480 



FOREST AND STREAM. 



[Nov. 30, 1895. 



Among the vessels payed with Jeffreya's Glue are the yaohts May- 

 flower, Volunteer, Vigilant and Defender, and the steamers St. Louis 

 and St. Paul, with the war vessels Indiana, Massachusetts, Iowa, 

 Minneapolis and others. A special make of light-colored marine glue 

 has lately been added to the stock. 



Mr. Arthur Binney has designed a police boat for the city of BoBton. 

 He will also design one or more 15-footers for next season, as the class 

 promises to become popular in Boston as in New York. 



The Massachusetts Y. C. has refitted its quarters at Rowe's Wharf, 

 Boston, formerly used only in summer, and will occupy them through 

 the winter instead of the old winter quarters in Hay ward Place. 



Yampa, schr., R. S. Palmer, will soon fit out for a West Indian 

 cruise. 



Starling, steam yacht, W. I. Lockhart, of Boston, is now on her 

 way to the West Indies with her owner and family on board. 



Steam Yachts and Launches 



Built by Marine Iron Works, Clybourn and Southport avenues, 

 Chicago, HI. Free illustrated catalogue. Write for it.— Adv. 



Canoe-Yawl Cruising. 



THE LOG OF CHERUB — 1895. 



After the excitement of last summer, it is most pleasant and rest- 

 ful to read the following record of a sort of sailing in which measure- 

 ment rules are a dead letter and protest flags unknown. 



Such work as Mr. Strange tells of, and which he does every year, 

 has charms of its own which more than compensate for the rewards 

 of match sailing. 



July 26.— Arrived at Qreenhithe in the evening and found the boat 

 all ready. Slept on board that night. 



July 27 — Sailed for Gravesend in the morning, and took part in a 

 handicap race under the flag of the Gravesend Sailing Club in the 

 afternoon. Strong wind, in which we might, as it turned out, have 

 dragged along under whole sail in the turn to windward, but, having 

 a reef down, we did it at that in the turn to Greenhithe, but shook it 

 out on the run back. After a close race, gained second prize, and, 

 considering that our opponents were for the most part full-fledged 

 5-raters or class boats — we being in complete cruising trim— we were 

 well pleased. 



July 30.— Got under way at 5 A. M. to sail to London Docks for 

 Southampton steamer, but got no further than North Woolwich that 

 tide. Proceeded in the afternoon, and after much scratching and 

 bumping in the locks wore finally hoisted on board the Lady Martin at 

 7 P. M. Only took part of ballast out. 



Aug. 1. — Arrived at Portsmouth after a pleasant passage; got the 

 yawl over after breakfast, and the steamer being in a vaBt hurry, we 

 were left made fast to a buoy in a state of dire eoufuBion, everything 

 having been lumped on board anyhow. My "deckle," D., an old hand 

 at cruising, being extra smart, we had things right in an hour, and 

 after turning up the harbor for a look at the noble old hulks, reached 

 over to Wootton Creek to the B. C. A. camp, which was in full swing. 

 Here an accident happened that might have been serious if the Cherub 

 had not been a lucky ship. D. had compounded a lovely stew, which 

 we left cooking while we paid a short call on the camp officers. The 

 heat caused a bottle of whisky which was lying too near the stove to 

 burst, resulting in a fine blaze, which was quenched by the dinghy boy 

 before it had done much harm. We made vows never again to leave 

 the ship with the stove going. 



The camp was on a very excellent site, and in full swing. Both D. 

 and myself were struck with awe at the magnificent tent arrange- 

 ments of some of the members, whose palatial residences resembled 

 suburban back drawing-rooms. Camp bedsteads, chests of drawers, 

 flowers, photographs and other luxuries made us feel quite vagabonds, 

 although we were both heartily welcomed to share them, Nothing 

 we had ever seen in our H. Y. C. cruises approached the scale of 

 splendor that was here displayed, and we felt that the accommoda- 

 tion of the Cherub offered but a poor return for the hospitality we re- 

 ceived. But we did our best, and many availed themselves of a pass- 

 age to Cowes, Ryde and other places, as the weather seemed too 

 much for a few of the yawls to care about facing. On no occasion 

 did we miss our daily sail, although the short "Blop" (it cannot be 

 called a sea) caused by the strong winds then prevalent did not suit 

 the boat so well as the longer sea for which she was built, and made it 

 a case of "oilers," which would not have been dreamed of in a similar 

 strength of wind in our home waters. 



