462 



FOREST AND STREAM. 



[Nov. 25, 1898 



British keel boats is more than a match for the latest American 

 design in centerboards in anything like a good breeze of wind and a 

 head sea; and this confirms the Clyde opinion, that the centerboard 

 is a holiday toy, not good enough to face a race across the Atlantic, 

 ■with its varied checks of wind." We are not much surprised at these 

 opinions of our Clyde friend, but we are at the accompanying editorial 

 opinions in the Globe, that: "The one thing which stands out the 

 most prominently after the winning of the Cup is. perhaps, the 

 triumph of the centerboard type over the keel. The improved Ameri- 

 can centerboard has again beaten not only the improved British keel 

 but also what was supposed to be the best American keel which could 

 be turned out." This opinion, however, is in a great measure con- 

 tradicted by the remainder of the same article, which goes on to 

 point out the radical differences in other important points between 

 vigilant and Valkyrie, leaving the impression on the mind of the 

 reader that perhaps the centerboard had really little to do with the 

 result after all. 



'■Spinaker" has been on this side and should be well posted in Cup 

 matters, but he falls Into the error of stating that the New York T. C. 

 has laid down an ultimatum that a challenger should establish a 

 record at home before crossing the Atlantic. No such condition ex- 

 ists, either within or without the deed of gift. 



Crossing to this side, the Intelligencer, of Belleville, Ont., has 

 always devoted much attention to international racing since the days 

 of the Atalanta challenge; and, as it proves, is possessed of an incon- 

 veniently long memory. In an editorial on the races it handles in a 

 vigorous manner the question of Vigilant's relationship to the Ameri- 

 can centerboard sloop, quoting liberally from the old .^loop advocates 

 as to what really constitutes a sloop, and showing how far VigQant is 

 from the qualifications once universally accepted. 



A writer over the nomdephime of '"'Pioneer," in the San Francisco 

 Field Sports, discusses the two yachts very fairly, and though evi- 

 dently an American, touches on the same question of the type and 

 origin of Vigilant, as follows: "The victories have been American 

 largely through our natural aptitude for new ideas; the main evi- 

 dence of conservatism being the continued use of an almost eliminated 

 little centerboard in a deep vessel of another type. We said some 

 years ago that boards were better than keels, and light draft with in- 

 side ballast only, better than deep vessels with outside weight. We 

 have taken the transatlantic rig bodily, also their depth and manner 

 of carrying ballast ; then why not honestly say we are sailing deep 

 cutters and beat John BuU at his own hobby? Is it not more to our 

 credit to build fast«r models and sail them better, than to shout etern- 

 ally about the centerboard doing it all, making beUeve that we are 

 sticking to skimming dishes with inside ballast?" 



The Model Yachtsman and Canoeist comments on the races as fol- 

 lows: "There has been a prolific crop of excuses for our defeat and 

 numerous utterances from people who find it easy to be wise after the 

 event. Attention has been drawn to the circumstances of Valkyrie 

 being lightened until her l.w.l. was shortened l.'Jin. just prior to sail- 

 ing, and it is surmised that she did not sail in America up to the form 

 she showed in her races at home. It is also noticed that Vigilant car- 

 ried a lot of live ballast by having about twenty men on board that 

 would not be required to work the shij), and there may well be some- 

 thing in both of these items that has contributed to bring about our 

 defeat. The ballast taken out would probably have been useful in the 

 second race, but not sufficient to have turned the loss into a win. In 

 the last race it would no doubt have been of considerable advantage, 

 and perhaps turned the scale in spite of accident. The live ballast in 

 a beamy boat like Vigilant would count for something, it may be more 

 than can be gauged; and we think it would be better in future races if 

 the crews were limited, as there is no telling how far this feature can 

 be carried with success, even in large yachts; and that the depend- 

 ence, even to a small degree, on live ballast is objectionable, no 

 yachtsman who wishes well to the sport will be inclined to deny. 

 Valkyrie was, however, designed and built— talent and money made 

 then* effort in her— to win the America Cup, and the combination has 

 failed. For our part we expected it would, it is a big special task, 

 and if ever the Cup is to be won all conventionality must be set aside. 

