280 
FOREST AND STREAM. 
'[April 8, 1905. 
The day before we had sailed, or rathe.- drifted, 
through several little milky patches where the Cteitaphom 
were clustered in such myriads that the sea looked as if 
it might have been thin boiled starch, and it is probable 
that to an unusually large collection of these beautiful 
little phosphorescent organisms our display was due. 
The illumination lasted nearly an hour, and then was 
gone. Shortly afterward the darkness was intensified by 
a dense fog. At 3 :4s A. M., according to our reckoning, 
W were close in to the land, and keeping a sharp look- 
out, when we ran out of the fog. There, scarcely a quar- 
ter of a mile away, and dead ahead, were the lights of 
Port Marshall. Changed course two points more to the 
northward, and with the first of the flood made rapid 
progress. The barometer was now rising rapidly, and we 
expected a shift of wind to the north. A little after sun- 
rise the shift came, and the sky cleared, showing us in 
the splendor of the morning sun the great 300-foot cliffs 
of Ise Haut_ off our port bow and beyond the highlands 
and sheer cliffs of Cape Chignecto, towering up 850 feet. 
On the starboard hand stretched the rugged Nova Scotia 
coast for over sixty miles, a nearly straight line of lesser 
cliffs and bluffs from 50 to 150 feet high; at high water 
rising straight from the waves, at low tide showing at 
times a strip of rocky beach, and having in its whole ex- 
tent no harbor. At long intervals are little piers or break- 
waters, along whose eastern sides small vessels may run 
in and anchor at high water and be left high and dry as 
the tide falls. 
With a rapidly freshening wind we ran through the 
famous Cape D'Or rip, by beautiful Cape Spencer, and up 
with a six to eight knot current tO' between Cape Sharp 
and the majestic front of Blomidon. Long before this 
we had taken in the staysail and reefed mainsail. The 
tide turned to run out, and we were driven back a dozen 
miles to the roadstead near Glooscap's Kettle, arriving 
there under close i^eefed mainsail, severely hammered by 
the steep sea, wet to the skin, but happy. That was a 
glorious sail. Because of the forty-five foot drop of the 
tide, we anchored far enough away from the beach to 
have 10 fathoms under us, and found a stiff clay bottom, 
so that with a long cable there was no fear of dragging. 
There was now a fresh gale. We were soon joined by 
a three-master loaded with gypsum, and a tug with a 
string of barges with coal from Parrsboro. Then a big 
barkentine went flying by under topsails and a staysail 
or two, but gave it up off Cape Spencer, and struggled 
back to join the growing fleet in the roads. There was 
now a terrific sea off Cape D'Or, and some of the cold 
rolls were served to us at our anchorage. We had no 
breakfast until we anchored, as we had our hands and 
minds full in the excitement of the swift passage. 
Everything here is on such a grand scale that you do 
not at -first realize the magnitude. The 350-foot cliffs 
of Cape Split and the gigantic bit of rock broken off the 
end look small at first, but the greatness oi the scene 
grows with your knowledge of it. The strangeness, the 
grandeur and the beauty of the spot attract in spite of 
the dangers. The rushing tides, the tearing rips, the 
fierce winds, the few and exposed anchorages, the fre- 
quent and dense fogs, the solitude, make it a place of 
fascination, and yet to be shunned by tho small boat, 
unless she be more than ordinarily staunch and true. 
We had snugged up and were getting a bite to eat when 
a dory put oft" from shore and came rapidly out to us, 
impelled by a pair of muscular arms. Her occupant was 
evidently prepared to be chatty and friendly, and intro- 
duced himself as Mr. Baxter McClellan. Istar was the 
only small boat he had seen for a number of years. 
He warned us to get further off shore should the wind 
come out anything to the east of south, and asked about 
the length and strength of our cables. These were in- 
spected, and it was finally concluded we could ride out 
about anything in the shape of a blow; for, as he said, 
an anchor once on that bottom never let go, and our 
cables were long and strong enough for a frigate. 
