488 



FOREST AND STREAM. 



[May 19, 1893. 



PHILADELPHIA Y. C. 



THE third lecture delivered before the Philadelphia Y. C. was by 

 Mr. Wm. Gardner, the yacht designer, and Ids partner, Mr. CI. D. 

 Mostaer, the engineer, the designer of the hulls and machinery of the 

 fast steam yacht Buzz and Norwood. The cosy winter quarters of 

 the club on Chestnut street, Philadelphia, were weli filled on the 

 evening of April 27. Com. Brown being in the chair. Mr. Gardner de- 

 voted himself mainly to sailing yachts while Mr. Mosher dealt with 

 steam craft. In addition to drawing and blackboard sketches, a 

 stereopticon and sereen were used for additional illustrations, the 

 accompanying explanations extending the lecture considerably be- 

 yond the following reinme which by no means does justice to the 

 lecturers. Mr. Oardner gave a particularly interesting description of 

 the action of waves both in retarding ard in affecting the steering of 

 a vessel; also of the action of the wind on the sails, and of the shift- 

 ing of the center of effort due to the heeling of the vessel. Mr. Mosher 

 described in detail the boiler invented by him aud used in the Nor- 

 wood, showing working drawings of the details. The substance of 

 Mr. Gardner's remarks was as follows: 



Yacht designing is not an exact science as many have supposed, 

 especially in the case of sailing yachts, it is really a compromise in 

 the selection of good and bad qualities, the better boat possessing the 

 fewest b<ul qualifies. Steam yacht designing approaches more. to an 

 exact science. In a yacht we have three main factors: Resistance, 

 seagoing qualities and structure. The resistance can be estimated 

 with very great accuracy after one has become thoroughly acquainted 

 with the results of the model experiments carried on by Mr. Froude 

 and Messrs. Denny, and has made very careful experiments on any 

 new form or model be may find advisable to use. These experiments 

 are very valuable, and sometimes show very remarkable results. A 

 gentleman for whom we had made a design objected to the appear- 

 ance of the boat in one particular. We ran the model for him just 

 as designed, aud then in a few minutes made the change suggested. 

 With the same power applied, the model instead of lifting slightly 

 at the stern as at first, drew an equivalent of "It. more water flf*. 



It is an error to suppose that it is impossible to get a roomy boat 

 and a fast, one at the game time. My experience is that the model 

 best adapted for very high speed produces an extremely roomv boat 

 for the dimensions, and while the boat is somewhat quickened in her 

 motion owing to the greater buoyancy, she is not necessarily a bad 

 sea boat. In fact, with the proper care bestowed on the design, such 

 a craft can be made an excellent sea boat. 



Now as regards the structure. A light boat is Dot necessarily a 

 weak one. People who depend entirely for the seantliDgs of their 

 boats and vessels od rules such as Lloyds and others, as a rule soon 

 lose sight of the fact that a boat has very marked individual charac 

 teristics. Rules and surveys are for the purpose of giving to the 

 public the results of the very best practice in certain types of vessel, 

 protecting the public and the insurance companies against the mis- 

 takes of the incompeteut naval architects and ship builders, and also 

 against faulty workmanship. Rules are extremely valable where 

 they cover tvpes of vessels that do not vary to any great extent, but 

 a yacht or war vessel has its own distinctive individuality and should 

 be so treated. All the parts of the structure should be proportioned 

 to the stress that comes on them ; every pound of useless weight, only 

 increases the stress on some other part. A lightly built boat is in 

 consequence often much stronger than a heavy one. 



High class materials are very essential, and the very best of mate- 

 rials are always sought tor in high speed boats; the main expense, 

 however, is the workmanship, which must be of very high class. To 

 attain the best results it is absolutely necessary that the engineer 

 and naval architect should be in harmony, and that each should be 

 familiar with the other's work. In order that a correct estimate of 

 the speed of a boat may be made the naval architect needs to know 

 the following things: the detailed weights of the hull and machinery, 

 the frictional and eddy making resistances, and the thrust of the 

 propeller on the shaft. 