It would be tedious were I to give day by day our log while at the 

 meet, but I hope I may state, without prejudice, my impressions of 

 the various craft called cruising yawls we found there. Some, hailing 

 from a well-known university, having seen their best days as racers, 

 rode securely at moorings day by day, rarely going outside the creek, 

 while their respective owners patiently bore a large amount of play- 

 ful chaff concerning "honest cruisers." Others, built for tidal waters, 

 braved the breezes more or less satisfactorily, but afforded no living 

 room to their proprietors, although as tent carriers they were emi- 

 nently satisfactory. Heron, a Thames-built yawl of homely appear- 

 ance, turned out a splendid hard-weather craft, seemingly equal to 

 anything. May, a pretty Mersey-built boat, with a moderate sail plan, 

 was both fast and weatherly, took things very comfortably and aid a 

 lot of cruising, besides sailing from Lulworth Cove to the meet in 

 excellent time. 



The well-known Tavie, very smart and shipshape, made a good pas- 

 sage in company with some of the bigger ships on a breeze day, to 

 Hamble and back, on which occasion the little Vestal also made a fine 

 passage. In fact, all the ballasted craft performed their work as 

 cruisers fairly well; but common opinion concaded that nothing 

 smaller than Cherub was the size for efficient cruising, and, consider- 

 ing that our extra weight, depth and bsam gave no extra trouble, nor 

 at any time hindered our coming and going in the narrow waters of 

 the creek, while rendering ua quite independent of a shore tent, and, 

 what is far more important, permitted free movement about the boat 

 when under way (capsizing being quite out of the question), one won- 

 ders how much longer the advocatesof theskimming dish type of yawl 

 will continue to claim the title of cruiser for craft which did no cruis- 

 ing during the meet, when other yawls were sailing about the Solent 

 and in all respects properly f uldlliug the purposes for which they were 

 designed. Even the claims for speed, made on their behalf, are not 

 founded on any true basis, as the high speeds at which they are said 

 to sail are only visible when there is not sufficient wind to develop the 

 normal speed of bigger-bodied yawls. When there is breeze enough 

 to stir the placid waters of the Solent into a lop, they are Inferior in 

 speed and weatherliness to the "honest cruisers," as the times made in 

 the race for the challenge cup given by the Lough Erne admirers of 

 the B. C. A. prove. On this occasion there was only a nice sailing 

 breeze, for cruising craft could carry whole sail and the Yankee car- 

 ried 125sq. ft. without capsizing; yet the big-bodied boats finished 

 before the skimmers, ulthough I must admit that, barring the mishap 

 that happened to Yankee, the tiniest of the lot, she would have been 

 in many minutes ahead. 



A little racing brightens up the men (even the cruisers) who attend 

 the meet; but it would be, perhaps, more useful if some more definite 

 idea of what constitutes a cruiser could be established. The new 

 regulations made by the B, O. A. go a little in this direction, but rules 

 compelling the man to live on shore for a stated period will naturally 

 have no effect whatever upon the boat he races in. The Yankee, 

 which is a very beautiful little racing machine, and fast withal, is no 

 cruiser; and her owner complied with the stipulated requirements. 

 But what chance had the genuine cruising canoes Lily ana Argo in a 

 sailing match with the Transatlantic machine? Yet these two little 

 ships were out and about in all weathers, and in what must have bean 

 heavy weather for such little craft on several occasions, while the 

 machine lived under a shed nearly the whole time. I ask with wonder 

 why a race nominally for cruisers should be open to a machine under 

 any conditions, and how much longer a body uf sailormen are going 

 to be before they discover the Injustice and the harm it does to cruis- 

 ing and canoeing? 



The weather improved very much during the latter part of August, 

 and, with a fresh crew, we continued our cruising under very exhilar- 

 ating conditions. Portsmouth Harbor was very thoroughly explored 

 and Portchester Castle interested us very much. A pleasant iucideut 

 was also the meeting with an an old friend— the Vising, once sailed 

 under the burgee of the H. Y. C— still as staunch and seaworthy as 

 ever, and the comparison of the old and new type of Humour yawl 

 seemed to show that improvement had been the general outcome of 

 increase of beam and overhang and decrease of displacement. 