 The challenger must be designed, not for our waters, our courses and 

 our breezes, but those of America. It must be remembered that the 

 time allowance is small, and conseauently is not a prime factor in 

 arranging for success; that under these conditions and the conditions 

 of American breezes and waters, that the limiting of the l.w.l. makes 

 it practically a length class race, and therefore that the most power- 

 ful boat of the length is sure to win. In smooth water and long 

 heaves of sea, beam gives more power than depth of body, and whether 

 the great beam pays over here or not, it will pay over there." We 

 could continue these quotations indefinitely, but enough are given to 

 show the general drift of opinion, at least on the part of the yachting 

 press. 



Society of Naval Architects and Marine Engineers. 



INATOCRAL MEETING— KKW YORK, NOV. 17, 1893. 



The present year has been a most eventful one in this country, and 

 occurrences that would ordinarily have attracted wide notice have 

 been almost lost sight of in the bustle and excitement of the great 

 Chicago jubilee. Many events of seemingly great importance just 

 now are destined to be forgotten before they have been long relegated 

 to the domain of history; while others that may seem small and insig- 

 nificant beside the vast pageants and imposing ceremonies of the 

 Columbian year, are destined to assume an added importance as they 

 glide further and further into the past. To this latter class belongs 

 the organization of the new Society of Naval Architects and Marine 

 Engineers of the United States, which, as has already been told in 

 the Forest and Stream, was called into existence early this year, and 

 which, within the present week, has celebrated its inaugural meeting 

 in New York. 



When we consider the vast interests which must be favorably af- 

 fected by the successful carrying out of the new scheme, and of the 

 work long since accomplished in the same direction by similar societies 

 of other nations, notably Great Britain, it is a matter of wonder that the 

 formation of such a society has '.een so long deferred in the United 

 States. It would profit little now to discuss the causes of such inac- 

 tion, as it is evident that they no longer exist, but on the contrary 

 have been superseded by others which have resulted in the very suc- 

 cessful inauguration of a body which promises to be permanent, and 

 to have a most powerful influence on the progress of naval design at 

 home and abroad. 



The work of the society this year has gone no further than the pre- 

 liminary organization and the annoimcement of its aims, but the roll 

 up to the date of the meeting included 265 members and 170 associ- 

 ates. The meeting was called for Nov. 16-17, the American Society of 

 Mechanical Engineers very courteously placed its club house at tbe 

 disposal of the sister organization, and the meetings were held in the 

 roomy and well-appointed lecture room. After a meeting of the 

 council the general meeting was openedby the president, Clement A. 

 Griscom, of Philadelphia, the president of the International Naviga- 

 tion Co., in the following address: 



Gentlemen — You have conferred upon me the honorable duty of 

 calling together the first general meeting of the Society of Naval 

 Architects and Marine Engineers of the United States. While I am 

 very grateful for this distinction, I do not accept the honor as a per- 

 sonal tribute, but rather as your recognition of the important inter- 

 ests over which I preside, and which are so intimately connected with 

 your art. 



The organization of this Society at this time and under the inspira- 

 tion of siich names as WiUiam H. Webb, Charles H. Cramp, George E. 

 Weed, H. Taylor Gause, WilUam T. Sampson, Horace See, Frank T. 

 Fernald, Francis T. Bowles, Washington L. Capps, Edwin D. Morgan, 

 George W. Quintard, Harrington Putnam and Jacob W. MiUer, is sig- 

 nificant of the lively interest which the busy people of this country 

 are at last taking in the international struggle for marine supremacy. 



Your articles of incorporation state that the particular object of 

 this Society is the promotion of practical and scientific knowledge in 

 the arts of shipbuilding and marine engineering and the allied profes- 

 sions, and this object is to be furthered by meetings for social inter- 

 course among members, at which shall be read and discussed profes- 

 sional papers on appropriate topics, the knowledge thus obtained to 

 be circulated by publication. 



That the need of such a society as this was recognized by the naval 

 architects and marine engineers of our country is strikingly exhibited 

 by the immediate response to the call for members by a roll of 265 ap- 

 plicants duly qualified by professional standing, which roll of members 

 includes, I can certainly say, most of the distinguished men of the 

 profession in this countiy, and the appreciation of the need for this 

 society was quite as remarkably shown by the application of 170 gen- 

 tlemen to become associate members, who, although not profession- 

 ally quaUfied as naval architects or marine engieeers, are quaUfled by 

 profession, occupation or scientific attainment to discuss the qiiaUties 

 of a ship and her propelling machinery, and this fist includes experi; 

 enced stiip owners, gaUant yachtsmen, scientific experts of kindred 

 professions, and men interested in the development of our national 

 and commercial navy. You are, therefore, to be congratulated that 

 your society has been so successfully and happily inaugurated. 