Very tew people realize that the boat at rest is not the boat in 

 motion, and also that the lines that are suitable at one speed are not 

 at another. In the case of a cargo ship the lines are dependent on 

 the peculiarities required by the trade, the length of voyage, cost of 

 coal and rate of freight. With the proper data 'at one's disposal, a 

 successful vessel may be built, while were a small change to be made 

 one way or the other the vessel would be far less profitable to the 

 owner. 



The sailing yacht, as I said before, is a compromise. The problem 

 is not to produce the model of least resistance, but the one best 

 adapted to the conditions The resistances of a yacht are wave making 

 surface eddy making ard rudder. The wave making of BRiling yachts 

 is very grpat, owing to the lerge displacement for the length : it amount 

 to 60 and 70 per cent at high speed, while in fast steam yachts and 

 torpedo boats it is as low as 50 per cent, at top speed. In a Mailt wind 

 frictional surface is the important element of resistance, and design- 

 ers, appreciating this, are apt to cut it away too much, thus making 

 the boat leewardly or unsteaoy. 



As the surface, is an important factor, its conditions should b* very 

 carefully looked after. Copper is very good, but there is no inherent 

 virtue in copper paint or any other compound on the market; one is 

 as good as another. The proper bottom for a boat i?, first, to put on 

 several coats of any good paint: during the winter these should be 

 rubbed down with sandpaper; two or three coats of any good anti- 

 fouling paint skould then be put on, and these should be rubbed 

 down to a smooth surface. Whenever the boat is hauled out, go over 

 it with fine sandpaper or pumice stone. No paint should be put on 

 during the season unless a large proportion of the bare wood is ex- 

 posed. By treating the boat this way in the winter, money will be 

 saved in the summer 



In the legitimate yacht, viz., <\ue having good accommodations, 

 there necessarily must be considerable bulk; but the object of the de- 

 signer is not to eliminate the wave making, asthatis impossible, butto 

 produce waves that, although appearing large at high speeds, require 

 but a modera te amount of energy to produce them: that is, to pro- 

 duce a true wave formation. Minerva was a remarkable example of 

 this; her wave making was much more pronounced than most of the 

 boats she sailed against, but she was traveling faster with less sail. 



Eddy making is caused by undue fullness or leanness in some one 

 place. If the after edge of a rudder is left wide, there is considerable 

 eddy making, and all edges should be made as sharp as practicable. 

 The' rudder forms a very important factor of resistance, and when a 

 boat takes a hard helm, her speed is materially reduced. The helm 

 is materially influenced by the movement of the boat ; if the run is 

 fine, the quarters wide and the bow wedge-shaped, the boat win go 

 oowd by the head as she heels, this throws the center of the lateral 

 plane forward, and makes the boat gripe. A large portion of the 

 water must pass under the boat, or at any rate she must keep her 

 head up. Volunteer was a remarkable example of this, she always 

 kept her head up, and was in consequence an easy boat to sail, while 

 Gloriana possesses the same characteristics in a still more marked 

 degree. 



The transverse wave is very marked in all deep boats; the deeper 

 ihe boat, or rather the more bulk there is low down, the more marked 

 it will be, When the boat is heeled, the bulk is on the lee side, so the, 

 wave is formed on that side; as the water on the weather side is 

 nearly straight, there is more surfane exposed to leeward, and conse- 

 quently greater friction on that side, so the boat tends to run off her 

 helm. 



The deep boat has the greater transverse wave making, less 

 diverging waves and less rudder, but has more displacement. 



The object of a designer should not be to foster one type of boat 

 but when the type has been determined, either by the waters to be 

 navigated or some particular requirement of the owner, to produce 

 the best boat of the type possible, always remembering that each 

 particular type has its own characteristics. 



On account of his knowledge of the characteristics possessed by 

 boats of different types, the designer maybe of great assistance to 

 the sailiug master, and where the highest results have been obtained, 

 the designer and sailing master have worked together. 