The end of our holiday drawing near, it behooved the Cherub's crew 

 to watch for a chance of running up channel for the Thames, and on 

 Saturday, Aug. 31, we left Ryde for Littlehampton at 6 A. M. There 

 had been a strong breeze the day previous from the S.W., but a light 

 wind from W.N.W. helped us along over the old swell and with the 

 east-going tide very nicely. Shaping our course for the Lnoe we 

 sighted the red and white buoy of the Swatchway about an hour after 

 the flood had made. As we drew nearer a email yacht ahead of us 

 made an attempt to go a long way inside, across the Streets, evidently 

 disliking the tidal race, which we could see breaking in a most alarm- 

 ing manner right across the Brake. The nearer we drew the less we 

 lined the look of it, but there was no getting out of it, as we were 

 drawn into the gtrong rush of tide bursting through the Swatch, mak- 



ing a most uncanny noise, and altogether being very nasty to look 

 upon from the well of a canoe-yawl. Hauling our wind, we found it 

 impossible to avoid going through, the pace of the tide being at least 

 four knots, and so we put the little ship at it again and made a virtue 

 of necessity. She took the first sea like a duck, only a few hundred- 

 weight of water broke over the fore deck at the second and third mad 

 plunges, and then we were swept well into the channel and out of the 

 breakers. Turning to see how our small friend inshore managed, we 

 found be was hard and fast ashore and striking in a most dangerous 

 way. We felt very anxious about him, but could do nothing, and, see- 

 ing a large cutter yacht turning through in the slack of the Boulder 

 Bank, we stretched off and hailed him to ask if he saw him and could 

 send a boat to him. We were reassured on hearing that, although no 

 boat could be sent from the cutter, the shipwrecked craft had 

 launched a dinghy, and that assistance would be sent from shore if 

 possible. There was too much swell to allow us to watch his move- 

 ments very accurately, but we hung about as well as we could, 

 and at last saw the little craft, under the foresail only, gradually draw 

 off the rocks, and, still under that sail, stand away due south until 

 she was lost to sight; a most extraordinary proceeding it seemed to 

 us, the mystery of which we have long pondered over without being 

 able to arrive at any satisfactory conclusion. So we went along again, 

 and on arrival off Littlehampton went in about half flood, and moored 

 alongside a coal wharf ahead of the once famous Polly wog, of Milford 

 Haven fame. Her owner very courteously did everything to make us 

 at home, for which attentions we were very grateful. A strong rush 

 of tide sets across the entrance to Littlehampton, which we were suc- 

 cessful in negotiating, but care is necessary in taking this harbor ex- 

 cept at slack tide. 



Next day being Sunday fa day I have invariably found favorable to 

 making long passages) we left about 5:30 and at 6 were outside, going 

 gently along with a light air W.N. W„ which remained light and paltry 

 until nearly to Newhaven. We carried our tide as far as Beachy Head, 

 when a smart breeze from S.W. sprang up, and we went along very 

 fast and comfortably until off Hastings, when, owing to the increasing 

 strength of the wind, the boat began to overrun the sea, which had by 

 now increased, but ran very true, with very little top. Here we hauled 

 down two reefs and proceeded, passing many fishing crafts turning to 

 windward. Going across to Dungeness we had the whole of the W. 

 going tide to bore over, and the sea broke more frequently, but 

 nothing, not even a spray, came aboard aft. The boat was tearing 

 through the water, but seemed to go but slowly by the land, we being 

 well off it, audit was getting toward evening as we rounded Dunge- 

 ness and reached well into the E. roads to smoothen our water. Here 

 were several craft brought up, and we would have liked to have 

 brought up too. But "a bad harbor is better than a good roadstead," 

 so we plowed along in the dusk for Folkestone, which we reached at 

 9:30 in pitchy darkness, and at dead low water, not a living soul visible 

 anywhere. 



This being a dry harbor, we hung on to a warping buoy and cooked 

 our supper (with much motion, owing to the sea running round the 

 end of the pier, and the backwash from the rocks) until there was 

 water enough for us to enter the port. Finally we made all fast and 

 turned in at midnight, having made a very satisfactory run of about 

 seventy-five nautical miles, and feeling very pleased at having got so 

 far along on our homeward journey. 



Monday and Tuesday it blew hard, the south cone being hoisted. 

 The regatta hero was postponed, but the sailing match for the big 

 luggers came off, and a fine sight it was to see these powerful craft 

 smashing to windward under double reefed foresails and mizens. 

 Needless to say, we did not continue our voyage, but on Wednesday 

 morning we left early for "as far as we could get," and had a rare old 

 shaking up over the swell left by the previous day's breeze, until we 

 got well into the Downs, where all was quiet, and a large fleet of craft 

 brought up; so we too let go our anchor for an hour, and had a quiet 

 second breakfast. 