The next day was August 10. Istar should have had 
her pro'W turned homeward several days before, so we 
felt we must leave the expected exploration of the Basin 
of Mines for another summer. The weather was too 
threatening and unsettled for a run either to Annapolis 
Basin or tO' St. John. Istar was left in charge of John, 
and the Doctor, Vincent and the skipper went ashore to 
gam with McClellan. Bronzed, bearded and pleasant- 
faced, he is apparently the whole town of Spencer's 
Island. He is keeper of the red light that marks the road- 
stead, constable, game warden, harbor master, road over- 
seer, pilot, and always ready to go out of his way to do 
one a favor. He apparently knows all about the country 
and every man in it, and is stuffed full of good, clean 
stories. Successful, honest, happy, hearty, with a charm- 
ing wife and a family of nine fine children, a home of his 
own, something laid av^^ay, and able to earn more than 
he needs to spend, he is wealthy in the truest sense of the 
word. ■ , . ■ 
In brilliant sunshine, with McClellan as guide and 
companion, with camera and gun, we started about nine 
in the "morning for a tramp around Spencer and Cape 
D'Or to Advocate Going down the beach by Glooscap's 
Kettle, stopping here to^ examine the spoor of a gigantic 
lizard imprinted on the level mud at ebb tide and fixed 
in the rock for untold centuries, and leaning there tO' see 
the ripple marks of the same forgotten time; watching 
the red cliffs of glacial debris, and wading gulleys breast- 
deep with ice cold water, we came to the beautiful eastern 
face of Cape Spencer, where the densely wooded moun- 
tain side ends at a curving beach of yellow pebbles, the 
low-hanging branches almost touching the water at the 
highest tides. 
Here we left the beach and entering the forest went 
along-an old half obliterated trail slanting up the hillside 
to the Cape D'Or copper mines. Tall, dark spruce domi- 
nated-the forest, with a sprinkling of silver birch and an 
occasional rock maple or a moosewood. _ Under foot was 
a carpet of soft moss sprinkled with wild flowers, blue- 
bells, oxalis, celandine and asters, and little white clus- 
tered stars.; Blueberries, raspberries, a few belated wood 
strawberries, the rock cranberry, bunchberries, grew 
wherever a patch of sunlight reached the ground. 
The noon whistle blew- just as we entered the clearing 
where the yellow houses of the mining company clustered 
pbout the shaft. We were in time for dinner with the 
' boys'' 'from undergrotmd, and we did enjoy their boiled 
potatoes and fiied ham, 
WRECK OF THE CITY OF ROCKLAND, PENOBSCOT BAY. 
The copper found here, from which the Cape probably 
gets its name D'Or, is native in little sheets and irregu- 
lar masses, and is apparently thinly — possibly too thinly 
for profit^ — distributed over almost the entire Cape. The 
company, capitalized at $5,000,000, is said to have invested 
about a million, and is sinking shafts, doing con- 
siderable development work, and taking out some low 
grade ore. They have a concentrator in operation, but 
any questions as to results and prospects found only eva- 
sive answers. 
There is a primitive narrow-gauge railroad running 
from the shaft to the concentrator near Horseshoe Cove. 
After looking about for a time, we rode down on the en- 
gine tender and went over the hill to the fog whistle 
perched on a jagged pinnacle at the extreme southern 
point of the Cape. A heavy wire rope, the shroud from 
an unfortunate schooner that had driven against the sheer 
cliff during a westerly gale, hung from an iron bar driven 
into a crevice and dropped over the edge of rock toward 
the beach below. When the tide is up the seas raised by 
westerly gales break high against the cliff itself, but now 
the water was low. Clambering down we stood on a 
wide, sloping beach of great rounded green and red cob- 
bles. Northward stretched the front of the Cape, a line 
of perpendicular and overhanging reddish yellow cliffs, 
in places streaked with green copper oxide, and rising 
300 to 400 feet sheer above us. Picking our way over the 
cobbles, stopping to admire new beauties at each turn of 
the way, and gathering pocketsful of copper in leaves and 
shreds from the crevices of the beach rocks, we came to 
Advocate Bay, the northern boundary of the Cape of 
Gold. 
Here the cliffs ended, the mountain again stretched 
away as a wooded slope of vivid green, and before us lay 
an empty basin, a crescentic rolling field of sand — Advo- 
cate Harbor. At high tide it is wide and deep enough for 
a schooner to beat to windward in, and is protected from 
the winds by a remarkable natural breakwater of sand, 
cobbles and driftwood. Between Cape Chignecto and 
Cape D'Or stretches a deep bay, wide open to the west and 
northwest gales of the winter. These, aided by the swift 
current of the flood tide, have heaped a remarkable level, 
curved line of cobbles for three and a half miles across 
the shallow bottom of the bay. Behind this natural 
breakwater lies Advocate Harbor. An entrance through 
this barrier is guarded by a red light at night, and at 
all times by dangerous and ever-shifting bars of sand. 
No stranger, except in direst need and at high water, 
should ever attempt to enter. A pilot can usually be 
gotten by signalling to the light. 
[to be concluded.] 
THE GOLDEN CAPE, 
Marine Gasolene Engines. 
BY A. E. POTTER. .] 
{Continued from page 264 ) 
Four-Stroke engines are built with either open or 
closed crank cases. The open construction just at 
present is receiving more attention from marine 
designers than ever before. Even at the New York 
automobile show an automobile was exhibited with an 
open crank case engine. While not espousing the cause 
of either type of construction, both of which seem to 
have good_ points and advantageous features, it seems 
to be possible to decrease the weight per horsepower 
by using open skeleton_ construction, similar to the 
usual marine steam engine. This in a measure pre- 
cludes the use of "splash" lubrication for pistons, as 
well as earn shaft, crank pin and crank shaft bearings, 
and necessitates the more practical method of positive 
feed to each one separately, from a main reservoir. 