The sailing master is full of ideas in regard to the design, and in 

 many cases he wishes to make changes, very often in his effort to 

 eradicate all faults. He does not realize that the designer has volun- 

 tarily accepted certain faults as the lesser of two evils. The owner 

 goes to no end of expense to satisfy him, but every change makes a 

 slow boat. It is the sailing master's place to indicate the faults, but 

 it is the designer's place to remedy them. 



The clever sailing master will work at his sail until he gets it in the 

 proper form, which is of a parabolic nature. It is wonderful what a 

 perfect parabola a good setting sail is. "Liph" Willis, one of New 

 York's most famous sailors, always worked his sails into this form. 

 You often hear of theory and practice. The practice referred to is 

 often the most subtle theory unconsciously worked out in the mind; a 

 j*reat sailing master will go through as many unconscious calculations 

 in a few hours as our best mathematicians could go through in as 

 many days. A sailing master is not a servant, and should never be 

 treated as such. 



I have spokeu of steam and also of sail, but one of the great types 

 of the future is a combination of the two; theauxiliary sailing yaebt; 

 the auxiliary steam yacht is practically a thing of the past. There 

 is a greater field of improvement in ths auxiliary sailing yacht than 

 any other type of vessel ; this class has not kept pace with the ad- 

 vance in other directions. The great improvements are to be made 

 n vessels over 120ft 



The. tendency has been to build steam yachts of heavy displace 

 tnentand give them sails. The proper auxiliary should be to all ap- 

 pearances a pure aud simple sailing yacht. The ma.^hine-y should 

 be purely auxiliary aai saouid bd desigaed for thit purp.-ise. The 



yacht should be fast under sail and show good speed under steam. 

 The machinery should show the greatest economy possible, both in 

 space and fuel consumption. 



Mr. Mosher a remarks were as follows: 



The subject of high speed steam yachts and their various details 

 covers a very wide scope, in fact it is very elastic in its conception, 

 comprising a great raDge in size and in the requirements of the 

 owner. The modern steam yacht as a whole involves a knowledge 

 of nearly every branch of science and mechanics. In many cases it. 

 serves as a model for trying new devices before applying them com- 

 mercially to large vessels. Until recently the steam yacht generally 

 has been constructed from an assumed knowledge, and the designer 

 has had to depend upon someone else for the engines, boilers and 

 screws, of which the builders had patterns m stock of a type origi- 

 nally designed with an entirely different end in view; the result be- 

 ing that they are very inefficient and occupy a great deal of room, 

 and generally in the direction most objectionable, necessitating a re- 

 duction of the owner's accommodations and being extremely heavy. 



When the yacht is given her official trial for speed every one is 

 surprised at the result, the owner especially, who then realizes that 

 any particular pains in making an accurate report of her perform- 

 ance would materially affect the sale of the yacht. The owner who 

 has watched the construction with great interest and expectation, 

 meets with general disappointment, and he now has a boat en his 

 hands that he is not satisfied with, while an offer to sell her immedi- 

 ately invites suspicion of her inefficiency. The proper metacentric 

 height has not been realized, as the designer bad to accept the engine 

 builder's weights of machinery, which usually prove to he entirely 

 wrong; so the boat is anything but satisfactory in a seaway, and 

 steam yachting begins to appear not what had been expected. The 

 coal capacity is very limited from the inefficiency of the engine; the 

 boat is very loggy in a seaway, having insufficient speed to hold an 

 easy position on the waves, it being generally known that the motion 

 of a boat may be greatly eased by adjusting 'her speed to agree with 

 the form and period of the waves. The engine and screw not having 

 been properly designed ami balanced, the vibrations are excessive, 

 and are particularly fatiguing in only a very limited cruise. 