Folkestone is a fearfully bad harbor; the range is something dread- 

 ful, and as the bottom is gravel and rock, as hard as brass, we fully 

 expected to find that our centerplate was jammed, as, before the boat 

 was properly afloat, Bhe ran backward and forward on the gravel, in 

 spite of double ropes fore and aft. However, nothing went wrong, 

 and the plate worked serenely, so we continued our journey, passing 

 Ramsgate, and stretching right off to the Tongue Buoy in order to 

 get the best of the young flood in our turn to windward up to Mar- 

 gate. Here we went ashore for letters and some necessaries, staying 

 nearly an hour, and then went on in the hope of making the East 

 Swale before the ebb. But progress was slow with a dead head wind, 

 and off Heme Bay the tide met us and made progress still slower. We 

 turned on, however, with all sail set until dark, when, being just off 

 the Street Buoy, and finding that to get to windward over the ebb 

 would be too tedious, we let go our anchor, hoisted our riding light, 

 and after taking careful bearings of the Girdler, Whitstable and 

 Heme Bay (in case anything happened), turned in until dawn, after 

 doing another good day's work, and feeling quite at home in the 

 river. 



Thursday, Sept. 5.— Up before dawn, and turned to Sbellness, letting 

 go again and resting until midday, when we again got under way with 

 double reef sail, and turned through to Queen borough without onca 

 touchiDg the ground. The first of the flood is by far the best time to 

 go through, and it may be useful to cruisers to know that we found 

 at least 21ft. under the railway bridge at two hours' flood, and got 

 through without lowering our mast. We remained at Queenborough 

 that evening, and turned to Chatham next day in a very heavy breeze 

 of wind, and were pleased to see how well we held our own with the 

 barges that were turning up with us, After a few days of single- 

 handed work in the Medway (a very favorite river of mine), we again 

 set sail for Greenhithe, and ended a very successful and interesting 

 cruise, and one which I am sorry that professional duties and engage- 

 ments will not allow me to repeat next summer. Cherub. 



A. C. A. Finances. 



The following report was received too late for publication with the 

 others last week: 



REPORT OF SECRETARY-TREASURER A. C. A., 1895. 



Receipts. 



Balance from Geo. P. Douglass, Secretary-Treasurer, as per 



report $609 15 



F. L. Durmell, Purser Atlantic Division , , 25 80 



Central Division, full income 175 75 



Atlantic Division, 30* 84 45 



Eastern Division, ;i0% 125 70 



Northern Division, 30$ 25 20 



Year Book , . 433 40 



Postage on Year Book 52 52 



Camp dues 173 00 



$1,694 87 



Disbursements. 



Transferred to Board of Governors , , $359 15 



Office expenses 47 20 



General expenses n 00 



Express charges 3 85 



Year Book ; , 232 80 



Postage and addressing Year Book 54 04 



Camp Site Committee 143 81 



Regatta Committee l 00 



Camp expenses paid 80 42 



Balance 761 60 



$1,694 87 



Thure are no outstanding bills against the Association. 

 The following amounts are still due the Association, viz.: 



West Shore R. Ft. (transportation) $15 00 



R , W. & O, R. R. (transportation) 25 00 



Chab. E Cragg, Sec'y-Treas. 

 The undersigned committee, appointed by Commodore W. C. With- 

 erbee to audit the accounts of Secretary-Treasurer Ohas. E. Cragg, 

 find them to be correctly kept and properly vouched. 



C. A. Neide, A. C. A. No. 11. 



R. P. HOLDEN. 



Port Henry, N. Y., Nov. 8, 1895. 



No final statement is given, but, as we understand, the balance of 

 $609.15 was turned in by Secretary-Treasurer Douglass on Nov. 1, 1894, 

 and was transferred to the board of governors; the sum of $359.15 

 being deposited in a Brooklyn trust company under the signatures of 

 the president and secretary of the board, while $250 was advanced to 

 Secretary-Treasurer Cragg to meet current expenses until cash was 

 received from the division pursers. The balanee turned over by 

 Secretary-Treasurer Cragg, $761.60, includes this sum of $250, which 

 should be deducted, making the actual balance of the year 1895 $511 (SO 

 To this is to be added $40 still due on advertising in Year Book. The 

 sum now in the hands of the board of governors is $1,220.75 from 

 which £250 will be advanced to Secretary -Treasurer Stryker, to' be re- 

 paid when the returns are made by the division pursers. This is a 

 remarkable showing as compared to the deficit of $500 at the end of 

 1891. It proves that with a proper system of government and reason- 

 able economy in its expenditures the Association has an ample income 

 and can afford to buy good prizes and pay all legitimate expenses and 

 yet preserve a permanent balance. 