Societies similar to yours exist in Great Britain, in France and in 

 other European countries, and it is admitted that their influence upon 

 the development of the art has been invaluable. As long ago as 

 January, 1860, eighteen distinguished naval architects and marine 

 engineers, and otherwise scientific men, met at the haU of the Society 

 for the Encouragement of Arts, Manufactures and Commerce, in 

 London, and established the British Institutions of Naval Architects. 

 TBe-e eighteen men were all distinguished and included, among 

 •tners. the P^verend Joseph Woolley, Principal of the School of 

 Mathematics and Naval Construction, Portsmouth; .lohn Scott Rus- 

 sell, John Penn, John Grantham, Nathaniel Barnaby and E. J lit ed. 

 The first meeting of this institution was held March 1, 1660, with Sir 



John Somerset Packington president; and surely you will all sustain 

 me in the expression that to the knowledge disseminated by the de- 

 liberations and discussions of that society, mdelv promulgated during 

 the thirty-three years of its existence, Great Britain owes much of the 

 development of her commercial and naval power. 



There can be no doubt that such a society as vours, so firmly estab- 

 lished by your distinguished membership, should exercise a valuable 

 mfluence on the future of our Naw and of our commercial marine. 



Sir Nathaniel Barnaby, late chief constructor of the British Naw, 

 and one of the organizers of the British Institution of Naval Archi- 

 tects, remarked in my presence a year or two ago that no nation 

 could maintain an efficient navy without a prosperous commercial 

 marine to support it. This is a truism from a distinguished and 

 ob=ervat)t man, and when I found the rolls of this society, even now 

 in its infancy containing the names of distinguished naval officers, 

 naval architects and naval engineers, who have chiefly devoted 

 themselve to the development of our merchant marine, I was 

 reminded of Sir Nathaniel Barnaby's remark, and congratulated 

 myself, as an American, that at last there had arisen in this country a 

 public sentiment that is organizing to improve and to develop the art 

 of shipbuilding, and it struck me also as significant that this society 

 wa.s called into existence almost with the construction of our new 

 national navy, showing that the appropriation by Congress for a series 

 of cruisers and battle ships not alone adds power and influence to our 

 national flag, but stimulates throughout the land an interest in mari- 

 time affairs, without which no nation can be truly great, and has al- 

 ready created a public sentiment anxious to support and encourage 

 the development of our mercantile marine. 



In our country, where the national policy is to maintain no large 

 standing army, and only a moderate navy, a Naval Reserve merchant 

 fleet, quietly and usefuUy employed in the peaceful pursuit of com- 

 merce, is as necessary as are the millions of weU-trained and self-sup- 

 porting State militia, slumbering on their arms, unseen and industri- 

 ously employed, to the support of the regular army. 



It is a constant source of proper national congratulation that it is 

 not necessary that the power and strength of our nation should be 

 represented by its regularly maintained army and navy, but the assur- 

 ance of our national safety.- from foreign and domestic foe is in the 

 reserve power of the people, ready and able and wilUng to respond to 

 a national call. 



Our splendid State militia is recognized as the source from which our 

 national army would be instantly strengthened in time of war, but 

 the nation seems to have overlooked the fact that our navy should 

 have a similar reserve strength. The national sentiment which is 

 now producing a new navy cannot overlook the axiom that a navy 

 cannot be sustained successfully without a merchant marine to sus- 

 tain it. 



The inauguration of your society, therefore, seems to have occurred 

 at a fruitful moment, when our new navy is well under way, meeting 

 with a popular response; and when there is also shortly to be reahzed 

 an important addition to your merchant marine and naval reserve 

 strength. And your first general meeting occurs at a time in our 

 naval and commercial history when its discussions are sure to have a 

 great influence on the future of the arts which represent the building 

 and running of ships, both naval and commercial. 



I shall not detain you with a history of the decline of our foreign 

 commerce nor with the history of shipbuilding in this country. As 

 long as your yards were supported by orders from our merchants, 

 your skill occupied no mean place in international competition. Cir- 

 circumstances forced the merchant of the last generation to abandon 

 ship owning in foreign trades, but. being educated to transportation, 

 his son, with the energy of the father, largely became the builder and 

 operator and owner of the railroads of this generation. 