The engineer generally loses his interest, as he cannot produce any 

 results which he takes pride in showing, and he is more or less 

 blamed by every one on the boat; he fails to take proper care of the 

 machinery, and a continuous source of expense results. The en- 

 gineer is really a very important man on a. steam yacht, and usually 

 does not receive the credit due him, as he furnishes the mechanical 

 ingenuity in almost every emergency, and if be is really worth his 

 position it has cost him a great deal of study and consideration of all 

 the individual details under his care, and his attention cannot be re- 

 laxed for a moment while under way, besides he must be a constant 

 student to keep up with the rapid strides and new features that are 

 continually being plac«d in his bands. 



I regret to say, however, that a great many engines have proved to 

 give continual source of trouble and break-downs, mainly due to the 

 utter inability of their engineer to properly care for them. 



After one or two seasons of these experiences the owner becomes 

 dissatisfied with steam yachts, especially if he had intended te real- 

 ize high speed, and by this time he has found that he is not alone in 

 his misery, and so the steam yacht falls into disfavor from a yachts- 

 man's point of view, and he reverts to the sailing yacht, which is 

 free from many of these annoyances, although he is very far from 

 being satisfied with the uncertainty of reaching his destination to 

 meet an appointment, as be is dependent upon power over which he 

 has no control. Their lack of adaptation to rivers or inland waters, 

 and their very low speeds compared wich the steam yacht, makes 

 them begin to appear out of date, while the steam yacht may be. con- 

 structed with twin screws and two independent sets of machinery, 

 thereby avoiding delays due to an accident to either set of machinery 

 and assuring the yachtsman of an arrival at his destination, and at a 

 speed almost equal to that of a railroad train. 



Generally the desieners of the hull and the designers of the ma- 

 chinery have nut been equally interested and familiar with each 

 other's requirements, and various examples might be mentioned of 

 very unsatisfactory results in which, while each individual part was 

 not'radically wrong, the combination produced the failure; so it is 

 quite necessary that the really successful designer should have a 

 great deal of general knowledge of all the requirements of individual 

 parts of the hull and machinery in order to provide their best com- 

 bination, as the really satisfactory yacht is a general compromise of 

 the selection and adaptation of its various parts. Thus the hull 

 might seem very satisfactory when considered alone, yet its period 

 of vibrations might agree with that of the machinery at the highest 

 speed and produce strains so severe that no quantity of workman- 

 ship and material could continually withstand. 



With regard to the best models for a high speed, I am satisfied that 

 only a limited success can beobtained by a purely theoretical design, 

 especially if a new set of combinations of conditions exist, as there 

 are undoubtedly a great many counter currents and a great deal of 

 resistance data that we can have no conception of, and I very much 

 prefer, after it has been theoretically designed to perfect a model 

 by actual experiment, especially for extreme speeds, rather than to 

 trust solely to calculations from assumed data. I have here a pair 

 of small engines I have designed for this purpose; these engines are 

 of lin, diameter and lm. stroke, and have been run at a speed of 0,000 

 revolutions per minute, and together are capable of everting as 

 much as one-fourth of a horse power and yet weigh only about 8oz. 

 each, or both together lib. ; they are intended for a model about oft. 

 long by 7in, beam, and the entire weight of the model, including the 

 engines, screws, shaft, steam generator and connections, will weigh 

 under 121bs., and as far as form and displacement it will represent a 

 yacht. 150ft. long on %h\. scale. This model is intended to show all 

 the characteristics of the completed yacht under all the various con- 

 ditions she might meet with. 



The form of fast swimming fishes has been investigated in the hope 

 of perfecting a model, but the investigators seem to have lost sight 

 of some of the main factors. The fish being a submerged body, its 

 model should be far different from that of a body moving on the sur- 

 i ace of the water. The form in most fishes is no doubt adapted to 

 the normal speed, but in the case of our modern vessels we have re- 

 alized speeds far in excess to that of the fish. Again, the animal 

 kingdom has the capacity to exert a tremendous amount of energy 

 for a short space of time, for instance, a man can exert for a few 

 seconds as much as two horse power, as in running up a flight of 

 stairs, and yet his normal capacity is not more than one-tenth of a 

 horse-power, thus having exerted twenty times his normal power. 

 When a fish is frightened that is what takes place. aDd the fish is 

 only seen for an instant and his rate of speed is estimated accord- 

 ingly. 