Splash plates on the other hand do not so effectually 
protect the boat and occupants from grease and oil, 
but there is one strong point in favor of open con- 
struction, frequently lost sight of, which should be 
rnentioned. In case of leaks of hot gases past the 
rings, there is a certain amount of heat continually 
entering the crank case. If this is inclosed there is 
a_ tendency to overheat the bearings, burn the 
oil, and, by preventing proper lubrication, there 
results a rapid wear of the bushings, and the life of 
the engine is materially lessened. If the crank case were 
open, such a condition would be noticed, the connections 
and bearings could be readily inspected and any wear 
could be taken up' before any great amount of damage 
was done. Personally I like the open construction, but 
the inclosed crank case is a much cleaner one, and if 
employed should have large easily removable plates or 
panels that the parts inclosed may be readily inspected. 
Crank shafts are expensive to machine, more so 
with multiple than single cylinder engines. Material 
should be selected for its toughness as well as 
strength, and for this purpose in the higher grade en- 
gines nickel steel is frequently used, although a good 
quality of open hearth process machine steel gives 
good results. Drop forgings are used to a large ex- 
tent on cheaper engines, and in some cases even steel 
castings. If the last two are employed, there is no 
excuse for using shafts of such small diameter as could 
safely be employed when using nickel or machine steel 
forgings. The extra expense incidental to case harden- 
ing and grinding crank shafts, seems hardly necessary, 
although some manufacturers advertise it extensively.. 
In the crank shaft design, there are several important 
things frequently lost sight of, that are of essential 
value if the best results are to be obtained. Absence 
of good round "fillits" is inexcusable, for it means in 
all cases a weakening of the crank shaft itself fully 
50 per cent. The weakest part of a crank shaft is the 
crank pin, and steam engine practice, both here and 
abroad, decrees that the diameter of the crank pin 
should be larger than the main bearings. There is no 
disputing this point, and when a crank shaft is found 
with the crank pin the sam-^ size or smaller, the natural 
inference is that either the crank pin is too small 
^diameter or the crank shaft itself is too large. 
The flywheel of a gasolene engine frequently gets 
loose with a disagreeable "pound" as a result. In some 
engines the flywheel is bored straight with a key, and 
in others a taper fit, key and nut is the method em- 
ployed. No matter which is decided upon, the machin- 
ing and fitting should be absolutely perfect. The key 
should fit top and bottom as well as at the sides. The . 
taper is rather m.ore expensive than the straight fit, _ 
but when properly made is a good job. 
Connecting rods in marine gasolene engines usually 
vary in design with every individual make. The mate- 
rials from which they are made are bronze, cast steel, 
or machine steel drop forged or machined from a solid 
block. In proportions it is customary to make them twice 
the length of the stroke, but occasionally they are found 
longer than this and more frequently shorter. 
In four-stroke engines a longer rod will give better effi- 
ciency and reduce the wear on the side of the cylinder from 
the thrust during the power stroke. In two-stroke en- 
gines, lengthening the connecting rod increases the clear- 
ance in the crank case at the expense of the crank case 
compression, with a tendency to loss of efficiency. 
If the engine is designed with the cylinder bore the 
same as the stroke, the connecting rod is twice the stroke 
and the wrist pin is located well toward the upper end of 
the piston, the engine can be constructed to take up a 
minimum height, but if the stroke and bore are in the 
proportion say five to four, with a connecting rod even 
but twice the stroke, the engine becomes pretty tall and 
there is more vibration than would occur if the stroke 
were shorter. 
[to be CONTINUED.] 
Queries on Marine Motors. 
B. J. G., Milwaukee, Wis.— Wliat rule do you use in figuring 
Iiorsepower? 
PLAN 
Ans. — In fO'Ur-stroke engines the formula may 
33,000 
be used, provided the engine is fairly well designed and 
machined. 
Let P = mean effective pressure. 
L = length of stroke in feet. 
A = area of piston. 
N = total number of explosions each minute. 
P can usually be figured at 67 pounds. 
A two-stroke engine of the same number of cylinders, 
bore, and stroke should show 33 1/3 per cent, more horse- ^ 
power than a four-stroke. 
The rule for figuring horsepower as adopted by the , 
American Power Boat Association gives slightly lower - 
results than the above rule. They muhiply the area of 
the cylinder by the number of cylinders, that by the 
length of stroke in feet, that by the number of revolu-. ■ 
tions. dividing the product by 1,000 for four-stroke and '•- 
750 for two-stroke. 