The ship owner in foreign trade nearly passed away, the practice of 

 the art in that field slumbered, but that the art of shipbuilding had 

 not expired with .you is shown in the magnificent types designed and 

 constructed for the trade of our coast, our Lakes and our inland 

 waters, and perhaps nothing is more significant than the fact that you 

 are always aoie, when necessary, to build a better naval cruiser than 

 the last, and a better yacht to defend the America Cup. 



As I am one who believes the Cup is here to stay, so do I believe that 

 with a demand for commercial vessels, your architects and engineers 

 and mechanics will show that the skill still remains with you, not only 

 to cope successfully with the highest talent of any country, but also to 

 keep in advance. Gentlemen, the future influence of this society — on 

 the art of shipbuilding and on the laws which affect the safety of hfe 

 and property at sea— is in your hands. 



The first paper was on the subject of "The Evolution of the Atlantic 

 Greyhound, ' by Charles H. Cramp, Esq., President Wm. Cramp & 

 Sons' Ship and Enguie Building Co., Philadelphia, Pa., read by Sec'y- 

 Treas. Capps, Mr. Cramp being present, but unable to read it him- 

 self. The second paper was on the "Determination of the Approximate 

 Dimensionsof a Vessel to Fulfill a given Prograumie or Requirements," 

 by Joseph J. Woodward, Naval Constructor, U. S. N. Following this 

 was a paper on "United States Treasury Rules for the Inspection of 

 Machinery and BoUers," by James T. Boyd, Esq., General Manager, 

 George F. Blake Manufacturing Co. After a recess for lunch, the 

 afternoon session was opened with a paper on the "Production in the 

 United States of Heavy Steel Engine. Gun and Arujor Forgings." by 

 Russell W. Davenport, Esq., Vice-President Bethlehem Iron Co., South 

 Bethlehem, Fa. The final paper of the first day was on "Coal Bunkers 

 and Coaling Ships," by Albert P. Niblack, Lieutenant U. S. Navy. 

 During the day a nominating committee was appointed and an election 

 of permanent officers held, resulting as foUows: Clement A. Griscom, 

 President; Chief Constructor Theodore D. Wilson, U. S. N., First 

 Vice-President; Charles H. Cramp, Chief Engineer George W. MelvUle, 

 U. S. N. ; George W. Quintard, Ii-ving M. Scott, Francis A Walker and 

 William H. Webb, Vice-Presidents, and Assistant Naval Constructor 

 AVashington L. Capps, U. S. N., Sec'y-Treas. 



v< In the evening, over 80 members met at the Brunswick, the dinner 



being foUowed by speeches. 



The second day's proceedings opened with the reading of a paper on 

 "Steel Ships of the United States Navy," by Theodore D. Wilson, ex- 

 Chief Constructor, U. S. N. In the absence of George W. Melville, 

 Engineer-in-Chief U. S. Navy; his paper entitled "Notes on the 

 Machinery of the New Vessels of the United States Navy," was read 

 by Secty-Treas. Capps. The next paper read by the author was on the 

 "Comparative Performances of American and Foreign Freighting 

 Ships— Our Superiority," by Wm. W. Bates, Esq,, late Commissioner 

 of N^avigation, Treasury Department.- 



During the afternoon session three papers were read: "Some 

 Thoughts on the Design of New York Ferryboats," by Col. Edwin A. 

 Stevens, Pres. of the Hoboken Ferry Co. ; "On the Law of Frictlonal 

 Resistance," by Prof. W. F. Duraut, of Cornell Unirersity. and on 

 "The Steam Yacht as a Naval Auxiliary in Time of War," by Wm. 

 Gardner, Esq. Osving to lack of time, tiie following papers were read 

 by title only: "The Wetted Surface of Ships," by David W. Taylor, 

 Naval Constructor, U. S. N. "The Influence of Speed and Weight of 

 Machinery on the Determination of the Other Elements of the Design 

 of Steam Vessels," by John J. O'Neill, Esq , Naval Architect and 

 Marine Engineer. "The Development of Shipbuilding on the Great 

 Lakes," by .1. F. Pankhurst, Escj., Vice-President and General Manager 

 Globe Iron Works, Cleveland, Ohio. 