One factor, however, that we are behind in, is the quality of the 

 frictional surface of our vessels compared to that of the fish. I have 

 experimented by towing a fish and a model, each attached by a cord 

 to opposite ends of a beam, and another cord atta ;hed to the center 

 of the beam for towing the same. Tue model was form ad of para- 

 fine wax which was run into a plaster mould taken from the fisn; the 

 weight of the wax model was then adjusted to exactly agree with 

 that of the fish; the wax model was then tried, also one having its 

 surface pamted and rubbed smooth, also one having its surface var- 

 nished, and one having its surface shellaced and also their surfaces 

 oiled or greased with various oils, glycerine and vaseline. I found 

 that the fish towed much easier than either of the models, although 

 the clean wax model showed the best results compared to any other 

 surfaces tried. 



The designer having a knowledge of the probable characteristic of 

 the yacht, should be able to furnish her captain with a gr^at deal of 

 valuable data, as to the proper conditions and speed to run in a sea- 

 way lor easing the motion and strains encountered In bad weather. 



Within the scope of this paper it is possible to give but a parsing 

 glance at the various details that enter into a modern steam yacht 

 so I will point out only the most important features and the advan- 

 tage in the various details that recent experience has placed at our 

 command. 



I have attempted to take up only strpt) parts as enter into a steam 

 yacht and treat the subject generally, ypt to refer to a few of the 

 essential details that, should receive careful attention, and to point 

 out the refinements that modern science and experience has sug- 

 gested to an extent that we can realize the difference in most of our 

 present yachts and those which we may ha ve at our command. 



Among the most annoying features of a yacht, and especially one 

 of high speed, is the excessive vibration that has heretofore gener- 

 ally accompanied it; so every feature that has a bearing on the vibra- 

 tions is of the utmost importance, 



In the screw propeller we have some losses which, can never be 

 wholly overcome, viz., the loss due to the displacement of the water 

 to allow the blade to pass through, the losses due to frictional sur- 

 face, and the losses due to the oblique action of the blade on the 

 water and the slip. 



In the screw propeller its efficiency is largely dependent on its 

 adaptation to the vacht, both in diameter, pitch, blade area, arid 

 lastly, its position with regard to the hull In some cases the bind e 

 area has been varied as much as 50 percent, without any appreciable 

 change in its efficiency. The diameter is also very elastic, yet a great 

 reduction in this area brings us into the same condit ion as using a 

 small jet in jet propulsion, and produces excessive slip; while the 

 very large diameter or dt*k area meets with a loss try too much fric- 

 tional surface, but provides us wich means to handle a much larger 

 load than that due to toe no'nial resistance of our boat, as in the 

 case of a tugboat. The most efficient pirt of the blade i* at or near 

 where it stands at an angle of 45* from the line of soaft, and ttre 



losses of its effloieDcy from this point toward the hub are due to an 

 oblique angle, and the resultant is very far from at right angles to 

 the shaft; besides, a large amount of centrifugal tendency is created 

 UDless the blades at that part have a decreasing pitch of as much 

 less as the mean slip of the screw, whereby that part of the blades 

 may pass through the water edgewise and thereby reduce their losses 

 at that point to a minimum, while at that part of the blade outride of 

 the angle of 45° the losses are due principally to fractional surface. 



Another very important point in the screw propeller is to have the 

 blades somewhat elastic, as the top blade of one acting near the sur- 

 face of the water encounters much less resistance than the lower 

 blade, that is the deepest in the water. So it follows that if the blade 

 were perfectly rigid that there would be a series of shocks continu- 

 ally imparted to the boat, while if the blades are somewhat elastic 

 the blade that is deepest in the water is sprung forward and the 

 thrust on the boat is lessened, while that blade when nearing the sur- 

 face of the water springs back toward its normal position, and its 

 velocity being tberehy increased its thrust is also increased, thereby 

 equalizing or producing a more constant thrust and materially re- 

 ducing the vibrations. It also acts very effectually in reducing the 

 strains due to racing in bad weather should the screw rise above the 

 water. 



