a24, Haverhill, Mass. 



A "DARK HORSE."— The Boston Globe discovered a possible 

 "dark horse" at Flte's yard at Fairlie, which it intimates is for 

 Mr. Tweed or some other American owner. As the model of the 

 ji^acht shows, she is not for a length class, but is hmldingfor a well 

 known British yachtsman, and will beyond doubt prove a second 

 Dragon. 



VOLUNTEER.— Gen. Paine and Mr. Burgess have prepared the 

 plans for lengthening Volunteer from 86 to 90ft., and converting 

 her into a schooner; but It Is not flnally decided to undertake the 

 work at present. 



GR AYLING.— Capt. Terry has his crew at work on the schooner 

 Grayling at Greenport, where she has laid all winter, and will 

 li^ve her la eoDnmisBloQ early, 



THE HERPES HOFF 48 -FOOTER.— The report of a 46-footer 

 from the Herreshoff yard is confirmed, but the name of her 

 owner is not yet known. It is prohaV>le, however, that she is for 

 Mr. Arnold Thayer, late owner of the 40-footer Choctaw. 



VARANDE.—On March 16, at Lawley's yard, the cutter 

 Varande, designed and built by Lawleys for Mr. C. A, Welch. 

 The new yacht is a cruiser, like Mr. Welch's former yachts 

 Vashti, Vayu and Valhalla. She is 34ft. l.w.l. 



OSNONE, schr., will probably have some of, her inside lead 

 transferred to the keel this spring, 



SAGAMORE, steamer, Mr. W. A. Slater, is fitting out at Tebo's 

 for a southern cruise. 



BEETLE, cutter, has been sold by 0, H. Gtiild to W. M. Jame- 

 son. 



PRINCESS, schr., will have two tons of lead added to her feeel 

 at Lawley's. 



VIVID, sloop, has been sold by W. A, Wolf to John Curtin. 



Secretaries of canoe clubs are requested to send to Fobest and 

 Stheam their addresses, with name, membership, signal, etc., of 

 their clubs, and also notices in advance of meetings and raoes, and 

 report of the same. Canoeists and all interested in canoeing are 

 requested to forward to Forest and Stream their addresses, with 

 logs of cruises, maps, and information concerning their local 

 waters, drawings or descriptions of boats and fittings, and all 

 items relating to the sport. 



AMERICAN CANOE ASSOCIATION. 



OFPICEHS ISOO—Sl. 



Commodore; Walter tj. Lawson. Boston,''Mass. 



SECRETART-TREAsiTffiR: RALPH F. Brazer, 47 Ceatral street, Lowell, Mass. 

 Regatta Commiitee; J. A. Gage, Lowell, Mass.; W. G. MacKendi-ick, 

 Toronto; L, B. Palmer, Newark, N. J. 



CENTRAL DIVISION. NORTHERN DIVISION. 



Officers; 



VicB-CoM.: C.V.Wiunp, Albany, N.Y. 

 Rear-Com.: T. p. Gaddis, Dajton, O. 

 Pdksee: Howard Brown.Albany.NY 

 Ex. Com.: J. K, Bakewell and H, M. 

 Stewart, 



EASTERN DIVISION. 

 Officers: 



VlCE-COM.: J. W. Cai-twrlght, Jr. 

 Rear-Com.: G. L, Pai-mele, Hartford. 

 Purser: R. ApoUonlo, Winchester, 

 Ex, Com.: Paul Butler, E. S. Towue 

 and Sidney Bishop, 



Applications for memoerslijp must be made to division pursereJ, accom- 

 panied by the recommeadatlon of an active member and tlic suiu of $3.(X) 

 tor enti-ance fee and dues for cuirent year. Every member atteuolng 

 tlie general A. 0. A. camp shall pay $1.00 for camp expenses. AppUeation 

 sent to the Sec'y-Treas. will be forwarded by him to the proper Division. 



Persons residing In any Division and wishing to become members of 

 the A. C. A., wiU be fm-nishea with printed fonns ot application by address- 

 ing the Purser. 



WESTERN CANOE ASSOCIATION. 



Commodnre— D. H. Crane, Clilcago, III, 



Vlce-Coiirraodore— N. B. Cook, Chicago, lU. 



Bear-Commodorc— 0. A. WoodrufE, Dayton, O. 



Secretary-Treasurer— J. H. Ware, ISO Rialto Building, Chicago, 111, 



Apphcations for membergliip should be made to the Sec.-Treas., on blanks 

 which may be obtained from him, and should be accompanied by $2 as 

 initiation fee and dues for the current year. 



Vice -Com.; W. H. Cotton, Kingston. 

 Reae-Com.: J. C. Edwards, Lindsay, 

 PtTRSER: C. E. L. Porteous, Kingston. 

 Ex. Com.: Colin Fraser and P. H. 

 Gisbome. 



ATLANTIC DIVISION. 