We are unable, owing to lack of space, to give even an abstract, of 

 the various papers and discussions, but the proceedings on both davs 

 were interesting in the extreme. Both papers and discussions will be 

 pubhshed later on. The meeting finally closed ^vith expressions of 

 thanks to Lieut. F. I. Bowles, to whom the Society owes its first in- 

 ception, and to Pres. Griscom and Sec'y-Treas. Capps, who have each 

 contributed largely to the success of the first meeting. 



Southern IT. C. 



NEW ORLEANS, NOV. 5. 



Quite a crowd of people witnessed the race on Nov. 5 between the 

 sloops Nepenthe, 50 Oft., and Montauk, 43.4ft. of the Southern Y. C. 

 For quite a while there has existed a friendly rivalry between the two 

 boats, and it was decided to arrange a race, so that the question of 

 superiority be settled. 



The breeze had been very light during the forenoon, almost from 

 due north. At abcmc 1:30 P. 31. the wind shifted a little to the west, 

 then began to freshen, and when the starting gun was fired it was 

 blowing about 10 mfles an hour. 



The race was run over a triangular 15 mile course and under the 

 rules of the Southern Y. C. 



Nepenthe, owned by C. P. Richardson, was sailed by Capt. Young. 

 Montauk. owned by Peter Labouise, was sailed by Commodore Dennis 

 Ansiel, of Pass Christian, Miss. 



The signal gun was fired at 2 o'clock P.M.; at 2:01:50 Montauk 

 crossed the line and Nepenihe foUowed about liJ^ minutes later. The 

 course to the first stake was a dead beat to windward, both boats were 

 handled beautifully, but Nepenthe after turuiug the stake shou ed her 

 wonderful speed and fluished the first circuit with enough time ahead 

 to win the race. By this time the wind had increased in velocity to 17 

 miles an hour, which exactly suited Nepenthe and forced Montauk to 

 haul down her topsail. 



ThefuU times were: 



Ist 3d Cor- 

 Start. round, round. Finish. Elapsed, rected. 



Nepenthe 2 03 10 3 00 03 3 5:i 50 4 41 55 2 38 45 2 38 45 



Montauk 2 01 50 3 07 35 4 30 'JO 5 06 Of) 3 54 16 2 59 22 



Anodrac. 



A. C. A. Membership. 



Atlantic Division: Wm- J. Leatt, Philadelphia, Pa.; Stephen 

 Woods, Arlington, N. J. Central Division; W. H. Burtis, Rochester, 



Navahoe. 



The first heard from Navahoe after she sailed from Madeira on Oct- 

 23 was at Fortress Monroe on Nov. 15, the yacht arriving there with 



Navahoe came through it safely. She wUl probably lay up at South 

 Brooklyn. 



Summer Homes. 



A BEAunrtrLLY fllustrated book; list of over 3,000 summer hotels 

 and boardmg houses in CatskUI Mountains and central New York- 

 Send six cents in stamps to H. B. Jagoe, Gen'l Eastern Passenger 

 Agent, West Shore R. R., 363 Broadway, New York, or free upon 

 application.— ^dv. 



Green-viUe Rifle Club. 



The success of the club in its prize tournament has been the means 

 of awaking the Greenville citizens to the fact that the local rifle club 

 is of a decidedly lively character. For a young organization to dare 

 to back a gallery programme aggregating nearly mOO against the 

 judgment and advice of old and experienced men famUiar with the 

 management of shooting tournaments, and to carry the venture 

 through successfully merits recognition. So the Friday night shoot 

 foUowing the tournament, brought out the active workers of the 

 club, and many of GreenvUle's^citizens who had become possessed with 

 a desire to inspect the club house and ranges of the society. The vis- 

 itors were extended the privileges of the house by the house commit- 

 tee under the lead of Vice-President Barr. The shooting was interest- 

 ing in many ways. John Spahn, one of the second class men. made 

 the fine score of '245, beating that old expert M. Dorrler one point. It 

 is expected that Spahn will engrave that incident upon the memory of 

 the little Spahns for future reference. Messrs. Tracy and Bischof, 

 two new members brought into the club at the last regular meeting, 

 on Nov. 13, were present and participated in the shooting. The scores, 

 10 shots, 25-rmg target: J. Spaha 245, M. Dorrler 244, J. Boag 237, C. 

 Scheeline 238, C. Boag SZ2, G. Purkess 232, Plaisted 230, Chavant 238, 

 Collins 228, Gotthardf 221, Agnew 216, Dodds 215, Daniels 2a3, Graef 213, 

 Bischof 214, Barr 196. 