Another detail affecting the screw propeller is the inclination given 

 to the shaft by most designers in the hope of lifting the stern or pre- 

 venting the boat from squatting. Very little assistance in support- 

 ing the stern is rendered by this poution of the shaft, while a consid- 

 erable loss In efficiency of the boat as well as the screw is created, as 

 the blade that is descending strikes nearly flat on the water, while 

 the blade that is ascending toward the surface passes through the 

 water nearly edgewise ancPproduces a series of shocks which sets up 

 serious vibrations; besides there is a great loss in the thrust result- 

 ant of the screw in the line of the motion of tue boat, which is still 

 further exaggerated by the increasing of the. apparent angle of the 

 shaft by the water at the stern of the boat flowing toward the sur- 

 face, as it must after the boat has passed through it. 



Among the most essential parts of a steam y ichc or steam vessel 

 is a satisfactory boiler or steam generator. With the present high 

 pressure of steam and the probable still higher pressure that will 

 soon be in general use, the boiler presents an entirely different prob • 

 lem. and what was satisfactory with the lower pressure and moder- 

 ate demand of steam in a given space is becoming entirely inade- 

 quate. The present demands of a boiler are extremely difficult to 

 fully satisfy, notwithstanding that thev have received the attention 

 of our most brilliant engineers, and still there are miuv features 

 that have continued to give trouble when attempting to get the re- 

 quired quantity, pressure and quality or dryness of steamout of the 

 space at our command for a boiler. We will first look at a few of the 

 features that experience has shown to give trouble: fiat or stayed 

 surfaces have come to be looked on in a boiler as not up to the 

 needs of modern times, and to invite trouble, especially in boilers of 

 large size and high pressure, and certainly this forte is not a scien- 

 tific adaptation to meet the required end. 



The circulation is of the greatest importance In a boiler where 

 the steam formed has to rise through the water that is attempting to 

 descend to replace that evaporated, the upward currents of steam 

 conflict with the downward currents of water, so the heating surface 

 fails to be protected by solid water, and besides being very inefficient 

 it is liable to become overheated and rupture is invited ; also priming 

 or wet steam is supplied. If a considerable quantity of steam is de- 

 manded per unit of surface our only alternative is to provide separate 

 passage for the water to return to the same generating surfaces, and 

 these passages it is found must be placed outside of the furnace and 

 entirely away from the heat, otherwise steam will be formed in them 

 and the center-currents produced. This feature exists in many 

 water-tube boilers. 



The arrangement of the heating surface is also another very im- 

 portant factor, as it is found that when the gases of combustion pass 

 along or parallel with the heating surface, their efficiency is on ly oue- 

 half as great as it is when the gases pass at right augles or impinge 

 directly on the surface. Again, it is found that in water tubes 

 arranged over a fierce fire at au angle less than 15 degrees from 

 a horizontal, steam is delivered spasmodically and the water is 

 kicked out of the tubes in each direct isn, only to be replaced and the 

 process repeated, so that serious priming or foaming results, besides 

 the danger of rupture. 



Screwed joints, riveted joints or seams of any kind in the fire are a 

 great source ot annoyance; as under a fierce fire they invariably give 

 trouble, as a joint is the weakest part and under constant heating 

 and cooling the continued expanding and contracting settled in the 

 seams or joints and leakage or rupture soon results. 



Again, in a screwed joint the thread weakens the tube or pipe by 

 reducing its thickness just as it enters the fitting or any rigid part 

 of the boiler, and continued springing due to expansion or vibration 

 centers in this which is the thinnest part, and crystallization or weak- 

 ness results in fracture. Our only complete cure is to have abso- 

 lutely no joints near the fire. 