The Eastern Division has sent in a duly audited report, the figures 

 of which agree with those of the statement published last weak The 

 Central Division haB as yet sent in no report. 



The Limit to the Centerboard. 



New York, Nov. 22.— Editvr Forest and Stream: According to the 

 Forest and Stream, our executive committee has seen fit to recom- 

 mend certain changes in the racing rules of the A. C. A. Among others 

 they propose to remove the 18in. limit to the drop of the centerboard. 

 I cannot see how canoeing is to be revived by any such method. Those 

 owning the present type of boat must either go to the great expense of 

 reconstructing their centerboard trunks and purchasing large daggers 

 or sheets of metal, or else they must build entirely new canoes with 

 such appliances. 



For years the hull of the canoe and its necessary boards have 

 remained practically unchanged. To propose in a moment, one might 

 say, a reconstruction of this entire fleet is radical legislatlpn, to say the 

 least. Of course some will say, why not use your present boai ? It 

 may be as fast as any new type. This is possible, but hardly probable, 

 for obvious reasons. In order to keep up with the procession one 

 must spend a considerable part of his income in experimenting with 

 different types of centerboards and finally choose a supposedly per- 

 fect one. I cannot see how this is to bring back to racing the older 

 men who have old types of canoes and are disinclined to spend much 

 time or money in reconstructing their boats. It was difficult enough 

 when a man had to keep improving his sail area in size and quality. 



The men with 180ft. sails practically frightened out of racing the 

 men who could not afford or had not the time to improve their sail 

 plans; so last year the racing was confined to a dozen men. Now if 

 men will not go into races because of the time and cost of perfecting 

 rigs, how much more likely are they to if their boats must be recon- 

 structed or new boats built? 



The fact is, a man who thinks he has a chance with the present type 

 of canoe would hesitate about racing a new and supposed superior 

 type. He would say he had no chance against such circumstances. 

 The races would probably be confined to a less number than at 

 present. 



The rule proposing the limiting of sail spread seems a good one. In 

 fact, I think that the race we had last year, when the sails were lim- 

 ited to 100ft., was the best of all, in spite of the uncertain winds 



I do not see the use of going from an extremely large sail area to an 

 extremely large or deep centerboard. An unlimited drop to the cen- 

 terboard will have exactly the same affect on racing as an unlimited 

 sail area. There should be a limit to all things. Cimex. 



American Canoe Association. 



The officers of the American Canoe Association for the year ending 

 Oct. 1, 1896, are: Com., William R. Huntington, Rome, N. Y.; Sec'y- 

 Treas., Thomas H. 8tryker, Rome, N. Y.; Librarian-Custodian, W. P. 

 Stephens, Bayonne, N. J. 



Atlantic Division.— Vice-Com., James K. Hand, New York; Rear- 

 Com,, Wm. C. Lawrence, Trenton, N. J.; Purser, Henry M. Dater, 307 

 Adelphi street, Brooklyn, N. Y.; Executive Committee: Henry H. 

 Smythe, New York,; H. Lansing Quick, Yonkers, N. Y.; Percy F. 

 Hogan, New York. 



Central Division.— Vice-Com., H. D. McVean, Rochester, N. Y.; 

 Rear-Com., Albert T. Smith, Albany, N. Y. ; Purser, Wm. H. Martin, 

 Rochester, N. Y. Executive Committee: Dr. W. J. Nellis, Albany, N. 

 Y. ; H. V. Backus, Rochester, N. Y. 



Eastern Division.— Vice-Com., James W. Cartwright, Jr., Boston, 

 Mass.; Rear-Com , Howard Frost, Worcester, Mass.; Purser, R. H. 

 Hammond, Worcester, Mass. Executive Committee: Howard Gray, 

 Lowell, Mass. ; Louis S. Drake, Auburndale, Mass. ; Alfred W. Dodd, 

 Hartford, Conn. 



Northern Division.— Vice-Com., A. H. O'Brien, Toronto, Can.; Rear- 

 Com., R. D'Arcy Scott, Ottawa, i_!an. ; Purser. Douglas H. McDougal, 

 Toronto, Can. Executive Committee: F. C. Johnson, Montreal, Can. 