At 100 Yards. 



Stbacdsr, N. Y., Nov. 10 —Editor Forest and Stream: I inclose 

 target made by myself at 300yds. offhand, that I wish to submit to 

 you and ask you if you have any target in your memory which 

 measures less string measure, which is 83^in. I am unfortunate in 



one subject; I have no one as witness to the fact; but it was done in 

 good faith. I fired two other shots at the same target that were out 

 about liu., but fortunately they were the first two, consequently those 

 that caught tbe center are consecutive. I would like to know who has 

 made a better string. I would not object to have it published, only 

 for the controversy it might bring up. I wlU let you use your own 

 judgment about it. A. A. S. 



Excelsior— Greenville. 



The Greenville Schuetzen Park, at Greenville, N. J., was on Satui'- 

 day, Nov. 18, the scene of a friendly contest between two teams made 

 up from the members of the Excelsior and the Greenville Rifle clubs. 

 M. Dorrler and L. P. Hansen were selected as captains to represent 

 the contesting teams, and the men were chosen without regard to 

 their club afflnities. The weather conditions were the worst seen on 

 this range this season. At one moment the target could hardly be 

 seen on account of the heavy banks of clouds rofling in from the south- 

 west, and whose inky blackness was so deep that at one time during 

 the afternoon lights had to be Ughted in the shooting house in order 

 to permit the scorers to record the shots. At times the clouds would 

 roll by and the light would be aU that could be desired; but while the 

 luckless shooter was reloading his rifle for another shot that veU of 

 blackness would roll back again, until it became a matter of luck as 

 to whether one could get a glimpse of the bullseye or not. Dorrler 

 led his team with the high score of 232. Hansen was at the head of his 

 team with 215. The conditions of the match were 10 shots per man, 

 distance 200yd3., German ring target. It was intended to have shot a 

 series of lO-shot matches, but the weather was such that the second 

 match was cut down to 5 shots, which ended the afternoon's sport. 

 Dorrler's team was successful in both events, which was quite satis- 

 factory to the winners, at least. All hands adjourned to the Hotel 

 Armbruster, where mine host had prepared an abundant lunch for the 

 benefit of the tired shooters. 



An hour was spent in feasting and pleasant intercourse, after which 

 an adjournment was made to meet again on Saturday, Nov. 25. 



First match: 



Capt Dorrler i..;. ....... .25 35 23 22 21 20 23 23 21 19-232 



Weber 22 22 21 21 19 31 21 19 31 19—201 



Collins 18 24 19 20 23 21 21 31 16 24—307 



Boag 22 16 30 18 25 8 15 24 19 14—181-811 



Capt Hansen 23 23 21 15 20 19 20 25 25 24—215 



Plaisted 16 22 20 20 21 21 10 22 22 21—201 



Chavant 24 22 17 22 23 15 20 19 16 20-m 



Spicker 19 20 15 15 21 21 23 19 19 15—187-800 



Second match, 5 shots per man; 



Capt Dorrler 16 21 S2 23 21—102 



Weber 31 33 16 22 13— 96 



Collins .,,.18 9 20 16 14-77 



Boag 20 22 19 25 25-111-386 



Capt Hansen , 12 19 19 20 23- 93 



Plaisted , , 19 17 14 22 20- 92 



Chavant ....^ ......14 23 17 18 24— 96 



Spicker 18 17 30 19 22— 96-37; 



Ne-ve Tork City Schuetzen Corps (Team Shoot. 



The team held its opening shoot in the Zettler gallery Nov. IT, 

 divided into two teams under the leadership of Messrs. Range and 

 Radlotf as captains, 10 shots per man. gallery distance: 



Range, Captain. 2S1 Radlolf, Captain 230 



Zettler 2.36 Busse ,.,..235 



Rehm 331 Munz 303 



Kuhlmann 199 Maltzer 214 



Wieber 190—1077 Roedel 138-10-Jll 



MiUer Rifle Club. 



The weekly gallery shoot brought together only ten members in tbe 

 medal competition. The honors for tbe evening for the highest score 

 fell to Geo. Schlicht. with 343 points; the old veteran D. Miller was a 

 close second with 242, L. Schmidt was a good third with 241, the other 

 scores are as foUows; Meyers 336, Sohl 2:i8. ex-Captain Dewy 201, 

 Meyer 218, Vanderbeyd^n 237. Rogers 314, WUl 207 