Another very important feature is that all genera ting tubes or 

 parts in the fire should be of small diameter, so if accidental rupture 

 should take place only a small quantity of steam will be released 

 and a disastrous explosion avoided. Also one of the most vital and 

 important conditions, and one that has almost always been over- 

 looked iu the design of a boiler, is that the steam drums, main body, 

 or part carrying the larger quantity of steam and water, should be 

 placed entirely away from tne fire.'so in case, of that part becoming 

 short of w r ater it will not become overheated and an explosiou 

 avoided. Had this feature always been provided, thousands of dis- 

 astrous explosions would have been prevented and many lives and 

 valuable property saved, and the general fear of high steam pressure 

 would not exist. It fa also very important iu a boiler to have a large 

 water level or surface area, so that in case its feed supply is iuter- 

 rupted id will have a reasonable latitude of action without receiving 

 any water. When the above characteristics and conditions are 

 avoided, pressures two or three times as great as those generally 

 carried can be satisfactorily provided with absolute safety; besides 

 a boiler may be run to several times its normal capacity with satis- 

 factory results. 



The engines for a steam yacht have rapidly changed from the 

 single cylinder to the compound, and thence to the triple expansion 

 engine which at present is on a sure footing, haviug passed the ex- 

 perimental stage, and to-day is being supplied for nearly all modern 

 steam plants, while the quadruple expansion engine is pist making 

 its appearance in a substantial form, and bids fair to soon become 

 the standard of excellence where tue finest results are requ ied. The 

 delay in the progress of these engines has no doubt until recently 

 been largely caused by the lack of satisfactory boilers to produce 

 the required pressures of steam for their successful results. Each 

 advance in these engines has resulted in greater economy in fuel and 

 more equal distrioution of the strains, until with the quadruple ex- 

 pansion engine there seems to be little to be gained. \% itb the quad- 

 ruple expansion engine we may place each pair of cranks opposite 

 each other, thereby nearly balancing the reciprocating parts of each 

 ether, and make use of pressures as high as can satisfactorily be 

 used in the cylinders of the present materials at our command. 

 With the multiple cylinder engine there has come a multiplicity of 

 parts. Any further additions to these is extremely objectionable, 

 while any reduction in them is very desirable, as the engineer's care 

 and danger of derangement will be correspondingly reduced. 



In the designs that will now be placed before you economy, com- 

 pactness and simplicity yet the retainment of all' important features 

 and some special provision against vibration has been my greatest 

 effort. 



New -Jersey Rifle Shooting'. 



lispeciattv Reported for Forest and Stream.] 



Thk Miller Rifle Club held their first regular semi-monthly out- 

 door shoot at the Union Hill Schuetzeu Park last Wednesday 

 afternoon, the 4th inst. Oaly a tew members appeared, but the 

 next shoot, on the 18th. inst.. will no doubt bring c ut no less than 

 twentv. The scores made are appended below. The conditions 

 were 25 shots off-band, 25- ring target, possible 025, distarce 200yds.: 

 Geo Schlicht. .24 24 21 21 21 J H Kruae 24 33 9 12 14 



22 19 19 20 22 16 20 la 20 20 



21 24 23 21 21 2i 20 13 IB 19 

 18 21 21 21 23 14 17 20 13 21 



25 24 19 25 21-541 18 IS 20 IB 1-t— 43>i 



Aug Meyns....22 23 24 22 23 H Meyer 20 22 16 14 16 



23 23 23 5-0 18 10 18 13 15 12 



22 24 19 20 20 21 16 18 18 15 

 J9 21 18 14 23 23 23 12 12 16 



18 22 2d 20 17-310 15 18 15 ?0 30-417 

 F Brandt 16 16 15 21 20 E Etoepping. . .20 £D 16 16 IS 



19 23 20 13 21 12 12 14 15 14 

 15 10 22 20 22 15 14 18 ?C 18 

 21 17 23 22 17 12 14 IB 18 18 



18 19 24 20 21-4.75 24 22 2Q 12 20-416 



F Kammel . .23 21 21 20 9 18 12 12 15 15 20 18 17 



17 18 15 16 16 12 14 16 15 9 IS 16-404 

 At the next regular shoot every member present will fire e 

 string of 5TJ shots* 