Board of Governors.— Atlantic Division, Robert J. Wilkin, president, 

 Brooklyn, N Y.; Central Division, C. V. Winne, recorder, Albany, N. 

 Y. ; Eastern Division, Paul Butler, Lowell, Mass. ; Northern Division, 



E. B. Edwards, Peterboro, Canada. 



Camp Site Committee.— J. R. Robertson, chairman; J. S. Wardwell, 



F. F. Andrews, J. G. Eraser. 



Transportation Committee.— J. K. Hand, chairman; C. V. Winne, F. 

 S. Rathbun. 



Regatta Committee.— W. C. Witherbee, chairman ; E. B. Edwards, 

 Butler Ameis. 



A. C. A. Membership. 



Applications for membership may be made to the purser of the 

 division in which the applicant resides on blanks furnished by purser, 

 the applicant becoming a member provided no objection be made 

 within fourteen days after his name has beeu officially published in 

 the Forest and Stream. 



eastern division. 

 Name. Club. City. 



Fred W. White Tatassit Worcester. 



Wm. C. Pierce Tatassit Worcester. 



Henry E. Whitcomb Tatassit Worcester. 



C. H. Vaughan Tatassit... Worcester 



Frank A Clark Tatassit Worcester. 



Chaa. K. Fiske Northampton, 



Wm. C. Marshall New Haven, 



Russell A. Ballou, Jr Newton. 



\ifle ^ittge mid %nlhr%. 



Cincinnati Riflemen. 



Cincinnati, O., Nov. 17.— The following scores were made by mem- 

 bers of the Cincinnati Rifle Association at their range to-day. Condi- 

 tions: 200yds., off-hand, 31b8. trigger pull, rifles under lOlbs , standard 

 target, 7 ring black. A feature of to-day's Bhoot was a 100-shot match 

 between Payne and Roberts. Payne scored 787, Roberts 751, Payne 

 thus winning by 36 points. Hasenzahl added another clean score to 

 his credit: 



Drube 699697 10 75 9-77 



8 10 8756895 10-76 



9 9 7 8 7 8 9 7 6 6-76 , 

 98988 10 465 9-76 



Gindele 10 8 5 6 10 9 9 10 8 10-85 



9767697 10 8 8—80 

 7 10 8 10 8 9 7 7 10 8-84 



9 10 8778978 7-80 

 Payne 10 9 6 9 7 8 9 10 10 9-87 



7 6 8 10 7 10 10 8 7 10-83 



10 10 10 8 8 7 8 5 6 10- 82 

 868778 10 6 10 10-80 



Weinheimer 7 10 5 8 9 6 9 8 8 6-78 



778869677 8-73 

 54483996 10 10-68 

 10 10 8477654 6-67 



Trounstein 9 10 6918684 6-67 



965589583 9-67 

 587556578 8-64 

 687459466 5-60 



Strickmeier 7 8 3 7 7 7 6 o 7 9-70 



576877 10 58 9-72 

 49597 10 785 8—72 

 76688 10 10 58 8-76 



Brumback 478784879 9—71 



6 10 6785 10 57 6—70 

 895856787 6—69 

 5674 10 6679 8—68 



Frank 6 6 6 3 9 2 1 5 8 9-50 



555249878 7—60- 

 617545449 4—49 

 5385 10 3441 6-49 



Roberts 7 8 6 8 9 8 8 7 9 10-80 



10 78786998 9-81 

 79777968 10 8-78 

 677979789 7—76 



G Gindele* 799676886 9-V5 



596888668 8—72 

 84835687 10 7-66 

 685 946568 7-64 



Hasenzahl 6 7 6 7 9 9 10 7 9 10-80 



886998978 9-81 

 868699 10 9 10 6-81 

 8999888 10 9 8-86 



Louis 9 6 10 8 5 10 4 9 7 8-76 



886767877 10-74 



10 9775 10 896 7—78 

 967955678 6-68 



Hake 6 5 6 8 10 5 4 8 4 6-62 



6 9 8 9 10 7 10 5 10 8-82 

 688588569 10-73 

 45676758 10 7—65 



Topf || 9 5 6 7 10 9 9 7 5 6—73 



10 5 9 6 6 5 8 10 7 5-71 

 597768879 4-70 

 4ft65867 10 8 6-65 



* Denotes rest 