Officers: 



ViCE-CoM.: I. V. Borland, Arlington. 

 Reak-Com : E.D.Anderson.Trenton. 

 PURSER: Rieh'dHobart, Newark N.J. 

 Ex. Com.: H. L. Quick and H M. 

 Kreamer. 



FIXTURES. 



MAT. 



16. lanthe. Spring, Woodside. 



JUNE. 



6. Hoisting Sail Competition, 20. Marine & Field, Open, Bath 

 Brooklyn, Beach. 



6, Yonkers. Annual, Yookers, 37, Brooklyn, Ann,, Bay Ridge, 

 13. New York, Aanual, S. 1. — . lanthe. Spring, Passaic Riv. 

 20. New York, Sandy Hook Race 



JULY. 



11-26. W.C.A. Meet, Ballast Island. 



AUGUST. 



6-27. A, C. A. Meet, Lake Champlain, 



SEPTEMBER, 



3. Orange, Ann,, Passaic River. 7. lanthe, Annual, Woodside. 



7. lanthe, Ann., Passaic River. 



THE CRUISE OF THE SHENANDOAH C. C. 



AS DETAILED BT THE COMMODORE. 



"/COMMODORE, let's fin& a place to camp, and go in," said 

 yj George, breaking in upon my reverie as the rain ceaRed, 

 '•we can't make Bear Lithia to-night, it's eight miles off, and it's 

 half past five, and Lacy is wet through and thoroughly chilled; 

 that old rubber coat of his was no good." 



"Ah! 1 told you so. Well, we'll find a good place down at the 

 mill, half a mile below, and I suppose we had better stop for the 

 night," 1 replied. 



We flnished the portage, shot down the rocky and difficult 

 rapid below the dam. rendered the more difficult by the low stage 

 of water, and rounded to at the little hamlet clustered around 

 the mill just above the ferry. At pretty much the same spot 

 where I nad landed four years before, after my unfortunate 

 attempt upon the dam, we stopped, and soon had the canoes in 

 position for the night, resting one above the other on the sitle of 

 the steep bank; there being no level ground close to the water. 

 Supper was soon merrily sizzling and stenmiug away on the little 

 camp stove, while Lacy speedily invested himself in dry clothes 

 procured from his water-proof clothes bag of oiled canvas. 



Our arrival created the usual sensation in the little hamlet, and 

 we were speedily surrounded by the usual knot of interested aud 

 kindly spectators, who showed us many attentions in the way of 

 milk, tomatoes, canteloups. etc., for which they would accept no 

 payment except our thanks. 



I had friends living in the neighborhood, and after supper 

 Georgfl and 1 walked up the hill and spent the evening with them. 

 We had every reason to expect more rain, so we went prepared, 

 with a lantern and our rubber coats. Never were expectations 

 more fully realized, for it rained furiously all the evening, the 

 noise of the lain on the tin roof of the house being so great at 

 times as to render conversation inaudible. Great concern was 

 manifested by our host as to the shelter afforded by our frail 

 quarters, and we were hospitably pressed to remain all night, but 

 we declined (very fortunately, as it afterward ptoved), but ac- 

 cepted an invitation for all three of us to breakfast the next morn- 

 ing, and about half past nine, the rain showing no signs of abat- 

 ing, we went splashing down the road by the dim light of our 

 lantern to our camp, 



"Great Jupiter Pluvias! look at the river!" exclaimed George, 

 who entered the camp v.ith the lantern ahead ot me. "Why, I 

 walked right into it!" 



He held up his light and its rays flashed out upon a swollen and' 

 muddy torrent. Great patches of foam gleamed ghostly white in 

 the dim light of the lantern against the black surface of the 

 water, seen for a moment, then lost to sight; while loss, fence 

 rails and other debris shot swiftly by like shadows, dimly seen 

 through the darkness and the fast falling rain. 



The top of the camp stove was just viai rrle above the water, 

 which ripoled around the stakes suppOTting tbe mess table. As I 

 hastily drew the mess chest out from under the table, where it lay 

 half submerged, a water snake slid off thR top of it and darted 

 away in affright into the inky blackness of the river. A sleamine 

 white object in the margin of the river a few yards below proved 

 to be the < lub oil can, stranded among the weeds and rolling aim- 

 lessly back and forth with the wash of the water against the bank; 

 while the water lapped gently against the side of my canoe, which 

 lay lowest of tbe three. 



We usually, in camping close to the water, made our up-stream 

 painters fast to a tree or stump or some other fixed obje ct; but on 

 this particular evpning this safe precaution had been neglected, 

 and there is no telling where my canoe would have turned up in 

 the morning if we had remained all night with our friends. 



"It's a good thing I didn't stack all the paddles against that post 

 there when we went into camp, as I thought of doing," I re- 

 marjsed, as we liurriedly removed the stove, mess obest, kitchen, 

 ware jin4 table and cQveredtbew with»ba«fih to fce^ptb^raJnoff. 



